Bus Connects - Transforming City Bus Services

Bray to City Centre - Core Bus Corridor

Emerging Preferred Route Public Consultation February 2019

Contents - Page 1

Introduction - (Section 1) 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

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.

1.3 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? - 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 Bray 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 Bray to City Centre Overview

The Bray Core Bus Corridor (CBC) commences at Nassau Street and progresses through Kildare Street to St Stephen's Green North and East, turning south on Leeson Street Lower. The corridor runs along Leeson Street Lower and Upper including the existing one-way system on Sussex Road. It continues on Morehampton Road and Donnybrook Road through Donnybrook Village, and on to the Stillorgan Road, intersecting with the UCD to City Centre Core Bus Corridor at Nutley Lane and the Belfield Interchange entrance to University College Dublin (UCD). It continues south on Stillorgan / Bray Road as far as the Loughlinstown Roundabout. The route then proceeds along the R837 Dublin Road through Shankill and on to the R119 Dublin Road. The route continues along R119 through the M11 access roundabout and onto the R761 Dublin Road north of Bray. The route terminates at the Dargle River Crossing and ties into Bray Main Street current road layout.

2.2.1 Nassau Street to UCD - Nassau Street, Kildare Street, St Stephen's Green North, St Stephen's Green East, Leeson Street Lower, Leeson Street Upper including the one-way system on Sussex Road, Morehampton Road, Donnybrook Road through Donnybrook Village, Stillorgan Road

It is proposed to commence this CBC at the junction of Nassau Street and Dawson Street where it joins the prevailing city centre network. From Nassau Street it progresses through Kildare Street to St Stephen's Green North and East, turning south on to Leeson Street Lower. Continuous bus priority and segregated cycle tracks are achieved through these city centre streets except for Kildare Street where lanes would be shared with general traffic between Molesworth Street and St. Stephens Green North. The existing cycle and bus lane facilities will be retained on St. Stephens Green East. It is proposed to convert the near side northbound general traffic to a bus lane. This will provide bus priority in each direction on this street. The corridor runs along Leeson Street Lower and Upper achieving continuous bus priority and segregated cycle tracks in each direction including the one-way system on Sussex Road. It is proposed to achieve continuous bus priority and segregated cycle tracks in each direction along Morehampton Street and Donnybrook Road through Donnybrook Village and the Stillorgan Road to UCD, except for a constrained section on Donnybrook Road at The Crescent where cyclists will have to use the bus lanes. It is intended to reduce the traffic speed limit through this area to 30 kph to improve safety for cyclists where segregated cycle lanes cannot be achieved. Bus priority signals are proposed at the Waterloo Road, Wellington Place, Marlborough Road, Belmont and Beaver Row junctions.

This section of the route will require limited road widening in the area of The Crescent, and between Anglesea Road and Airfield Park. The indicative extents of this land take are shown on the drawings included in the Appendix of this brochure.

2.2.2 UCD Entrance to Lower Kilmacud Road

At the Belfield Interchange UCD Entrance, it is proposed to retain a bus lane on the following arms of the junction:

It is intended to provide a new bus lane on the following arms of the junction:

It is proposed to provide improved bus stop facilities on each arm of the junction. The final UCD bus interchange arrangement will be developed in collaboration with the emerging UCD masterplan. It is intended to provide segregated cycle tracks on each of the junction arms and on the overbridge. Segregated cycle facilities will be provided between Ashfield Park and Stillorgan Road. Existing on-street parking facilities within this area are proposed to be maintained.

On the Stillorgan Road between Seafield Road and Foster's Avenue it is intended to provide a bus lane and two general traffic lanes in each direction. A short length of two-way segregated cycleway will be provided on each side in this area due to the proximity to UCD.

Between Belfield Park and Lower Kilmacud Road, it is proposed to provide a bus lane and two general traffic lanes plus a one-way segregated cycle track in each direction. It is proposed to extend the left turn slip and protected cycleway on the northbound approach to Foster's Avenue, and it is intended to retain the existing pedestrian link to South Hill Park. Between Tresdale and Priory Drive, it is proposed to upgrade the existing pedestrian crossing to a toucan crossing to facilitate cyclists. To reinforce cyclist safety it is intended to remove the left turn slip road to Trees Road Lower. A new toucan crossing is planned between Patrician Villas and St. Laurence Park. It is also proposed to provide new footway links to the existing pedestrian underpass by modifying the existing structure. At the junction with Lower Kilmacud Road is intended to realign the junction to provide improved pedestrian refuges.

2.2.3 Lower Kilmacud Road to Loughlinstown Roundabout - Stillorgan Road, Bray Road

It is proposed to maintain one bus lane and two general traffic lanes in each direction. Improved segregated cycle tracks and pedestrian footways will be provided along this section of the route. It intended to upgrade the existing pedestrian crossing adjacent to Merville Road / Glenalbyn Road to allow cyclists to use this crossing.

At Brewery Road it is proposed to upgrade the junction to improve the cycle lane facilities. At the junction of Leopardstown Road, it is intended to provide a protected cycle lane on the southbound approach on the Stillorgan Road, and it is also proposed to extend the left lane on the north approach to the junction with a protected cycle lane for cyclists moving through the junction.

It is intended to provide new crossing points for both cyclists and pedestrians adjacent to Knocksinna. Local bus stops will be upgraded to minimise potential conflicts between cyclists and pedestrians waiting to access the buses.

At the Kill Lane junction, it is intended to retain the existing pedestrian crossing. The existing signalised crossing at this location will be upgraded to facilitate cyclists crossing the Stillorgan Road. At the junction with the Westminster Road it is proposed to remove the existing U-turn filter lane to facilitate a new pedestrian / cyclist crossing. It is intended to provide a pedestrian link from the Stillorgan Road to South Park Estate. Between South Park Estate and Cornelscourt Shopping Centre pedestrian bridge, it is proposed to reinstate the footway and provide a segregated cycle track in each direction.

At the Clonkeen Road Junction on the southbound approach it is intended to reconfigure the existing central reserve to facilitate a new cyclist / pedestrian crossing. At the Wyattville Road Junction it is intended to remove the existing on-road southbound cycle track and provide a new off-road two way cycle track.

At the Loughlinstown Roundabout it is proposed to signalise the existing roundabout and to provide a continuous bus lane outbound through the junction towards Shankill. The northbound bus lane from Shankill will stop short of the southside of the roundabout junction and resume to the north of the junction on the Bray Road. By signallising the junction it will control traffic and ensure bus priority.

2.2.4 Loughlinstown Roundabout to Dargle River Crossing - Dublin Road through Shankill to Bray, Castle Street to Bray Main Street

South of Loughlinstown Roundabout it is proposed to provide one bus lane and one general traffic lane in each direction. A two-way segregated cycle track is planned between the roundabout and the entrance to the Seaview Gate development. At this point a new pedestrian / cyclist crossing will be provided allowing a single segregated cycle track in each direction south to St Anne's Church. This section of the route will require road widening on both sides of the road. The indicative extents of this land take are shown on the drawings shown in the Appendix of this brochure.

At the junction of Dublin Road and Stonebridge Road the existing junction is intended to be upgraded to facilitate bus priority, and the junction between Dublin Road and Shanganagh Road is proposed to be upgraded and signalised to provide bus priority and new pedestrian crossing facilities.

Because of width restrictions approaching, and through, Shankill Village, an alternative cycle route / shared surface is proposed along Lower Road, Stoneview Close and Mountain View, rejoining the Dublin Road at the junction with Crinken Lane. This will require the creation of new links for cyclists (and pedestrians) between the Dublin Road and Lower Road, between Lower Road and Stoneview Close and between Stoneview Close and Mountain View.

Between Shanganagh Road junction and Cluain Na Greine Court some bridge widening work is proposed, but it will not be possible to provide a wider cross-section on this stretch due to level differences between the road and the adjacent lands. It is proposed to retain the existing general traffic lanes. Bus priority on this section will be maintained through the installation of priority signals. Between Cluain Na Greine Court and Cherrington Road a continuous southbound bus lane is intended to be provided. The northbound bus lane will be intermittent to minimise the required land take on this section. Again bus priority will be maintained through the use of traffic signals.

From Cherrington Road to the existing M11 access roundabout it is proposed to provide a bus lane and a general traffic lane in each direction. Land take may be required on both sides of the road. The indicative extents of this land take are shown on the drawings shown in the Appendix of this brochure. As mentioned above, the off-line cycle track will rejoin the Dublin Road south of the Crinken Lane junction where segregated cycle tracks on each side will resume.

From the M11 junction to the Dargle River Crossing, it is proposed to continue with a bus lane, general traffic lane and a segregated cycle track in each direction. It is proposed to replace the M11 access roundabout with a signalised priority junction. The junction with Corke Abbey Avenue is intended to be upgraded to improve bus priority and pedestrian facilities. It is proposed to remove the existing uncontrolled pedestrian crossings and refuge islands between Chapel Lane and Upper Dargle Road. It is intended to upgrade the junction with the Upper Dargle Road to provide bus priority and pedestrian facilities. Again land take may be required on both sides of the road. The indicative extents of this land take are shown on the drawings included in the Appendix of this brochure.

By widening the Dargle River Crossing it proposed to maintain a southbound bus lane and two general traffic lanes plus add a segregated cycle track in each direction in addition to facilitating better pedestrian footpaths. Bus priority for the northbound bus movement would be maintained by providing a queue relocation signal on the southside of the crossing.

2.3 Key Facts - Page 13

Challenges and Mitigations - (Section 3) Page 14

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 - Page 17

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

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 - Page 18

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:

  1. Approve the application, approve with conditions, or refuse the application; and
  2. Confirm, amend, or reject the CPO.

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 20

4.1 How the project will progress - how and when to get involved (continued) - Page 21

In 2021 to 2027 Acquisition Overview:

Construction 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:

Online:

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:

cbc@busconnects.ie

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 24

Bray to City Centre - Page 25

Note 1: 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.

Note 2: 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 Bray to City Centre including nodes from Portobello, Ranelagh, Ballsbridge, Donnybrook, Mount Merrion, Stillorgan, Galloping Green, Leopardstown, Deansgrange, Cornelscourt, Cabinteely, Loughlinstown, Ballybrack, Shankill and Bray.

Map 1 Emerging Preferred Route - Page 26

In the City Centre, at Nassau Street. The Proposed scheme will tie into the existing road layout on Nassau Street at the Dawson Street and Kildare Street exits. A new pedestrian crossing is to be provided at the South Frederick Street junction.

Map 2 Emerging Preferred Route - Page 27

From Kildare Street to St Stephen's Green. The proposed route proceeds from St Stephen's Green North to St Stephen's Green South.

Map 3 Emerging Preferred Route - Page 28

From St Stephen's Green to Leeson Street Lower . The proposed route ties into the existing layout at the Earlsfort Terrace / Leeson Street Lower / St Stephen's Green junction. Bus priority signals to be added at the corner of Earlsfort Terrace and Leeson Street Lower. No Left Turn (RUS 013) sign at exit of Leeson Lane. Existing trees to be retained at the Hatch Street Lower / Leeson Street Lower junction.

Map 4 Emerging Preferred Route - Page 29

Along Leeson Street Lower towards Leeson Street Upper. Existing trees to be retained at Fitzwilliam Place, Wilton Terrace, Leeson Street Upper and Sussex Terrace. Bus Priority signals added at Wilton Terrace exit and after Grand Parade exit.

Map 5 Emerging Preferred Route - Page 30

On Leeson Street Upper and Sussex Road. The route proceeds on both roads and existing trees are to be retained on each. Bus Priority signal added after the Dartmouth Road exit.

Map 6 Emerging Preferred Route - Page 31

From Leeson Street Upper to Morehampton Road. Existing trees are to be retained. Bus Priority signals added after The Appian Way exit, before Waterloo Road exit and before Wellington Place junction.

Map 7 Emerging Preferred Route - Page 32

Along Morehampton Road. The existing trees are to be retained all along Morehampton Road.

Map 8 Emerging Preferred Route - Page 33

On Morehampton Road, past Mount Eden Road. The existing trees are to be retained along Morehampton Road. No Right Turn (RUS 012) signs before Herbert Park exit and after Marlborough Road exit. Bus Priority Signal after Marlborough Road exit.

Map 9 Emerging Preferred Route - Page 34

On Donnybrook Road. 30kmh limit after the Victoria Avenue / Belmont Avenue junction and a Bus Priority Signal added after Bellmont Avenue exit. Indications of proposed new boundary at The Crescent car park, with the existing trees to be retained.

Map 10 Emerging Preferred Route - Page 35

On Donnybrook Road towards Stillorgan Road. Existing trees to be retained on Donnybrook Road. 30kmh limit before Anglesea bridge. Indications of proposed new boundary from Brookvale Vale to the bus stop opposite Anglesea bridge. Additional indications of proposed new boundary by the Church on the Stillorgan Road.

Map 11 Emerging Preferred Route - Page 36

On Stillorgan Road. The route continues with indications of proposed new boundary at Belville and alongside RTE.

Map 12 Emerging Preferred Route - Page 37

On Stillorgan Road, through the Airfield Park junction. Indications of proposed new boundary along RTE that terminates opposite the Airfield Park exit. Existing pedestrian bridge to be retained at Thornfield.

Map 13 Emerging Preferred Route - Page 38

On Stillorgan Road, at the Nutley Lane / Greenfield Park junction. The proposed scheme connects to the UCD, Ballsbridge to City Centre Core Bus Corridor on Nutley Lane, with indications of the proposed new boundary at the Telephone exchange. The Bray to City Centre route continues on Stillorgan Road.

Map 14 Emerging Preferred Route - Page 39

On Stillorgan Road, past Nutley Park. The proposed route continues.

Map 15 Emerging Preferred Route - Page 40

On Stillorgan Road, at UCD. Indications of proposed new boundary along the Green Area at the entrance to UCD. UCD access arrangement subject to change with UCD masterplan.

Map 16 Emerging Preferred Route - Page 41

On Stillorgan Road, parallel to Ashfield Park. Indication of proposed new boundary along UCD continues past the Sports Ground.

Map 17 Emerging Preferred Route - Page 42

On Stillorgan Road, by Seafield Road. Indication of proposed new boundary at UCD bus stop. Potential new link to UCD indicated after the existing pedestrian bridge. Raised platform crossing indicated after Fosterbrook exit to Stillorgan Road.

Map 18 Emerging Preferred Route - Page 43

On Stillorgan Road, towards Belfield Park. Proposed toucan crossings after the Foster's Avenue exit. At the Radisson Blu St. Helen's Hotel, a two-way cycle track is to be brought through to rear of bus stop to reduce pedestrian and cyclist conflicts. At St. Thomas Church, the left turn slip is extended and cycle lane protected, with the existing bus stop being relocated south. After the Belfield Park junction, the existing safety barrier is to be set back to provide full bus lane width and replace existing on-road cycle track with an off-road cycle track.

Map 19 Emerging Preferred Route - Page 44

On Stillorgan Road, towards Greenfield Road. Indication of proposed new boundary at South Hill Evangelical Church bus stop.

Map 20 Emerging Preferred Route - Page 45

On N11 Stillorgan Road at N31 Mount Merrion Avenue. Protected cycle lane added before the junction. Indications of proposed new boundaries, with land take required to provide segregated cycle track and footpath, at the residences before Sycamore Crescent, by the Gleneagle Clinic and the residences past the Circle K petrol station, as well as near the Talbot Hotel. Toucan crossing added at exit of Sycamore Crescent.

Map 21 Emerging Preferred Route - Page 46

On N11 Stillorgan Road towards Priory Drive. Indications of proposed new boundaries before the Trees Road Lower and Treesdale exits. The left turn slip after the Trees Road Lower exit is to be removed. The existing Pedestrian Crossing is to be upgraded to provide Toucan crossing. Proposed footpaths indicated before and the after the Dublin Road exit.

Map 22 Emerging Preferred Route - Page 47

On N11 Stillorgan Road, by St Laurence's Park. At St Laurence's Park and Patrician Villa's exits are proposed Toucan crossings, a proposed new footpath to connect to pedestrian underpass and the existing underpass / culvert to be lengthened on both sides to allow for new footpaths.

Map 23 Emerging Preferred Route - Page 48

On N11 Stillorgan Road, at the Lower Kilmacud Road / Stillorgan Park Road junction. N11 realigned locally to provide improved pedestrian refuges at the junction. Proposed foot paths on both sides of the road, parallel to Stillorgan Park Avenue.

Map 24 Emerging Preferred Route - Page 49

On N11 Stillorgan Road, parallel to Glenalbyn Road. After the junction, the existing retaining wall is to be set back to allow for a widened segregated cycle track. The existing signalised pedestrian crossing to be upgraded to a Toucan crossing.

Map 25 Emerging Preferred Route - Page 50

On Stillorgan Road, towards Beachwood Court. Before the Farmleigh Avenue / N21 Brewery Road junction, the existing retaining wall is to be set back to allow for a widened segregated cycle track and existing cycle parking to be relocated to facilitate a cycle track. The proposed scheme ties into the Brewery Road safety improvement scheme at Brewery Road.

Map 26 Emerging Preferred Route - Page 51

On N11 Stillorgan Road, past Belmont Grove. The existing Toucan crossing is to be retained at the Bus stop.

Map 27 Emerging Preferred Route - Page 52

On N11 Stillorgan Road, through the Newtownpark Avenue / Leopardstown Road junction. Protected cycle lane indicated before Newtownpark Avenue exit and after Leopardstown Road exit. Left turn slip to be extended and indication of proposed new boundary parallel to Kelston Avenue.

Map 28 Emerging Preferred Route - Page 53

On N11 Stillorgan Road, by Knocksinna. Indications of proposed new boundaries at bus stops on both sides of the road. Proposed Toucan crossing before Deansgrange Bus stop.

Map 29 Emerging Preferred Route - Page 54

On N11 Stillorgan Road, by Springfield Park. Indications of proposed new boundary at Deansgrange Bus stop. Existing pedestrian bridge to be retained and existing signalised crossing updated to a Toucan crossing after the Kill Lane exit.

Map 30 Emerging Preferred Route - Page 55

On N11 Stillorgan Road, after Westminster Road exit. U-turn filter lane removed to facilitate Toucan crossing.

Map 31 Emerging Preferred Route - Page 56

On N11 Stillorgan Road, by the Old Bray Road. Proposed footpath is indicated before the Old Bray Road exit. Proposed pedestrian link near South Park Road exit and proposed footpaths indicated on both sides of the road.

Map 32 Emerging Preferred Route - Page 57

On N11 Stillorgan Road, parallel to South Park Road. Proposed footpaths indicated on both sides of the road.

Map 33 Emerging Preferred Route - Page 58

On N11 Stillorgan Road to N11 Bray Road, at the Clonkeen Road junction. Existing pedestrian over bridge to be retained and new footpath to pass underneath pedestrian bridge added before the junction. After the junction, the island is to be reconfigured to facilitate a proposed Toucan crossing. Proposed footpath on both sides of the road after the junction, with indication of proposed new boundary at the Cabinteely Bus stop.

Map 34 Emerging Preferred Route - Page 59

On N11 Bray Road, parallel to Marlfield. Proposed footpaths indicated on both sides of the road, with an additional widened cycle track on the Marlfield side of the road.

Map 35 Emerging Preferred Route - Page 60

On N11 Bray Road, at the Johnstown Road junction. Proposed footpaths indicated on both sides of the road and the existing pedestrian overbridge is to be retained.

Map 36 Emerging Preferred Route - Page 61

On N11 Bray Road, parallel to Shrewsbury Lawn. Proposed footpaths indicated on both sides of the road. Pedestrian Access indicated after the Carrickmines Bus stop and before the Ballybrack Bus stop.

Map 37 Emerging Preferred Route - Page 62

On N11 Bray Road, near the Circle K petrol station. Proposed footpaths indicated on both sides of the road. Section of the road being upgraded to provide access to Cherrywood SDZ (design by others).

Map 38 Emerging Preferred Route - Page 63

On N11 Bray Road, parallel to Shanganagh Vale. The proposed route continues.

Map 39 Emerging Preferred Route - Page 64

On N11 Bray Road, near Willow Avenue. Proposed pedestrian link at end of Shanganagh Vale. Existing Toucan Crossing to be retained. Indication of proposed new boundary at bus stop beside Lawrence's College.

Map 40 Emerging Preferred Route - Page 65

On N11 Bray Road, through the Wyattville Road junction. Existing on-road Southbound cycle track taken off road to form a new two-way cycle track.

Map 41 Emerging Preferred Route - Page 66

On N11 Bray Road, by Cherrywood Road. Existing island reconfigured to facilitate Bus lane at Cherrywood Road exit. Service road to be retained as one-way Northbound.

Map 42 Emerging Preferred Route - Page 67

On N11 Bray Road, to Loughlinstown Roundabout. Realignment of the carriageway required in order to provide a Southbound Bus lane under the existing pedestrian bridge. Loughlinstown Roundabout to be upgraded to signalised roundabout, with signals added on each exit.

Map 43 Emerging Preferred Route - Page 68

On the Dublin Road. Indications of proposed new boundaries on both sides of the road where houses are not present. The existing Toucan crossing is to be removed with a proposed Toucan crossing before the Seaview Park entrance, and the existing cycle track is to be removed. Road widening is required after the Seaview Park entrance.

Map 44 Emerging Preferred Route - Page 69

On the R837 Dublin Road towards Station Road. Indications of proposed new boundaries on both sides of the road with Road widening required. At the Stonebridge Road exit, the existing junction is to be upgraded to provide bus priority. Area under construction for residential development is indicated before Rathmichael Primary School.

Map 45 Emerging Preferred Route - Page 70

On the Dublin Road through the Shanganagh Road junction. Indications of proposed new boundaries on both sides of the road with Road widening required. Proposed Toucan crossing after Station Road exit. Bus priority signals added at either side of the junction, with the existing junction to be upgraded to fully signalised to provide bus priority and pedestrian facilities. Towards Lower Road is an indication of a possible pedestrian / cycle ramp to connect to alternative shared street facilities. Bridge widening is to be required after the junction exit on the Dublin Road.

Map 46 Emerging Preferred Route - Page 71

On the Dublin Road towards Cherrington Road. Existing junction to be upgraded to fully signalised to provide bus priority and pedestrian facilities at Cluain Na Greine Court with an additional Bus Priority signal and indication of proposed new boundary between Cluain Na Greine Court and Aubrey Park, with road widening required. Possible alternative cycle route on a shared street facility on Lower Road. At the connection of Lower Road and Stonebridge Close, land take is required to provide pedestrian / cyclist link that leads back to the Dublin Road and towards Beach Road. At Quinn's Road / Cherrington Road, the existing junction is to be upgraded to fully signalised to provide bus priority and pedestrian facilities. Bus Priority sign added after junction. Indications of proposed new boundary between Stonebridge Road and Cherrington Road.

Map 47 Emerging Preferred Route - Page 72

On the Dublin Road towards Beach Road. Road widening is required. Indication of proposed new boundary along Cherrington Drive towards Beach Road and before and after Castle Farm exit. Proposed Toucan crossing after Olcovar exit. Possible alternative cycle route on a shared street facility proceeds along Beach Road.

Map 48 Emerging Preferred Route - Page 73

On the Dublin Road towards Shanganagh Park. Indication of proposed new boundaries on both sides of the road, with road widening required. Possible alternative cycle route on a shared street facility proceeds along Beach Road and merges onto Dublin Road. Upgrade to Toucan crossing after Crinken Lane exit. Before Allies River Road, the approximate location for the entrance to Shanganagh Castle development lands (design by others) is indicated.

Map 49 Emerging Preferred Route - Page 74

On the Dublin Road by Shanganagh Cemetery. Existing left turn slip and splitter island to be removed. Road widening required and indications of proposed new boundaries on both sides of the road after the cemetery.

Map 50 Emerging Preferred Route - Page 75

On the Dublin Road towards Woodbrook College. Road widening required and indications of proposed new boundaries on both sides of the road. At Woodbrook Downs exit, the approximate location for the entrance to Woodbrook development lands and DART station is indicated (design by others). Existing signalised pedestrian crossing to be updated to Toucan crossing near Woodbrook College.

Map 51 Emerging Preferred Route - Page 76

On the Dublin Road towards the M11 merge. Road widening required and indications of proposed new boundaries on both sides of the road. Location of possible future access arm at M11 diverge / merge.

Map 52 Emerging Preferred Route - Page 77

On the Dublin Road by Corke Abbey Avenue. Indications of proposed new boundary before and after Corke Abbey Avenue, with road widening required. Existing junction to be upgraded to provide Bus priority and pedestrian facilities.

Map 53 Emerging Preferred Route - Page 78

On the Dublin Road towards Upper Dargle Road. Indications of proposed new boundary with road widening required continues along Lidl and towards Ravenswell Primary School. Location of new entrance to school indicated at Chapel Lane. Proposed pedestrian crossing before existing pedestrian refuge island, with existing uncontrolled pedestrian refuge island to be removed. At Upper Dargle Road exit, the existing junction is to be upgraded to provide Bus priority and pedestrian facilities, the existing left filter lane is to be removed and the location of a possible entrance road is indicated.

Map 54 Emerging Preferred Route - Page 79

On St. Columcille's Terrace. Indications of proposed new boundary on both sides of the road with road widening required. Proposed Toucan Crossing on Castle Street. Proposed pedestrian bridges both sides of the existing bridge after Ravenswell Road, and a Bus priority signal is added. The proposed scheme ties into the existing scheme on The Maltings.

Map 55 Emerging Preferred Route - Page 80

Along Lower Road to Stonesbridge Close to Mountain View. Possible alternative cycle route on a shared street facility on Lower Road. At the connection of Lower Road and Stonebridge Close, land take is required to provide pedestrian / cyclist links to Stonesbridge Close and then on to Mountain View, where the shared cycle route continues.

Map 56 Emerging Preferred Route - Page 81

On Mountain View. The possible alternative cycle route on a shared street facility continues towards The Elms.