North Strand Road Cycle Route

Concept Design / Option Selection Report

October 2012

Client: Consulting Engineer: City Council Roughan & O'Donovan Civic Offices Arena House Wood Quay Arena Road Dublin 8 Sandyford Dublin 18

Roughan & O’Donovan Cycle Route Consulting Engineers Dublin City Council

North Strand Road – to Clontarf Road Cycle Route

Concept Design / Option Selection Report

Document No: ...... CR-001

Made: ...... John Bell

Checked: ...... Seamus MacGearailt

Approved: ...... Seamus MacGearailt

Issue Description Made Checked Approved Date 1.0 Draft JB 4th July 2012 1.1 Draft JB SMG SMG 8th August 2012 1.2 Final JB SMG SMG 31 st Oct 2012

Ref: 12.134.10 October 2012 Page i Roughan & O’Donovan North Strand Road Cycle Route Consulting Engineers Dublin City Council

North Strand Road – Amiens Street to Clontarf Road Cycle Route

Concept Design / Option Selection Report

TABLE OF CONTENTS

1.0 INTRODUCTION ...... 1 1.1 Background ...... 1 1.2 Project Objectives ...... 1 2.0 Planning and Policy ...... 1 2.1 Dublin City Development Plan 2011-2017 ...... 1 2.2 National Cycling Policy Framework 2009-2020 ...... 2 3.0 EXISTING ROUTE ...... 2 3.1 Site Description ...... 2 3.2 Existing Road Conditions ...... 2 3.2.1 Existing Road & Cycle Facilities ...... 2 3.2.2 Existing On-Street Parking ...... 7 3.2.5 Existing Accident Data ...... 8 3.2.6 Existing Traffic Conditions ...... 8 3.2.7 Existing Public Transport Services ...... 9 4.0 CYCLE NETWORK DEVELOPMENTS...... 11 5.0 OPTION SELECTION ...... 11 5.1 Description of Scheme Options ...... 11 5.2 Cycle Route Option 1 ...... 11 5.2.1 Amiens Street from to Lower Buckingham Street ...... 11 5.2.2 Amiens Street from Buckingham Street to Five Lamps ...... 12 5.2.3 North Strand Road from Five Lamps to Newcomen Bridge ...... 13 5.2.4 Newcomen Bridge ...... 13 5.2.5 North Strand Road from Newcomen Bridge to Bessborough Avenue ...... 14 5.2.6 North Strand Road from Bessborough Avenue to Annesley Bridge ...... 15 5.2.7 Annesley Bridge ...... 15 5.2.8 Annesley Bridge to Clontarf Road via Fairview ...... 16 5.2.9 Cost Estimate ...... 17 5.3 Cycle Route Option 2 ...... 17 5.3.1 Amiens Street from Talbot Street to Lower Buckingham Street ...... 17 5.3.2 Amiens Street from Buckingham Street to Five Lamps ...... 17 5.3.3 North Strand Road from Five Lamps to Newcomen Bridge ...... 18 5.3.4 Newcomen Bridge ...... 18 5.3.5 North Strand Road from Newcomen Bridge to Bessborough Avenue ...... 18 5.3.6 North Strand Road from Bessborough Avenue to Annesley Bridge ...... 18 5.3.7 Annesley Bridge ...... 19 5.3.8 Annesley Bridge to Clontarf Road via Fairview ...... 19 5.3.9 Cost Estimate ...... 20

Ref: 12.134.10 October 2012 Page ii Roughan & O’Donovan North Strand Road Cycle Route Consulting Engineers Dublin City Council

5.4 Cycle Route Option 3 ...... 20 5.4.1 Fairview Park to ...... 20 5.4.2 Stoney Road ...... 21 5.4.3 Strandville Avenue ...... 22 6.0 Appraisal of Options ...... 23 6.1 Environment & Planning ...... 23 6.2 Economy ...... 23 6.3 Safety ...... 23 6.4 Quality of Service ...... 23 6.5 Accessibility & Social Inclusion ...... 25 6.6 Integration ...... 25 7.0 PREFERRED OPTION ...... 25 8.0 CONCLUSIONS & RECOMMENDATIONS ...... 26

APPENDICES

Appendix A: Drawings

Ref: 12.134.10 October 2012 Page iii Roughan & O’Donovan North Strand Road Cycle Route Consulting Engineers Dublin City Council

1.0 INTRODUCTION

1.1 Background Roughan & O’Donovan Consulting Engineers were appointed by Dublin City Council to prepare a Concept Stage Design and Options Selection Report of the North Strand Road Cycle Route from Amiens Street to Clontarf Road. The site location is shown on Drawing 001 included in Appendix A.

This report will identify and assess various options to provide a cycle route linking the recently constructed Dublin City Council Premium Cycle Route, proposed Cycleway and Clontarf Promenade.

1.2 Project Objectives The primary objective of the North Strand Road Cycle Route from Amiens Street to Clontarf Road is to provide improved facilities for cyclists connecting existing sections along Clontarf Promenade and the proposed Royal Canal / Cross City Cycle Route.

2.0 Planning and Policy

2.1 Dublin City Development Plan 2011-2017

Chapter 4 Shaping the City of the Dublin City Development Plan includes Objective SC05, which states: “To prepare a statutory local area plan for Croke Park and its environs including the Ballybough / North Strand Area and linking back to the city centre via Mountjoy Square and Parnell Square, to promote the social, physical and economic regeneration of the area.”

Chapter 5 - Connecting and Sustaining the City’s Infrastructure of the Dublin City Development Plan sets out the Councils policies and objectives for promoting modal change. Policy SI2 states:

“It is the policy of Dublin City Council to continue to promote the modal shift from private car use towards increased use of more sustainable forms of transport such as cycling, walking and public transport and to implement the initiatives contained in the government’s, ‘Smarter Travel, A Sustainable Transport Future 2009-2020”.

Dublin City Development Plan 2011 – 2017, Appendix 7 – Strategic Cycle Network , identifies Amiens Street and North Strand Road as Inner City Cycle Routes

This project will provide a high quality cycle way connecting Clontarf Promenade to the proposed Royal Canal / Dublin Cross City Premium Cycle Route and providing an upgrade to a major radial route to the City Centre, which will assist in encouraging a modal change away from cars.

Ref: 12.134.10 October 2012 Page 1 Roughan & O’Donovan North Strand Road Cycle Route Consulting Engineers Dublin City Council

2.2 National Cycling Policy Framework 2009-2020 Recognising cycling as one of the most important form of sustainable transport the Department of Transport published a National Cycling Policy Framework in April 2009. The policy framework emanates from the Governments new transport policy for – 2009-2020 Smarter Travel – A Sustainable Transport Future .

The framework sets out many policies and objectives in relation to cycling, with the ultimate aim of increasing cycling’s share of the total travel market from 2% to 10% by 2020. The key objectives of the policy framework are as follows:

• Move 160,000 people a day to work by bike; an increase of 125,000 people; • Invest in better, safer cycle routes around the country for commuters, leisure cyclists and visitors. (Improve existing cycle routes and introduce new routes to best international standards); • Increase cycling’s share of the total travel market, from 2% to 10%; • Introduce a new approach to the design of urban roads to better recognise the needs of cyclists and pedestrians; and • Retrofit major road junctions and roadways in key cities and towns to make them cycle-friendly.

3.0 EXISTING ROUTE

3.1 Site Description The proposed scheme extends 2.6km along Amiens Street from the junction with Talbot Street, along North Strand Road and Fairview to Clontarf Road at Alfie Byrne Road. This scheme will connect the proposed Royal Canal & Cross City Premium Cycle Route to Clontarf Promenade, providing a continuous high quality cycle route.

3.2 Existing Road Conditions

3.2.1 Existing Road & Cycle Facilities The existing cycle facility along North Strand consists mostly of shared use in a bus lane, which gives a poor level of service for cyclists due to the large number of buses on this key corridor. This arrangement is not satisfactory and a significant upgrade is required through one of the following options: • Segregated one-way cycle track on each side of the street; • Segregated two-way cycle track along the eastern side of the street; • Or a mix of both options north and south of Newcomen Bridge where the Royal Canal Cycleway joins the street.

From south to north along the proposed route, along Amiens Street from Talbot Street to Lower Buckingham Street there is restricted space where it passes under the DART line railway bridge. North of Lower Buckingham Street to Five Lamps, Amiens Street includes on-street advisory cycle lanes either side located between the bus lanes and on-street parking.

Ref: 12.134.10 October 2012 Page 2 Roughan & O’Donovan North Strand Road Cycle Route Consulting Engineers Dublin City Council

Photo 3.1 Amiens Street at the DART / Railway Bridge

At the Five Lamps junction, there are on-street cycle lanes on all approaches and there is some need for improvement of the road layout especially in the southbound approach direction. It is desirable to provide right-turn facilities for cyclists where there are right-turn restrictions for general traffic.

Photo 3.2 Five Lamps Junction

South of Newcomen Bridge the footpaths are very wide with some commercial frontage and these can accommodate segregated cycle tracks, as is indeed the case for the southbound direction at present, albeit with fairly poor conditions in places.

Ref: 12.134.10 October 2012 Page 3 Roughan & O’Donovan North Strand Road Cycle Route Consulting Engineers Dublin City Council

Immediately north of Newcomen Bridge there is extensive commercial frontage, some indented parking bays and a small retaining wall on the eastern side. At this locations cyclists travelling in the southbound direction are accommodated on a shared footpath / cycle track, however the space available is tight considering the commercial frontage and volume of pedestrians and the majority of cyclists were observed continuing in the bus lane. In the northbound direction cyclists are accommodated within the bus lanes, however the bus lanes carry high volumes of buses which provides a poor quality of service for cyclist.

Photo 3.3 North Strand Road immediately north of Newcomen Bridge

North of Bessborough Avenue the situation eases somewhat with wide footpaths on both sides and parking bays that should enable reallocation of space for dedicated cycling facilities while retaining the existing road layout with 2 traffic lanes and 2 bus lanes.

Ref: 12.134.10 October 2012 Page 4 Roughan & O’Donovan North Strand Road Cycle Route Consulting Engineers Dublin City Council

Photo 3.4 North Strand Road - north of Bessborough Avenue

Under the Maynooth Line railway bridge there is scope to move the road layout westward, by reducing the traffic and bus lanes and bus stop widths to create space and slightly reducing the footpath on the western side to create space on the eastern side of the street for a cycle track beside the bridge piers at the edge of the footpath.

Photo 3.5 Maynooth Line Railway Bridge

There are a couple of signal controlled pedestrian signal crossings with central islands that could be removed to provide more road space. Overhanging mast-arm signals would enable traffic in the central lanes to see the signal heads.

At the East Wall Fire Station there is a large surplus of road space that would accommodate a two-way cycle track with little disruption.

Ref: 12.134.10 October 2012 Page 5 Roughan & O’Donovan North Strand Road Cycle Route Consulting Engineers Dublin City Council

Photo 3.6 East Wall Fire Station

On Annesley Bridge there are narrow on-street advisory cycle lanes. Continuing north along Annesley Bridge Road and Fairview there are on-street advisory cycle lanes in the northbound direction and cycle tracks along the perimeter of Fairview Park in the southbound direction.

Photo 3.7 Annesley Bridge

At Fairview Park there is a choice of routes:

• The existing cycle route through the park provides links to Marino, Malahide Road and Howth Road, which would suit a large number of cyclists. However, this route has no public lighting at present and lacks passive surveillance.

Ref: 12.134.10 October 2012 Page 6 Roughan & O’Donovan North Strand Road Cycle Route Consulting Engineers Dublin City Council

• The other option is to follow the north bank of the under the railway bridge where there is enough space to join Alfie Byrne Road more directly. This would suit the large workforce at East Point Business Park.

Northeast of Fairview Park along Clontarf Road towards the junction with Alfie Byrne Road and Clontarf Promenade there are on-street advisory cycle lanes, however these are discontinuous west of the railway bridge where space is restricted.

Photo 3.8 Clontarf Road – Railway Underbridge

3.2.2 Existing On-Street Parking There are sections of on-street parking and loading along the route, details of which are shown in Table 3.1 below.

Table 3.1 Existing On-street Parking / Loading Location Total Parking Note Amiens Street between Talbot St 49 spaces plus Extensive parking on both sides of and Five Lamps 2 loading bays the street North Strand Rd between 12 spaces plus Parking on both sides of the street Bessborough St and Xavier Ave a loading bay North Strand Road between West side of the road in front of 4 spaces Nothingham St and Annesley Pl commercial premises North Strand Road between 22 spaces plus Parking both sides of the street Leinster Ave and East Wall Road a loading bay Annesley Bridge Rd between 10 spaces on the west side of street 14 spaces Addisom Rd and Fairview Strand in front of commercial premises Fairview between Annesley Br Rd Parking both sides of the street 19 spaces and Merville Ave Fairview between Marino Mart and 13 spaces plus 11 spaces on the west side of street Malahide Rd a loading bay in front of commercial premises Locate on the north side where Clontarf Road immediately north of 6 spaces residential properties don’t have off- railway bridge street parking.

Ref: 12.134.10 October 2012 Page 7 Roughan & O’Donovan North Strand Road Cycle Route Consulting Engineers Dublin City Council

3.2.5 Existing Accident Data A review of road accidents within the study area was undertaken using the Road Safety Authority Collision Database for 2005-2009. The data is summarised in Table 3.2 below. Table 3.2 Road Accident Statistics 2005 - 2009

Location Type Total No. No. involving No. involving pedestrians cyclists Fatal 0 0 0 Amiens St between Talbot St and Five Lamps Serious 0 0 0 Minor 12 10 2 Fatal 0 0 0 North Strand Rd between Five Lamps and Annesley Br Serious 5 5 0 Minor 14 11 3 Fatal 1 0 1 Annesley Bridge to Fairview Serious 2 1 1 Minor 6 6 0 Fatal 1 1 0 Fairview to Malahide Rd Serious 0 0 0 Minor 2 2 0 Fatal 0 0 0 Clontarf Rd between Malahide Road and Alfie Byrne Rd Serious 1 1 0 Minor 4 4 0 Fatal 2 1 1 Serious 8 7 1 Total Route Minor 38 33 5 Combined 48 41 7

These accident statistics show a very high proportion involving vulnerable road users with 85% of all recorded accidents involving pedestrians and 15% involving cyclists. This compares to national average values for ‘built up areas’ obtained from the Road Safety Authority publication ‘Road Collision Facts 2009’ of 21% involving pedestrians and 6% involving cyclists.

3.2.6 Existing Traffic Conditions Results of traffic surveys undertaken in February 2012 on Amiens Street immediately north of Sheriff Street are summarised in Table 3.3 below, with values for both total traffic and buses .shown

Table 3.3Traffic Surveys Results Summary Northbound Southbound Two-way (buses) Timeframe (buses) (buses) AM Peak Hour 638 (64) 1,624 (77) 2,262 (141) PM Peak Hour 1,235 (67) 959 (62) 2,194 (129)

Ref: 12.134.10 October 2012 Page 8 Roughan & O’Donovan North Strand Road Cycle Route Consulting Engineers Dublin City Council

It was also recorded that a significant portion of the southbound buses turn right from Amiens Street into Talbot Street with 61 bus per hour in the AM Peak and 49 buses per hour in the PM peak turning into Talbot Street.

3.2.7 Existing Public Transport Services There are a high number of Dublin Bus Routes that operate along the proposed route, details of which are shown in Table 3.4 for the northbound direction and Table 3.5 for the southbound direction.

Table 3.4 Existing Dublin Bus Services Operating in the Northbound Direction # AM # PM Route Route Description Peak Peak Bus Stops # Hour Hour Beaumont – Connolly St, Newcomen Bridge, Annesley Bridge 14 4 4 Dundrum Rd & Fairview (St. Joseph’s School) Clongriffin – Connolly St, Newcomen Bridge, Annesley Bridge 15 6 6 Ballycullen Rd Rd & Fairview (St. Joseph’s School) Clare Hall - Connolly St, Newcomen Bridge, Annesley Bridge 27 6 6 Jobstown Rd & Fairview (St. Joseph’s School) Eden Quay – Connolly St, Newcomen Bridge, Annesley Bridge 27a 2 2 Blunden Drive Rd & Fairview (St. Joseph’s School) Eden Quay – Connolly St, Newcomen Bridge, Annesley Bridge 27b 4 4 Harristown Rd & Fairview (St. Joseph’s School) Lower Abbey St. – Connolly St, Newcomen Bridge, Annesley Bridge 29a 5 5 Newgrove Cross Rd & Fairview (St. Joseph’s School) Lower Abbey St. – Connolly St, Newcomen Bridge, Annesley Bridge 31 3 3 Howth Summit): Rd & Fairview (St. Joseph’s School) Lower Abbey St. – Connolly St, Newcomen Bridge, Annesley Bridge 31b 1 1 Howth Summit Rd & Fairview (St. Joseph’s School) Lower Abbey St. – Connolly St, Newcomen Bridge, Annesley Bridge 32 / b 1 2 Portmarnock Rd & Fairview (St. Joseph’s School) Lower Abbey St. – Connolly St, Newcomen Bridge, Annesley Bridge 32a 1 1 Malahide Rd & Fairview (St. Joseph’s School) UCD Belfield - 32X 0 1 Connolly St, Fairview (footbridge) Malahide Eden Quay – Connolly St, Newcomen Bridge, Annesley Bridge 42 3 3 Malahide Rd & Fairview (St. Joseph’s School) Eden Quay – Connolly St, Newcomen Bridge, Annesley Bridge 43 3 3 Swords Bus. Park Rd & Fairview (St. Joseph’s School) Talbot St. – Dublin 53 1 1 Connolly St, Newcomen Bridge Ferryport Lower Abbey St. – Connolly St, Newcomen Bridge, Annesley Bridge 130 6 6 Castle Avenue Rd & Fairview (St. Joseph’s School)) Total number of buses 46 47

Ref: 12.134.10 October 2012 Page 9 Roughan & O’Donovan North Strand Road Cycle Route Consulting Engineers Dublin City Council

Table 3.5 Existing Dublin Bus Services Operating in the Southbound Direction # AM # PM Route Route Description Peak Peak Bus Stops # Hour Hour Beaumont – Connolly St, Newcomen Bridge, Annesley Bridge 14 5 4 Dundrum Rd & Fairview (St. Joseph’s School) Clongriffin – Connolly St, Newcomen Bridge, Annesley Bridge 15 6 6 Ballycullen Rd Rd & Fairview (St. Joseph’s School) Clare Hall - Connolly St, Newcomen Bridge, Annesley Bridge 27 6 6 Jobstown Rd & Fairview (St. Joseph’s School) Eden Quay – Connolly St, Newcomen Bridge, Annesley Bridge 27a 2 2 Blunden Drive Rd & Fairview (St. Joseph’s School) Eden Quay – Connolly St, Newcomen Bridge, Annesley Bridge 27b 3 4 Harristown Rd & Fairview (St. Joseph’s School) Lower Abbey St. – Connolly St, Newcomen Bridge, Annesley Bridge 29a 5 5 Newgrove Cross Rd & Fairview (St. Joseph’s School) Lower Abbey St. – Connolly St, Newcomen Bridge, Annesley Bridge 31 2 1 Howth Summit): Rd & Fairview (St. Joseph’s School) Lower Abbey St. – Connolly St, Newcomen Bridge, Annesley Bridge 31b 1 2 Howth Summit Rd & Fairview (St. Joseph’s School) Lower Abbey St. – Connolly St, Newcomen Bridge, Annesley Bridge 32 / b 1 3 Portmarnock Rd & Fairview (St. Joseph’s School) Lower Abbey St. – Connolly St, Newcomen Bridge, Annesley Bridge 32a 1 1 Malahide Rd & Fairview (St. Joseph’s School) UCD Belfield - 32X 1 0 Connolly St, Fairview (footbridge) Malahide Eden Quay – Connolly St, Newcomen Bridge, Annesley Bridge 42 3 3 Malahide Rd & Fairview (St. Joseph’s School) Eden Quay – Connolly St, Newcomen Bridge, Annesley Bridge 43 4 2 Swords Bus. Park Rd & Fairview (St. Joseph’s School) Talbot St. – Dublin 53 1 1 Connolly St, Newcomen Bridge Ferryport Lower Abbey St. – Connolly St, Newcomen Bridge, Annesley Bridge 130 6 6 Castle Avenue Rd & Fairview (St. Joseph’s School)) Total number of buses 47 46

As summarised above the traffic survey carried out in February 2010 recorded up to 70 buses per hour in each direction at peak times. This is considered a high number of bus services along a route where cycle facilities are either shared with buses or immediately adjacent.

The proposed scheme passes and Clontarf Station and this will improve connectivity to these DART station for pedestrians and cyclists, particularly the latter. These improved connections should encourage an increased uptake of 'bike and ride' in the area.

Ref: 12.134.10 October 2012 Page 10 Roughan & O’Donovan North Strand Road Cycle Route Consulting Engineers Dublin City Council

4.0 CYCLE NETWORK DEVELOPMENTS

Dublin City Council is presently at an early planning stage for the cycle route network in the North Strand area. It is proposed that three key cycle routes will intersect at Newcomen Bridge as follows:

a) The North Strand Radial Cycle Route that this report is considering.

b) The Royal Canal Cycle Route along the south bank of the canal from the Docklands area to Phibsborough and onward. This will be a premium route segregated from traffic and will cross North Strand Road with traffic signals just south of Newcomen Bridge at Charleville Mall.

c) Dublin Cross City Cycle Route a feasibility study for provision of a cyclist and pedestrian link from the Docklands Premium Cycle Route project to the east of the existing Railway Viaduct on the south side of the Royal Canal over the existing Iarnród Éireann Railway connecting with North Strand Road on the south east side of Newcomen Bridge whilst making provision for CIE bus depot within the lands to the west of the existing viaduct between Connolly and the Royal Canal. In addition to provision of a new link structure, a review of the existing cyclist facilities on the approaches to Newcomen Bridge is included as part of the scope of works and the feasibility of a widening on the east side of Newcomen Bridge is also considered in this report.

5.0 OPTION SELECTION

5.1 Description of Scheme Options A number of scheme options have been developed for consideration as follows:

• Option 1 – Retention of the cycle lanes on Amiens Street and providing a two- way cycle track on the eastern side of North Strand Road to a two-way cycle track along the perimeter of Fairview Park, as considered in Section 5.2; • Option 2 – Upgrade of the existing cycle lanes to cycle tracks where possible and filling in the gaps where no dedicated cycle facilities currently exist, as considered in Section 5.3; • Option 3 – An alternative route via ‘back streets’ between Fairview Park and Strandville Avenue, as considered in Section 5.4.

These options are described in detail below.

5.2 Cycle Route Option 1 Option 1 as shown in Drawings 12134 – 001 to 12134 – 008 included in Appendix A, is described below in sections from south to north along the route.

5.2.1 Amiens Street from Talbot Street to Lower Buckingham Street The southern end of the proposed scheme starts at the junction of Amiens Street and Talbot Street. At this junction there is a need to provide facilities to allow southbound

Ref: 12.134.10 October 2012 Page 11 Roughan & O’Donovan North Strand Road Cycle Route Consulting Engineers Dublin City Council

cyclists turn right from Amiens Street onto Talbot Street and this can be accommodated by providing a right turn queuing lane for cyclists adjacent the footpath and upgrading the pedestrian crossing of Amiens Street to a toucan crossing. Amiens Street south of Talbot Street leading on towards has no cycle facilities as it stands and a separate study should be undertaken to connect this proposed scheme to Beresford Place and on to the Quays.

The first section of the route from Talbot Street to Lower Buckingham Street is restricted by the railway overbridge, where two bridge piers are located in the footpaths either side of the carriageway. The only solution to providing continuous cycle lanes / tracks under the railway bridge is it to reduce the carriageway available to traffic.

At present traffic travelling in the southbound direction must merge from two lanes into one, however the traffic lane is sufficiently wide (5.2m) to allow two lanes to queue. A solution to providing a cycle lane is to provide a bus gate north of the bridge at the existing pedestrian crossing to give buses priority when merging into a reduced width single traffic lane. This southbound bus gate arrangement is shown on Drawing 12134-009 included in Appendix A. It is noted that traffic surveys recorded 1,600 vehicles per hour with significant queuing in the southbound direction during the AM peak period and therefore the operation of the bus gate would required a detailed traffic analysis and design to ensure coordination with the adjacent traffic signals so as to not compromise traffic capacity unduly.

A solution to providing a cycle lane in the northbound direction could be implemented by reducing the traffic to one lane northbound and providing a bus gate immediately south of the bridge. This northbound bus gate arrangement is shown on Drawing 12134-010 including on Appendix A. Again it is noted that in excess of 1,200 vehicles per hour with queuing in the northbound direction during the PM peak period, and a detailed traffic analysis and design would be required so as to not compromise traffic capacity.

5.2.2 Amiens Street from Buckingham Street to Five Lamps Continuing north along Amiens Street from Buckingham Street the existing advisory cycle lanes are relatively comfortable with a narrow buffer (c.0.5m wide) alongside the on-street parking.

An option to provide a two-way cycle track on the east side of Amiens Street could be constructed adjacent the footpath on the east side of the street by moving the traffic / bus lanes to the west where the existing northbound cycle lane is and pushing the on-street parking bays on the east side of the street out from the existing kerb edge. This would accommodate a 2.5m wide cycle track plus a 0.5m wide buffer to the bus lane as shown on the section below.

Ref: 12.134.10 October 2012 Page 12 Roughan & O’Donovan North Strand Road Cycle Route Consulting Engineers Dublin City Council

West Ea st

Proposed two-way cycle track at Amiens Street south of Five Lamps

At Five Lamps Junction to accommodate right turning cyclists, space should be provided for cyclists to ‘stay left to go right’ and cyclist could also be accommodated to cross with pedestrians by upgrading the existing pedestrian crossings to toucan crossings. A potential future cycle route along Killarney Street could be provided to connect to O’Connell Street and the proposed junction upgrade works should be developed taking cognisance of this potential future route.

5.2.3 North Strand Road from Five Lamps to Newcomen Bridge Just north of Five Lamps there is a mix of cycle lanes and raised adjacent cycle tracks on North Strand Road up to Newcomen Bridge. Option 1 would include the widening of the cycle lanes and cycle tracks on the eastern wide of the street and upgrade the pavement in places and the transitions from on-road to off-road where necessary.

Proposed two-way cycle track at North Strand Road south of Newcomen Bridge

5.2.4 Newcomen Bridge Dublin City Council are currently undertaking a feasibility study to widen Newcomen Bridge on the south east side to provide space to facilitate improved cycle facilities. This bridge widening will permit the existing footpath on the south east side of the bridge to become a cycle track. As the existing footpath is only 2.5m wide this could be widened to 3.5m by reducing the width of the traffic / bus lanes to 3m.

A toucan crossing would be provided on the south side of the bridge to allow cyclist cross between cycle lanes in the northbound direction to the proposed two-way cycle track that would commence at Newcomen Bridge. This toucan crossing would also

Ref: 12.134.10 October 2012 Page 13 Roughan & O’Donovan North Strand Road Cycle Route Consulting Engineers Dublin City Council

line up with the proposed Royal Canal Premium Cycle Route and the development of the design would need to take account of these proposed cycle routes.

5.2.5 North Strand Road from Newcomen Bridge to Bessborough Avenue Immediately north of Newcomen Bridge road space is more limited. One option to make space to provide a two-way cycle track on the eastern side of the road is to reduce the footpath on the west side of the road from 4.8m to 2.5m and reducing the widths of the traffic/ bus lanes to 3m.

A 3.3m wide raised adjacent cycle track (including buffers) could be provided between the southbound bus lane and the existing retaining wall on the east side of the street.

Option 1 A two-way cycle track immediately north of Newcomen Bridge

Alternatively the footpath on the east side of the street could be widened to provide a 3.5m wide cycle track alongside with a new retaining wall constructed between the cycle track and southbound bus lane.

Option 1B two-way cycle track immediately north of Newcomen Bridge

It is noted that the carriageway widening on the west side of the road would likely require alterations and diversion to services in the existing footpath. The extent of the services diversions, with the benefit of opening slit trenches, should be examined as part of the preliminary design to ascertain the extent of these services diversion.

Ref: 12.134.10 October 2012 Page 14 Roughan & O’Donovan North Strand Road Cycle Route Consulting Engineers Dublin City Council

5.2.6 North Strand Road from Bessborough Avenue to Annesley Bridge Removing approximately 4 on-street parking spaces and a loading bay on the west side of the street just south of Waterloo Road and the removal of traffic islands at pedestrian crossings will make space to provide a two-way cycle track on the east side of the street. The indented bus stop and parking spaces on the eastern side of the street, which appear to be more heavily used, will be retained.

Proposed two-way cycle track immediately north of Bessborough Ave

Under the Maynooth Line railway bridge the existing bus lanes could be reduced to 3m and the bus stop on the eastern side could be reduced to 2.2m wide to make space for a two-way segregated cycle track on the eastern side of the street. It is noted that there is a second indented bus stop located less than 200m to the south that is to be retained.

Proposed two-way cycle track at Maynooth Line Railway Bridge

North of the Maynooth Line railway bridge continuing past East Wall Fire Station the street widens out and there is space to create a two-way cycle track on the eastern side of the street and retain the bus stops and on-street parking.

5.2.7 Annesley Bridge Removing the existing cycle lanes and reducing the bus/ traffic lanes to 3m each will allow space to provide a two-way cycle track on the eastern side of the bridge adjacent the existing footpath.

Ref: 12.134.10 October 2012 Page 15 Roughan & O’Donovan North Strand Road Cycle Route Consulting Engineers Dublin City Council

Proposed two-way cycle track at Annesley Bridge

The junction of North Strand Road / East Wall Road should be upgraded to better accommodate pedestrians and cyclists, as the current junction layout is set up to accommodate high number of heavy commercial vehicles that were present prior to the completion of the Port Tunnel.

5.2.8 Annesley Bridge to Clontarf Road via Fairview North of Annesley Bridge a new cycle track is proposed along the perimeter of Fairview Park, just inside the existing railings / boundary trees. This will provide a high quality cycle track with no conflicts with traffic associated with side roads and accesses, and the route along the perimeter will be more secure compared to the existing routes through middle of the park, particularly when dark. The existing railings could be relocated to the back of the proposed cycle track or a new boundary could be created.

Proposed Cross Section at Annesley Bridge Road along Fairview Park

The existing northbound cycle lane on the west side of the road should be retained to provide access to the various side roads and commercial premises. The existing junction of Annesley Bridge Road and Fairview Strand should be upgrade to accommodate cyclists.

At the north corner of Fairview Park at Clontarf Road space is more restricted. A small amount of additional space could be gained by reducing the central island by 0.6m to provide a 4.4m wide shared footpath / cycle track on the south side of the street. The entrance to Clontarf DART station is located to the south-west of the bridge where there are significant numbers of pedestrian, cyclist and traffic.

Ref: 12.134.10 October 2012 Page 16 Roughan & O’Donovan North Strand Road Cycle Route Consulting Engineers Dublin City Council

Proposed Cross Section at Clontarf Road – west of the railway underbridge

5.2.9 Cost Estimate A feasibility stage cost estimate for Option 1 is summarised in Table 5.1 below.

Table 5.1 Cost Estimate - Interim Option 1 Preliminaries & Contingencies €232,000 Site Clearance €17,000 Fencing, Safety Barriers & Guardrails €10,000 Drainage & Service Ducts €255,000 Earthworks €79,000 Pavements €223,000 Kerbs, Footways and Paved Areas €116,000 Traffic Signs & Road Markings €45,000 Traffic Signals / Controlled Pedestrian Crossings €280,000 Traffic Management €200,000 Services (Provisional) €300,000 Landscaping €70,000

Total Construction (Ex. VAT) €1,830,000

Total Construction (Ex. VAT) €2,077,050

5.3 Cycle Route Option 2 Option 2 as shown in Drawings 12134 – 201 to 12134 – 208 included in Appendix A, is described below in sections from south to north along the route.

5.3.1 Amiens Street from Talbot Street to Lower Buckingham Street This section of the route is as per Option 1 with the cycle lanes in each direction as detailed above.

5.3.2 Amiens Street from Buckingham Street to Five Lamps The existing cycle lanes on either side of the street are to be retained.

Ref: 12.134.10 October 2012 Page 17 Roughan & O’Donovan North Strand Road Cycle Route Consulting Engineers Dublin City Council

5.3.3 North Strand Road from Five Lamps to Newcomen Bridge Just north of Five Lamps there is a mix of cycle lanes and raised adjacent cycle tracks on North Strand Road up to Newcomen Bridge. It is proposed to widen these cycle lanes and cycle tracks and upgrade the pavement in places and the transitions from on-road to off-road where necessary. This will likely require the removal of a number of trees.

Proposed Cross Section at North Strand Road south of Newcomen Bridge

5.3.4 Newcomen Bridge Dublin City Council’s proposals to widen the bridge on the east side of the bride will space to facilitate segregated cycle tracks in both directions.

A toucan crossing would be provided on the south side of the line up with the proposed Royal Canal Premium Cycle Route.

5.3.5 North Strand Road from Newcomen Bridge to Bessborough Avenue Similar to Option 1 above, reducing the footpath on the west side of the street to 2.5m and reducing the traffic / bus lanes will allow space for cycle lanes / tracks on each side of the street. This option is likely to require less diversions of services however, this would require further investigation as part of the design development.

Proposed Cross Section immediately north of Newcomen Bridge

5.3.6 North Strand Road from Bessborough Avenue to Annesley Bridge As per Option 1, removing approximately 4 on-street parking spaces and a loading bay on the west side of the street just south of Waterloo Road and the removal of traffic islands and replacing the second primary traffic signals with cantilever or overhanging traffic signs will make space to provide cycle lanes / track on the each

Ref: 12.134.10 October 2012 Page 18 Roughan & O’Donovan North Strand Road Cycle Route Consulting Engineers Dublin City Council

side of the street. The indented bus stop and parking spaces on the eastern side of the street, which appear to be more heavily used, will be retained.

Proposed Cross Section immediately north of Bessborough Ave

Again this section of the route is as per Option 1 above but providing cycle lanes / tracks in each direction.

Proposed Cross Section at Maynooth Line Rail Bridge

5.3.7 Annesley Bridge Reducing the western footpath and bus lane to make space to provide a cycle lane / track on the western side of the street bridge. There is already a cycle lane in the southbound direction.

Proposed Cross Section at Annesley Bridge

5.3.8 Annesley Bridge to Clontarf Road via Fairview This section of the route is as per Option 1 as detailed above.

Ref: 12.134.10 October 2012 Page 19 Roughan & O’Donovan North Strand Road Cycle Route Consulting Engineers Dublin City Council

5.3.9 Cost Estimate A feasibility stage cost estimate for Option 1 is summarised in Table 5.2 below

Table 5.2 Cost Estimate - Interim Option 1 Preliminaries & Contingencies €226,000 Site Clearance €17,000 Fencing, Safety Barriers & Guardrails €10,000 Drainage & Service Ducts €255,000 Earthworks €70,000 Pavements €163,000 Kerbs, Footways and Paved Areas €112,000 Traffic Signs & Road Markings €57,000 Traffic Signals / Controlled Pedestrian Crossings €240,000 Traffic Management €285,000 Services (Provisional) €275,000 Landscaping €45,000

Total Construction (Ex. VAT) €1,760,000

Total Construction (Ex. VAT) €1,997,600

5.4 Cycle Route Option 3 Options 3 as shown in Drawing 12134 – 011 included in Appendix A, is a ‘back streets’ route between East Wall Road at Fairview Park and Strandville Avenue / North Strand Road along Stoney Road. South of Stranville Avenue the route would match that of Option1.

5.4.1 Fairview Park to East Wall Road There are existing cycle routes through Fairview Park, however these routes would need to be improved to include improve access into and through the park, lighting along the cycle routes and widened and improved pavement surfacing.

Ref: 12.134.10 October 2012 Page 20 Roughan & O’Donovan North Strand Road Cycle Route Consulting Engineers Dublin City Council

Photo 5.1 Fairview Park There is an existing pedestrian bridge over the Tolka River that is approximately 2m wide, which is a bit narrow for shared use by pedestrians and cyclists, however a significant portion of cyclists are likely to continue along Annesley Bridge Road and North Strand Road, and in this context the short length of the bridge is considered acceptable.

Photo 5.2 East Wall Road

5.4.2 Stoney Road Stoney Road is a narrow back street that is very lightly trafficked. The main work needed to provide a cycle route along this route would include improved pavement, lighting and signage and possible CCTV for security reasons.

Ref: 12.134.10 October 2012 Page 21 Roughan & O’Donovan North Strand Road Cycle Route Consulting Engineers Dublin City Council

Photo 5.3 Stoney Road

5.4.3 Strandville Avenue South of the junction between Stoney Road and Strandville Avenue there are no feasible back street routes and the only option is to bring the route back onto North Strand Road via Strandville Avenue. Strandville Avenue is a quiet residential street. Again this route would require improved pavement, lighting and signage and possible CCTV for security reasons. There is also a difficulty with the railway line spur that connects the Maynooth Line to Spencer Dock where there is an existing underbridge of the railway that has restrictive headroom of approximately 2m, which would need to be increased to 2.5m minimum.

Photo 5.4 Stranville Avenue

Ref: 12.134.10 October 2012 Page 22 Roughan & O’Donovan North Strand Road Cycle Route Consulting Engineers Dublin City Council

6.0 Appraisal of Options

6.1 Environment & Planning The scheme will improve connectivity for cyclist movement between the City Centre and Clontarf Promenade, connecting to the Dublin Cross City Cycle Route and Royal Canal Premium Cycle Route and passes a Connolly Station and Clontarf Station. The combination of these will encourage a shift to these more sustainable modes of transport.

6.2 Economy The benefits to cyclist for each of the proposed options would be considered to at least off-set the cost of providing them. There is only a small difference is the cost estimates of Options 1 and while Option 3 is cheaper the benefits are also less and therefore the three proposed options are considered equal in economic terms.

6.3 Safety The existing situation where cycle facilities are discontinuous and in some locations cyclists must share the same road space with bus along a very busy route is not adequate. The three proposed options will provide much improved cycle facilities along a section of road where high portions of accidents involving pedestrians and cyclists have been recorded (source: RSA online road collision map). Route Option 3 is along Fairview Park and quiet back streets with little or no overlooking or passing traffic, which giving a poor sense of security whereas Option 1 provides a more segregated, cohesive and therefore safer route for cyclists when compared to Options 2 or 3.

6.4 Quality of Service The Quality of Service (QOS) of each of the cycleway options are calculated in accordance with the National Cycle Manual for the various route options as shown in Table 6.1 to 6.4 below. Quality of Service is measured by considering five criteria; Pavement Condition Index (PCI), the capacity of the cycleway, number of conflicts with the cycleway, time delay at junctions, bus-stops, side-roads, parking, and the number of HGV’s. Each criterion is given a Quality of Service ranging from Level A+ (highest) to Level D (lowest). To achieve any particular Quality of Service at least 4 of the 5 criteria must be achieved, otherwise the lowest QOS level achieved is the designated QOS.

Table 6.1 Quality of Service of Cycleway – Existing / Do Nothing Criteria Value Quality of Service Pavement Condition Index 66-85 A Number of adjacent cyclists 1+0 C Number of conflicts per 100m of route 1-3 B Journey time delay (% of total travel time) 26 - 50% C HGV Influence (% of total traffic volume) 6 - 10% C Overall QOS Level C

Ref: 12.134.10 October 2012 Page 23 Roughan & O’Donovan North Strand Road Cycle Route Consulting Engineers Dublin City Council

Table 6.2 Quality of Service of Cycleway – Option 1 Criteria Value Quality of Service Pavement Condition 86-100 A+ Number of adjacent cyclists 1+1 A Number of conflicts per 100m of route 0-1 A Journey time delay (% of total travel time) 11 - 25% B HGV Influence (% of total traffic volume) 0 - 5% A+ Overall QOS Level A

Table 6.3 Quality of Service of Cycleway – Option 2 Criteria Value Quality of Service Pavement Condition 86-100 A+ Number of adjacent cyclists 1+0 C Number of conflicts per 100m of route 1-3 B Journey time delay (% of total travel time) 26 - 50% C HGV Influence (% of total traffic volume) 6 - 10% C Overall QOS Level C

Table 6.4 Quality of Service of Cycleway – Option 3 Criteria Value Quality of Service Pavement Condition 86-100 A+ Number of adjacent cyclists 1+1 A Number of conflicts per 100m of route 0-1 A+ Journey time delay (% of total travel time) > 50% D HGV Influence (% of total traffic volume) 0 - 5% A+ Overall QOS Level C

The Quality of Service levels of each of the cycleway options are summarised and shown in Table 6.5 below.

Table 6.5 Quality of Service of the Cycleway Options Scheme Option QOS Description The existing cycle facilities are discontinuous Do Nothing C and include sections of shared use with buses along a busy route. The two-way raised adjacent cycle track on the eastern side of the road provides an Option 1 A element of segregation, allows side by side or overtaking cyclists and minimises conflicts particularly along Fairview pk. Upgrade the existing cycle lanes and provide cycle tracks where possible, however this only Option 2 C accommodates single file cycling and comfort is reduced being immediately adjacent busy

Ref: 12.134.10 October 2012 Page 24 Roughan & O’Donovan North Strand Road Cycle Route Consulting Engineers Dublin City Council

bus lanes. A combination of Option 1 two-way cycle tracks and a back street route, which provides a good degree of segregation but has a Option 3 C significant journey time delay as it is not along the main desire line and results is a longer route. Many cyclists would likely stay on North Strand Road.

Option 1 achieves a QOS Level A, whereas the other options only achieve a QOS Level C. This is due to two-way cycle track minimising conflicts and delays, it provides segregation from adjacent traffic / bus lanes with a kerb and buffer area and the width of +2.5m allows for 2 abreast cycling and overtaking.

6.5 Accessibility & Social Inclusion Each of the proposed options meet the project objectives in terms of improved accessibility and social inclusion, by providing improved connections and ease of access to the residential areas and communities along and adjacent the route.

6.6 Integration Each of the proposed options are concurrent with Dublin City Council Development Plan 2011 – 17 and other government policies as set out in section 2.1, by providing quality cycle network links throughout the city that is integrated with public transport.

This project will provide a high quality cycleway connecting Clontarf Promenade and North East Dublin to the proposed Royal Canal / Dublin Cross City Premium Cycle Route leading to employment hubs within Dublin City Centre, which will assist in encouraging a modal change away from cars.

The two-way cycle track option provides a slightly better Quality of service and therefore has a slightly higher ranking in terms of integration, where it is more consistent with the Dublin Cross City Premium Cycle Route.

7.0 PREFERRED OPTION

The above analysis has been used to inform the following appraisal rankings. The comparison of different route options is carried out on the basis of the Department of Transport Project Appraisal Balance Sheet. Alternatives are ranked with respect to Environment, Economy, Safety, Accessibility and Social Inclusion and Integration. Each of these criteria is given a score on a 7 point scale, as follows:-

• +3 Highly Positive • +2 Moderately Positive • +1 Slightly Positive • 0 Neutral • -1 Slightly Negative • -2 Moderately Negative • -3 Highly Negative

Ref: 12.134.10 October 2012 Page 25 Roughan & O’Donovan North Strand Road Cycle Route Consulting Engineers Dublin City Council

Table 5.1 Option Appraisal / Ranking Ranking Do Nothing Option 1 Option 2 Option 3 Environment & Planning 0 +1 +1 +1 Economy 0 0 0 0 Safety -3 +3 +2 +1 Accessibility and So cial 0 +1 +1 +1 Inclusion Integration 0 +2 +1 +1 Overall -3 +7 +5 +4

8.0 CONCLUSIONS & RECOMMENDATIONS

As detailed above the recommended preferred option is Option 1 of providing a two- way cycle track on the eastern side of the street from Clontarf Road at Alfie Byrne Road to North Strand Road at Five Lamps. This two-way cycle track provides the highest Quality of Service at Level A and also scores the highest where assessed under the five appraisal criterion. Propose Option 2 is also consistent with the Dublin Cross City Premium Cycle Route and would also be compatible with a proposed Royal Canal Cycleway.

South of Five Lamps along Amiens Street there is little benefit in continuing a two- way cycle track and therefore retaining the existing on-road cycle lanes is recommended.

The provision of a bus gate at the railway bridge on Amiens Street is recommended to provide a continuous facility as far as Talbot Street and Connolly Station, however, a detailed traffic analysis and the design should be developed to ensure this does not unduly compromise traffic capacity.

Ref: 12.134.10 October 2012 Page 26 Roughan & O’Donovan North Strand Road Cycle Route Consulting Engineers Dublin City Council

Appendix A: Drawings

Ref: 12.134.10 October 2012 Page 27