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Lucan City Centre

Core Bus Corridor


Emerging Preferred Route
Public Consultation November 2018

6
BusConnects Core Bus Corridors
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6: Lucan > City Centre

Contents

1. Introduction 2
1.1 Background 2
1.2 Why does Dublin need a core bus corridor network? 3
1.3 What is BusConnects Dublin? 5
1.4 What are the benefits of this project? 6
1.5 What does the core bus corridor project entail? 8
2. Emerging Preferred Route 10
2.1 The Emerging Preferred Route for Lucan to City Centre 10
2.2 Lucan to City Centre Overview 10
2.3 Key Facts 12
3. Challenges and Mitigations 14
3.1 The Challenges 14
3.2 Potential Impacts 14
3.3 How we will address those challenges 15
4. The Process for the Acquisition of Land 18
4.1 How the project will progress 20
5. How to take part in the public consultation 22
5.1 Potential impacted lands 22
5.2 General queries 22
5.3 How to Engage 22
6. Appendices 24
6.1 Index map
6.2 Route maps
BusConnects Core Bus Corridors
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1. Introduction
SECTION 1

1.1 Background Separately in July 2018 the Dublin Area Bus Network Redesign, which
is the redesign of bus services, started its first public consultation
In June 2018 the National Transport Authority (NTA) phase. Around 30,000 submissions including signed petitions and
online survey responses were received by the end of September.
published the Core Bus Corridors Project Report. The Over the coming months all of these submissions will be reviewed
report was a discussion document outlining proposals and assessed. Following that process a revised network design will be
for the delivery of a core bus corridor network across published during 2019 for a second public consultation. It is envisaged
Dublin. It set out the vision for the provision of 230kms that the implementation of the final network will take place in 2020.
of dedicated bus lanes and 200km of cycle lanes/tracks The network redesign can be implemented on the existing road
network with some enhancements at key interchange locations.
on sixteen key bus corridors.
The public consultation for the sixteen radial core bus corridors will
Continuous bus lanes and cycle tracks 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


230kms 200kms core bus corridor. The document provides a written description of
the emerging preferred route from start to finish with supporting
of continuous of cycle tracks/ route maps. It explains the step by step process for engagement
bus priority lanes provided 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.
BusConnects Core Bus Corridors
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6: Lucan > City Centre

SECTION 1
1.2 Why does Dublin need a core ĥĥ The bus system can deliver – We need to invest in the bus
system because the bus system is the main component to meet
bus corridor network? our future transport needs. A good bus system has the reach and
ĥĥ Congestion – Congestion is one of the most significant flexibility to service all the new housing developments, business
challenges facing the Dublin region and needs to be addressed parks, hospitals, colleges and retail shops across Dublin. It is a
to safeguard the growth of the Dublin region and keep people proven solution and is the main form of public transport across
moving. Ireland’s economic recovery from the recession is Dublin with 67% of public transport journeys each day made by
seeing significant increases in the number of people working bus. The bus system carries three and four times the number of
and travelling across Dublin. The number of commercial vehicles people who travel on Luas or Dart and commuter rail.
continues to rise as does the number of tourists. The commuter
areas surrounding Dublin continue to spread and grow in a low
Forecast Population Growth in Dublin Region
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. 1.5
25%
At present bus lanes are in place for less than one third of a bus increase
journey on the busy corridors. This means buses are competing 1.2

Population (millions)
for space with general traffic and so are affected by the increasing
levels of congestion.
0.9
ĥĥ Growing Population – It is predicted that the population for 1.2 1.5
the Dublin region will grow 25% by 2040, bringing it to almost million million
1.5m for the region. This huge growth in population has to be 0.6
accommodated with a quality public transport system.

0.3

0
2016 2040
BusConnects Core Bus Corridors
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6: Lucan > City Centre
SECTION 1

ĥĥ People want to cycle – The core bus corridor project is not Dublin Canal Cordon 2017 Statistics - 7am to 10am
just about the provision of bus lanes. Under this project we will
also deliver 200km of segregated cycling infrastructure to make
211,416
cycling safer and more attractive than ever before. This initiative is people crossed the canal inbound between 7.00am and 10.00am.
the foundation of the overall cycle network for the Greater Dublin
Area.
Commuting to work by bicycle has increased by 43% since 2011. Over half 107,160
of all journeys into the people came into
Again this growth represents a clear choice that people are city in the morning are the city centre by
now made on public using bus, train or
making to cycle. This project will support that trend and is a transport. Luas.
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 12,447 25,000
ĥĥ People want to use public transport – The need to build people cycled in.
The highest number
people walked in.
Mode share for
a core bus network is being driven by increases in congestion ever. walking is 11.8%.

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 70% Private cars carried

do so by sustainable transport modes and mostly by bus. Cars used sustainable under
only account for 30% of travel into the city centre each day and
modes.
30%
of people for the
therefore the amount of road space allocated to sustainable first time.
transport needs to reflect that position.

The more people use Public transport also


sustainable modes of reduces the amount
transport, the less of greenhouse gases
congestion. and other emissions.
BusConnects Core Bus Corridors
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6: Lucan > City Centre

1.3 What is

SECTION 1
BusConnects
Dublin?

E XECUTIVE SUM MARY


er Service Strategy 2: Simplify Radial Figure 8: Existing Network. Multiple routes from each
corridor cross the city centre in different directions.
P&R
Services UsingDublin
BusConnects Spines

to Airport
of service categories to Figures 8 and 9 show a schematic of the existing and proposed

ons in usefulness. For is Ina themajor investment


radial networks.
Ballymun
existing system, most radial corridors are served by to

m all-day services. These programme to


ent services from infre- a pile of overlapping routes, each of which goes to a different Bla
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work, and can form the service between many places, but each of the individual routes is
rmation.
er frequency services
improve public
not very frequent, so wait times are long.
The proposed strategy would put just a single line, called a
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transport in Dublin.
to Lucan /
be easy to identify, spine, on each radial corridor, but would run this service very Liffey Valley

frequently. Service would come every 4 to 8 minutes all day,


Ringsend
a diversity of purposes.
so that the next bus is coming whenever you need it. This also ĥĥ Building a network of newCrumlin
ĥĥ Develop a state-of-the-art ĥĥ New bus stops and shelters
means you could change from any spine to any other with little
It aims to overhaul the delay, so that trips across the city would still be easy. Again, total bus corridors to make Harold’s
Cross
ticketing system. with better signage and
travel times are faster because the waiting time saved by the high
current bus system in Dublin journey's faster and more information.
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simple map of just its high frequency services, so that people can see ĥĥ New network of cycle lanes/ Park and Ride sites in key
g Figure 9: Proposed Network. Each corridor has a single ĥĥ Simpler fare structure.
deliver a more efficient, tracks.
frequent line crossing the city centre on a single path.
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Dublin AreaTOBus Network Redesign TO BRAY &


BRIDESGLEN GREYSTONES
Public Consultation Report

ĥĥ Redesign of the Dublin area ĥĥ New bus livery providing ĥĥ Transitioning to a


bus network to provide a more a common style across new bus fleet with
efficient network with high different operators. low emission vehicle
frequency spines, new orbital technologies.
routes and increased bus
services.
BusConnects Core Bus Corridors
6
6: Lucan > City Centre
SECTION 1

1.4 What are the benefits of this project? Journey Time Savings
ĥĥ 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
Current Journey Times
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.
up to 40-50%
ĥĥ Accessibility for all – Accessibility is about people’s ability journey time savings
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.
BusConnects Future Journey Times
ĥĥ Better cycling facilities – This project will see the provision of Journey Times without BusConnects
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.
BusConnects Core Bus Corridors
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SECTION 1
ĥĥ 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.
ĥĥ 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.
BusConnects Core Bus Corridors
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SECTION 1

1.5 What does the core bus corridor Bus lanes are needed to make the current and future bus system
operate efficiently, reliably and punctually. Our intention is to develop
project entail? these bus corridors so that each will have continuous bus priority
– in other words, a continuous bus lane in each direction as well as
The core bus corridor project proposes the provision of 230
maintaining two general traffic lanes. In addition we also want to
kilometres of bus lanes on sixteen of the busiest bus corridors
provide safe cycling facilities, segregated where possible from other
and 200 kilometres of cycle lanes and tracks as published in the
vehicular traffic. This will remove the delays currently experienced
discussion document, Core Bus Corridor Project Report June 2018.
which will grow worse as congestion increases.
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.

Optimum Road Layout

CYCLE CYCLE
FOOTPATH TRACK BUS LANE TRAFFIC LANE TRAFFIC LANE BUS LANE TRACK FOOTPATH
Seafield

Lissenhall
Farm Lane Newtown Cross Demesne

Kilcoscan Mount Nevinstown


Ambrose
Cullen
Lauristown

BusConnects Core Bus Corridors


Cluthe
Coolquay Surgalstown Swords

9
Tyrellstown
Knocksedan

6: Lucan > City Centre


Kilbride Killeek Demesne
St Margaret’s Golf
& Country Club
2
Malahide
Kilbrook
The Ward Cross

Sea Mount
Forrest Great

The Ward
St Margaret’s
Cloghran Feltrim Radial Core
Bus Corridors
Dublin Airport

SECTION 1
Kinsealy

Emerging
Portmarnock
Seabrook Manor

St Doolagh’s
Tyrrelstown Williamsville Dardistown

Littlepace Mulhuddart
Ballycorden
Woodlands Belcamp

Balgriffin
Belmayne Clongriffin
Preferred Routes
3 Grattan Lodge 1
1. Clongriffin to City Centre
Cappoge

Whitestown Santry Donaghmede


Ongar
Village Abbotstown Ballymun Baldoyle

5 4
Finglas Coolock Bayside
Sutton

Howth 2. Swords to City Centre


Clonsilla Kilbarrack
Blanchardstown Beaumont
Dunsink

3. Ballymun to City Centre


Artane
Whitehall
Glasnevin Raheny

4. Finglas to Phibsborough
Luttrellstown Donnycarney
Castleknock Killester

Drumcondra Marino Dollymount


Cabra
Phibsborough Baily

5. Blanchardstown
Strawberry Beds
Fairview
6 Clontarf

Lucan

to City Centre
Phoenix Park
Palmerstown

7
East Wall

Stoneybatter
Islandbridge Smithfield
Chapelizod Docklands
6. Lucan to City Centre
Ballyfermot
Kilmainham
The Liberties Ringsend
16

7. Liffey Valley to City Centre


Inchicore Rialto
Irishtown

Sandymount
Portobello

8. Clondalkin to Drimnagh
Bluebell Dolphin’s Barn
8 Rathmines Ranelagh
Ballsbridge
Drimnagh Harold’s Cross
Donnybrook

Walkinstown

9. Greenhills to City Centre


Clondalkin
Crumlin

Ballymount
Kimmage Rathgar Milltown
14
10. Tallaght to Terenure
Booterstown
11 Terenure
Perrystown
Clonskeagh

Belgard Blackrock

11. Kimmage to City Centre


Kingswood Windy Arbour

Rathfarnham
15
Templeogue Churchtown
Goatstown Mount Merrion
Monkstown
12
Tallaght
10
Ballyroan
Dundrum
Stillorgan
Dún Laoghaire
12. Rathfarnham to City Centre
Knocklyon
9 Firhouse Ballyboden Galloping Green
Kill Of The Grange

Dalkey
13. Bray to City Centre
Leopardstown Deansgrange
Aylesbury Ballinteer Sallynoggin

14. UCD Ballsbridge


Whitechurch

Marlfield Sandyford
Cornelscourt

to City Centre
Foxrock
Bohernabreena Woodtown
Mount Seskin Killiney
Rockbrook
Cabinteely
The Line Ballyogan

Knockannavea
Stepaside
15. Blackrock to Merrion
Carrickmines Loughlinstown

16. Ringsend to City Centre


Kilmashogue Forest Ballybrack
Ballinascorney

Glenasmole
Kilternan

Shankill

Scalp
Glencullen

Manor Kilbride
Carneystown
Old Conna
13
Countybrook
Glencree
Ballinagee Bray
BusConnects Core Bus Corridors
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6: Lucan > City Centre

2. Emerging Preferred Route

2.1 Emerging Preferred Route for Lucan to 2.2.1 Junction 3 to M50 Junction (Junction 7)
City Centre – N4 Lucan Road
SECTION 2

It is proposed to commence the this corridor at Junction 3 on the


The Emerging Preferred Route set out in this consultation document N4 Lucan Road. It is intended to retain the existing bus lane layout
was identified following an assessment of various alternatives. on the overbridge. It is proposed to extend the existing bus lane on
Ballyowen Road as far as the junction with Lucan Road. The junction
The route selection process involved identification and consideration will be modified to accommodate this bus lane and improved cycle
of possible options taking account of various criteria including local facilities. On the Lucan Road it is proposed to extend the existing
impacts on property frontage, existing traffic patterns and broad bus lane as far as the existing roundabout junction. A new cycle track
assessment of environmental impacts. A Feasibility Report setting out is also proposed to be provided. To accommodate this change it is
details of the assessment work undertaken is available on proposed to use limited land take from the adjacent green space.
www.BusConnects.ie.
On the westbound off slip ramp, it is intended to provide a continuous
Arising from that work an Emerging Preferred Route has been bus lane from the N4 to the junction with Ballyowen Road. It is
identified for this corridor and public feedback on that proposal is proposed to widen the off-ramp on both sides to provide for this bus
now sought. It is important to know that this option is not adopted lane and a new cycle track. It may require some landtake to the south
yet. Only following this public consultation and the review of the of the off ramp. On a limited section of this route, a shared footway/
submissions received will a decision on the final Preferred Route be cycleway will be provided to reduce the requirement of land take in
made. this area.

2.2 Lucan to City Centre Overview On the N4 it is proposed to maintain the existing city centre bound
bus lane. A new segregated cycle track is also proposed on this
The Lucan to City Centre Core Bus Corridor (CBC) commences at side of the existing road requiring some limited land take from the
Junction 3 on the N4 and it is routed via the N4 as far as Junction 1 adjacent green space. For outbound traffic it is intended to retain the
(M50), and via the R148 along the Chapelizod Bypass, Con Colbert existing segregated general traffic lane and to introduce a bus lane to
Road, St John’s Road West and Frank Sherwin Bridge, where it will east of the Ballyowen Lane junction. This will tie back into the existing
join the prevailing traffic management regime on the North Quays. bus lane to the east of the existing footbridge adjacent to Mount
Priority for buses is provided along the entire route, consisting Andrew Court. This existing footway and cycleway facility will be
primarily of dedicated bus lanes in both directions, with alternative upgraded. The revised layout will require some limited land take from
measures proposed at particularly constrained locations. adjacent properties.
BusConnects Core Bus Corridors
11
6: Lucan > City Centre

The indicative extents of this land take are shown on the drawings Between Kennelsfort Road Junction and Con Colbert Road Junction,
shown in the Appendix of this brochure. it is proposed to maintain a single bus lane and two general traffic

SECTION 2
lanes in both directions. It is intended to provide a bus lane on the
At the Fonthill Road Junction, it intended to retain the existing bus R112 Kylemore Road on-ramp road. It is also proposed to provide new
lane and bus stop facilities on the eastbound off ramp and link the bus stop facility and pedestrian footbridge serving Chapelizod Hill
new cycle way to the existing cycle network at the junction. It is Road. Some limited land take will be required to facilitate these works.
proposed to provide a new toucan crossing at this section of the It is proposed to provide cycle tracks on both the on and off ramps at
junction, and to provide a new bus lane on the eastbound off slip Con Colbert Road. Similarly, cycle lanes can be provided on Memorial
road. It is also proposed to provide a bus lane in each direction on the Road.
overbridge. From the Fonthill Road junction, cyclists are directed onto
the Lucan Road through the Quarryvale and Brooklawn area. 2.2.3 Con Colbert Road to Frank Sherwin Bridge
– St. John’s Road West
On the M50 junction, it is proposed to maintain the bus lane with two
general traffic lanes in both directions through the junction. Cyclists Between the Con Colbert Road Junction and the South Circular
will be directed over the existing foot/cycle bridge over M50 on to the Road Junction continuous bus lanes, two general traffic lanes and
Old Lucan Road. cycle tracks will be maintained in their current configuration. The
existing South Circular Road Junction is proposed to be modified to
2.2.2 M50 Junction (Junction 7) to Con Colbert Road accommodate additional bus lane and cycle track.
– Chapelizod Bypass
Between the South Circular Road Junction and the junction into the
Between the M50 Junction and Kennelsfort Road Junction, it is Heuston South Quarter Development continuous bus lanes and two
proposed to maintain a single bus lane and two general traffic lanes general traffic lanes will be maintained in their current configuration.
on the city centre bound route and one general traffic lane for Between Heuston South Quarter Development Junction and the Frank
through traffic & a bus lane on the outbound route. It is intended to Sherwin Bridge one bus lane and one single general traffic lane is
modify the Kennelsfort Road Lower junction to improve pedestrian proposed to be provided on both inbound and outbound directions.
crossing facilities, and to provide new cycling facilities along Cycle tracks are intended to be provided in both directions. This new
Kennelsfort Road. Cyclist will be directed along Lucan Road and will arrangement will be accommodated by widening the road into the
be linked to an existing shared footway/cycleway located on the north existing central median. It is proposed to retain the existing taxi rank
of the Chapelizod Bypass. This cycle route links to the R112 Lucan at Heuston Station and to locate the cycle track between the footway
Road at Glenaulin Drive. and the taxi rank spaces. The proposed works tie into the road
network at Wolfe Tone Quay and Victoria Quay.
BusConnects Core Bus Corridors
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6: Lucan > City Centre

2.3 Key Facts:


SECTION 2

ĥĥ Approximate number of properties that may be impacted: 15


ĥĥ Approximate number of on-street parking spaces that may be
removed: 13
ĥĥ Approximate number of roadside trees that may be removed: 44
ĥĥ Approximate route length: 10kms
ĥĥ Approximate new cycle lane length: 5kms
ĥĥ Current bus journey time: up to 50 mins
ĥĥ BusConnects journey time: 30 – 35 mins
ĥĥ Future bus journey time without BusConnects: 60 mins +
BusConnects Core Bus Corridors
13
6: Lucan > City Centre

SECTION 2
BusConnects Core Bus Corridors
14
6: Lucan > City Centre

3. Challenges and Mitigations

3.1 The Challenges 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
It’s important to acknowledge that the choices required to deliver place to live and work, both for us now and for future generations.
this step-change in the performance of the bus system will be
difficult. However, the decision-making needs to be done now and 3.2 Potential Impacts
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 3.2.1 Traffic changes
plans have the potential to fundamentally transform the way public
SECTION 3

By creating more priority for buses and cycling there will be changes
transport works in Dublin. to how traffic currently moves around the streets. On some corridors,
certain roads may become one-way, new bus-only sections will be
Our challenge now is to respond to the needs of a modern city by
introduced and in some places general traffic will have to take new
providing a fit-for-purpose bus system, built on a streetscape that
routes in and out of the city. Additional cycle routes will be built,
dates back centuries. Needless to say the streets were not designed
generally segregated from vehicular traffic, and pedestrian crossings
to move the number of people that now need to travel in and out
will be added and moved in some areas.
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
3.2.2 Land take
traffic than we see today.
Because there is so little unused space along these busy roads, it will
ĥĥ We will need to widen roads; often not be possible to accommodate the bus lanes and cycle lanes
ĥĥ We will have to convert current traffic lanes to bus 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
ĥĥ We will need to restrict on-street parking; and land in front of commercial properties to allow the bus and cycle
ĥĥ We will need to remove trees or parts of front gardens. lanes to be provided. This would require rebuilding new garden walls
and driveways a short distance back from the existing road boundary.
Not all the impacts will be felt equally and some locations will require
more changes than others. Over the years those modifications that 3.2.3 Reduction of On-Street Parking and Loading
were easier to implement - the ones that caused little or no disruption
Facilities
- have been made. This means that there are no longer any simple
changes which we can make that would generate meaningful benefits. 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.
BusConnects Core Bus Corridors
15
6: Lucan > City Centre

3.2.4 Removal of Trees There are principles for mitigation, statutory compensation and
reparation which will be adhered to by the NTA as part of the
As with the need to remove some parts of front gardens and
statutory planning process. However, below are some of the measures
footpaths there will be also be a need to remove trees along some of
that we envisage will be included. This list is not exhaustive and we
the corridors.
anticipate that there will be other measures that will need to be put in
place.
3.2.5 Road Works and Construction Sites
Widening roads, and building bus and cycle lanes, requires 3.3.1 Traffic Changes

SECTION 3
construction work. There will be excavation of the existing roads,
Where general traffic is diverted and re-routed, adequate signage
plus parts of gardens and footpaths where needed. There will be
and road markings will be provided for people to find their way.
resurfacing, kerbing, replanting and landscaping. As with any work
Measures will be implemented to ensure that “rat-runs” do not emerge
site and road works, there will be a certain level of noise, dust and
as a consequence of the re-routed traffic. Also, local access will be
temporary traffic diversions.
maintained where new bus-only sections or one-way systems are
brought in for residents and commercial properties.
3.3 How we will address those challenges
3.3.2 Land take
Obviously these challenges and impacts are significant. Every feasible
option is being looked at to minimise the disruption to people, their Where lands, such as parts of gardens and driveways, are being acquired
property and the wider local community. Where there is simply no for widening we will purchase the portion of front gardens and driveways
viable alternative, and where we know we have to remove trees, from property owners; ensure new landscaping and replanting of the
portions of gardens, driveways or parking, we will ensure appropriate gardens, reinstatement of driveways as well as providing compensation
mitigation measures are put in place, wherever practicable. for the garden and driveway portion loss and disruption.

As part of this public consultation potentially impacted property Where private and public walls or fencing are removed we will rebuild
owners will be contacted directly by the NTA and a direct dialogue new garden walls and replace fencing where gardens have been
will commence. As each individual property owner will have specific affected and shortened. Also, where public or commercial walls and
and personal issues there will be a dedicated liaison team to engage fencing have been taken they will be rebuilt and replaced.
with this group on an individual basis.
BusConnects Core Bus Corridors
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6: Lucan > City Centre

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
SECTION 3

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.
BusConnects Core Bus Corridors
17
6: Lucan > City Centre

SECTION 3
BusConnects Core Bus Corridors
6: Lucan > City Centre

4. The Process for the Acquisition of Land

Where the potential for impacts on private lands have been identified, During 2020 An Bord Pleanála will consider the planning
the following process applies: application. There will be a period of statutory public consultation to
allow those notified as being subject to CPO, and the public at large,
Q4 2018 – Q2 2019 NTA will issue information letters (not formal to make submissions and/or objections to An Bord Pleanála. This
compulsory purchase order (CPO) notifications) to potentially will be followed by an Oral Hearing by An Bord Pleanála if deemed
impacted land owners and/or occupiers along each Core Bus necessary. The statutory process will conclude with a decision by An
Corridor. Potentially impacted includes for example, the acquisition Bord Pleanála on whether to:
of parts of front gardens, walls, fences, gates, driveways and the
SECTION 3

rebuilding of same to make way for street widening. The intention 1. approve the application, approve with conditions, or refuse the
of this is to start a direct dialogue between NTA and the potentially application; and
impacted parties. 2. confirm, amend, or reject the CPO.

During 2019 to prepare the statutory planning documentation, From 2021 onwards if An Bord Pleanála grants approval NTA will
the project design and environmental impact assessment will be commence valuations and negotiations to acquire the lands in the
SECTION 4

progressed. During this time NTA will endeavour to minimise impacts CPO, and progress construction of the project. The construction of
on private lands. Direct dialogue between NTA and potentially each core bus corridor will take up to two years to complete. The
impacted parties will continue to understand the likely impact of construction start dates for each of the 16 corridors will be managed
the proposed development and what arrangements can be made to over the period 2021 through 2027.
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.
BusConnects Core Bus Corridors
19
6: Lucan > City Centre

SECTION 3
SECTION 4
BusConnects Core Bus Corridors
20
6: Lucan > City Centre

4.1
How the project will progress
How & when to get involved

2018 2019 2020


SECTION 3
SECTION 4

ENGAGEMENT STATUTORY PROCESS

Confirmation of Emerging Preferred Route An Bord Pleánala Application


ĥ Consultation on Emerging Preferred Route (Q4 2018-Q2 2019) ĥ Submission of Statutory Planning
ĥ Finalisation of Emerging Preferred Route (Q2 2019) Application to An Bord Pleanála
ĥ Statutory Consultation in accordance
with the legislative requirements
ĥ An Bord Pleanála deliberations including
Preparation of Statutory Application
an Oral Hearing where required
ĥ Optimise Engineering Design ĥ An Bord Pleanála to:
ĥ Prepare Environmental Impact 1. approve the application, approve with
Assessment Report conditions, or refuse the application; and
ĥ Define property requirements and prepare 2. confirm, amend, or reject the CPO.
CPO.
BusConnects Core Bus Corridors
21
6: Lucan > City Centre

2021 2027

SECTION 3
SECTION 4
ACQUISITION

Construction Commences on a Phased Basis - Each corridor upgrade will take up to 2 years to complete

Start of Property Acquisition and Construction


ĥ NTA formally requests a compensations claim from the CPO affected parties and discussions commence about valuation
ĥ Affected party appoints professional valuer to prepare and submit a compensation claim to NTA
ĥ On reaching agreement, compensation is paid, otherwise the matter may be referred by either party to the property arbitrator to assess compensation
ĥ Acquisition is finalised
ĥ In parallel NTA will progress the construction of the Core Bus Corridors.
BusConnects Core Bus Corridors
22
6: Lucan > City Centre

5. How to take part in the public consultation

Please remember that the plans that we are publishing are proposals 5.3 How to engage
and that no final decision has been made on these matters in advance
of the public consultation. We welcome all of your views. We are inviting submissions in relation to the proposals set out in this
Public Consultation Document.
Where you do not like a proposal, please consider suggesting an
alternative solution or other option for consideration. But do bear in Written submissions and observations may be made by:
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 Online:
of providing an underground rail system is simply not a viable option
Through the online form in the ”Public Consultation” section of the
for most parts of Dublin.
Core Bus Corridor page on our website: www.busconnects.ie

5.1 Potential impacted lands Or by email to:


If your property is potentially impacted by the proposals, a letter cbc@busconnects.ie
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 Or by post to:
liaison representative will be available to meet with individual Core Bus Corridor Project
property owners and provide regular updates on the project. National Transport Authority
Dún Scéine
5.2 General queries Harcourt Lane
SECTION 5

Dublin 2
The project website www.busconnects.ie has a dedicated section D02 WT20
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
BusConnects Core Bus Corridors
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BusConnects Core Bus Corridors
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6. Appendices
Index map
Route maps
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BusConnects Core Bus Corridors
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6: Lucan > City Centre

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