Between November 2018 and May 2019 the National Transport Authority (NTA) carried out the first round of public consultation on initial proposals for the Emerging Preferred Routes of sixteen Core Bus Corridors across the Greater Dublin Area (GDA). During this consultation phase thirteen thousand submissions were received in total. A Consultation Submissions Report for each corridor is available to view and download on our website www.busconnects.ie.
All of the submissions were reviewed and considered as part of the design preparation for the Preferred Route for each corridor. We have amended our initial proposals to address some of the issues raised in submissions including incorporating suggestions and recommendations from local residents, community groups and stakeholders. We are now publishing the Preferred Routes for sixteen Core Bus Corridors and commencing a second round of public consultation.
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 Preferred Route from start to finish with supporting maps and includes information on revisions made, if any, from the initial emerging preferred route.
The original brochures detailing each Emerging Preferred Routes, published last year, are available to view and download on our website www.busconnects.ie. These brochures contain information on the process for impacted property owners, the project timelines and steps required for statutory planning application.
BusConnects is the National Transport Authority's programme to greatly improve bus services. It is a key part of the Government's polices to improve public transport and address climate change in Dublin and other cities. It is included within the following Government policy strategies:
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 designed to provide a better, more reliable and more efficient bus service for everyone.
this project will deliver journey time savings of up to 40-50% on corridors. Dedicated bus and cycle lanes can significantly increase bus travel speeds and reliability.
Tackling the challenges of climate change is a priority for Ireland and moving more people to public transport is a key component of the solution.
More bus shelters, with seating where possible, new footpaths and better information at bus stops, will make using the fully accessible bus fleet easier for all to use, including the elderly and mobility impaired.
This project will see the provision of much needed cycling facilities around the city region with over 200kms of high quality cycling facilities provided.
Along each route, improvements and enhancements will be made to footpaths, walkways and pedestrian crossings. Funding and investment for local urban realms with additional landscaping and outdoor amenities will be provided.
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.
A segregated cycle track is a separate selection 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 lanes/tracks there will be the option of quiet roads and shared cycling on reduced speed roads for cyclists.
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.
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 second round of non-statutory public consultation.
They are not final proposals as they are subject to further consideration from the second round of public consultation and also subsequent examination in the context of environmental impact assessment
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.
Signal Control Priority uses traffic signals to enable buses to get priority ahead of single lane road sections, but it is only effective for short distances. This typically arises where the bus lane cannot continue due to obstructions on the roadway. An example might be where a road has pinch-points where it narrows due to existing buildings or structures that cannot be demolished to widen the road to make space for a bus lane. It works through the use of traffic signal controls (typically at junctions) where the bus lane and general traffic lane must merge ahead and share the road space for a short distance until the bus lane recommences downstream. The general traffic will be stopped at the signal to allow the bus pass through the narrow section first and when the bus has passed the general trafficwill then be allowed through the lights.
A Toucan Crossing is a roadway crossing designed to enable both pedestrians and cyclists to cross the road with purposefully designed signal controls.
Where CBC roadway widths cannot facilitate cyclists without significant impact on bus priority, alternative cycle routes are explored for short distances away from the CBC bus route. Such offline options may include directing cyclists along streets with minimal general traffic other than car users who live on the street.
They are called Quiet Streets due to the low amount of general traffic and are deemed suitable for cyclists sharing the roadway with the general traffic without the need to construct segregated cycle tracks or painted cycle lanes. The Quiet Street treatment would involve appropriate advisory signage for both the general road users and cyclists.
Urban Realm refers to the everyday street spaces that are used by people to cross, shop, socialise, play, and use for activities such as walking, exercise or commute to/from work. The Urban Realm encompasses all streets, squares, junctions, and other rights-of-way, whether in residential, commercial or civic use. When well-designed and laid out with care in a community setting, it enhances the every-day lives of residents and those passing through. It typically relates to all open-air parts of the built environment where the public has free access. It would include seating, trees, planting and other aspects to enhance the experience for all.
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 Emerging Preferred Route (EPR) in January 2019.
It is proposed to commence this CBC at a new bus interchange facility on the northern boundary of the Liffey Valley Shopping Centre. The EPR has been updated in this area to align with the proposals planned by 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.
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 as proposed in the EPR. 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.
At the Le Fanu Road junction, it is proposed to divert city bound traffic on to Le Fanu Road as proposed in the EPR. 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 which represents a design revision compared to the EPR. 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 which represents a design revision to the EPR. 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 driven this proposed design change. 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.
It is proposed to change Memorial Road from one way to two way for general traffic which represents a design revision to the EPR. 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 which is a change from the EPR. 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.
At the junction of Emmet Road and Tyrconnell Road, general traffic turning right from Emmet Road to Grattan Crescent will be for access to Inchicore Works only.
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.
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) as per the EPR. 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 to revise the traffic configuration. However the revised configuration is changed from the EPR. Traffic on Brookfield Road will generally be two way but with no access northbound to Old Kilmainham Road. Southbound access from Old Kilmainham Road will be allowed onto Brookfield Road. A turning area will be provided near the north end of Brookfield Rd to facilitate turning traffic.
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 to the South Circular Road.
It is proposed to retain the existing road layout between the St. James' Adult Hospital entrance and the junction with Bow Lane West. From Bow Lane West to High Street, it is intended to provide a bus lane and general traffic lane in each direction. Where road widths permit, cycle tracks will also be provided, however these may not be continuous and at pinch points cyclists may be required to use the bus lane.
At the Cornmarket junction the priority has been changed from High Street/Thomas Street to High Street/Bridge Street Upper which represents a design revision compared to the EPR. The CBC will join the existing City Centre traffic management regime at the junction with Nicholas Street and Winetavern Street.
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.
The project website www.busconnects.ie 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.
General queries can be directed to a dedicated freephone 1800 303 653 or by email to cbc@busconnects.ie
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 www.busconnects.ie
Written submissions and observations may be made by:
Core Bus Corridor Project National Transport Authority, Dún Scéine, Harcourt Lane, Dublin 2, D02 WT20
Following the second 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 during Q4 2020 for its consideration and determination. A formal statutory consultation process will be undertaken as part of that process.