Bus Connects - Transforming City Bus Services

Swords to City Centre - Core Bus Corridor

Emerging Preferred Route Public Consultation November 2018

Contents - Page 1

1. Introduction - Page 2

1.1 Background

In June 2018 the National Transport Authority (NTA) published the Core Bus Corridors Project Report. The report was a discussion document outlining proposals for the delivery of a core bus corridor network across Dublin. It set out the vision for the provision of 230kms of dedicated bus lanes and 200km of cycle lanes/tracks on sixteen key bus corridors.

Separately in July 2018 the Dublin Area Bus Network Redesign, which is the redesign of bus services, started its first public consultation phase. Around 30,000 submissions including signed petitions and online survey responses were received by the end of September. Over the coming months all of these submissions will be reviewed and assessed. Following that process a revised network design will be published during 2019 for a second public consultation. It is envisaged that the implementation of the final network will take place in 2020. The network redesign can be implemented on the existing road network with some enhancements at key interchange locations.

The public consultation for the sixteen radial core bus corridors will now take place on a phased basis from November 2018 until May 2019. Each phase will be for a set number of corridors to be consulted on over a period of months. These public consultations phases will be the start of a detailed process of engagement and communication. All of which will take place prior to detailed designs being finalised and planning permissions sought.

This document is one of a series of sixteen, each dedicated to a single core bus corridor. The document provides a written description of the emerging preferred route from start to finish with supporting route maps. It explains the step by step process for engagement and consultation for potentially impacted property owners and the general public. It also outlines the process for planning and construction of the core bus corridor network including expected timelines.

1.2 Why does Dublin need a core bus corridor network? - Page 3


Congestion is one of the most significant challenges facing the Dublin region and needs to be addressed to safeguard the growth of the Dublin region and keep people moving. Ireland's economic recovery from the recession is seeing significant increases in the number of people working and travelling across Dublin. The number of commercial vehicles continues to rise as does the number of tourists. The commuter areas surrounding Dublin continue to spread and grow in a low density manner. Growth areas can only be served in the short and medium term by the bus as opposed to long-term projects such as rail and Luas.

At present bus lanes are in place for less than one third of a bus journey on the busy corridors. This means buses are competing for space with general traffic and so are affected by the increasing levels of congestion.

Growing Population

It is predicted that the population for the Dublin region will grow 25% by 2040, bringing it to almost 1.5m for the region. This huge growth in population has to be accommodated with a quality public transport system.

The bus system can deliver

We need to invest in the bus system because the bus system is the main component to meet our future transport needs. A good bus system has the reach and flexibility to service all the new housing developments, business parks, hospitals, colleges and retail shops across Dublin. It is a proven solution and is the main form of public transport across Dublin with 67% of public transport journeys each day made by bus. The bus system carries three and four times the number of people who travel on Luas or Dart and commuter rail.

1.2 Why does Dublin need a core bus corridor network? - Page 4

People want to cycle

The core bus corridor project is not just about the provision of bus lanes. Under this project we will also deliver 200km of segregated cycling infrastructure to make cycling safer and more attractive than ever before. This initiative is the foundation of the overall cycle network for the Greater Dublin Area.

Commuting to work by bicycle has increased by 43% since 2011. Again this growth represents a clear choice that people are making to cycle. This project will support that trend and is a vital component of creating a sustainable transport system for people across Dublin. Safe cycling facilities across the 16 key bus corridors will provide people, families and their children a suitable environment to cycle where they want and when they want.

People want to use public transport

The need to build a core bus network is being driven by increases in congestion and also by the significant shift of people choosing to use public transport. People want to use it and should have a reliable and efficient bus system to travel on. Based on 2017 canal cordon figures over 70% of people travelling into the city each morning do so by sustainable transport modes and mostly by bus. Cars only account for 30% of travel into the city centre each day and therefore the amount of road space allocated to sustainable transport needs to reflect that position.

What is BusConnects Dublin? - Page 5

BusConnects Dublin is a major investment programme to improve public transport in Dublin.

It aims to overhaul the current bus system in the Dublin through a 10 year programme of integrated actions to deliver a more efficient, reliable and better bus system for more people.

1.4 What are the benefits of this project? - Page 6

Journey Time Savings

The core bus corridor project will deliver journey time savings of up to 40-50% on each corridor. Dedicated bus lanes can significantly increase bus travel speeds and reliability. Improved journey times and reducing the amount of time people spend commuting will make bus travel more attractive and reduce our reliance on car travel. The more convenient the bus system is, the faster the modal shift will be for people from the car to the bus. Not only will current bus users and cyclists benefit but future commuters will be able to avail of a better system as the improved bus and cycle lanes are built.

Accessibility for all

Accessibility is about people’s ability to reach the destinations and services they want to get to. This means both people's level of mobility and the costs of travelling. There are many tens of thousands of people across Dublin who cannot drive a car, do not have a car and are completely reliant on the bus service. The bus lane improvements will enhance accessibility for the elderly and mobility impaired because all buses are accessible and bus stops, bus shelters and footpaths will support easy boarding and disembarking of the buses.

Better cycling facilities

This project will see the provision of much needed cycling facilities around the city region. Across the 16 radial bus corridors there will be over 200kms of high quality cycling facilities provided. These new or improved cycle lanes will be segregated from bus lanes and general traffic where feasible.

1.4 What are the benefits of this project? (cont) - Page 7

Pedestrians and Local Urban Centres

In addition to bus lanes and cycling facilities this project is an opportunity to enhance and improve local areas. This project is focused on making things better for commuters and communities around the bus corridors. Along each route, improvements and enhancements will be made to footpaths, walkways and pedestrian crossings. Funding and investment for local urban centres with additional landscaping and outdoor amenities will be provided.

Building a sustainable city and addressing climate change

By providing a better bus system for Dublin we can make it a more attractive place to live, work and visit. A good public transport system is vital to support the economic activity of any city and can also address the need to improve air quality and reduce CO2 emissions. Tackling the challenges of climate change is a priority for the Government and moving more people to public transport is a key component of the solution.

1.5 What does the core bus corridor project entail? - Page 8

The core bus corridor project proposes the provision of 230 kilometres of bus lanes on sixteen of the busiest bus corridors and 200 kilometres of cycle lanes and tracks as published in the discussion document, Core Bus Corridor Project Report June 2018.

The layout below shows the arrangement that we are seeking to achieve on each corridor. However, this optimal layout is difficult to achieve in practice and we have proposed alternative solutions in various places to deliver the required bus and cycling lanes.

Bus lanes are needed to make the current and future bus system operate efficiently, reliably and punctually. Our intention is to develop these bus corridors so that each will have continuous bus priority – in other words, a continuous bus lane in each direction as well as maintaining two general traffic lanes. In addition we also want to provide safe cycling facilities, segregated where possible from other vehicular traffic. This will remove the delays currently experienced which will grow worse as congestion increases.

Radial Core Bus Corridors Emerging Preferred Routes - Page 9

  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

Emerging Preferred Route - (Section 2)Page 10

2.1 The Emerging Preferred Route for Swords to City Centre

The Emerging Preferred Route set out in this consultation document was identified following an assessment of various alternatives.

The route selection process involved identification and consideration of possible options taking account of criterias including local impacts on property frontage, existing traffic patterns and broad assessment of environmental impacts. A Feasibility Report setting out details of the assessment work undertaken is available on www.busconnects.ie.

Arising from that work an Emerging Preferred Route has been identified for this corridor and public feedback on that proposal is now sought. It is important to know that this option is not adopted yet. Only following this consultation and review of the submissions received will a decision on the final Preferred Route be made.

2.2 Swords to City Centre Overview

The Swords to City Centre Core Bus Corridor (CBC) commences on the R132 Swords Road at the Pinnock Hill junction and is routed via the R132 along Swords Road, Drumcondra Road Upper & Lower and Dorset Street to the junction with North Frederick Street. This CBC is then routed via North Frederick Street and Parnell Square East, where it will join the prevailing 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.

2.2.1 Pinnock Hill Junction to Airport Roundabout – Swords Road

The corridor commences south of Swords on the R132 Swords Road at Pinnock Hill. This existing roundabout junction will be modified to a fully signalised junction with pedestrian and cyclist facilities. The corridor is routed southwards along the R132 Swords Road. Between the Pinnock Hill and Airside Retail Park junction, the existing bus lanes will be maintained. A new dedicated cycle way will be provided in each direction on this section of road.

Between Airside Retail Park Junction and the Airport Roundabout, the existing bus lanes will again be maintained. It is proposed to upgrade the existing cycleways and bus stops along this section of the route. It is intended to provide a new bus lane on the northbound and southbound approaches to the Airport Roundabout. The northbound approach will be controlled by a new bus priority signal. It is also proposed to upgrade cycle facilities through this junction.

To provide this upgraded road infrastructure, it may be necessary to take some land from adjacent private property. This may be particularly relevant at the following locations:

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

2.2.2 Airport Junction to Coolock Lane Junction - Swords Road - Page 11

Between the Airport Roundabout and Turnapin Lane, it proposed to again retain the existing bus lanes and general traffic lanes in both directions. It is intended to keep the existing cycleway and bus stop facilities in place on this section. The infrastructure improvement works require areas of limited land take to facilitate these upgrades. The indicative extents of this land take are shown in the Appendix of this brochure. To maintain bus priority for northbound traffic through the Airport junction, it is proposed to provide a bus priority traffic signal on the southern roundabout approach.

Between Collinstown Cross Industrial Estate and Coolock Lane improved cycle facilities will be provided. New bus stop facilities will be provided outside Whitehall Colmcille GAA Club and between Santry Close and Coolock Lane.

To facilitate these transport infrastructure improvements, some limited land take may be required at the following location:

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

2.2.3 Coolock Lane Junction to Omni Park Shopping Centre Entrance - Swords Road

Between Coolock Lane and the entrance to Omni Park Shopping Centre, it is proposed to extend continuous bus lanes and cycle tracks in both directions. This may require some limited land take from adjacent properties on both sides of the existing road and the removal of existing on-street car parking. The indicative extents of this land take are included in the Appendix of this brochure.

It is intended to relocate the existing pedestrian crossing at the junction of Magenta Crescent to the south side of the junction.

Along this section between Coolock Lane and Omni Park Shopping Centre junctions, two-way general traffic will continue to operate, with one general traffic lane in each direction. However, south of the Omni Park Shopping Centre junction, only one general traffic lane is envisaged, operating in the northbound direction. This will require all traffic exiting from the Omni Park Shopping Centre to turn northwards and traffic with a southbound destination will use the diversion route set out in the next section.

2.2.4 Omni Park Shopping Centre Entrance to Shantalla Road Junction – Swords Road - Page 12

As mentioned in the previous section, it is proposed to restrict the section of Swords Road south of Omni Park Shopping Centre junction to two bus lanes and one northbound lane for general traffic. Due to insufficient width and the layout of the accesses of adjacent properties, it is not feasible to accommodate two general traffic lanes and two bus lanes along this section of Swords Road. Accordingly, it is proposed that southbound traffic will be redirected to Coolock Lane Roundabout to turn southwards onto the road frequently referred to as the Santry Bypass. A new slip road will be provided to allowing southbound traffic on the bypass to exit onto Shantalla Road, facilitating connections to the Beaumont area.

Because this section of the Swords Road also has insufficient width to provide segregated cycle facilities, it is proposed to redirect cyclists along Coolock Lane and onto a two-way cycle track which will be provided adjacent to Oak Park Avenue and Shanrath Road. This cycle route rejoins the Swords Road at the junction with Shantalla Road.

A no-right turn sign will be introduced for traffic coming from Shanowen Road. This road currently has a weight restriction at the junction with Shanowen Avenue.

A plan showing the alternative traffic routing in the Santry area is provided at the end of the Appendix.

2.2.5 Shantalla Road Junction to Blessington Street – Swords Road - Page 12

From Shantalla Road to the junction with North Frederick Street, a continuous bus lane will be provided in both southbound and northbound directions. It is also proposed to provide a cycle track between these junctions in both directions. The following junctions will be upgraded with improved pedestrian and bus priority facilities:

To facilitate these improvements to the public transport infrastructure and cycle-way facilities, it is proposed to utilise limited land take at the proposed locations:

2.2.5 Shantalla Road Junction to Blessington Street – Swords Road (cont) - Page 12

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

In Drumcondra, the existing bridge over the River Tolka will require widening to accommodate the proposed road layout.

As part of the scheme, it is proposed to provide on-street parking at the following locations:

On-street parking elsewhere may need to be removed to accommodate the proposed works.

It is proposed to provide new turning restrictions at the following junctions:

This end of the scheme ties with the existing street layout at the junction of North Frederick Street and Dorset Street Lower.

On this section of route, nine loading bays will be affected by the proposed works. It is intended to retain these facilities where possible. The details of these loading facilities will be developed as part of the next design phase.

2.2.6 North Fredick Street and Gardiner Street

On Gardiner Street Upper, it is proposed to apply a left turn ban from Dorset Street Lower. This will facilitate the implementation of a two-way bus layout on Gardiner Street Upper. Additional to this left turn ban, some of the existing on&street parking on Gardiner Street Upper will be removed. The junction between Gardiner Place and Gardiner Street Upper will be upgraded to a fully signalised junction with new pedestrian facilities.

Two-way traffic, both bus and general traffic will be maintained on Mountjoy Square West, Gardiner Street Middle and Lower. This end of the scheme ties into the existing bus priority system at Beresford Place.

On North Frederick Street, it is proposed to remove left turning traffic from Dorset Street Lower and straight through traffic from Blessington Street. North Frederick Street will be restricted to one southbound bus lane and one northbound traffic lane. Additional cycle facilities will be provided in both directions. Improved bus stop facilities are proposed for this section of scheme. This section of the scheme ties into the existing street layout at Parnell Street.

A plan showing the alternative traffic routing associated with the Gardiner Street restriction is shown on the final map of the Appendix.

2.3 Interface with the MetroLink Scheme - Page 14

The proposed MetroLink scheme will cross this CBC at the existing Pinnock Hill Roundabout. The proposed changes to the carriageway in this area will be coordinated with the proposed construction works associated with the Fosterstown Metro Station.

Key Facts

Challenges and Mitigations - (Section 3) Page 16

3.1 The Challenges

It's important to acknowledge that the choices required to deliver this step-change in the performance of the bus system will be difficult. However, the decision-making needs to be done now and not postponed until the problem is far greater. Some of the decisions may be hard but they are being made because we believe that these plans have the potential to fundamentally transform the way public transport works in Dublin.

Our challenge now is to respond to the needs of a modern city by providing a fit-for-purpose bus system, built on a streetscape that dates back centuries. Needless to say the streets were not designed to move the number of people that now need to travel in and out of the city each day. Some of the city's inner suburbs date back to Victorian times, with road layouts suited to more modest levels of traffic than we see today.

Not all the impacts will be felt equally and some locations will require more changes than others. Over the years those modifications that were easier to implement - the ones that caused little or no disruption - have been made. This means that there are no longer any simple changes which we can make that would generate meaningful benefits.

If we don't decide to make these changes now, then we need to accept that Dublin will become increasingly congested and a less attractive place to live and work, both for us now and for future generations.

3.2 Potential Impacts

3.2.1 Traffic changes

By creating more priority for buses and cycling there will be changes to how traffic currently moves around the streets. On some corridors, certain roads may become one-way, new bus-only sections will be introduced and in some places general traffic will have to take new routes in and out of the city. Additional cycle routes will be built, generally segregated from vehicular traffic, and pedestrian crossings will be added and moved in some areas.

3.2.2 Land take

Because there is so little unused space along these busy roads, it will often not be possible to accommodate the bus lanes and cycle lanes in the width available. In order to achieve the required space it will be necessary, in places, to acquire parts of front gardens, driveways and land in front of commercial properties to allow the bus and cycle lanes to be provided. This would require rebuilding new garden walls and driveways a short distance back from the existing road boundary.

3.2.3 Reduction of On-Street Parking and Loading Facilities

Because the roads that need widening travel through residential and business areas there will be a need to reduce the amount of on-street parking and loading facilities to accommodate the new layout.

3.2.4 Removal of Trees

As with the need to remove some parts of front gardens and footpaths there will be also be a need to remove trees along some of the corridors.

3.2.5 Road Works and Construction Sites

Widening roads, and building bus and cycle lanes, requires construction work. There will be excavation of the existing roads, plus parts of gardens and footpaths where needed. There will be resurfacing, kerbing, replanting and landscaping. As with any work site and road works, there will be a certain level of noise, dust and temporary traffic diversions.

3.3 How we will address those challenges - Page 17

Obviously these challenges and impacts are significant. Every feasible option is being looked at to minimise the disruption to people, their property and the wider local community. Where there is simply no viable alternative, and where we know we have to remove trees, portions of gardens, driveways or parking, we will ensure appropriate mitigation measures are put in place, wherever practicable.

As part of this public consultation potentially impacted property owners will be contacted directly by the NTA and a direct dialogue will commence. As each individual property owner will have specific and personal issues there will be a dedicated liaison team to engage with this group on an individual basis.

There are principles for mitigation, statutory compensation and reparation which will be adhered to by the NTA as part of the statutory planning process. However, below are some of the measures that we envisage will be included. This list is not exhaustive and we anticipate that there will be other measures that will need to be put in place.

3.3.1 Traffic Changes

Where general traffic is diverted and re-routed, adequate signage and road markings will be provided for people to find their way. Measures will be implemented to ensure that "rat-runs" do not emerge as a consequence of the re-routed traffic. Also, local access will be maintained where new bus-only sections or one-way systems are brought in for residents and commercial properties.

3.3.2 Land take

Where lands, such as parts of gardens and driveways, are being acquired for widening we will purchase the portion of front gardens and driveways from property owners; ensure new landscaping and replanting of the gardens, reinstatement of driveways as well as providing compensation for the garden and driveway portion loss and disruption.

Where private and public walls or fencing are removed we will rebuild new garden walls and replace fencing where gardens have been affected and shortened. Also, where public or commercial walls and fencing have been taken they will be rebuilt and replaced.

3.3.3 On street parking and Loading Facilities

Where there is a loss of on-street parking and loading facilities we will seek to provide, where feasible, alternative arrangements close by for residents and businesses.

3.3.4 Trees

Where trees are removed from roadsides and footpaths we will put in place a comprehensive replanting programme. This programme will use mature or semi-mature ready-grown trees where appropriate and, where it is feasible, plant them as close as possible to the original locations.

3.3.5 Urban Centre Improvements

We will look for areas along the busy corridors where it is possible to improve the existing local spaces and the existing landscaping. It is important to use this opportunity to not only replace what is removed but to enhance the local areas. To do so, we will consult with the local authorities on such urban centre improvements and collectively seek to create attractive local environments.

3.3.6 Road Works and Construction Sites

During the construction stages the construction sites will be localised and managed on a road by road basis. The size of each work site and the hours of working will have to take into consideration the residential nature of many of the roads. Traffic management will be very important to keep the traffic moving and ensuring local access for people and deliveries is always maintained.

The Process for the Acquisition of Land - (Section 4) Page 20

Where the potential for impacts on private lands have been identified, the following process applies:

Q4 2018 - Q2 2019 NTA will issue information letters (not formal compulsory purchase order (CPO) notifications) to potentially impacted land owners and/or occupiers along each Core Bus Corridor. Potentially impacted includes for example, the acquisition of parts of front gardens, walls, fences, gates, driveways and the rebuilding of same to make way for street widening. The intention of this is to start a direct dialogue between NTA and the potentially impacted parties.

During 2019 to prepare the statutory planning documentation, the project design and environmental impact assessment will be progressed. During this time NTA will endeavour to minimise impacts on private lands. Direct dialogue between NTA and potentially impacted parties will continue to understand the likely impact of the proposed development and what arrangements can be made to minimise and where possible avoid those impacts.

End of 2019 / start of 2020 NTA will finalise the statutory planning documentation and will serve formal notice on the actual impacted owners of land proposed to be compulsorily purchased for the project. It will make a formal application to An Bord Pleanála for confirmation to compulsorily purchase necessary lands for purposes of constructing upgraded bus-lanes and bike-lanes.

During 2020 An Bord Pleanála will consider the planning application. There will be a period of statutory public consultation to allow those notified as being subject to CPO, and the public at large, to make submissions and/or objections to An Bord Pleanála. This will be followed by an Oral Hearing by An Bord Pleanála if deemed necessary. The statutory process will conclude with a decision by An Bord Pleanála on whether to:

From 2021 onwards if An Bord Pleanála grants approval NTA will commence valuations and negotiations to acquire the lands in the CPO, and progress construction of the project. The construction of each core bus corridor will take up to two years to complete. The construction start dates for each of the 16 corridors will be managed over the period 2021 through 2027.

4.1 How the project will progress - how and when to get involved - page 22

4.1 How the project will progress - how and when to get involved (continued) - page 23

In 2021 to 2027 Acquisition Overview:

Constuction commences on a phased basis - each corridor upgrade will take up to 2 years to complete

Start of property acquisition and construction

How to take part in the public consultation - (Section 5) Page 22

Please remember that the plans that we are publishing are proposals and that no final decision has been made on these matters in advance of the public consultation. We welcome all of your views.

Where you do not like a proposal, please consider suggesting an alternative solution or other option for consideration. But do bear in mind that bus transport is, and will continue to be, the main form of public transport for most areas of the Dublin region and an alternative of providing an underground rail system is simply not a viable option for most parts of Dublin.

5.1 Potential impacted lands

If your property is potentially impacted by the proposals, a letter will have been hand delivered to the property and details of how to engage with the NTA are detailed in that letter. A dedicated property liaison representative will be available to meet with individual property owners and provide regular updates on the project.

5.2 General queries

The project website www.busconnects.ie has a dedicated section for the Core Bus Corridor project. Users can access the site to find out more about the project and download copies of the key studies that have been carried out.

General queries can be directed to a dedicated Freephone - 1800 303 653 or by email to cbc@busconnects.ie

5.3 How to engage

We are inviting submissions in relation to the proposals set out in this Public Consultation Document.

Written submissions and observations may be made by:


Through the online form in the "Public Consultation" section of the Core Bus Corridor page on our website: www.busconnects.ie

Or by email to:


Or by post to:

Core Bus Corridor Project

National Transport Authority Dún Scéine Harcourt Lane Dublin 2 D02 WT20

Appendices - Index and Route Maps - (Section 6) Page 27

Swords to City Centre - Page 25

NOTE:The Emerging Preferred Route shown on the following drawings is indicative only and is subject to change following consultation and as part of the design development process.. Proposed new boundary areas may involve land acquistion.

NOTE: The following are descriptions of maps by Ordnance Survey Ireland - Government of Ireland. All rights reserved. Licence Number EN 0082118 National Transport Authority.

Index Map of Swords to City Centre including nodes from Cloghran, Dublin Airport, Dardistown.

Index Map of Emerging Preffered Route - Page 26

Map of Clongriffen to City Centre showing overview of stages 1-16 (including stage 43), with existing turnaround arrangement at Clongriffen dart station maintained, existing uncontrolled pedestrial crossing maintained at Railway road, main street and Clongriffen road. There are no works proposed for the section of main street between Beau Park and Grange Lodge avenues.

Index Map of Emerging Preffered Route (cont) - Page 27

Map of Clongriffen to City Centre showing overview of stages 17-44, with existing turnaround arrangement at Clongriffen dart station maintained, existing uncontrolled pedestrial crossing maintained at Railway road, main street and Clongriffen road. There are no works proposed for the section of main street between Beau Park and Grange Lodge avenues.

Map 1 Emerging Preffered Route - Page 29

Showing Pinnock Hill Roundabout, with drop kerb for cyclists on Swords road, road widening and new vehicular access. New island bus stop and existing roundabout to be converted to fully signalised junction. Opportunity for new pedestian link at Carlton Court.

Map 2 Emerging Preffered Route - Page 30

Fostertown laplands, New island bus stop on Swords Road and proposed new boundary.

Map 3 Emerging Preffered Route - Page 31

At Airside Junction, upgrade of existing signal junction with new bustop on Airside Road. New bus stops on Boroimhe Road and proposed new boundary on Swords Road.

Map 4 Emerging Preffered Route - Page 32

N1 Business Park and Glenmore house, with new bustop and proposed new boundary.

Map 5 Emerging Preffered Route - Page 33

Kilronan House & Bridge, Metro point, Kettles lane, - no indicated change.

Map 6 Emerging Preffered Route - Page 34

At Cloghran Roundabout U-turn to be permitted and designed into traffic signal staging with new island bustop on Swords Road, and proposed new boundary.

Map 7 Emerging Preffered Route - Page 35

Old Stockhole Road, Castlemoate House to Ulster Bank , left in, left out access with existing roadside parking to be removed at Coachmans Inn and moved further away. New island bus stop at Castlemoate House. New bus stop near Ulster Bank. New 2 cycleway track on Castlemoate House side.

Map 8 Emerging Preffered Route - Page 36

Airport Roundabout proposed new boundary with Bus Only signal on Swords Road.

Map 9 Emerging Preffered Route - Page 37

Between Kealys Pub and South Corballis Road Junction there will be a new island bus stop

Map 10 Emerging Preffered Route - Page 38

After South Corballis Road Junction there will be a new island bus stop.

Map 11 Emerging Preffered Route - Page 39

After South Corballis Road Junction (cont) - no indicated change.

Map 12 Emerging Preffered Route - Page 40

At Old Airport Road junction there will be new island bus stop and proposed new boundary and realigned road with impact on building on Collinstown cross Industrial Estate side.

Map 13 Emerging Preffered Route - Page 41

Carlton Hotel, Royal College of Surgeons sports ground proposed new boundary with road widening required at Carlton Hotel with new island bus stop nearby. New pedestrian crossing at Royal College of Surgeons sports ground.

Map 14 Emerging Preffered Route - Page 42

Turnapin Bridge to Northside Business Park - showing proposed new boundary existing road crossing to be modified at Turnapin Bridge.

Map 15 Emerging Preffered Route - Page 43

Turnapin Lane Dublin Airport Business park junction two new island bus stops.

Map 16 Emerging Preffered Route - Page 44

Furry Park, Santry River, Northwood Avenue - Indication of proposed new boundary and new island bus stops between Furry Park and Northwood Avenue (on both sides of road).

Map 17 Emerging Preffered Route - Page 45

Morton Stadium - Indication of proposed new boundary and new pedestrian crossing at Morton Stadium.

Map 18 Emerging Preffered Route - Page 46

Coolock Lane junction - Indication of proposed new boundary with existing trees to be removed, new Toucan crossing with entry gate relocation to Santry Park. New 2 way cycle track on Coolock Lane. NOTE: Refer to map 43 for alternative traffic routes Santry.

Map 19 Emerging Preffered Route - Page 47

Santry Avenue Magenta Crescent Santry Hall Indistrial Estate - Indication of proposed new boundary. On street parking to be removed between Church lane and Schoolhouse lane, and between Schoolhouse lane and Magenta Crescent.NOTE: Refer to map 43 for alternative traffic routes Santry.

Map 20 Emerging Preffered Route - Page 48

Omni Park Shopping Centre, Lorcan Road junction - Indication of proposed new boundary. At junction, no straight ahead (RUS 011). Existing bus shelters to be upgraded between Omni Park Shopping Centre and Omni Park service entrance. NOTE: Refer to map 43 for alternative traffic routes Santry.

Map 21 Emerging Preffered Route - Page 49

Shanowen Road After Omni Park service entrance new 3m wide bus lane, general traffic resitricted to oneway north bound, on street car parking to be removed, new bus stop. At Shanowen road, new No Right Turn sign (RUS 012) and Toucan Crossing. Then new bus stop and new 3m wide bus lane after Shanown road.

Map 22 Emerging Preffered Route - Page 50

Oak Park Avenue New Toucan Crossing at Oak Avenue and new 2 way cycle track past Blessed Maragaret Ball Church. CONSIDERATION TO BE GIVEN TO PROVIDING AN ADDITIONAL INBOUND TRAFFIC LANE ON THIS SECTION OF THE SANTRY BYPASS (N50)

Map 23 Emerging Preffered Route - Page 51


Map 24 Emerging Preffered Route - Page 52


Map 25 Emerging Preffered Route - Page 53

Larkhill Road Shanrath Road junction new bus stops and new 3m wide bus lane and new Toucan Crossing. On Santry Bypass, new 2 way cycle track. At Shantalla Road new signalised junction to facilitate new off ramp and general track off ramp to serve south Santry, new bus stop with shelter and hard standing area. Proposed cycle area through Ellenfield Park. NOTE: Refer to map 43 for alternative traffic routes Santry.

Map 26 Emerging Preffered Route - Page 54

Ellenfield Park and Whitehall Holy Child Church - Indication of proposed new boundary. New bus stop at Ellenfield Park. Existing pedestrian crossing to be upgraded to Toucan crossing at Whitehall Holy Child Church.

Map 27 Emerging Preffered Route - Page 55

Collins Avenue Swords Road junction - Indication of proposed new boundary. Existing bus stop to be upgraded Collins Avenue. Bus signal only at junction. New island bus stop and existing bus stop to be upgraded Swords Road. At Iveragh Road, new Toucan Crossing, existing parking to be removed, No Right Turn sign (RUS 012), Parking Permitted (RUS 018)

Map 28 Emerging Preffered Route - Page 56

Highfield Hospital - Indication of proposed new boundary. New Toucan Crossing and new Pedestrian Crossing at Bonnington Hotel. New island bus stop between hospital and hotel.

Map 29 Emerging Preffered Route - Page 57

Seven Oaks Griffith Downs Griffith Avenue - Indication of proposed new boundary. New Pedestrian Crossing at Bonnington Hotel and new island bus stop at Seven Oaks. New Toucan Crossing at Griffeth Downs. New bus stop and dropped kerb for school access near Griffeth Avenue. New Toucan crossing at Griffeth Avenue. New island and new bus stop.

Map 30 Emerging Preffered Route - Page 58

Homefarm Road - Indication of proposed new boundary. New island and new bus stop near Wellpark Avenie. New Toucan crossing at Homefarm Road. Relocation of parking and loading near Skylon Hotel and Parking Permitted (RUS 018).

Map 31 Emerging Preffered Route - Page 59

Church Avenue St.Patricks College - New island and new bus stop near Wellpark Avenie. Relocated bus stop near St.Patricks College. New bus stop at Tesco.

Map 32 Emerging Preffered Route - Page 60

Drumcondra Bridge, Botanic Avenue -Indication of proposed new boundary. New bus stop near Tesco. Existing parking to be setback with buffer. EXISTING BRIDGE WIDENED TO ACCOMMODATE MODIFIED ROAD LAYOUT. New Toucan crossing at Botanic Avenue. Relocated bus stops between Fagans and Hollybank Road.

Map 33 Emerging Preffered Route - Page 61

Drumcondra Road Lower - no indicated change.

Map 34 Emerging Preffered Route - Page 62

Drumcondra Road Lower - Clonliffe to Whitworth Road Parking Permitted (RUS 018) at Clonliffe Road and new bus stops. Parking Permitted (RUS 018) and existing parking and loading bay at Grattan Parade.

Map 35 Emerging Preffered Route - Page 63

Dorset Street, North Circular Road REFER TO MAP 44 FOR ALTERNATIVE TRAFFIC ROUTES - GARDINER STREET. Parking Permitted (RUS 018) at Belvedere Road. Relocated Bus stop and existing bus stops indicated. No Left Turn signs at Synott Place.

Map 36 Emerging Preffered Route - Page 64

Dorset Street Lower, Blessington Street Road widening required at Blessington Street. No Left Turn signs at Eccles Street.

Map 37 Emerging Preffered Route - Page 65

North Fredrick Street, Rotunda Hospital to Parnell Street New bus stop and 2m wide cycle track at North Fredrick Street. Road widening required Parnell Square North. New island Bus Stops at Rotunda Hospital and new 2m wide cycle track. No Left Turn sign (RUS 013) at Cavendish Row.

Map 38 Emerging Preffered Route - Page 66

St. Marys Place Garden of Remembrance existing bus stops shown.

Map 39 Emerging Preffered Route - Page 67

Gardiner Street Upper No Left Turn signs (RUS 013) at Dorset Street. On Gardiner Street Upper, new 3m wide bus lane. Indicates where existing on street parking to be removed from Sherrard Street Lower to Belvedere Court (with some to be retained). At Mountjoy Square North existing junction to be upgraded to a fully signalised junction with new pedestrian facilities. REFER TO MAP 44 FOR ALTERNATIVE TRAFFIC ROUTES - GARDINER STREET.

Map 40 Emerging Preffered Route - Page 68

Mountjoy Square West Gardiner Street Middle Indicates where existing on street parking to be removed and retained between north and south of square with new 3m wide bus lane and new bus gate. New kerb realignment at Grenville Street.

Map 41 Emerging Preffered Route - Page 69

Gardiner Street Lower Indicates where existing on street parking to be removed at Railway Street.

Map 42 Emerging Preffered Route - Page 70

Gardiner Street Lower (cont) Indicates where existing on street parking to be removed near Talbot Street and tie in to existing scheme.

Map 43 Alternative Traffic Route - Page 71


Map 44 Alternative Traffic Route - Page 72

Alternative Traffic Route - Gardiner StreetIndicates an alternative traffic route and flow for Gardiner Street.