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Ballinacurra to Midleton Pedestrian and Cycle Route Cork County Council

East Cork Municipal District

Ballinacurra to Midleton Pedestrian and Cycle Route

Part 8 Manager’s Report

February 2021

Ballinacurra to Midleton Pedestrian and Cycle Route

TABLE OF CONTENTS

1.0 Introduction 3 2.0 Planning Context 4 3.0 Project Proposal 6 4.0 Project Description 7

5.0 Part 8 Process 8 5.1 Submissions 8 5.2 Response to submissions 11 5.3 Statutory Consultees 85 5.4 Planner's Report 86 5.5 Modifications to Existing Proposals 94 6.0 Recommendation 95

APPENDIX A: DRAWINGS

APPENDIX B: SITE NOTICE

APPENDIX C NOTIFICATION OF STATUTORY CONSULTEES AND OTHERS

APPENDIX D SUBMISSIONS RECEIVED

APPENDIX E STATUTORY SUBMISSIONS RECEIVED

Ballinacurra to Midleton Pedestrian and Cycle Route

1.0 INTRODUCTION

Cork County Council (CCC) intends to construct a pedestrian and cycle route (hereafter referred to as ‘cycleway’) 1 which will connect Ballinacurra, Midleton and Water Rock including the residential areas in Ballinacurra and future residential development in Water Rock with the Town Centre. The scheme connects Gaelscoil Mhainistir Na Corann with the Town Centre via an off-road greenway. There are other schools located along the route which can also be integrated into the scheme. The scheme also connects with Midleton Train Station and the Midleton to Youghal Greenway.

The proposed route is circa 6.0 km in length and passes through the townlands of Ballinacurra, Midleton, Broomfield West, Knockgriffin, Townparks, Castleredmond, Loughatalia, Garryduff and Oatencake, Co. Cork.

The purpose of this scheme is to provide safe pedestrian and cycling facilities along the route as well as facilitating a switch to an alternative and sustainable form of transport for the settlements of Ballinacurra and Midleton.

Cork County Council commenced this Part 8 Planning Process with the publication of a Press Notice in the Irish Examiner on 11th November 2020 and the erection of site notices at various locations along the proposed route. Project proposals were on display in Cork County Councils Area Engineer’s Offices, Midleton and at Floor 11, County Hall from the commencement date until 9th December 2020.

Statutory consultees were furnished with copies of the relevant documentation, and their views were sought. Closing date for receipt of submissions was 23rd December 2020.

In total forty-one submissions were received by the closing date including four from statutory consultees: Inland Fisheries Ireland, Transport Infrastructure Ireland, Office of Public Works and the National Transport Authority.

All submissions have been considered by Cork County Council and addressed in this report. This report is the Manager’s Report to the Members of the Council’s East Cork Municipal District Committee for consideration by the Committee at their meeting on Monday 1st February 2021. It is anticipated that a decision will be taken by the Committee at this meeting to complete the Part 8 Planning Process.

1 Under Section 68 of the Roads Act a ‘cycleway’ is defined as a public road or proposed public road reserved for the exclusive use of pedal cyclists or pedal cyclists and pedestrians.

Ballinacurra to Midleton Pedestrian and Cycle Route

2.0 PLANNING CONTEXT

The study area is located in Midleton, East Cork, within the administrative area of Cork County Council in the East Cork Municipal District. Outlined below is the policy framework within which the proposed cycleway is being progressed.

The National Planning Framework is the Governments high level strategic plan for shaping future growth and development. The NPF sets out ten National Strategic Outcomes (NSOs) which the framework aims to deliver. National Strategic Outcome 4 refers to Sustainable Mobility and states that this scheme will provide a coherent, interconnected and safe cycle network. The cycle network will cater for all ages and abilities and will allow for a range of cycling activities to occur including commuting, leisure and tourism. The proposal will improve the livability and quality of life for the local population and will build on existing infrastructure already in place.

The National Cycling Policy Framework 2009-2020 The Department of Transport published the National Cycling Policy Framework in 2009. The policy framework emanates from the Governments transport policy for Ireland – Smarter travel – A Sustainable Transport Future. The Smarter Travel policy sets out a vision for how a sustainable travel and transport system can be achieved. The strategy provides a framework to incrementally change travel and transport system in Ireland to a more sustainable pattern.

Cork County Council’s Cork County Development Plan 2014 identifies walking and cycling, and the provision of walking and cycling infrastructure to be a key component to movement and accessibility for shorter or some medium length journeys especially in towns and villages. The development plan enshrines the intentions of Cork County Council in relation to walking and cycling in objective TM 2-1 Walking and TM 2-2 Cycling which state:

TM 2-1 a) Encourage and facilitate a safe walking route network and a culture of walking where possible and practical. b) Preserve, protect and where possible enhance existing walking routes particularly those providing access to key transport and community infrastructure such as bus stops, rail stations, schools, shops, workplaces, town and village centres. c) Ensure that all development should be accessible and permeable on foot and that the walking experience should be as safe and pleasant as possible and set within an overall coherent network. The Design Manual for Urban Roads & Streets (DMURS) is a useful guidance tool. d) Local Area Plans will play an important role in implementing Walking Strategies.

TM 2-2 a) Encourage and facilitate a safe walking and cycling route network and a culture of walking and particularly cycling in the county, as a viable alternative travel choice. Local Area Plans will set out Active Travel Strategies (cycling and walking) for individual towns and their hinterland. b) Improve the streetscape environment for pedestrians and cyclists and those with special mobility needs while seeking to provide facilities which enhance safety and convenience. The Design Manual for Urban Roads and Streets (DMURS) is a useful guidance tool. c) Ensure that development in urban areas, towns and villages is well located, permeable and prioritises walking, cycling and access to public transport and other important amenities. The Design Manual for Urban Roads and Streets (DMURS) is a useful guidance tool. d) Promote the development of an integrated and coherent local and countywide cycle network to form part of the wider National Cycle Network. Routes will be promoted which generally seek to avoid or minimise impacts on the environment and on EU designated sites.

Ballinacurra to Midleton Pedestrian and Cycle Route

The East Cork Municipal District Local Area Plan 2017 refers to Traffic and Transport in the following ways:

 Section 1.7.8 – Chapter 10 of the County Development Plan sets out the Transportation and Land Use Strategy for the County which seeks to make Cork a more competitive county to foster sustainable economic and population growth through the delivery of an efficient transport system and encourage balanced investment in less polluting and more energy efficient modes of public and private transport, including walking and cycling. This strategy has informed the preparation of the Local Area Plan.

 Section 3.3.47- Facilitating a mode shift to walking and cycling for local journeys within the town would help ease congestion. New cycle routes have been provided in the newer estates at Broomfield and around the Northern Relief Road. There is significant potential for cycle routes in the town given the relatively level terrain and proximity of most residential areas to the centre. In terms of achieving modal shift in the next plan period, significant weigh must be given to encouraging increased levels of walking and cycling in the town, mainly though design in new development areas. The Midleton and Carrigtwohill Transportation Study 2010 outlines proposals in detail to improve walking and cycling routes throughout the town as well as parking and public transport measures which will significantly enhance the attractiveness of the town as a place to live and to visit.

 Section 3.3.48 – In 2014 Cork County Council commissioned a cycle network study prepared for the Cork Metropolitan Area, the objective of this study was to provide a clear plan for the future development of cycling networks throughout Metropolitan Cork. The main network plan proposals for Midleton include on main north-south primary route and one primary route serving the Owenacurra Business Park and the Nordic Business Park area to the north west of the town. Due to the constrained nature of Midleton Town Centre, the north-south primary route which will consist of a variety of measures and infrastructure types that respond to the specific nature of each road section. A number of secondary routes are proposed to serve established schools, residential areas and employment centres as well as a future Master Plan site to the south east of the town on the south side of the N25.

It is clear that National Government Policies, the Cork County Development Plan 2014, the East Cork Electoral Area Local Area Plan 2017 and the Cork Metropolitan Area Cycle Network Plan policy documents support the Ballinacurra to Midleton Pedestrian and Cycle scheme.

Ballinacurra to Midleton Pedestrian and Cycle Route

3.0 PROJECT PROPOSAL

Cork County Council (CCC) intends to construct a pedestrian and cycle route from Ballinacurra to Midleton on the R630 and the L3621 Bailick road, on Riverside way along the west side of the Owenacurra River to the northern relief road linking to Waterock and the Midleton Train station. The proposed route is circa 6.0km in length and passes through the townlands of Ballinacurra, Midleton, Broomfield West, Knockgriffin, Townparks, Castleredmond, Loughatalia, Garryduff and Oatencake, Co. Cork. The proposed cycleway will link to the Midleton Youghal Greenway which is currently being developed by Cork County Council.

It is proposed to construct approximately 1.5km of segregated cycle facilities, 3.1km of shared pedestrian and cycle facilities and 2.4km of greenway with ducting and public lighting. Fourteen pedestrian crossings (Toucan controlled and uncontrolled) are proposed along the route with traffic calming measures and three bus stop upgrades.

The scheme provides walking and cycling connectivity with Midleton town centre, Midleton train station, Midleton to Youghal Greenway, primary and secondary schools including Christian Brothers School, St Mary’s High School, CBS Secondary School, Gaelscoil Mhainistir na Corann,. With residential developments of Maple Woods, Charlestown, Castleredmond, Riversfield, Castelrock, Broomfield, Waterrock, etc.

The purpose of this scheme is to comply with national, regional and local policy to improve accessibility and prioritise walking and cycling as alternative modes of travel. The proposed path would provide a safe and direct route for commuter, school and leisure trips for the area and in time facilitate extensions of the route to the east and the west. It is proposed to have public lighting along its full length.

Benefits of this proposal:

 A safe and direct route for commuters, school goers and leisure enthusiasts.

 Enhanced connectivity for pedestrians and cyclists.

 Provide an environment which will encourage modal shift to sustainable forms of transport.

 Improve quality of life for residents of the area.

 Expand the overall cycle network.

 Facilitate a reduction in traffic volumes on the road network.

Note: If this development proposal successfully achieves Part 8 Planning Approval, land acquisition, either by agreement or Compulsory Purchase Order, will be necessary to enable the project to proceed as intended.

Ballinacurra to Midleton Pedestrian and Cycle Route

4.0 PROJECT DESCRIPTION

The scheme includes:

 Construction of approx. 1.5km of segregated cycle facilities.

 Construction of 3.1km of shared pedestrian and cycle facilities.

 Construction of 2.4km of greenway standard pedestrian and cycle facilities.

 Continuous pedestrian/cycle facility across minor accesses with ramped facility provided across more substantial accesses and junctions.

 Three bus stop upgrades.

 Provision of ducting and LED public lighting along the length of the path.

 Traffic calming gateways in accordance with the Department of Transport, Tourism and Sport, together with the Department of the Environment, Community and Local Government approved Design Manual for Urban Roads and Streets (DMURS).

 Landscaping, planting and potential for a wildflower corridor.

 Improved pedestrian and cycle connectivity to Midleton Town Centre, Midleton Train Station, Midleton to Youghal Greenway, residential developments of Maple Woods, Ballinacurra, Castleredmond, Charlestown, The Cotswolds, Riverside, Riversfield, Castle Rock, Millbrook, Broomfield and Waterock.

 Improved pedestrian and cycle connectivity to primary and secondary schools including Christian Brothers Primary school, St Mary’s High. CBS Secondary, Gaelscoil Mhainistir na Corann and local businesses and services with existing and new residential areas.

Ballinacurra to Midleton Pedestrian and Cycle Route

5.0 PART 8 PROCESS

5.1 Submissions

The following tables list the individuals and organisations that made observations or submissions before the deadline date. Also listed are the Statutory Consultees notified of the project and other agencies impacted by the scheme.

Individuals and Organisations

NUMBER NAME DATE RECEIVED REFERENCE NO.

1. Joe O’Leary 11/11/2020 LAC271865846

2. David Teixeira-Lynch 16/11/2020 LAC272945788

3. Paul Fellows 16/11/2020 LAC272970358

4. Midleton Athletic Club 17/11/2020 LAC273380003

5. Sharon Gleeson 18/11/2020 LAC274320196

6. Miah McGrath 19/11/2020 LAC274280080

7. Patrick Clarke 19/11/2020 LAC274392590

8. Midleton Medical Centre 19/11/2020 LAC274596158

9. Gerard O’Brien 21/11/2020 LAC275043206

10. Elma Wade 22/11/2020 LAC278873443

11. Luke Cranitch 25/11/2020 LAC278875622

Patrick and Elizabeth O 12. 25/11/2020 LAC293304013 Hanlon

Michael McPartland, Inland 13. 01/12/2020 LAC278879662 Fisheries Ireland

Michael Kelleher, O’Flynn 14. 02/12/2020 LAC279115571 Group

Ballinacurra to Midleton Pedestrian and Cycle Route

15. Jan Hayes 05/12/2020 LAC280522924

16. Gerard Hennessey 09/12/2020 LAC282326196

17. Martin O’Farrell 09/12/2020 LAC282331729

Transport Infrastructure 18. 10/12/2020 LAC282328915 Ireland

Midleton Flood Relief 19. 10/12/2020 LAC282485423 Scheme

Rhodri Mears, Midleton 20. 15/12/2020 LAC284335908 Educate Together School

21. Office of Public Works 16/12/2020 LAC285503779

John Crean, Castleredmond 22. 17/12/2020 LAC285076488 Residents Association

23. Pat & Eithne Kerr 18/12/2020 LAC286251836

24. AIB Bank 21/12/2020 LAC286290302

25. David Harpur 21/12/2020 LAC286463491

26. National Transport Authority 21/12/2020 LAC286465685

Robert Allen, Cois na 27. hAbhann Administration 21/12/2020 LAC287089171 CLG

Gaelscoil Mhainistir na 28. 22/12/2020 LAC286649039 Corann

29. Michael Carroll 22/12/2020 LAC286951683

30. Liam McCarthy 22/12/2020 LAC287090513

31. Kaivalya Properties Ltd 22/12/2020 LAC287091691

32. James O’Connor 22/12/2020 LAC287069480

Ballinacurra to Midleton Pedestrian and Cycle Route

33. Cork Cycling Campaign 23/12/2020 LAC287213443

Clara O’Neill, Cork Co-op 34. 23/12/2020 LAC287221559 Marts

35. Cllr. Alan O’Connor 23/12/2020 LAC287234510

36. Cllr. Liam Quaide 22/12/2020 LAC287238746

37. Conn Donovan 23/12/2020 LAC287190152

38. Eoin Ahern 23/12/2020 LAC291094592

39. Gavin Sheridan 23/12/2020 LAC287210281

40. Transport Mobility Forum 23/12/2020 LAC291041175

41. Brian Murphy 23/12/2020 LAC287313392

Statutory Consultees

NUMBER NAME DATE ADDRESS RECEIVED

National Parks and W.S c/o Department of Environment, Muckross House, Killarney National Park, Killarney, 1 None Heritage and Local Co. Kerry Government

2 The Heritage Council None Church Lane, Kilkenny

3 An Taisce None Tailor's Hall, Back Lane, Dublin 8

Development Applications Unit, Department of Arts, 4 National Monuments None Heritage and the Gaeltacht, Newtown Road, Wexford

5 The Arts Council None 70, Merrion Square, Dublin 2

6 Fáilte Ireland None Paddy Matthews, Manager of Environment and Planning, 88-95 Amiens Street, Dublin 1

Planning Notification, Irish Water HQ Offices, Colvill 7 Irish Water None House, 24-26 Talbot Street, Dublin 1

Ballinacurra to Midleton Pedestrian and Cycle Route

Inland Fisheries Ireland - South 8 01/12/2020 Sunnyside House, Masseytown, Macroom, Co. Cork West Region

9 National Transport Authority 21/12/2020 Harcourt Lane, Dublin 2

10 Transport Infrastructure Ireland 10/12/2020 Parkgate Street, Dublin 8

11 OPW 16/12/2020 Jonathon Swift Street, Trim, Co. Meath

12 Mona Hallinan None Heritage Unit, County Hall, Cork

13 Mary Sleeman None Co Archaeologist, Floor 3, County Hall

Other Agencies Consulted

NUMBER NAME DATE RECEIVED ADDRESS

1 An Garda Síochána None Midleton Garda Station, Cork

Ballinacurra to Midleton Pedestrian and Cycle Route

5.2: Response to submissions

Item NAME Matters raised Response 1

1. It is almost impossible to exit the estate 1. The signalisation of the Dark Road and by car turning towards Midleton direction the provision of a yellow box on the at peak times. northbound carriageway opposite the I welcome the broad principle of entrance to Castleredmond, included in cycleways & walkways but narrowing the the modifications section of this report, Castleredmond exit will cause further will provide a break in traffic to facilitate delays trying to get out of the estate, cars turning towards Midleton. especially in the mornings. Furthermore, the traffic calming proposals of a narrowed carriageway and gateways on the R630 are designed to slow traffic thus assisting right-turning vehicles when exiting Castleredmond. The detailed design of the scheme will 2. At the moment at least if you’re turning accommodate the left turn movement left towards Whitegate you can edge out exiting Castleredmond estate, if feasible, after the pillars, but it looks like the subject to recommendations of the Road proposal is to plant grass there! Safety Audit. This will be included in the Modifications section of the Manager’s Joe O’Leary Report.

3. Also the lane for turning right into the 2. The detailed design of the scheme will estate coming from the Whitegate endeavour to accommodate the left- direction is to be removed! turning movement when exiting Castleredmond estate if feasible. This will be included in the Modifications section of the Manager’s Report.

3. The proposed road layout and signalised junction of the Dark Road, with the associated measures as referenced in 1, above, will make this right turn into the estate easier. The right turn from the Castleredmond will be safer due to the removal of the inbound right turning lane. Its removal will reduce through traffic speeds, result in a shorter right turn for outbound traffic, and could facilitate clearway road marking (yellow box) for northbound traffic.

2 David 1. While this is mostly welcome, my main 1. The scheme is designed to provide safe Teixeira- concern is SHT-307 junction and most pedestrian and cycling facilities in other junctions where pedestrians and Midleton for commuters, school goers Lynch cyclists are forced to wait and have and leisure enthusiasts. Controlled ending paths instead of priority over crossings provide a protected crossing motor vehicles. option for vulnerable users. This is

Ballinacurra to Midleton Pedestrian and Cycle Route

As for SHT-307 junction- this has three considered to be most appropriate form of lanes splitting from one single traffic lane crossing to reduce potential conflicts with to accommodate two filter lanes on both motorists. the East and West side of the designs. The proposed cycle lanes simply end and then become conflict points as pedestrians and cyclists are then forced to share the same surface. This junction is ideal for the introduction of a “Dutch-style” junction that keeps pedestrians and cyclists separate. This reduces chances of conflicts and keeps cyclists out of the way and not forcing a stop/start at junctions unless pedestrians are crossing. The below would be a fantastic attraction as it would become one of the first of its kind in the country and also improve the safety and traffic-flow of the junction majorly. Filter lanes provide little in the way of reducing traffic and instead are just another area to create traffic instead of singular or double lanes with left or right turns as appropriate with the correct traffic light management. Junction treatment needs to be strongly reconsidered in these plans as nearly all create unnecessary or dangerous conflict.

2. Shared paths should be avoided and given 2. Where there is space available, such as the width of vehicle lanes in many of the along the R630 the design team have plans there is no reason why a single included for separating the pedestrians directional cycle lane can’t be added. and the cyclists. However, providing Narrower motor lanes also reduce speeds dedicated infrastructure for all road users as the perceived width reduces drivers in an existing built-up location like desire to drive faster. Where shared paths Midleton is extremely difficult due to are “essential” there needs to be the space restrictions. The matter of the correct surface to prevent slipping of shared use path is dealt with in greater pedestrians or cyclists. Shared path logos detail in response no. 3 below. on the ground will also be essential to A one-way system is proposed on a prevent chances of conflict that “cyclists section of the Bailick road by re- shouldn’t be on the footpath” so that allocating existing road space to residents and others can be aware it is pedestrians and cyclists. shared. Signage and road markings will be Junctions should have priority lights for provided for the shared use of facilities, cyclists where there is no dedicated cycle as required. lane so that they can move ahead of traffic and prevent issues such as close passing.

3. Overall, the plans are mostly positive but 3. The National Cycle Manual (2011) as already mentioned each junction still provides guidance on how the ‘cycling caters for motor vehicles by primary over offer’ can be improved to encourage more both pedestrians and cyclists which people to cycle. The Manual provides a should no longer be the case as per the strong focus on urban built-up areas while also recognising that:

Ballinacurra to Midleton Pedestrian and Cycle Route

NTA handbook and guidelines. The ‘shared facilities might be appropriate at population of Midleton is small enough locations where footpaths are wide and that the majority of journeys within the the volume of pedestrians and cyclists is town limits should be walked or cycled low, e.g., in low-density towns and cities, where possible. If junctions make these and suburban or recreational areas’ journeys difficult then it will simply (p.23). discourage this and people will continue A shared path is appropriate for this to drive. I look forward to visiting and scheme given its location in a both cycling and walking the new suburban/rural and low-density improvements in the near future and hope environment. In ‘Give Cycling a Push, the priority of pedestrians and cyclists is Implementation Fact Sheet 1,’which is taken strongly under consideration. published by the EU, a shared path is the recommended design solution at densities lower than 100 pedestrians/cyclists (per metre width of path, per hour), and full segregation is recommended above 200. This scheme will be between three and four metres wide (in line with National Cycle Manual guidance that shared paths be a minimum of three metres wide), indicating a threshold of between 600 and 800 users per hour before segregation becomes the recommended design. Surveys of the existing route indicate the typical highest volume of pedestrians and cyclists is less than 30 per hour. This indicates the scheme will support a significant increase in walking and cycling and the proposed shared use nature is appropriate. The National Transport Authority (NTA) is the funding body for this scheme. The NTA are implementing the Department of Transport, Tourism and Sport’s Smarter Travel Policy.

3 1. I have made comments below in relation 1. The proposals include for an upgraded to the proposed Pedestrian and Cycle junction of the Bailick Road and the Dark Route from Ballinacurra to Midleton. My road with tighter kerb radii which will comments relate primarily to the reduce vehicular speeds and provide for a proposals for the Bailick Road. In safer environment. general, I strongly welcome the With reference to DMURS, the proposed proposals. I have written to councillors in measures will have a positive effect on Paul Fellows the past drawing their attention to the vehicle speeds and classification by danger of the current road layout and the providing a more urbanised environment. particular potential for serious injury or This will be achieved by passive death due to the road layout close to the measures such as more restrictive junction of Bailick Road with Dark Road. geometry for cars and heavy vehicles, In doing so I wished to ensure that this landscaping measures, and increased danger was on the public record. pedestrian and cyclist activity. It is My specific comments are: envisaged that the introduction of the 2. The Bailick Road has increasingly shuttle system on Bailick Road will also become a "rat run" used to avoid the result in reduced through traffic along the Lakeview roundabout by a large volume route, with diversions to the R630, as

Ballinacurra to Midleton Pedestrian and Cycle Route

of traffic in peak periods. During these appropriate. The proposed measures will periods it has become increasingly result in reduced vehicle speed, and difficult and dangerous for pedestrians to consequent increased safety. cross from the west side of the road to the east side to be able to walk under the underpass. 2. The scheme has been designed to provide The east side of the road north of the continuous pedestrian and cycle underpass and up to St Mary's Road is connectivity along Bailick Road and in subject to large amounts of water ponding doing so will provide much improved after even moderate rainfall. There is no infrastructure for vulnerable road users. indication in the plan of how this may be The design takes account of the addressed. characteristics of Bailick Road and the The only way to avoid potentially being location of, and connection to, significant drenched by passing motorists at present residential areas and schools along the is to cross over to the west side footpath western side of the road. immediately after reaching the north side of the underpass i.e. the "Feathers" side. The detailed design of the drainage In peak periods this is difficult and infrastructure will consider the matter of potentially dangerous. Looking at the surface water ponding. plans the footpath through the underpass has been retained on the east side which maintains the problem in 2 above. May I suggest that the footpath through the underpass be sited on the west side of the road. This would have the double advantage of linking the increasingly popular "Feathers" park to the car park to the south of the underpass and would provide a safer way around the seemingly insoluble problem of water ponding on the east side of the road to the north of the underpass. Many visitors to the "Feathers" use the car park because of the lack of parking alongside the park itself. This would be a very safe solution. If the proposal above were to be adopted it would also be possible to maintain or improve the existing footpath as far as the entrance to Cois na hAbhann which would avoid the need and expenses for a new security-controlled pedestrian entry gate to the complex.

3. The proposal for pedestrian access from 3. The design and construction of any the car park into the Cois na hAbhainn pedestrian connection between the complex cause problems for wheelchairs, complex and the car park will be mobility devices and prams due to both consistent with Building Regulations and differences in levels between the car park thus wheelchair compliant. and the complex and also the lack of access onto the hard standing within the The detailed design will be subject to complex if the car park is full. This makes Quality Audit, with reference to DMURS it impractical above would also address (2019), including an independent Road the increased dangers created in the Safety Audit and Accessibility Audit,

Ballinacurra to Midleton Pedestrian and Cycle Route

current proposals of exiting the Cois na ensuring that the scheme is provdies hAbhainn complex. access for all, as appropriate.

4. Because of sight lines exiting the complex by vehicle is already very 4. The detailed design will be subject to a dangerous. Bringing passing traffic closer Road Safety Audit which will assess, in towards the complex will increase the among other things, sight lines. Any dangers and chances of collisions. I matters arising from same will be should like to put this on the record. resolved as part of the design process. If it is decided to retain this increased danger by eliminating the footpath on the Safe access will not be compromised by west side by the complex, an alternative the proposed scheme. The detailed design to the pedestrian entry is to install a safe will be subject to a Quality Audit, crossing from the footpath opposite the including an independent Road Safety main gates of Cois na hAbhann to access Audit and Accessibility Audit. the complex. This will not deal with the increased danger of exiting the car park but would address the pedestrian access issues.

5. The direction of one-way traffic flow 5. This proposal is necessary to provide from Ballinacurra to the Dark Road is much improved infrastructure for northbound. May I note that this will pedestrians and cyclists on the Bailick maintain the "rat run" along the Bailick Road between Ballinacurra and the Dark Road in the morning peak when it is Road. It is envisaged that the proposed particularly concentrated and heavy. scheme will reduce unnecessary through traffic from the area due to urbanisation, 6. It also funnels more traffic up the Dark passive speed reduction, and the shuttle Road to a very difficult and dangerous system at the underpass. exit onto the main road. The redirection of traffic from the Bailick Road up the Dark Road will, together 6. It is proposed to signalise the junction of with the increasing number of residences the Dark Road and the R630 making it a appearing in the area plus likely future safer junction for all road users. residential growth along the Bailick Road, make the exit from the Dark Road It is envisaged that the scheme will reduce onto the main road increasingly difficult unnecessary through traffic from the area and dangerous. due to urbanisation, passive speed This exit requires vehicular traffic lights reduction and increased pedestrian and not just Toucan crossings to address road cycle use. safety issues. Otherwise, it will become a traffic bottleneck at peak times.

7. The inclusion in the plan of vehicular 7. Noted. traffic lights to control the flow through The construction of wider paths and the underpass in the Bailick Road is narrower carriageway will assist in traffic welcome. Similarly addressing the traffic calming. Controlled and uncontrolled problems at the top of the Dark Road pedestrian crossings will also help in this would be welcome. regard. The detailed design of the scheme From the documents it was difficult to will also look at additional measures such ascertain how the traffic calming as enhanced signage. measures would slow traffic on the Bailick Road.

Ballinacurra to Midleton Pedestrian and Cycle Route

8. Given that the goal of the plan is to 8. The changing of speed limits on public increase both cycle and pedestrian use of roads is a reserved function of the Elected the road should a speed limit of 30 or 40 Members of Cork County Council and is km/h be introduced on this road? subject to review on a statutory basis every five years. Speed limits are due for review in 2021 (commencing) with revisions to be adopted in 2022. Thus, the process is independent of this Part 8. With reference to the Department of 9. At the north end of the Bailick Road a Transport Tourism and Sports’ design new pedestrian bridge is to be installed Manual for Urban Roads and Streets 2019 over the stream. Whilst this is welcome (DMURS), the proposed measures will has any consideration being given to have a positive effect on actual vehicle linking the Bailick Road to Midleton speeds by providing a more urbanised Main Street with a pedestrian/cycle path environment. This will be achieved by along the stream to turn the current passive measures such as more restrictive "wilderness" into a pleasant riverside geometry for cars and heavy vehicles, path? landscaping measures, and increased pedestrian and cyclist activity. It is 10. Proposals for the Coolbawn remove envisaged that the introduction of the vehicle parking from the north Side of the shuttle system on Bailick Road will also street which is the commercial side and result in reduced through-traffic along the significantly reduce the amount of route, with diversions to the R630, as parking on the south side. What appropriate. The proposed measures will consideration has been given to the result in reduced vehicle speed, and commercial impact of doing this? consequent increased safety. As stated at the beginning I personally welcome the broad thrust of these plans 9. Consideration has been given to and hope that some of my detailed secondary connectivity in the design of comments may be of assistance and given this scheme including the connection positive consideration. referenced. The design of the scheme thus allows for such future interventions.

10. The scheme is designed to provide high 11. Further to that submission I am including quality pedestrian and cycle connectivity further comments relating to a very from residential areas, to the north and significant increase in danger of traffic south of Midleton, into the commercial accidents, injury and potential fatalities heart of the town. It will also provide a resulting from the severe reduction in connection between the terminus of the sight lines exiting Cois na hAbhann (18 Midleton-Youghal Greenway and the apartments) caused by the proposed Main St., in doing so further promoting changes to the road layout and the commercial activity. removal of the south footpath from Parking is being maintained on the outside The Moorings and Cois na southern side of Coolbawn. However, to hAbhann. provide a high-quality connection with Given this increase in danger would you the Main St. the removal of parking on the please confirm that the Traffic and northern side of the road is necessitated. Transport Division have checked the relevant sight lines in situ not just on 11. The detailed design with be subject to a paper. Do the actual sight lines that would Road Safety Audit which will assess, exist under the proposal conform to road among other things, sight lines. Any safety sight line standards? matters arising from same will be resolved as part of the design process.

Ballinacurra to Midleton Pedestrian and Cycle Route

Would you also please confirm that if the Safe access will not be compromised by proposed road layout and reduction in the proposed scheme. The detailed design sight lines is found to be the contributory will be subject to a Quality Audit, cause of future property damage, injury including an independent Road Safety and death that the Traffic and Transport Audit and Accessibility Audit. Division accepts responsibility for the consequences of your revised road layout and that Cork County Council will indemnify both residents and road users against such accidents caused by the dangerous diminution of sight lines. To illustrate the issue, I am attaching two photographs taken from the driver’s seat of my Volkswagen Passat looking South along Bailick Road. The first shows current sight lines. The second shows sight lines if the pathways are removed and the roadway brought closer to the property.

4 1. We are delighted to see such initiatives as 1. Positive submission is noted this one and, indeed, the Midleton- Youghal Greenway being implemented in Midleton an area that continues to see a huge Athletic Club increase in population. We hope to see, and be part of, other such exciting outdoor amenity developments, such as a running track, in the future and we wholeheartedly give our support to this initiative.

1. I just wanted to submit an observation for 1. The scheme is designed to provide high the proposed cycle path on Broderick quality pedestrian and cycle connectivity Street in Midleton. As an avid cyclist I from residential areas, to the north and love the plans to improve cycle paths, but south of Midleton, into the commercial this path would mean there is no on street heart of the town. It will also provide a Sharon parking for customers who want to shop connection between the terminus of the in The Grumpy Bakers, Well and Good, Midleton-Youghal Greenway and the Gleeson The Gingerbread House, Bailick Blinds, Main St., in doing so further promoting Farmgate, The Brow Bar and more commercial activity. commercial units on the street. We have a Parking is being maintained on the small car park in Coolbawn but our car southern side of Coolbawn. However, to park here is always full as it is. We see provide a high-quality connection with this cycle path creating a big parking the Main St. the removal of parking on the issue for locals here in Midleton. northern side of the road is necessitated.

Miah McGrath 1. As a property owner on the proposed 1. Positive submission is noted cycleway I fully support the proposal and think it will be a very positive addition to Midleton. Great idea to link up the

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proposed residential development in Waterock and the Greenway to the town centre and schools.

7 1. I am a resident of Bailick Avenue. My 1. Noted congratulations to Cork County Council on the proposed works to be carried out re the Cycleway scheme in our area. The cycleway amenity will enhance our area greatly!! The provision of traffic lights that accompany the plan will also increase road safety in our area, which has become a genuine concern to residents as the traffic on Bailick Road has increased exponentially in recent years! 2. The main concern I wish to highlight at 2. New fencing has recently been erected here Patrick Clarke this time is the condition of the water by Cork County Council in conjunction treatment plant adjacent to the entrance of with Irish Water which we believe enhances Bailick Avenue. It would in my opinion the visual nature of the area. An element of be remiss of Cork County Council to screen planting can be introduced to embark on a project which is to provide accompany the detailed design proposals. not just a leisure amenity but one of aesthetic value. The existing plant, gantry etc needs to be incorporated into the plan to ensure that this necessary facility is not left as is. The funds necessary to shield this eyesore from public view would be minuscule in a project with such a large budget. The residents of Bailick Avenue are faced with this each and every day.

8 1. Many thanks for your email and 1. Positive submission is noted. information contained therein. The practice staff viewed the very impressive virtual tour and would simply Midleton like to advise that we, as a group of local Medical doctors, nurses and allied health practitioners, heartily endorse your Centre planned intervention. This project can only benefit the health of the entire community and we wish you all the best in your endeavours. Please do not hesitate to contact me for any further feedback/clarification.

9 Gerard 1. I note from the site notice documentation 1. Footpath can be extended to serve the last O’Brien of the Ballinacurra to Midleton cycle dwelling on that site. This will be lane, the starting point of the proposed included as a modification in the route (point 1). I would ask that you Manager’s Report.

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would consider moving/extending the starting point (cycle lane & footpath or footpath only) as shown in the extract from the plan (attached) & highlighted in green - to our entrance gate.

2. I have also highlighted the main entrance 2. Rose lawn estate can gain access to the to the Rose Lawn housing estate proposed new infrastructure on the immediately opposite my gate (and eastern side of the R630 by going through highlighted in yellow) which would also the relatively quiet estates. If the demand benefit greatly from this extension. is there in the future for more formal Currently, we can only leave our home by connections this can be looked at. car due to the lack of a footpath of any kind outside of our entrance gate, the main road has become extremely busy and very dangerous in recent years and is not safe to cross on foot.

3. We would also suggest that the speed limit 3. The amendment of speed limits on public be reduced/the 50km zone extended to at roads is a reserved function of the Elected least the entrance to the Ballinacurra Members of Cork County Council and is Business Park as part of this overall plan. subject to review on a statutory basis every five years. Speed limits are due for review in 2021 (commencing) with revisions to be adopted in 2022. Thus, the process is independent of this Part 8.

10 1. While this is an exciting project, I would 1. Where there is space available, such as observe that a mix of pedestrian and cycle along the R630 the design team have traffic is restrictive to both. Would it be included for separating the pedestrians possible if there were separate lanes for and the cyclists. However, providing Elma Wade both? dedicated infrastructure for all road users in an existing built-up location like Midleton is extremely difficult due to space restrictions. The matter of the shared use path is dealt with in greater detail under submission no. 3 above.

11 1. I believe there is a cycle lane being 1. The design team is working closely with planned near the apartment block which I the Midleton Flood Relief project team in understand will get rid of the footpath relation to sections common to both near the boundary wall, put a new gate schemes. access point in the public car park and Luke Cranitch change the boundary wall. While I agree with cycle lanes, I am not very keen on the changes being made. Firstly, if a path is taken away, the works that will be needed might affect the flood defences of the area. We have never had flooding issues in the apartment car park and don’t want that to happen.

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2. Secondly, I’m not comfortable with a gate 2. The revised pedestrian access will be by being installed for access from a public way of security gate with access restricted car park to the apartment block. Having to residents of the apartment block only, access points at the apartment block gate in keeping with existing arrangements. area is more secure.

3. Thirdly, removing the footpath, puts 3. Pedestrian and cycle access to and egress residents in danger as they will be coming from the apartment block will be via the out straight on to a very busy road. At new access point provided under this least with a path, parents can ensure that scheme. children, don’t have to cross the road to a different path. A child on seeing there is no path near them might run across the road without looking and that could have tragic consequences.

4. Finally, the landscaping/herb garden 4. Noted. The detailed design will should not be affected in any way if a new endeavour to minimise and mitigate any wall is built or changed in any way. The potential impact on the landscaping/herb aesthetics of the apartment complex are garden. very attractive to any potential renters or owners. Again, I have no issue with cycle lanes, but some kind of compromise should be made where everyone can be satisfied.

12 We refer to the above proposed development and as an affected party given that our property immediately adjoins the L3631 (Bailick Road) we wish to make the following observations Flooding of Bailick Road The County Council will be well aware of the regular occurrence of flooding on the Bailick Road, the latest such event occurring on the morning of the 20th- Patrick and October last. I set out hereunder in Appendix 1 some imagery taken from our Elizabeth O property on that day for the County Hanlon Council’s attention. It is very apparent, in our opinion, that the priority for residents and road users in the area is for the flood relief works to be undertaken prior to the implementation of any re-surfacing and realignment works and to carry out the development now proposed appears to be premature and problematic to us and others for the following reasons. 1. The flood barrier wall required to be 1. The design team will continue to liaise erected (c1.20m above the existing road closely with the Midleton Flood Relief level) for the entire southern section of project team to ensure a co-ordinated the Bailick Road will, we believe, require approach to the successful delivery of both projects.

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extensive stone wall and quay wall A 3.5 metres wide carriageway is adequate removal and upgrading works to be for all likely vehicles. Swept path analysis undertaken. will be carried out during the detailed The construction of the flood barrier wall design stage to confirm the alignment. will, we anticipate, require the deduction in width of the carriageway and sufficient road width will be required to be maintained to ensure that the roadway can be kept in operations so that residents can get in and out of their homes in the normal way. The construction of the proposed 3.0m wide cycle pathway along the southern length of the Bailick Road, together with the reduction in width of the existing carriageway to a 3.5m one way lane will surely result in the Bailick Road being insufficiently wide to accommodate the required construction traffic to carry out the essential flood relief works whilst at the same time maintaining it in full use for the residents reliant on it on a daily basis to access their homes.

2. Concurrent with the flood barrier wall 2. The design team will continue to liaise development works will be a requirement closely with the Midleton Flood Relief to upgrade the existing roadway/roadside project team to ensure a co-ordinated drainage which is currently non-existent approach to the successful delivery of both with the exception of a few holes and projects. The detailed design of the scheme openings in the quay wall which currently will address issues such as surface water only exacerbates the flooding of the drainage of the carriageway and the roadway during high tide events. These proposed shared use path. works will undoubtedly require the laying of new drainage pipes and drains across and along the Bailick Road to be connected to existing surface water drains and/or discharged to the harbour via non- return valves to be installed beneath the proposed new cycle/pathway as each situation dictates. If the works new proposed are implemented prior to the flood relief measures being carried out it is inevitable that further major interference with the day to day use of this section of Bailick road will result. The supporting documentation prepared by Aecom affords a simple paragraph to flooding in the area and both it and the area planners reports merely state the following ‘a flood protection scheme for Midleton is currently in the planning

process. The design team have been in contact with the flood protection design team to ensure that the two projects

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integrate with one another’ (extract from Aecom Midleton Cycle Scheme – Preliminary Design Report) ‘a flood defence scheme for the town is currently being prepared and the documents submitted indicate that the proposed cycle network integrate with this scheme’ (extract from Planners Report dated 4th and 6th November 2020) This apparent lack of real assessment of the impact of the proposed development on the critical flood relief works gives us no confidence that the proposal was

appropriately considered. It is clearly evident that major difficulties will arise for us during and post construction should this proposal be implemented as currently prior to the flood relief works being undertaken.

Access 3. Currently we enjoy uninterrupted access 3. The provision of dedicated cycle and and egress from our dwelling in an pedestrian facilities along this section of easterly and westerly direction given that Bailick Road necessitates the introduction the existing roadway is, and, has always of a one-way system. been two-way. The design team will continue to liaise The current proposal will reduce access to closely with the Midleton Flood Relief our home considerably and will result in project team to ensure a co-ordinated those of us in the household who require approach to the successful delivery of both to reach the N25 having to do so in a projects. westerly direction via the Bailick Road With regards to the specific location and the Dark Road and on to the R630 and referenced, and the recurrence of flooding onwards to the N25. there-in the project team, through our Currently at peak hours during normal engagements with both the Area Engineer’s weather and tide conditions it is almost Office and the Flood Relief Scheme, is impossible for us to exit our dwelling in a aware of same. The detailed design of the westerly direction due to the sheer pedestrian and cycle path and the project volume of school traffic diverting off the implementation programme will reflect R630 to get to the main schools in the same. town. During a high tide flood event the Bailick Road is impassable between the Charlestown Maltings Apartment Development and the Charlestown Wharf Apartment Development where the roadway is proposed to be reduced in width to a single westerly direction carriageway If the proposal is implemented prior to the flood relief works being completed we would be unable to leave our home for the entirety of what is now becoming a much more regular flood occurrence completely blocking the roadway.

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Furthermore, in the event of a medical emergency we would not be able to get onto a main road without having to drive up the one-way carriageway the wrong way

Submitted Documentation 4. We have carefully reviewed the 4. The general arrangement cross section documentation which outlined the drawing shows the propose 3.5m development proposal and note the carriageway and minimum 3m shared path. following errors/omissions therein It is not intended to construct a footpath on adjacent to our property. the non-river side of the road. The wall on Section C-C on the general arrangement the northern side of the section is a drawing drawing no SHT-201 suggest that the error. proposed single lane carriageway of 3.5m Where trees can be retained along the entire will directly abut the front boundary wall route every effort will be made to preserve of our dwelling as shown in the extract them. A planting scheme will accompany hereunder. the detailed proposals to replace and add to The existing roadway is however 8.10m any trees that are lost as a result of wide in this location and accordingly the construction. section is not representative of the on-the- The design team will continue to liaise ground situation given that a width of closely with the Midleton Flood Relief over 1.60m is unaccounted for in this project team to ensure a co-ordinated Section C-C. approach to the successful delivery of both The same general arrangement drawing projects. (SHT-201) outlines the proposed shared use path and carriageway on plan format in front of our dwelling, however an area coloured in light grey is shown thereon but unannotated (see extract below) and accordingly we are unsure of what the County Council’s proposals are for this area and require confirmation given that this area immediately adjoins our property. Is this intended to be a footpath? And if so, what are the proposals for the existing ESB pole together with utility access chambers and associated ducting serving our property situated therein? This drawing also shows 5no trees (coloured in green) which are to be retained as part of the proposed development works. We fail to see, however, how the removal of these trees, which will be required to facilitate the flood relief wall erection, will not seriously damage the proposed shared use path as proposed given that the entirely of their root structures are contained within the ground directly beneath the proposed new shared path area. Inevitably serious damage will result to the pathway to remove these trees during the flood relief works resulting in costly reinstatement

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works which will add to the currently mounting costs of the Flood Relief Scheme most likely pushing it further off into the distance.

Permitted development in the study area 5. The Charlestown planning condition 5. Section 1.3.2 of the Aecom Preliminary referenced predates this Part 8 process. Design Report as outlined hereunder Thus, the design of the junction requires makes specific reference to a recent grant modification to take cognisance of of planning permission by Cork County proposed pedestrian and cycle route. Council for a residential development of Traffic calming measures, and other 87 dwellings on the grounds of planning conditions, specific to the ‘Charlestown’, accessed from the Dark Charlestown planning application, other Road (PA Reg. Ref No 185691) which is than where they are modified by this Part currently under construction. ‘planning 8 are still a requirement of planning. permission has recently been granted for A Modification in the Manager’s Report an 87 unit residential development on a of this scheme will be included to clarify Greenfield site between the R630 and the the raised nature of the junction. L3621 within the study area of the cycleway scheme. Integration and connectivity between the schemes will be examined as part of this report’. This permission included extensive traffic calming measures to be implemented at the junction of the Bailick Road with the Dark Road, including the provision of raised tables together with associated road improvement works at the junction of the Dark Road with the R630 as shown in Appendix 3 below. These road improvement works form part of the grant of planning permission associated with this planning permission and were specifically required to ensure that the safety concerns of it’s adjoining residents and those in the greater Bailick Road area were taken into account. The Aecom Report notes that the integration of this permitted scheme (i.e. the housing and associated road improvement works) will be examined as part of their report however any such references to same in their report for the Charlestown development have eluded us. It is very unclear to us how the permitted housing development at Charlestown can be compliant with its planning permission if the aforementioned traffic calming measures permitted therein are not undertaken. We would expect that to omit these significant elements from the overall permission would constitute a material variation and accordingly

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require a variation of their planning permission. Clarification of this issue is sought as this development affects the northern boundary of our dwelling witch the developers have a planning obligation to erect. We do not want a situation to arise which would delay the erection of the permitted fencing and accordingly clarification is required. As our submission clearly shows there are very serious issues arising for us should the development proposal as currently presented be realised at this time. Each of the valid concerns raised by us above need to be appropriately and satisfactorily addressed and any ambiguous detailed clarified to our satisfaction prior to this development undergoing any further consideration. We fully believe, however, that the proposed development works are premature and should only realistically be undertaken when the Flood Relief works have been fully completed. Only then will all underground drainage upgrade works and required protective barrier walls be completed to a level where surface dressings and the addition of cycle lanes and upgraded footpaths should be undertaken. It wholly appears to us that this is a case of the ‘cart before the horse’ as it is inevitable that these proposed works will be seriously damaged when the desperately needed Flood Relief Works which are of primary and paramount importance to every resident on Bailick Road are undertaken.

13 1. If the development proceeds IFI would 1. Cork County Council will engage with ask there is no interference with, IFI in the detailed design of the scheme to Michael bridging, draining, or culverting of with seek approval for the items raised in this McPartland, the adjoining rivers or any watercourse, submission. its banks or bankside vegetation to Inland facilitate this development without the Fisheries prior approval of IFI. More specifically IFI would ask that the proposed Ireland pedestrian bridge over the Dungourney River be of a span nature not requiring instream works. IFI would ask that design details for the bridge be forwarded when available.

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14 1. I refer to the proposed Part 8 application 1. Cork County Council is aware of the currently being advanced by Cork County proposed development and considers that Council and would bring the following to if the pedestrian and cycle scheme is your attention for your consideration. developed it will enhance the connectivity O‘Flynn Group are the owners of the for all existing and proposed residential Michael Lakeview lands, copy of plan attached for developments along the route. ease of reference. We have reached If Part 8 planning permission is granted, Kelleher, agreement in principle with both Cork the detailed design stage will take into O’Flynn County Council and An Bord Pleanála as account planning applications along the part of the tripartite SHD meeting for an route and the project team will engage with Group entrance at the location showing on the the relevant stakeholders to address the attached plan. I believe it would be issues raised in this submission. important that you are aware of our proposal and account should be taken when formulating your final layout for the cycleway.

15 1. I would like to convey my support to this 1. Support is noted. proposal, overall, this is a very positive Cork County Council recently completed a development for Midleton. With respect scheme providing the pedestrian and cycle to the Ballyannan greenway to Gaelscoil connectivity from Riversfield Estate to Mhainistir Na Corann, it seems that there Coolbawn and has plans to further enhance is a missed opportunity to introduce it in the near future. upgrade route connecting Coolbawn CT to Riversfield Estate and then continue the route to connect to the Gaelscoil. If there is a planned Cycleway connection to Cork City Centre via Carrigtohill and the cycleway runs along the southern side of the N25, this route would serve as a good entry point to Middleton. Regarding the Riverside Way, the 3rd option Jan Hayes features a route that traverses through the following areas: • Lourdesville Estate • Michael Collins Square • McSweeney Terrace 2. I would argue that this route provides a 2. The proposed route along the western side more appealing access to the town centre of the Owenacurra river is a safer and from the Midleton-Youghal greenway more appealing environment for than Option 1 due to the length of the pedestrians and cyclists. The lack of route being shorter and the ease of access available space on the Mill Road for new to the station platform from the southern facilities also creates a problem in side. Though it is not essential, I would achieving a safe route with a high quality love to see it included in the development alongside Option 1. of service for all level of cyclists.

3. Similar to the Kilmacthomas section of 3. Noted. This is something which will be Dungarven to Waterford Greenway, it considered in the detailed design of the would be great to see a drinking water scheme.

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fountain installed close to the Riverside . Way route. 16 1. I would like to suggest that any 1. It is considered that the proposed scheme developments proposed for the area will greatly enhance the area for should consider all users, to include wheelchair users. It will deliver, inter alia, special needs, wheelchair users, buggies, priority at crossing points, improved seniors, etc. My particular concern is footpaths and raised crossing areas – all access for wheelchair users (my daughter designed to the relevant standards and being one) and that these changes must be cognisant of wheelchair accessibility. progressive and not just for cyclists The detailed design will be subject to a leaving a deficit somewhere else. To date, Quality Audit, including an independent access for wheelchairs in and around Road Safety Audit and Accessibility Midleton has not been good. It's not a Audit. good experience for my daughter and recently I had to struggle home with her chair on three wheels after one wheel Gerard succumbed to the bad surfaces along Bailick Rd to the Main Street. Hennessey 2. My understanding is that there is very 2. The proposed scheme will provide little in this proposal specific to local enhanced connectivity between wheelchair users or encouraging to residential area, schools, recreational wheelchair holidaymakers. Perhaps, it amenities and commercial centres. The may be feasible to include in the 15m euro incorporation of additional wheelchair a "Changing Places" facility or a facilities within the scheme will be fishing/observatory bay adjacent to the further considered during the detailed Pontoon (Midleton left side of the bridge) design process. The recently upgraded for wheelchair users. There is a natural Pontoon Walk on Dwyer’s Road, pond there and popular fishing spot but developed as part of the wider network alas no access for wheelchairs. This alone for Midleton, has a wheelchair friendly would bring in visitors, being so close to bird watching area and demonstrates the the town and I would humbly suggest that initiatives being progressed by Cork it could impact little on the budget. County Council.

17 1. I have studied the drawings supplied and 1. The first stage in this process is to achieve from section A.A, it is not possible to Part 8 Planning Permission from the distinguish the total land take. While I Elected Members of Cork County accept this necessary in the interest of Council. Detailed designs will then be safety, in principle, I have no objection to produced in consultation with the this welcomed development. To enable relevant landowners as part of the land Martin me to assess the impact on my holding, I acquisition process where the issues will need clarification on construction raised will be addressed in consultation O’Farrell drawings i.e. levels and dimensions. I will with the landowners. also need start and completion dates. It appears from the current plans that my parking system will have to be altered to accommodate diagonal parking on the east side with a loss of some spaces. I will need to give this further consideration. There is also a period of disruption during the construction and the land take which I

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trust will be taken into account in the programme of works. If we could find an appropriate balance with respect to the land take, the new wall and the making good of all construction works, I would be satisfied to confirm my agreement with the proposal. I would also like to know if the CPO will reflect on a future extension of the funeral home in any way.

18 The position in relation to your enquiry is as follows. 1. Transport Infrastructure Ireland (TII) 1. Noted welcomes and supports this project to provide a new cycle network to cater for the town of Midleton/Ballinacurra.

2. TII observes that the proposed southern 2. The Traffic and Transportation section of the cycleway option is situated in Department have consulted with the proximity to the N25. The N25, national NRDO in the development of these primary road, is part of the EU TEN-T proposals. This co-ordination, along with Comprehensive Network and is an additional engagement with TII, will important route in the southern region, continue throughout the detailed design linking the cities of Waterford and Cork. In stage of the scheme if Part 8 planning addition, it is noted that the southern section permission is granted. of the proposed project is within the The proposed works are upgrade to Constraints Study Area for the N25 existing facilities in the area, including Midleton to Youghal and is also in footway widening and upgrade from a un- Transport proximity to the N25 Carrigtohill to controlled to a controlled crossing, Midleton Upgrade Scheme. connecting to an existing bridge, Infrastructure indpendent of the N25. It is envaged that Ireland 3. TII is of the opinion that insufficient data some existing cycle demand at lakeview has been made available to demonstrate that roundabout would be reduced. the proposed cycleway will not have a detrimental impact on the capacity, safety 3. This non-national road scheme or operational efficiency of the existing and commences some distance from the N25, future national road network. TII therefore and includes a Toucan crossing some 130 recommends that prior to any decision on metres south of Lakeview Roundabout’s the proposed cycleway, the following is circulatory lane, within the urban 50 kph addressed: zone on the R630. An independent Road An assessment be undertaken to address Safety Audit will be carried out; however, interactions with the N25 Lakeview no works proposed to the National road. It Roundabout and the proposed cycleway. is envisaged that scheme will result a TII considers that the preparation of a Road mode shift to sustainable modes of travel, Safety Audit, carried out in accordance with resulting in a decrease in car based TII Publications, may be necessary. demand on the Lakeview Roundabout. The proposed Toucan is some 130 metres 4. An assessment is required to demonstrate south of the roundabout entry, at the and ensure that the proposal will not location of an existing uncontrolled prejudice plans for the design of national crossing. Demand will be related to mode road schemes, in particular the Constraints change. It is therfore considered that the Study Area for the N25 Midleton to proposals would have a positive impact on the N25.

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Youghal and also, in proximity to the N25 Carrigtohill to Midleton Upgrade Scheme. 4. CCC is of the view that the proposals will I hope that this information is of assistance not prejudice plans but will commit to to you. continued engagement with the designers of the proposed upgrade scheme as referenced above. Note that the works within more than 130 metres of the N25 are effectively upgrades of existing facilities, intended to reduce vechicle traffic on the N25 and Lakeview Roundabout. 19 1. As you are aware, Cork County Council's 1. Noted Coastal and Flood Projects Department is currently advancing the Midleton Flood Relief Scheme, acting as agents of the Office of Public Works. We have noted that the Project is currently at Public Consultation stage and have Midleton reviewed the Part 8 documents and Flood Relief drawings available on the CCC website.

Scheme 2. We note that at some locations (in particular 2. The design team will continue to liaise on the Bailick Road), there may be closely with the Midleton Flood Relief interactions between the proposed shared project team to ensure a co-ordinated use path and the proposed Flood Relief approach to the successful delivery of Scheme. We suggest that as both projects both projects. progress to detailed design that we maintain ongoing communication to ensure that the designs for both projects are compatible. We are available to meet at your convenience to discuss. 20 1. The Board of Management wishing to 1. Cork County Council will examine the enquire if Cork County Council would feasibility of extending the cycleway consider extending the cycleway to from the Northern Relief road to the Rhodri Mears, accommodate the population of the Mill Rd, Educate together school. This will be Midleton Midleton which includes the largest reflected in the Modifications to the National School in Midleton. Manager’s Report. Educate The Mill Rd has recently seen additional Together housing built and further housing is planned for the area of Midleton. School We feel that such a cycleway would further enhance a wonderful plan for East Cork and the population that resides in Midleton and the surroundings.

Office of Please see the following submission on Public Works behalf of the OPW in relation to the planning application for the progression of the Proposed Midleton Pedestrian and Cycle Route.

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1. • Where a new bridge or alteration to an 1. Noted. CCC will seek Section 50 existing bridge over any watercourse is approval from the OPW as part of the proposed as part of this proposal, consent is detailed design of the scheme. required from the OPW under Section 50 of the Arterial Drainage Act, 1945, as amended. It is observed that there is at least 1no. new pedestrian bridge proposed on the Bailick Road which will require consent under Section 50. 2. • As Cork County Council are leading this 2. Noted. The design team will continue to project and the flood relief scheme for liaise closely with the Midleton Flood Midleton, the relevant teams / sections Relief project team to ensure a co- within the Council should liaise with each ordinated approach to the successful other to determine all the locations where delivery of both projects. both schemes interact. • Clashes with the flood relief scheme should be avoided, especially at locations where the proposed route would break through the proposed line of defence for the Midleton FRS. Some of the clashes observed include (but not limited to): 1. Multiple areas along the Bailick Road: • Car park on the Bailick Road (just South of the N25) – a flood defence embankment is proposed in same area where the start of the proposed pedestrian and cycle route to the south of the N25. • Bailick Park (which contains the Choctaw (Kindred Spirits) Monument – possible clash between the proposed flood defence embankment and the proposed new parking layby and footpath. • A number of locations where the current proposal for the cycle route would need to break through the flood relief scheme defences, for example: • the new pedestrian bridge upstream of the existing road bridge on the Bailick Road between Chadwicks and ESB, • in a couple of places in the quay wall between the Dark Road and Cherrywood Ridge Estate

3. One option in the flood relief scheme is to 3. The design team will continue to liaise introduce an open flood diversion channel closely with the Midleton Flood Relief just north of the railway line and south of project team to ensure a co-ordinated the Northern Relief Road which would approach to the successful delivery of clash with the proposed pedestrian and both projects. cycle route just north of the new proposed underpass.

4. • Further to the previous point, where there 4. The first stage in this process is to achieve are clashes between the proposed cycle way Part 8 Planning Permission from the and flood defence alignments, it would be Elected Members of Cork County

Ballinacurra to Midleton Pedestrian and Cycle Route

generally undesirable for demountable Council. Detailed designs will then be defences to be introduced to resolve such produced in consultation with the interactions. relevant stakeholders. 5. • The introduction of new water flow paths from sources such as the river, tidal or 5. Noted. If Part 8 Planning Permission is underground water sources should be granted the Elected Members of Cork avoided. Therefore, any alterations to County Council, the detailed design stage existing ground levels especially in areas will commence, which will be done in near a river, harbour etc. should be consultation with the Midleton Flood communicated to the flood relief scheme Relief Scheme. team including areas where no flood defences are currently planned. For example, the proposed new underpass under the railway just south of the Northern Relief Road could introduce a flow path for flood water which would not have previously existed. The flagging of any such issues to the floor relief scheme project team would not alleviate the need for the Cycle Way project team to carry out a flood risk assessment in relation to this prosed development, and to provide for any required measures necessary to alleviate any new flood risk created by the project, if any. Both teams should consider liaising with regard to phasing of the works in such a way that would benefit both projects.

22 1. I write to make the following submission 1. Noted on the Part 8 procedure now underway. I write on behalf of the Castleredmond Residents Association to set out views in relation to the proposed works as they effect the R630 between the works commencement in Ballinacurra and the Lakeview Roundabout. Specific comments will also be made in relation to the manner John Crean, in which the proposed works interact with Castleredmon the Arup Midleton Flood Relief Works and their proposals for Bailick Rd and coastal d Residents barriers to prevent local flooding. In the first Association instance, we welcome the proposal but ask that the Council’s consultants consider the following issues, with respect to the general behaviour of motorists, and how the current proposals do not address them.

2. Context the R630 is a heavily trafficked 2. The design of this scheme introduces Regional Road. It serves HGV traffic to the traffic calming proposals through a Whitegate refinery, serves a significant narrowed carriageway and gateways on volume of residential lands and residential the R630. Controlled crossing points will estates both adjoining and adjacent and has also assist in this regard. a wide carriageway which on one hand

Ballinacurra to Midleton Pedestrian and Cycle Route

encourages high speeds (in excess of the The proposed scheme will deliver high posted traffic speed) and on the other hand quality infrastructure for pedestrians and discourages pedestrian use and is hazardous cyclists facilitating mode switch and in to cyclists. It is accepted that the proposed doing so the potential to alleviate traffic measures seek to address the issues noted congestion in the area. above and in this respect the proposals are welcomed. However, the key issue in the area is road safety and speeding. A secondary issue is traffic volumes which have generally been alleviated at peak by the construction of the west bound road onto the N25 at the Lakeview Roundabout. That slip road, which was central to the Navratil Lands High Court Case (2018 No. 750 JR), in Ballinacurra, in respect of Vacant Lands Levies was also central to traffic studies that were prepared for the Glenveagh applications for housing Maple Woods in Ballinacurra. In short, traffic studies showed that the slip road reduces RFC’s at the Lakeview roundabout significantly. This has been proven by the real-life experience of every resident in the area since its introduction with AM weekday peak RFC being close to Saturday morning traffic levels. However, as allowances are made for more and more residential units to come on stream from consents and zoned lands, that current RFC will diminish to the point that the junction will return to what it was pre introduction of the Lakeview Slip Road. Indeed, a TIA for the Maple Woods development is included as Appendix A. This clearly demonstrates that RFC will improve significantly so as to accommodate additional residential development (with the Lakeview West Bound Slip) but that housing development has not taken place and traffic volumes are such that queuing still occurs. While this does not take account of modal shifts or changes in work patterns post Covid that may see an increase in tele working one must assume that the traffic volumes will increase in the future as more housing is developed given the volume of zoned lands south of the N25. When this land is developed this will lead to two occurrences, firstly, reduced speeding due to greater congestion but also the return of queuing through junctions that diminishes the ability of residents in Castleredmond, the Cotswolds and all other junctions joining the R630 to gain access to the road. While

Ballinacurra to Midleton Pedestrian and Cycle Route

motorist behaviour is challenging for the Council to dictate via these road improvements we would invite them to consider certain alterations and these will focus on our experience of how people drive and perceive the R630 between the Lakeview Roundabout and Ballinacurra. As a result, we would ask that Council and their Consultants consider the following items that I will address in turn. These are: The Ballinacurra Gateway and Gateways in General Additional Gateways Are Needed Speed Controls Junction Treatments Flooding and Bailick Rd

3. The Ballinacurra Gateway and Gateways in 3. The gateways proposed are in accordance general the design proposal suggests the with the Design Manual for Urban and introduction of an Inner Gateway, to Rural Streets (DMURS) document which supplement an initial gateway at Maple was produced by the Department of Woods. The Gateway concept is welcome Transport, Tourism and Sport. These but a Gateway in Ballinacurra has to be gateways are to be situated between urban matched by a Gateway at the opposite end and rural locations such as the approach of the N25. The N25 corridor, and the future from the Whitegate side. The N25 improvements to the N25 at Lakeview, will Lakeview roundabout itself acts as a only add to the perception of the lands to the traffic calming measure and the scheme south of the N25 being a natural extension does proposed a controlled pedestrian to Midleton. In essence, you travel out of crossing near the entrance to the existing Midleton, cross the N25 / Lakeview garage. An anti skid surfacing Interchange and you “enter” the approaching this crossing can be Castleredmond / Ballinacurra area. There incorporated into the detailed design. has to be a matching gateway in the area of Circle K to create the impression for motorists that they are entering a residential area. This is particularly so as the current pattern of movement is for motorists to exit southwards off the N25 and accelerate. While the intent of the designers may be to reduce the optical width of the carriageway and thereby create a passive measure to discourage speeding, this will not happen as there is no noticeable material difference between the current and proposed situations as set out now. In summary, there is a lack of clarity in the current design with respect to what motorists are to perceive when they exit the N25 in the southerly direction. This definition would have been provided for by the consented permission under 15/6141 which has not been implemented or accounted for in the Lakeview Slip Road implementation. In particular, there is a need for the scheme to address the unimplemented pedestrian crossing solution proposed by 15/6141 which was

Ballinacurra to Midleton Pedestrian and Cycle Route

submitted for compliance to Cork County Council and agreed with Cork County Council as the design solution to be implemented; (Figure 3 following). This, or a similar solution would address this Gateway need for the approach to the R630 from the N25. In summary, there needs to be a “Gateway” solution to reflect, in design and implementation, the solution proposed at Maple Woods / Ballinacurra, on the northern approach to the R630 off the N25 Lakeview Roundabout so as to define area as a residential area and encourage a reduction in traffic speeds

4. Additional Gateways Are Needed 4. It is considered that the given the overall Additional “Gateways”, similar to impact of the proposed interventions in Ballinacurra are needed as further traffic terms of traffic calming it is not enters the network without passing any considered that additional gateways are “Gateway” at the R630 / R629 junction. At necessary. However, the proposals do not present, the design generally presumes that preclude the construction of further traffic enters the network from the south on Gateways in the future and this can be the approach from Whitegate. Significant further considered during detaield design. volumes also enter via the back road from Cloyne and Castlemartyr / Ballintotis via the junction shown in Figure 4 below; the text in yellow also suggests a detail design issue that needs to be addressed in the Part 8 scheme. At present, the reality of driver behaviour is that they accelerate up the hill from the lower gateway in Ballinacurra (Figure 1). Given the vertical and horizontal alignment of the road this acceleration will continue unless traffic diverts left to Charleston and the proposed “one way” route to Bailick and onwards to Midleton. New traffic inputs to the network enter via the “Lower Road / R629”. These inputs pass through no “Gateway” before joining the R630. An additional “Gateway”, similar to that in Figure 1 should be placed north of the “Lower Road / R629” junction. This in conjunction with a further “Gateway” treatment to the north1 as suggested in Section 3.0 above, would leave motorists in no uncertain terms that they were in an area which was residential in nature. This is also necessary as the Housing development under construction in Charleston has no aspect of it facing the R630 to encourage a sense of enclosure; it retains the current high wall with only a pedestrian entrance at one point. Such a design intervention would 5. Noted and agreed. These traffic safety measures can be included in the detailed

Ballinacurra to Midleton Pedestrian and Cycle Route

also dissuade motorists from travelling at design of the scheme if planning speed southwards into Ballinacurra. permission is achieved. he detailed design will include provision 5. Speed Controls We submit that automated for monitoring, as appropriate. LED / Driver Activated speed controllers should be placed on north and south bound 6. The traffic calming proposals of a carriageways between Ballinacurra and the narrowed carriageway, and the removal Dark Road and on approaches to the R630 of the inbound right-turning lane, and from the N25 and Maple Woods. Visible, gateways on the R630 will make exiting active speed controls will influence driver Castleredmond easier. Furthermore, the behaviour and it’s been shown that they signalisation of the Dark Road will reduce speeds by 15-18% and thereby introduce gaps in traffic flow making the increase traffic safety. These must be exiting manoeuvre easier. A yellow box provided as part of the design solution. will be painted on the northbound They are already used in Midleton; nearby carriageway at the entrance and this on the Rocky Rd. measure will be included in the modifications section of the report. 6. In Section 2 I referred to the RFC for the The detailed design of the scheme will Lakeview Roundabout westbound slip. This accommodate the left turn movement RFC will in time diminish with additional exiting Castleredmond estate, if feasible, housing lands being developed and will also subject to recommendations of the Road see the re-emergence of queuing. It is, and Safety Audit. This will be included in the will continue to prove, difficult to exit the Modifications section of the Manager’s Castleredmond Estate at peak times as a Report. result. Images 2 - 4 following illustrate what Similar to response 1 above, the proposed occurs around the junctions of the Dark new road layout and signalised junction Road, R630 and the Castleredmond Estate of the Dark Road will make this right turn exit. While generally free flowing at into the estate easier. present, the speed and volume of traffic approaching form the south along the R630 often generates delays exiting the estate as traffic turning south out of the Dark Rd can and does cause traffic to slow on going north, give way and generate a tailback that extends past the entrance to the estate. This then blocks the exit to the estate. This will only be exacerbated with the closure of the outbound leg of South Quay as any volume that would have joined the R630 in Ballinacurra will now have to join via the Dark Rd. While we are not asking for free flow traffic conditions we are asking for safe solutions for traffic to access the network. To this end we ask that a Junction Box is placed outside the exit of the Castleredmond Estate on the R630 northbound carriageway in the finalised scheme. This would mirror the junction box placed outside the entrance to the Cotswolds Estate. While the Council may consider this unnecessary given the narrowing of the carriageway, given the fact that queuing is a proven fact once the RFC capacity of the Lakeview slip is exhausted,

Ballinacurra to Midleton Pedestrian and Cycle Route

placing a junction box on the north bound carriageway would allow some sense of priority for vehicles exiting the estate to gain access to the north bound carriageway and allow scope for south bound traffic to be released to the network.

7. Detailing the exit would also alleviate 7. Subject to a Grant of Part 8 planning concerns from those in the estate travelling permission, CCC will liaise with the south who currently use the “bellmouth” to residents of Castleredmond in relation to the estate to bypass queuing traffic. The the detailed design of the entrance. Council will note that the estate has yet to be taken in charge (while it has been approved for taking in charge). The title / Land Registry drawings clearly show that the access “bellmouth” is part of the estate infrastructure (Figure 5 following) and roads and the concerns of the residents who purchased property with the established legal right to the access / egress as set out must be taken into account. In essence the Council is seeking to alter an established planning permission by way of a Part 8 procedure in a material manner that impacts on the access / egress arrangements. To this end we would ask the Council’s designers to engage with us in respect of the following: 1. The access to the R630 from Castleredmond. 2. Footpath alignments. We are of the view that maintenance of the area grassed “bellmouth” will fall to the residents of the Estate; something which is paid for privately by the residents. In order to prevent litter and anti-social behaviour and to encourage an acceptable design we ask that the Council engage with us on design of this area and the alignment of the proposed footpaths. To this end we ask that the Council consider a similar arrangement as proposed for the junction of Riverside Way and Bailick Rd (Figure 5 below) which allows for “desire lines” to be followed. 3. Design of a left out exit / arrangement from Castleredmond. 4. Sightlines from the exit and the bus stop locations; we are of the view that sightlines to the south will be obscured in situations where vehicles have to stop prior to the cycle lane and a bus is parked in the bus stop.

8. Flooding and Bailick Rd. The proposals 8. The design team will continue to liaise under Part 8 also propose improved closely with the Midleton Flood Relief connectivity along Bailick Rd. Again, this project team to ensure a co-ordinated is welcomed. However, we do ask that the

Ballinacurra to Midleton Pedestrian and Cycle Route

Council consider in detail how the design approach to the successful delivery of solution proposed is to interact with the both projects. “Direct Defences” proposed by Arup under the Flood Relief Scheme. Figure 7 and 8 below illustrate the Part 8 and the Direct Defences FRS solution. The Part 8 appears to propose a cycle way west of the proposed wall as the Arup study parallels the Foreshore; in turn the cycle way appears located in the Foreshore. Furthermore, there is a slip way in this area that Kayaker’s use to gain entry to Ballinacurra Creek. Is this to be maintained along with the historic quay walls? If so, the detail design of this must be considered as this is the main ingress for Estuarine Flooding onto the Bailick Rd at high tide. These flood events, while periodic can, and do, interfere with traffic flows and also divert traffic onto the R630 which would otherwise go into Midleton via Bailick Rd. An added effect is that the area is then impassable for pedestrians and cyclists. In this respect, we would submit that the cycle lane should be at a level that places it above flood predicted levels. 8.0 Conclusion We trust that the above is of assistance to the Council in finalising their plans for improved pedestrian and cyclist connectivity in the Midleton area.

23 1. We are resident and owners of Apartment 1. Matters raised will be further considered 18 Cois na hAbhann, Bailick Road during the detailed design process. Midleton and are aware of the Pedestrian & Cycle Route proposal and generally welcome it. We have some concerns concerning the proposals in and around Cois na hAbhann Pat & Eithne and would request assurance that these concerns will be addressed as part of the Kerr development.

2. The Proposal to remove the footpath on the 2. The detailed design will be subject to a western side of Bailick Road outside Cois Road Safety Audit which will assess, na hAbhann, will result in the Apron for among other things, sight lines. Any Vehicular access and egress to the Complex matters arising from same will be being significantly reduced, causing a resolved as part of the design process. significant hazard for vehicles entering and Safe access will not be compromised by leaving the complex. the proposed scheme. The detailed design will be subject to a Quality Audit,

Ballinacurra to Midleton Pedestrian and Cycle Route

3. Bailick Road floods significantly at times. including an independent Road Safety Cois na hAbhann has been built Audit and Accessibility Audit. significantly higher than the adjoining walkway Car Park. If a pedestrian entrance 3. The design team will continue to liaise is cut in the side wall of the Cois na closely with the Midleton Flood Relief hAbhann Complex, it must be ensured that project team to ensure a co-ordinated the flooding in the Car Park, cannot enter approach to the successful delivery of Cois na hAbhann. both projects.

4. Currently by means of Videx, visitors can 4. The revised pedestrian access will be by communicate with Apartment residents, way of security gate with access restricted who in turn, have the ability to allow access to residents of the apartment block only, by opening the gate. This facility will need in keeping with existing arrangements. to be retained if the changes envisaged are implemented. We look forward to your comments and confirmation of the above matters

24 1. AIB plc confirm that the proposed route 1. If Part 8 Planning Permission is received abuts the public roadway (Riverside Way) from the Elected members of CCC, the adjacent to the rear customer vehicular Traffic and Transportation Department access of their existing car park. As this will be engaging with the major junction is extremely busy during business stakeholders and landowners as the hours, it is critical that any proposed detailed design progresses to deal with alterations to the existing road and footpath the type of issues raised in this alignment will enhance and improve safety submission. AIB Bank for access and egress at this junction for customers and general public who use the facility.

2. We further confirm AIB plc are supportive 2. Positive submission is noted of the overall proposal which will undoubtably provide the local population with options to use the cycle and pedestrian walkway.

1. Mr. Harpur supports the need for safe 1. Noted cycling infrastructure and would like to make the following point in relation to the proposed design at the corner of David Harpur Broderick St, Kennedy Park and Riverside way. 2. With the proposed design he will be 2. If Part 8 Planning Permission is received adversely affected by the land acquisition from the Elected members of CCC, the indicated on sheet 7 of 7 Bailick Road project team will be engaging with the design, drawing number, 207. major stakeholders and landowners as the I note that section L-L, on the drawing detailed design progresses to deal with the does not show/match the proposed plan type of issues raised in this submission. drawing. Every effort will be made to find a safe

Ballinacurra to Midleton Pedestrian and Cycle Route

The main problem with the current crossing location while having the proposal is that the level of land minimum disruption to the property as acquisition required from his site, would possible and not sever the lands. A totally dissect his parking/circulation area modification will be included in the and compromise, possibly prevent access Manager’s Report in this regard. to the premises and safe turning, for larger vehicles, vans, rigid trucks (which make deliveries weekly) and particularly cars with trailers attached, which would constitute a large proportion of his customers. I believe a design of similar if not better quality can be achieved with a much-reduced impact on his premises, while still achieving the objective of providing the shared path/cycleway. I ask that a modification be mentioned in the Chief Executive Report that will rectify this at design stage.

3. Further to this proposal, I suggest that an 3. Consideration has been given to secondary alternative route is investigated, which connectivity in the design of this scheme would remove some cycles and including the connection referenced. The pedestrians from this busy junction, design of the scheme thus allows for such potentially providing a more pleasant future interventions active commuting experience. I hope you can take these comments into consideration.

1. The NTA, in collaboration with Cork City 1. Noted Council, Cork County Council and TII, has recently completed a transport strategy (CMATS), which provides a long-term strategic planning framework for the integrated development of transport infrastructure and services in the Cork Metropolitan Area, for the period up to 2040. CMATS sets out a phased National implementation plan for the short, medium and long terms, which is Transport intended to guide the progress of projects Authority identified as being required to meet the anticipated demand for transport, in a manner which is consistent with the Strategy’s objectives. The NTA would consider the aims of the subject scheme to be complementary to those of CMATS as they relate to the development of an improved pedestrian and cycle network for the Midleton/Ballinacurra area and the improved provision for local movement by sustainable transport modes, generally.

Ballinacurra to Midleton Pedestrian and Cycle Route

2. The NTA’s support for the scheme is 2. Noted and agreed based on the assumption that all subsequent phases, including detailed design, will be undertaken in consultation with the NTA and in compliance with the NTA’s Project Management Guidelines.

3. In relation to other transport projects, of 3. Noted and agreed relevance to the Midleton area, also currently being be brought forward for development, the NTA would emphasise the need for a collaborative and complementary approach to be taken between projects, in a manner which usefully informs the outstanding phases in the subject scheme’s development. 27 1. Our clients have asked us to convey their 1. Noted support for the overall project as an improvement to the amenity of the general area, but also wish to convey their concerns regarding the safety and accessibility of the design that has been presented. These are set out below: 2. Vehicular Safety: 2. The detailed design with be subject to a The Bailick Road has increasingly become Road Safety Audit which will assess, a "rat run" used to avoid the Lakeview among other things, sight lines. Speed roundabout by a large volume of traffic in limits are due for review in 2021 peak periods. While there is a speed limit of (commencing) with revisions to be 50km/h imposed, it is clear from adopted in 2022. Any matters arising Robert Allen, observation that drivers are not currently from same will be resolved as part of the observing this limit, particularly on the long design process. Cois na straight stretches on either side of the Cois hAbhann na hAbhann entrance. Below is a table showing the sighting distances required Administratio when exiting onto a main road. In the case n CLG of the Bailick Road, a minimum of 90m, and probably 120m, would be required for safety. The photographs below, taken from a point 2.4m back from the edge of the carriageway, illustrate the changes that would occur if the footpath is removed and the carriageway brought into line with the outside gate piers, as is proposed. The effects on safety are obvious. The direction of one-way traffic flow from Ballinacurra to the Dark Road is northbound. This will maintain the "rat run" along the Bailick Road in the morning peak when it is particularly concentrated and heavy. It will also funnel more traffic up the Dark Road to a very difficult and dangerous exit onto the main road.

Ballinacurra to Midleton Pedestrian and Cycle Route

3. The redirection of traffic from the Bailick 3. The signalisation of this junction will Road up the Dark Road will, together with enhance safety for all road users. the increasing number of residences The amendment of speed limits on public appearing in the area plus likely future roads is a reserved function of the Elected residential growth along the Bailick Road, Members of Cork County Council and is make the exit from the Dark Road onto the subject to review on a statutory basis main road increasingly difficult and every five years. Thus, the process is dangerous. This exit requires vehicular independent of this Part . traffic lights not just Toucan crossings to address road safety issues. Otherwise, it will become a traffic bottleneck at peak times. The inclusion in the plan of vehicular traffic lights to control the flow through the underpass in the Bailick Road is welcome. Similarly addressing the traffic problems at the top of the Dark Road would be welcome. From the documents it was difficult to ascertain how the traffic calming measures would slow traffic on the Bailick Road. This is vital to the overall safety of both cyclists and pedestrians; the measures introduced must be robust and effective. Given that the goal of the plan is to increase both cycle and pedestrian use of the road a speed limit of 30 or 40 km/h should be considered.

4. Pedestrian Safety/Access: 4. The design takes account of the During rush hour periods it has become characteristics of Bailick Road and the increasingly difficult and dangerous for location of, and connection to, significant pedestrians to cross from the west side of residential areas and schools along the the road to the east side to be able to walk western side of the road. under the underpass. Some time ago, the The design team will continue to liaise Bailick road was regraded, turning the closely with the Midleton Flood Relief original camber road profile to a cross-fall project team to ensure a co-ordinated road draining to its eastern side, where the approach to the successful delivery of footpath is lower than that to the west. The both projects. result is that east side of the road north of The detailed design of the scheme will the underpass and up to St Mary's Road is address issues such as surface water subject to large amounts of water ponding drainage of the carriageway and the after even moderate rainfall. There is no proposed shared use path. indication in the plan of how this may be addressed, in fact the cross-sections in the plan are misleading as they show the road as level. While it is acknowledged that measures will be included in the upcoming Midleton Flood Relief project to alleviate flooding in the area, this is unlikely to eliminate the problem; it only takes a small amount of ponding on the eastern side of the road to make the footpath unusable. The only way to avoid pedestrians being drenched by passing motorists at present is

Ballinacurra to Midleton Pedestrian and Cycle Route

to cross over to the west side footpath immediately after reaching the north side of the underpass i.e. the "Feathers" side. In peak periods this is difficult and potentially dangerous. Looking at the plans the footpath through the underpass has been retained on the east side which maintains the problem in 2 above. We would suggest that the footpath through the underpass be sited on the west side of the road, and in fact consideration should be given to keeping the cycle way on the western side of the road, which is at a higher elevation, as much as possible. While vehicles can tolerate moderate levels of flooding, cyclists and pedestrians cannot. This would have the double advantage of linking the increasingly popular "Feathers" park to the car park to the south of the underpass and would provide a safer way around the seemingly insoluble problem of water ponding on the east side of the road to the north of the underpass. Many visitors to the "Feathers" use the car park because of the lack of parking alongside the park itself. This would be a very safe solution. If the proposal above were to be adopted it would also be possible to maintain or improve the existing footpath as far as the entrance to Cois na hAbhann which would avoid the need and expenses for a new security- controlled pedestrian entry gate to the complex. . 28 1. Gaelscoil Mhainistir Na Corann welcome 1. Noted. this opportunity to comment on the Strategic Cycleway scheme - Ballinacurra to Midleton. The school is committed to sustainable travel and have received 5 Green Flags. The school’s main goals are: Gaelscoil • Goal 1: To ensure that both the school and wider community are aware of the school`s Mhainistir na involvement in the Green School`s Travel Corann Program. • Goal 2: To research school travel patterns and identify areas for improvement. • Goal 3: To promote and increase more active modes of transport to and from school; namely walking, park and stride, car-pooling and scooting. • Goal 4: To reduce the number of students being driven to and from school by car by

Ballinacurra to Midleton Pedestrian and Cycle Route

5% and to increase park and stride to and from school by 5% The school is very interested in GENERAL ARRANGEMENT BALLYANNAN GREENWAY SHEET 1 OF 5, as this will be used by many school children and we would like to encourage more walking and cycling in this area. We are supportive of the retracted bollards as when the gates are open many vehicles try and use this private road and impacts on walkers and cyclers. We would like to understand.

2. The width of the crossings adjacent the 2. The crossing widths are proposed to be school; between 3-4m wide in accrodance with design standards.

3. Will the crossings be signalised to ensure 3. The proposed crossings are intedend to be safety of children; raised for priority with tactile paving, road markings but not signailsed.

4. Will there be opportunities to promote safe 4. The National transport Authority and Cork routes to school or undertake any school County Council support An Taisce’s green cycle training as part of this scheme? schools programme, which faciliates a multitude of measures to enhance safe access to schools. Further information is

available from [email protected]

1. With no hard shoulder on the bridge over 1. This issue is outside the scope of this the N25 in Midleton, & insufficient width current scheme however, discussions are to accommodate pedestrian, cyclist & ongoing with Cork County Councils vehicular traffic safely, the existing National Road Design Office in layout poses a risk to the safety of conjunction with TII as part of the N25 vulnerable users. As part of the overall Midleton to Carrigtwohill upgrade Michael improvement in cycling connectivity project with a view to providing for future around Midleton, upgrade works should Carroll connectivity here. be undertaken to the existing bridge. This could be accommodated with the provision of an additional light weight structure cantilevered from the eastern side of the existing bridge, providing segregated safe routes for both cyclist & pedestrian.

30 Liam 1. I am a resident of Castleredmond Estate, 1. The traffic calming proposals on the Midleton, a residential development of R630 including a narrowed carriageway, McCarthy close to 300 houses with a single point of controlled crossings and gateways will entry/exit off the R630. I welcome the make exiting from Castleredmond for broad principle of a dedicated pedestrian motorists easier. Furthermore, the

Ballinacurra to Midleton Pedestrian and Cycle Route

and cycle route from Ballinacurra to signalisation of the Dark Road will Midleton, and in particular I commend introduce gaps making the exiting the attempt in the design to make safe a manoeuvre easier. dangerous pinch point on the L3621 A yellow box will be provided on the Bailick Road. However, the plan for the northbound carriageway opposite the junction of Castleredmond Estate and the entrance to Castleredmond and this R630 does not take into account of the measure will be included in the impact on residents in cars emerging from Modifications Section of the Manager’s that estate. Specifically, this comes down Report. to two aspects: 1. The impact on the flow of traffic on the R630 and its effect on the safety of motorists emerging from Castleredmond Estate; 2. The impact on traffic build-up within Castleredmond Estate due to the redesign of that estate’s entrance. I will explain my concerns as follows:

2. 1. Traffic calming measures along the 2. Note the response to Item 1 above. In R630 are welcome, particularly as addition, the design of this scheme seeks volumes are likely to increase with future to address these issues raised by residential developments planned along introducing traffic calming measures the route. However, the design has not such as a narrowed carriageway, allowed for the fact that a slower, more controlled crossing locations and controlled pace of traffic will result in a gateways on the R630. more consistent flow, making it more difficult for motorists from Castleredmond Estate to “find a gap” in the traffic to safely join the R630. With the absence of any measures to aid motorists emerging from Castleredmond (e.g., traffic lights, mini roundabout, etc.) there is potential for increased driver frustration and dangerous risks being taken when emerging onto the R630, and consideration should be given to address that.

3. Residents of Castleredmond Estate and 3. The traffic calming proposals of a users of Orchard Court Creche and Pre- narrowed carriageway, and the removal school endure a daily frustration of trying of the inbound right-turning lane, and to exit the estate onto the R630. During gateways on the R630 will make exiting morning rush-hour it is not unusual to Castleredmond easier. Furthermore, the observe a backlog of traffic along the signalisation of the Dark Road will length of Orchard Avenue within the introduce gaps in traffic flow making the estate. Currently, motorists turning right exiting manoeuvre easier. A yellow box towards the Lakeview roundabout must will be painted on the northbound wait for a break in traffic from both carriageway at the entrance and this directions before attempting to emerge measure will be included in the safely. Those turning left towards modifications section of the report. Saleen/Whitegate, once beyond the The detailed design of the scheme will estate’s pillars, can make use of the wide accommodate the left-turn movement bell-mouth shape of the exit to edge out exiting Castleredmond estate, if feasible, to form a “quasi” filter lane and avoid a subject to recommendations of the Road

Ballinacurra to Midleton Pedestrian and Cycle Route

build-up of three to four cars waiting to Safety Audit. This will be included in the turn right - a practice which, although Modifications section of the Manager’s serves as a pressure release, I Report. acknowledge is both informal and The proposed new road layout and precarious. Under the proposals, the bell- signalised junction of the Dark Road will mouth shape of the exit will be redesigned make this right turn into the estate easier. to allow only a single lane into and a single lane out of the estate. Residents turning left onto the R630 towards Saleen/Whitegate, having lost their ability to “filter” off left, will have the added frustration of further delays while having to wait for right-turning residents to find an opportunity to make their exit. In the meantime, traffic will build up further along Orchard Avenue into the estate, creating even more delay and frustration, leading to increased risks of poor driver decisions. There is also the impact on the environment of idling cars in traffic queues to consider, as well as the negative influence that traffic congestion bears upon quality of life. I understand the need to address corner radii to improve safety at junctions but, given the width of the bell mouth exit of Castleredmond Estate and the space to work with that it presents, with creative thinking and innovative design there is an opportunity now to devise a functioning, practical and safe solution to satisfy motorists, pedestrians and cyclists alike. With this in mind I urge you to revisit the design. I trust that you will give due consideration to both my concerns above, and I thank you for the opportunity to present my submission.

1. We act on behalf of Kaivalya Properties 1. Noted Ltd who wish to make the following submission in respect of the proposed Part 8 planning application by Cork County Kaivalya Council for new pedestrian and cycle infrastructure between Ballinacurra and Properties Ltd Midleton. Our clients are the owners of a brownfield development site on the path of the route on Bailick Road. We welcome and broadly support the proposed works by the Council. We have a number of observations in respect of the published project detail and we request that full and

Ballinacurra to Midleton Pedestrian and Cycle Route

appropriate consideration be given to same as part of project design finalisation. Development Context Kaivalya Properties Ltd are the owners of a 0.55-hectare site located east of Bailick Road (L36210) on the south of the N25. The site is bounded to the north (Wood Quay) and south (Charlestown Wharf) by existing residential areas and within 40 metres of the junction with Dark Road to the northeast. The site is zoned ‘Existing build up area’ in the East Cork Municipal District Local Area Plan 2017. The principle of residential development is supported on the site having regard to this zoning as well as previous planning history on the lands. Under Cork Council references 05/9702 and 06/11020, planning permission was granted for two separate apartment developments over five storeys. We entered into formal pre- planning discussion with CCC regarding the future development of the site in May 2019. Based on the current design, it is proposed to develop 23 no. residential dwellings on the site comprising a mix of 2 and 3-bed properties. the design concept for the site is set out in Figure 1.2

2. Submission Comments As outline, there are clear development 2. A one way system is proposed on the intentions on the subject lands, and it is Bailick Road in order to give space to a critical that the proposed Part 8 pedestrian and cycle route which cannot improvements are designed in a manner exist with a two way road. Cognisent of which does not inhibit their development. the apartments and existing residents and Part 8 Documentation proposed developments, the design team The proposals contained in the published made every attempt to reduce the length pack indicate that new cycle/pedestrian of the one way system. The one way infrastructure will be focused on the system on the Bailick Road is propsoed western side of Bailick Road and extend to go from the R630 jucntion to the into our client’s lands. The plans are not Charlestown Wharf entrance. Therefore clear in terms of what is proposed in this the proposed layout at the brownfield site area with respect to these lands. On from west to east is a footpath, two 3.25m drawing sheet no SHT-202 the plans wide vehicular lanes and a minimum 3m suggest that a shared use path will be wide shared use path. provided along the fill extend of the lands The cross section D-D shown should be next to the public road with two-way further south on the layout drawing. traffic. The corresponding cross section If Part 8 Planning Permission is received D-D shows a single carriage public road from the Elected members of CCC the with a 3-metre contra flow cycle lane porject team will be engaging with the extending into the subject lands. As such, major stakeholders and landowners as the the full extent of proposals needs to be detailed design progresses to deal with clarified as an important matter. the type of issues raised in this submission to try to find a solution which

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The exact nature of the design proposals is complimentary to both proposed are of significant importance to the schemes. planned development of the subject site. The safety of the pedestrian and cycle As outlined in the supporting material users of the scheme will be of high appended to this submission, the layout of priority particularly across existing and the proposals as shared with the Council proposed entrances. This can be in 2019 includes accesses for 12 dwellings addressed as part of any future planning onto Bailick Road. The design intent is to application. create activity onto the urban street in accordance with DMURS, an approach which was warmly welcomed by the Council as during pre-planning discussions, the creation of a contra flow cycle lane only at the edge of the site as suggested in Section D-D has the potential to create an obvious conflict for people leaving their properties by foot which requires very careful consideration by the project designers. Alongside this, the design and path of a cycle/pedestrian infrastructure should have regard to the planned entrance to/from Bailick Road to the residential scheme, inclusive of all technical and other finishes to ensure that vehicles can safely enter and exit the site.

3. Flood Risk/Damage Section 3.2.2 of the published design 3. The design team will continue to liaise report states the following ‘an analysis of closely with the Midleton Flood Relief the OPW flood hazard maps website has project team to ensure a co-ordinated been undertaken to identify the history of approach to the successful delivery of flooding in the vicinity of the proposed both projects. Surface water drainage of scheme. The website indicates that there the road and path will form part of the is some history of flooding in the study detailed design of the scheme is Part 8 area. There have been three flood planning is achieved. incidents in the town centre in the past three years. A flood protection scheme for Midleton is currently in the planning process. The design team have been in contact with the flood protection design team to ensure that the two projects integrate with one another’ The council will note that published flood risk mapping for the area, as contained in the East Cork MD LAP 2017 identifies that the area on Bailick Road is contained within Flood Zone A. Further, there are well documented issues locally in respect of surface water ponding on parts of Bailick Road. This was raised in submissions by local residents under permitted reference 18/5691. Based on the text outlined in Section 3.2.2, it is unclear how the subject Part 8 has considered

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flood risk and whether any remedial works in terms of roadside drainage or other are proposed to address matters arising. There is a note on the published plans which states that design aspects ‘will need to be reviewed upon receipt of fully topographical survey’. Again, it is uncertain at this point what impact proposed changes in road levels for features including paths, raised table crossings etc will have on any surface water flows in the local environment. This is a critical matter and further information is necessary to ensure there is no increase in residual flood risk on adjoining lands arising from the proposed improvements.

Conclusions We welcome the opportunity to make this submission on behalf of Kaivalya Properties Ltd in respect of the proposed Part 8 scheme. Our client supports the delivery of the planned Pedestrian and Cycle route from Ballinacurra to Midleton. Based on a review of the published documents for the scheme, there is a need to clarify the nature and extent of the planned works on Bailick Road and how these works will address local drainage and flood risk issues. We would welcome the opportunity to discuss the comments set out in this submission at your earliest convenience.

32 1. While I acknowledge and support the 1. Noted general intent of the proposed cycle scheme works, I have some serious concerns and reservations with some aspects of the proposed development. These concerns are outlined below. James 2. My main concerns are in relation to the 2. The signalisation of the junction of the O’Connor signalised crossing which is proposed at R630 and the Dark Road is an important the junction of dark road and R360 which element to the traffic calming proposals on is detailed in sheet 4 of 6 (SHT-104) of the R630 in making it a more attractive general arrangement R630 drawings. I place for all road users in particular have used screenshots of this drawing vulnerable road users. below as I believe the proposed crossing The crossing point referenced will be is ill conceived, poorly designed unsafe, relocatedfurther northwards. The exact and is impractical to me any and other location will be confirmed as part of the road users. This proposed crossing detailed design process.

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location has significant impact on me personally and on my property. The main points are summarised below in 3 main points which are further broken down in associated sub points and argument.

3. Point 1: Change to my site boundary, 3. There is no proposed land acquisition at this property disturbance. location. The proposed development is showing significant and deeply unwelcomed modification to my property which is located across from dark road. My house is shown below in Figure 1. My objections are further developed in the sub points below. Furthermore, it is my opinion that the crossing and associated changes to existing roads are is poorly located and oversized for the community it serves. a) The drawing is showing the modification / relocation of the entrance to my property in the southbound direction by several metres. (See label 1 labelled in figure 1 below). This has significant impact and involves the relocation of boundary walls, gates, and hard paved surfaces. It has significant impact on my site privacy as it impacts landscaping and layout of my property. The current site entrance has mature hedging and trees some of which are forty years old and are irreplaceable. This graphical representation may be a technical drawing overlay error but none the less it shows the lack of technical care and scrutiny in the of development for the scheme and associated drawings. Urgent clarification is sought in this regard. b) The proposed crossing apron on the east facing side of the crossing is in line with my current entrance location which has obvious safety hazards for me entering or exiting my property. (See label 2 in figure 1 below).

4. New proposed crossing causes serious 4. Access and egress to the private property issues of access and egress from my will not be restricted as a result of the property. The new proposed junction proposed crossing. Any traffic islands will and crossing layout impedes access / exit utilise road markings and dashed lines to my property and my longstanding facilitating full access. current existing entitlement to enter exit my property by either left or right turning manoeuvres. The proposed crossing

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effectively totally removes my use of Dark road to enter / leave my property to dark road. See figure 2 below. On the assumption that the boundary error highlighted in point 1 earlier is a glaring technical oversight and is not in the project scope, the below points are subsequently highlighted to you as they cause considerable inconvenience to me and involve removal of current rites of passage. This proposed layout disproportionately affects me and my property rights and ease of access. The new crossing proposal involves construction of a traffic island immediately outside my property entrance which posing significant issues for me. My personal objections are outlined in sub points below. 5. The existing junction is problematic and 5. The design of this scheme seeks to prone to road traffic incidents however address the issues raised by introducing the proposed changes will make road traffic calming measures such as a safety at this junction much worse and narrowed carriageway, controlled need urgent and immediate review. I am crossing locations and gateways on the highlighting my personal concerns below R630. but not withstanding a review is needed to See point above re traffic islands and consider the safety of all road users access. Existing movements to exit and especially the risks of collisions of enter the property will still be possible vehicular traffic on other vehicles, when the scheme is implemented. cyclists, and pedestrians. The traffic calming proposals of a a) On exiting my property, I seemingly narrowed carriageway and gateways on can no longer turn right due to the the R630 will make exiting this property presence of the traffic island (shaded in easier. yellow and shown as turn C in drawing Furthermore, the signalisation of the Dark figure 2). if supposing that access is Road will introduce gaps making the allowed to turn right (northbound onto the exiting manoeuvre easier. R630) to across me cross the island, the longstanding (and my preferred route) to access Midleton via Dark road is severely restricted or totally impeded: (Turn B), this approach is severely compromised due to the difficulty in then turning sharp left after turning right due to the new proposed bend radius. The proposed turning angle is very acute and impossible to make a left even at low vehicle speeds. There is no mention of this in the proposed design, however in effect it is limiting access to Dark road for all traffic coming from R630 south. Currently I can easily cross the R630 road and access dark road, for me currently this is the safest and most convenient way to access

Ballinacurra to Midleton Pedestrian and Cycle Route

Midleton. Urgent clarification is sought in this regard. b) On accessing my property from Ballinacurra, the right-hand turn (turn D) is also restricted by the introduction of the traffic island. This is unacceptable to me. Urgent clarification is sought in this regard. c) The location of the revised junction and installation of new crossing architecture introduces new and dangerous impediments to me accessing the R630. (by either a left hand or right- hand turn). The introduction of new poles and traffic signals infrastructure will undoubtedly significantly reduce my vision of traffic driving southbound on the R630 (the existing view is already challenged due to natural road curvature, boundary walls and road topography). Habitual traffic speed routinely exceeds the designated speed limit for this location making road entering / crossings challenging. The location of this junction is a serious safety risk for me when vehicular traffic is existing the property. This needs serious consideration as the current crossing poses unnecessary obstruction in my line of vision when crossing the road. This is unacceptable to me. 33

Ballyannan Greenway Scheme We welcome the proposal to upgrade this scheme. We note that recent resurfacing works have significantly improved the existing scheme and are grateful for this. Of particular note in the proposed design is the new “link” at the Ballyannan Road which shows great insight and is a good design. Cork Cycling Furthermore, good analysis of the existing route correctly identified that widening is Campaign required at some pinch-points, and we thank the design team and the Council for their diligent work here. We note from our traffic data analyses that the existing N25 is significantly more popular than this scheme’s pre-existing route, and that a significant quality-of-service upgrade will be required to entice users off the N25. The Cycling Campaign is willing to share this data with the Council and design teams, to assist them. To this end, some minor detailed design issues remain:

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1. Segregation is required between 1. The National Cycle Manual (2011) pedestrians and cyclists on this scheme. o provides guidance on how the ‘cycling The National Cycle Manual, (section offer’ can be improved to encourage more 1.9.3) gives great detail on why people to cycle. The Manual provides a segregation is the best option: We can strong focus on urban built-up areas while furnish the Council and designers with also recognising that: many further reasons that shared ‘shared facilities might be appropriate at infrastructure provides a poor result. In locations where footpaths are wide and short neither pedestrians nor cyclists want the volume of pedestrians and cyclists is shared infrastructure. On one low, e.g., in low-density towns and cities, reconnaissance of the route, we had no and suburban or recreational areas less than four near-miss interactions, (p.23).’ three with pedestrians and one with a A shared path is an appropriate proposal stretched dog-lead across the full width of for this scheme given the scheme is in a the track. o If the Council progresses with suburban/rural and low-density a shared scheme as currently proposed, environment. In ‘Give Cycling a Push, against the recommendations of the Implementation Fact Sheet1,’which is National Cycle Manual (and against our published by the EU, a shared path is the recommendations as key cycling recommended design solution at densities stakeholders): We believe there will lower than 100 pedestrians/cyclists (per certainly be collisions between cyclists metre width of path, per hour), and full and pedestrians. We believe that injuries segregation is recommended above 200. will result from collisions. We believe This scheme will be between three and that the proposed design will be partially four metres wide (in line with National at fault, due to the lack of segregation. Cycle Manual guidance that shared paths The proposed design presents be a minimum of three metres wide), unnecessary risk, where that risk can be indicating a threshold of between 600 and easily avoided. o If the objective is to 800 users per hour before segregation provide an alternative dedicated cycle becomes the recommended design. route to collect cyclists from the N25, the Surveys of the existing route indicate the proposed shared scheme will not be typical highest volume of pedestrians and sufficient for many people as it moves cyclists is less than 30 per hour. This cyclists from one conflict situation to indicates the scheme will support a another: The Quality-of-Service of the significant increase in walking and proposed route is lowered by the lack of cycling and the proposed shared use segregation. We are certain that many nature is appropriate. people cycling will continue to prefer the The National Transport Authority (NTA) N25, if this scheme is not segregated. is the funding body for this scheme. The Most cyclists avoid the current scheme, NTA are implementing the Department and our data analyses can show this of Transport, Tourism and Sport’s clearly. The lack of segregation is a Smarter Travel Policy. significant factor in this regard. o We The primary driver for this scheme is to suggest a visibly and slightly raised deal with the issue of the journey to work segregated surface for pedestrians, and and to school. The users of the path for standard asphalt (as per the existing this purpose will not be using this path at surface) for cyclists. very high speeds. A shared path is therefore considered suitable for this purposed.

2. There is no cycle infrastructure planned at 2. It is intended that road crossings will be the Western extent of the scheme. o We raised where possible to give priority to suggest that the road crossings at the pedestrians and cyclists. Western extent of the scheme should be

Ballinacurra to Midleton Pedestrian and Cycle Route

raised crossings with cycle/pedestrian priority: It’s not easy to see in the drawings whether this will be the case. Existing crossings aren’t fit for purpose. These should allow clean tie-in to the road infrastructure at the Western extent of the scheme, whether to approach the roundabout from the South or to continue Westwards.

3. Crossing the Ballyannan Road, we ask 3. It is intended that Ballyannan Road that a raised crossing be provided with crossing will be raised where possible to North-South cycleway/footpath priority give priority to pedestrians and cyclists. over the existing Ballyannan Road: o At the Ballyannan Road, existing kerbs onto the road are quite high. o This road leads to a forest and farmland only: there is no need for road traffic priority here and no risk to prioritizing active transport here.

4. Crossing the Ballyannan Road, we ask 4. Parking prevention bollards will be that parking be prevented through use of considered during the detailed design bollard-type barriers. The process if planning permission is granted. cycleway/greenway is frequently used for parking at this location, and indeed was parked-on during our most recent site visit. It may even be necessary to narrow the existing road further, to discourage parking at the location of the crossing as per National Cycle Manual 4.7.1.

5. We note that the existing pedestrian/cycle 5. Noted bridge over the Owenacurra river is too narrow to allow segregation and are understanding of a need for shared infrastructure on this bridge along with signage asking people cycling to reduce speeds.

6. We ask that a dedicated raised crossing be 6. It is intended that a controlled Toucan provided on the Bailick Road, with crossing will be provided to maximise the cyclist/pedestrian priority. The proposed safety for all pedestrians and cyclists. design sees cyclists/pedestrians cede priority to motorists, in contrast with the National Design Manual for Urban Roads and Streets.

7. We suggest that bicycle counters would 7. Pedestrian and bicycle counters will be be helpful to show the usage patterns of installed as part of the scheme the completed infrastructure. implementation.

8. We note that the existing Oatencake 8. This issue is outside the scope of this Interchange bridge does not contain any current scheme however discussions are cycle infrastructure and that there are ongoing with Cork County Councils

Ballinacurra to Midleton Pedestrian and Cycle Route

currently no plans to provide cycle National Road Design Office in infrastructure over this bridge. We conjunction with TII as part of the N25 suggest that a new dedicated active Midleton to Carrigtwohill upgrade with a transport bridge to cross the N25 would view to providing for future connectivity be welcome, otherwise Eastbound (West- here East) users will struggle to reach the Western extent of this scheme. We realise that this would be outside of the scope of the current project but suggest that a future tie-in should be considered as part of this scheme, tying into a cycle/pedestrian bridge immediately East of, and adjacent to, the existing interchange bridge. This is important to ensure that children and families living in the western and northern parts of Midleton are enabled to cycle to the Gaelscoil.

Riverside Walk to Midleton Train Station We commend the Council for their efforts Noted in identifying the need for this scheme and also commend the Council on their choice of route, having reviewed all potential route options: we believe that the best route option was chosen, from a cycling perspective and thank the Council for this. We also note the widening of the existing infrastructure on the Northern Relief Road and commend the Council for this. We’d like to see the cycle infrastructure on the Northern Relief Road upgraded to a point where it provides a viable link for cyclists: it is of such low standard at present that most cyclists avoid it and cycle on the road. We have some concerns about detailed design of the proposed scheme as follows: 9. Shared pedestrian/cycle infrastructure is 9. See response to shared above. Where unnecessary and is not welcome. a. As per space allows CCC will endeavour to National Cycle Manual section 1.9.3. b. provide segregated pedestrian and cycle Shared designs like the ones proposed facilities on the route. represent a reduced quality of service for both pedestrians and cyclists and should be only used as a “last resort”. i. Having visited and measured for ourselves, we are confident that there is ample space available throughout the vast majority of the scheme area such that this chosen “last resort” design type is not required and has been chosen for design convenience only. c. Should the proposed shared-use paths go ahead, we would like to state for the record that the unnecessary choice of this design type with its many

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well-known and well-documented issues may result in collisions between pedestrians and cyclists. i. We believe that the design choice will be partially at fault in any such collisions. This may have legal implications for Cork County Council in civil cases. 10. We suggest that the crossing at Coolbawn 10. It is intended that a controlled Toucan should be raised, so that road traffic is crossing will be provided to maximise the slowed and joins the pedestrian/cycle safety for all standards of pedestrians and level, rather than having road traffic able cyclists. to continue at speed, with cyclists and pedestrians having to “step down” and “wait” for a break in traffic. a. We believe that cycle/pedestrians should have priority over motorized road users, as per the national Design Manual for Urban Roads and Streets. b. We believe that providing motorized road traffic with the priority at this point is in direct conflict with DMURS. 11. At the lighted junction: a. It is not 11. It is not intended as part of this scheme to possible to turn onto Main Street from the provided dedicated cycle facilities on proposed scheme. b. We suggest a raised Main street. Bicycle parking will be crossing North-South, rather than having provided at locations adjacent to Main cyclists and pedestrians having to stop, street so that users of the proposed new step onto the roadway, and step back off infrastructure can safely access the the roadway. c. Cyclists and pedestrians parking facilites. It is intended that a should have the priority over motorized controlled Toucan crossing will be traffic and the proposed design type does provided to maximise the safety of not provide any priority over motorized pedestrians and cyclists. traffic whatsoever. d. Stopping cyclists in this manner means that they must set-off from a stop, leaving them on the junction – and vulnerable to being knocked down – for longer than necessary. e. The proposed provision of 4m width is less than the National Cycle Manual proposed 5m minimum width f. We request bicycle detection loops rather than “beg” buttons. 12. At the Midleton Gyratory: a. We request 12. It is not intended as part of this scheme to raised crossings as per National Cycle provided dedicated cycle facilities on Manual 4.8.5 b. Cyclists and pedestrians Main street. Bicycle parking will be should have the priority over motorized provided at locations adjacent to Main traffic as per DMURS and the proposed street so that users of the proposed new design type does not provide any priority infrastructure can safely access the over motorized traffic. c. Stopping parking facilites. It is intended that a cyclists in the manner proposed by the controlled Toucan crossing will be current scheme means that they must set- provided to maximise the safety of off from a stop, leaving them on the pedestrians and cyclists. junction – and vulnerable to being knocked down – for longer than necessary. d. We request bicycle detection loops rather than “beg” buttons.

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e. We request 5m width, as per the National Cycle Manual minimum width, rather than proposed 4m width. 13. North of the Midleton Gyratory, we note 13. The proposed route along the western the indirect, meandering route taken by side of the Owenacurra river is a safer and the proposed design, in direct more appealing environment for contravention of National Cycle Manual pedestrians and cyclists. The lack of 1.2.3. It is likely that many families and available space on the Mill Road for new users of the Midleton-Youghal Greenway facilities also creates a problem in will use Mill Road cycle from the train achieving a safe route with a high quality station to Midleton Town Centre as a of service for all level of cyclists. result. 14. We request a raised table crossing of the 14. It is intended that a controlled Toucan Northern Relief Road. crossing will be provided to maximise the safety of pedestrians and cyclists.

15. We request bicycle detection loops rather 15. Controlled push button crossings are a than “beg” buttons at the existing lighted safe form of crossing for cyclists and junction of the Northern Relief Road. pedestrians.

16. We request confirmation that the 16. The detailed design of the scheme will proposed pedestrian/cycle railway address issues such as this in conjunction underpass will include pumps to remove with the FRS team. floodwater from the underpass back to the nearby river, which floods regularly.

17. There is a connection to the Midleton 17. We request a dedicated link to the railway Train Station through the car park on the station on the North of the existing north of the railway line. railway line, immediately adjacent to the

railway line.

18. We suggest that bicycle counters would 18. Pedestrian and bicycle counters will be be helpful to show the usage patterns of installed as part of the scheme the completed infrastructure. implementation.

Bailick Road Scheme We commend the Council for their efforts in identifying the need for this scheme and also commend the Council on their choice of route, having reviewed all potential route options: we believe that the best route option was chosen, from a cycling perspective and thank the Council for this. We have some concerns over the detailed designs proposed: 19. Shared pedestrian/cycle infrastructure is 19. See response to shared nature above. unnecessary and is not welcome. a. As per National Cycle Manual section 1.9.3. b. Shared designs like the ones proposed represent a reduced quality of service for both pedestrians and cyclists and should be only used as a “last resort”. i. Having visited and measured for ourselves, we are confident that there is ample space

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available throughout the vast majority of the scheme area such that this chosen “last resort” design type is not required and has been chosen for design convenience only. c. Should the proposed shared-use paths go ahead, we would like to state for the record that the unnecessary choice of this design type with its many well-known and well-documented issues will result in collisions between pedestrians and cyclists. i. We believe that the design choice will be partially at fault in such collisions.

20. At the Southern extent of the scheme, the 20. The proposed cross section is a 3.25m proposal sees a shared surface on one side wide carrigaeway with a minimum 3.0m and a footpath on the other. a. There is wide shared use path. It is not intended to currently no footpath here and we don’t construct a footpath on the non-river side. believe there’s a desire for a footpath on the non-river side. b. The proposed scheme is 3m wide: this is below design spec. A shared path should be minimum 3.0m wide, an outside wall adds 0.65m, an inside kerb adds 0.5m. So the lowest- spec shared path here would be 4.15m.

21. There is no safe way to get to the 21. A raised table junction will be installed proposed scheme on the Dark Road from here and this included in the the proposed scheme on the Bailick Road. Modifications section of the Manager’s a. We believe that a raised-table crossing Report. is needed here, not an "uncontrolled crossing" (nothing at all).

22. The proposed scheme swaps sides of the 22. The scheme attempts to cater for all road, moving to the least useful side movements northwards and westwards. where people might want to connect Controlled crossings are proposed with Westwards towards Ballyannan. this in mind.

23. Parking prevention bollards will be 23. We believe that the proposed school considered as part of the detailed design entrance will need physical protection process if planning permission is granted. from parking.

24. It is intended that road crossings will be 24. The Riverside Park entrance needs to be raised where possible to give priority to clarified as a raised table and might need pedestrians and cyclists. to be swept back to leave a "pocket" for

motorists to wait beyond the raised table but it's a minor issue.

R630 Scheme We commend the Council for their efforts in identifying the need for this scheme. We would especially like to acknowledge that

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this scheme has not been designed as a shared pedestrian/cycle scheme and would like to point out once again that this is by far our preferred design solution, and we thank the Council and Designers for this. We have some concerns around the detailed designs for the scheme, as outlined below:

25. At the Southern extent of the scheme, 25. If Part 8 planning permission is granted there is no tie-in for Southbound cyclists the detailed design of the scheme will to re-join general traffic. a. We suggest a address issues at the extents of the dedicated road crossing here may be scheme. A Road Safety Audit will also be appropriate, or otherwise appropriate carried out on the scheme which will signage at the nearest available road highlight and address any safety issues crossing advising Southbound users to with the design. cross.

26. At Maple Woods: a. We request 26. It is intended that road crossings will be confirmation that the crossing will raised where possible to give priority to provide cycle/pedestrian priority b. We pedestrians and cyclists. request that the cycleway should cross on a raised table, as the pedestrian crossing does, which will resolve three issues: i. Current design will see road traffic “sweep in” onto the cycleway from the road ii. There’s no vehicle “pocket”, so entering vehicles will queue on the cycleway when pedestrians are present on the crossing iii. There’s no vehicle “pocket” so exiting vehicles will queue on the cycleway.

27. Near Church Road, we request that the 27. A toucan crossing is proposed here. proposed R630 toucan crossing be raised.

28. At Church Road: a. We request that the 28. It is intended that road crossings will be cycleway should cross on a raised table, raised where possible to give priority to as the pedestrian crossing does, which pedestrians and cyclists. will resolve three issues: i. Current design will see road traffic “sweep in” onto the cycleway from the road ii. There’s no vehicle “pocket”, so entering vehicles will queue on the cycleway when pedestrians are present on the crossing iii. There’s no vehicle “pocket” so exiting vehicles will queue on the cycleway.

29. On South Quay: a. We request that the 29. It is intended that road crossings will be cycleway should cross on a raised table, raised where possible to give priority to as the pedestrian crossing does, which pedestrians and cyclists. will resolve three issues: i. Current design will see road traffic “sweep in” onto the cycleway from the road ii. There’s no vehicle “pocket”, so entering vehicles

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will queue on the cycleway when pedestrians are present on the crossing iii. There’s no vehicle “pocket” so exiting vehicles will queue on the cycleway.

30. On L-96302-O a. We request that the 30. It is intended that road crossings will be cycleway should cross on a raised table, raised where possible to give priority to as the pedestrian crossing does, which pedestrians and cyclists. will resolve three issues: i. Current design will see road traffic “sweep in” onto the cycleway from the road ii. There’s no vehicle “pocket”, so entering vehicles will queue on the cycleway when pedestrians are present on the crossing iii. There’s no vehicle “pocket” so exiting vehicles will queue on the cycleway b. There’s no way for Southbound cycleway users on the East of the R630 to re-join the road.

31. At Bailick Road a. The shared 31. Noted. The bus stop and cycleway design infrastructure is unwelcome and will be constructed in accordance with the unnecessary and has been used in place of National Cycle Manual. proper design at the bus-stop. b. The bus stop design is totally unacceptable and unnecessary and contravenes the National Cycle Manual – there is no design of this proposed type in the National Cycle Manual i. The cycleway should pass safely behind the bus stops, as per National Cycle Manual best practice designs.

32. It is intended that road crossings will be 32. At Lower Road a. The cycleway should raised where possible to give priority to continue to the East of the existing green pedestrians and cyclists. area and cross the junction on raised

tables, the way the proposed pedestrian

crossings do b. If not, then the cycleway

should not merely consist of paint, across

the open mouth of a very wide junction.

33. Safe crossing facilities will be provided 33. Dark Road a. The cycleway should be to for users of the route intending to go in the North of the road, to collect users of different directions. the Ballyannan Greenway. b. The proposed location of the cycleway is useful to nobody. c. The crossing of the R630 should be a raised toucan.

34. Orchard Court a. We note the good bus 34. It is intended that road crossings will be stop design here b. We request that the raised where possible to give priority to cycleway should cross on a raised table, pedestrians and cyclists. as the pedestrian crossing does, which will resolve three issues: i. Current design will see road traffic “sweep in” onto the

Ballinacurra to Midleton Pedestrian and Cycle Route

cycleway from the road ii. There’s no vehicle “pocket”, so entering vehicles will queue on the cycleway when pedestrians are present on the crossing iii. There’s no vehicle “pocket” so exiting vehicles will queue on the cycleway.

35. Lakeview Roundabout a. Proposed 35. Noted shared schemes are unacceptable and unnecessary: we request segregation. b. We request a raised toucan crossing of the R630 immediately South of the Lakeview Roundabout.

36. It is intended to give priority to 36. We request confirmation that the pedestrians and cyclists where possible. cycleway will not “dip” for every house The detailed design will address these entrance, as per National Cycle Manual issues. section 5.4.2 We would like to thank you

for reviewing these points and welcome

reviewing how the final plans and

Manager’s Report addresses our main

concerns.

34 1. Butler O Neill Total Planning Solutions 1. Noted represent Cork Co-Operative Marts in the making of this submission pertaining to the – Midleton Cycle Network Scheme. Cork Co-Operative Marts welcome the proposed development and its creation of a new network of cycling paths for the Midleton town/ Ballinacurra urban area. The proposed route will connect Ballinacurra, Midleton and Water Rock including the residential areas in Ballinacurra and future Clara O’Neill, residential development in Water Rock with the Town Centre. Cork Co-op

Marts 2. Cork Co-Operative Marts seek one minor 2. The line of this path was chosen to provide modification to the element pertaining to access to Market Green. If there are plans to the Market Green scheme which is the develop this area the path location can be element dissecting the site and accessing the altered and this included in the Modifications centre. We seek a slight alteration to the section of the Part 8 Planning Report. If location of this path to align with the main Planning is received from the Elected entrance of the centre and protect the future members of CCC we will be engaging with developability of the site. the major stakeholders and landowners as the Please find attached a drawing reflecting detailed design progresses to deal with the our preferred path. type of issues raised in this submission. CCM commend the approach taken by Cork County Council in providing a green route and sustainable transport option through Midleton and are happy to facilitate and

Ballinacurra to Midleton Pedestrian and Cycle Route

discuss same as a key stakeholder in this process

35 1. The proposed cyclist/pedestrian path 1. Noted between Ballinacurra and Midleton would form a key piece of transport infrastructure in the much-desired transition towards more active, and therefore sustainable, modes of transport within the east Cork region. The progression of this scheme would undoubtedly facilitate the future growth of the active transport network in the wider region, as well as providing a direct benefit to the town’s populace. Notwithstanding that some minor adjustments to the current plans may be

anticipated in the project’s detailed design, and the additional comments below, I feel overall that the project shows a high level of ambition for active transport infrastructure in an Irish town. I am therefore supportive of the proposed development and hope that it proceeds as soon as possible. I would like to make the following additional comments on the scheme

presented:

Cllr. Alan 2. Where there is space available such as along 2. Notwithstanding the space restrictions of an O’Connor the R630 the design team have included for urban environment and accepting that users separating the pedestrians and the cyclists. have a responsibility of care for their fellow However, providing dedicated infrastructure travellers at pinch-points where the paths for all road users in an existing built-up must inevitably narrow, I would encourage location like Midleton is extremely difficult any efforts which could be made to further due to space restrictions. expand the area of infrastructure, and The National Cycle Manual (2011) provides segregated infrastructure (with respect to guidance on how the ‘cycling offer’ can be cyclist-pedestrian segregation) in the improved to encourage more people to cycle. scheme. The Manual provides a strong focus on urban Although I accept that shared pedestrian- built-up areas while also recognising that: cyclist pathways are feasible at particular ‘shared facilities might be appropriate at expected user densities (e.g. Presto, locations where footpaths are wide and the undated), and I have supported its volume of pedestrians and cyclists is low, incorporation into e.g. the Bury’s Bridge to e.g. in low-density towns and cities, and Carrigtwohill scheme, the National cycle suburban or recreational areas (p.23).’ manual (National Transport Authority, A shared path is an appropriate proposal for 2011) discourages shared facilities in an this scheme given the scheme is in a urban setting, recognising that: shared suburban/rural and low-density facilities might be appropriate at locations environment. In ‘Give Cycling a Push, where footpaths are wide and the volume of Implementation Fact Sheet1,’which is pedestrians and cyclists is low, e.g. in low- published by the EU, a shared path is the density towns and cities, and suburban or recommended design solution at densities recreational areas (National Transport lower than 100 pedestrians/cyclists (per Authority, 2011). metre width of path, per hour), and full segregation is recommended above 200. This

Ballinacurra to Midleton Pedestrian and Cycle Route

I am thinking of the more urban nature of scheme will be between three and four this scheme, and attempting to envisage metres wide (in line with National Cycle how active transport infrastructure might be Manual guidance that shared paths be a applied to the area encompassed by minimum of three metres wide), indicating a Broderick Street, Riverside Way, and Main threshold of between 600 and 800 users per Street (the latter two not being a part of the hour before segregation becomes the scheme as it stands). recommended design. Surveys of the Although the placement of the scheme existing route indicate the typical highest would, in its current guise, facilitate the volume of pedestrians and cyclists is less future addition of more active transport than 30 per hour. This indicates the scheme infrastructure, it would be great to see the will support a significant increase in walking town centre, train station, and Mill Road out and cycling and the proposed shared use to the Educate Together school connected to nature is appropriate. the current plan. The National Transport Authority (NTA) is the funding body for this scheme. The NTA are implementing the Department of Transport, Tourism and Sport’s Smarter Travel Policy. The primary driver for this scheme is to deal with the issue of the journey to work and to school. The users of the path for this purpose will not be using this path at very high speeds.

3. I wonder whether the public lighting 3. Noted. If Part 8 permission is granted by the scheme might follow the Cork County Elected Members of CCC the detailed design Council Public Lighting Manual and will implement the most up to date public Product Specification 2020 rather than the lighting specifications. Cork County Council Public Lighting Manual and Product Specification 2018, as outlined in the Preliminary Design Report. The latter is of course, slightly more up to date, makes some extra mention of light pollution, and places greater emphasis, for example, on alteration of the default colour temperature to the ‘warmer’ end of the correlated-colour-temperature spectrum.

4. Landscaping associated with the scheme 4. Noted. The Traffic and Transportation should use locally native plant species, Department has liaised and will continue to therefore, generally, making it more do so with the Local Area Engineers Office friendly for wild life. Active planting might in the implemetation of their comprehensive not be necessary for much of the denoted Biodiversity Plan for the area as part of the areas for landscaping along the route, as development of this scheme. wild herbs, grasses, and shrubs will in many cases spontaneously arise, needing only to be simply managed to prevent their

encroachment onto the carriageway. I understand this might represent a new aesthetic, but such is I think the direction which all landscaping must proceed if we

Ballinacurra to Midleton Pedestrian and Cycle Route

are to address the current extinction and bio abundance crisis. In a related point, there should be absolutely no use of any kind of polypropylene membrane in the scheme (sometimes marketed/labelled as ‘mypex’ or ‘geotextile membrane’). Such ‘weed-supressing’ plastic membrane not only adds to the plastic load of our environment, they soon look dishevelled anyway, creating a worse aesthetic appearance than any so-called weed they may be trying to supress. In any case, they generally fail to prevent the establishment of what are currently considered weeds, plants which are after all likely to have an ‘early coloniser’ life history and therefore adapted to establishing themselves on the thinnest of substrates, be it rock or plastic. I think these considerations would fit in quite well with the ambition of the current county development plan, e.g. 12.2.10, according to which: ‘The Council will continue to fulfil this obligation by doing the following; . . . Ensure that positive management for biodiversity and best environmental practice is integrated into all development or works carried out by or on behalf of Cork County Council (Cork County Council, 2014, p.188)’ Overall, with thanks to the everyone who has worked to bring this scheme to its current stage, and in hopes of its success and replication elsewhere in the county (albeit always encouraging even greater ambition for active travel infrastructure as outlined above), I iterate my support for the proposal.

36 1. The Ballinacurra to Midleton pedestrian/ 1. Noted cycle route project is a very welcome Where there is space available such as proposal which, if it comes to pass in its along the R630 the design team have current planned form, would significantly included for separating the pedestrians and enhance active travel in the town and its the cyclists. However, providing dedicated Cllr. Liam environs. Its school connections are infrastructure for all road users in an Quaide especially important, given the chronic existing built-up location like Midleton is congestion that is a depressingly familiar extremely difficult due to space scene at drop off and pick-up times in our restrictions. current state of affairs. It is also likely The National Cycle Manual (2011) that once this route was in place, provides guidance on how the ‘cycling secondary links could be added to it with offer’ can be improved to encourage more relative ease over time. Such a project has people to cycle. The Manual provides a the potential to make Midleton a flagship strong focus on urban built-up areas while

Ballinacurra to Midleton Pedestrian and Cycle Route

town for walking and cycling, and to also recognising that: ‘shared facilities thereby set off a culture shift in how we might be appropriate at locations where travel in regional urban centres that will footpaths are wide and the volume of be associated with significant benefits for pedestrians and cyclists is low, e.g. in low- our health, local economy and the density towns and cities, and suburban or environment. recreational areas (p.23).’ It is vital we get the design right from the A shared path is an appropriate proposal start, and while the current proposal for this scheme given the scheme is in a is impressive by Irish standards, there suburban/rural and low-density are serious flaws environment. In ‘Give Cycling a Push, that will drastically limit the scope Implementation Fact Sheet1,’which is and practicality of the route if they are published by the EU, a shared path is the not addressed. Population growth and recommended design solution at densities climate targets call for a more ambitious lower than 100 pedestrians/cyclists (per modal shift to cycling for short to metre width of path, per hour), and full medium journeys that would be in segregation is recommended above 200. keeping with the kind of infrastructure This scheme will be between three and we see in Europe and Scandinavia. I've four metres wide (in line with National set out below some of the main aspects of Cycle Manual guidance that shared paths the project that I believe should be be a minimum of three metres wide), addressed in the final design. indicating a threshold of between 600 and 1) Mixing of cyclists and pedestrians: 800 users per hour before segregation Overall, the design of the becomes the recommended design. route essentially affords pedestrians Surveys of the existing route indicate the and cyclists some much needed typical highest volume of pedestrians and additional and safe space while not cyclists is less than 30 per hour. This subtracting from the indicates the scheme will support a significant increase in walking and cycling existing road space of motorists. This and the proposed shared use nature is approach is pragmatic in the short- appropriate. term as it averts the likelihood of The National Transport Authority (NTA) planning objections and delays to the is the funding body for this scheme. The realisation of the project. However, NTA are implementing the Department of the failure to challenge the dominance Transport, Tourism and Sport’s Smarter of cars will severely limit the project Travel Policy. in the long-term, especially with The primary driver for this scheme is to a much- deal with the issue of the journey to work increased local population size. The and to school. The users of the path for this mixing of pedestrians and cyclists will purpose will not be using this path at very high speeds. lead to friction between these

groups, as well as congestion and poor progress of cyclists along those parts of the route. The medium to long- term benefits of a bolder design involving more dedicated space for cyclists would be transformative for the town, and, by its influence, for other towns.

2) Poor connection with Midleton’s Main 2. It is not intended as part of this scheme to St.: provide dedicated cycle facilities on Main The failure to fully integrate Midleton’s Main street. Bicycle parking will be provided at St. into the proposed route is a core flaw of the plans. A one-way system for cyclists on locations adjacent to Main street so that the Main St, proposed in a separate users of the proposed new infrastructure

Ballinacurra to Midleton Pedestrian and Cycle Route

submission by Simon Forrest, is the kind of can safely access the parking facilites. It ambition we need to realise the economic and is intended that a controlled Toucan other potential of a centrally connected urban crossing will be provided to maximise the cycle network. It is well established safety for all standards of pedestrians and that proper cycling infrastructure in urban centres improves economic activity. The cyclists. dogma that the survival of businesses is dependent on having parking spaces right outside their premises has been thoroughly debunked by international examples and by the recent experiences of retailers in Dublin who have seen improved

business performance following the creation of cycle lane (and necessary removal of parking-spaces) in their localities during the COVID emergency.

There is a glut of car parking-spaces all over Midleton, and taking away those on one half of the Main St. to create a car-free cycle lane would mean that motorists would have to walk no more than a few minutes from one of the several nearby car-parks. This one-way system on the Main St. would greatly free up the town for residents and visitors to enjoy as a liveable urban area. It could also be done at a minimal cost.

At present, the Main St. is blighted with traffic, and visitors tend to journey in for short visits only. A Main St. that was enlivened by reduced car traffic and much higher volumes of pedestrians and cyclists would be a transformed urban space with better air quality, reduced noise pollution and busier shops, cafes and restaurants. Connecting the Main St. to the cycle route and making the Main St. a central part of that network are essential features of any project that aims to bring about a real modal shift in how we travel in Midleton.

I propose that Cork Co. Council would trial a cycle lane on one side of the Main St. for at least six months in tandem with the completion of the overall proposed route so that retailers would have an opportunity to experience such a scheme without having to make an indefinite commitment to it. Consultation with the Council for retailers and residents could be arranged via public representatives at intervals and at the end of the trial period.

Ballinacurra to Midleton Pedestrian and Cycle Route

3) Poor connection with train station: 3. The scheme provide a connection from The failure to connect Midleton Train Midleton Train Station with the town Station directly with the town along the centre. The proposed route along the proposed route is a similarly basic drawback western side of the Owenacurra river is a of the design. The circuitous journey safer and more appealing environment for that cyclists would have to take around the pedestrians and cyclists. The lack of town from the train station is a striking available space on the Mill Road for new instance of cycling’s demoted position as a facilities also creates a problem in mode of transport continuing as a trend in this achieving a safe route with a high quality project. A direct route into town from the train of service for all level of cyclists. station should be a key feature of this proposal.

4) Limited connection with schools: 4. A prioirty of the scheme is to provide Any segregated cycling connectivity with schools in the area. infrastructure connection with schools in an CCC will commit to investigating the Irish town is a major transport possibility of extending the cycleway system breakthrough. Affording children the opportunity to cycle to school would from the Northern Relief road to the address the most flagrant focal point Educate together school. of traffic gridlock, as well as providing obvious health and quality of life benefits to children. It is disappointing that the Educate Together School in Midleton is not served by the route,

and that the impressive cycle/pedestrian path in Broomfield village is not linked with the project. Given that there is much more funding available for active travel from our current government than heretofore I would encourage the Council to consider applying for additional funding to connect these parts of the town with the route. Likewise, the ending

of one part of the route at the Lakeview Roundabout, without continuous connection to the several schools on the other side of that roundabout is a serious shortcoming of the project.

Concluding remarks:

5. The proposed cycle/pedestrian 5. Noted. route would represent a significant shift

towards active travel in Midleton and enhance the experience of the town for residents and visitors. The segregation of the route from vehicles would encourage many people to cycle who would not otherwise do so due to safety concerns on our existing roads. It would also potentially restore a salutary cultural norm of young people cycling to school.

Ballinacurra to Midleton Pedestrian and Cycle Route

The project suffers from its failure to challenge the dominance of cars by essentially giving pedestrians and cyclists additional safe space within an overall transport scheme that remains unchanged for motorists. It is an undeniable fact that our roads are already choked up with cars at morning and evening rush hours and at school times. Steady population growth in East Cork over the coming years will worsen this situation further. There is no pragmatic way around this problem other than smarter, denser urban planning, a modal shift to cycling for short to medium journeys and the development of public transport. This modal shift towards cycling, if done properly, will require taking space away from vehicles. In the current plans, the mixing of cyclists with pedestrians is an attempt to accommodate active travel within a relatively narrow route while allowing motorists the same amount of space they always had. This, along with the failure to make central, direct connections to the Main St. and train station are serious flaws that call for bolder ambition in the later design stage. The National Cycling Policy Framework 2009 aimed to “create a strong culture of cycling… whereby 10% of all trips will be by bike by 2020”. That deadline has been missed but it is only ever going to be achieveable when cycle lanes are segregated, not shared and when they connect up to all the key points of an urban centre in as direct a route as possible. The Cork County Development Plan seeks to achieve “a move to a 55% level of non-car based transport within Metropolitan Cork and our towns and a 20% level of non-car based travel for journeys within rural areas of the County.” For that to happen, a significant amount of road and parking space will have to be changed from its current sole use for cars/heavy vehicles. The Ballincurra – Midleton cycling/pedestrian project, in its current form, would be a significant leap for the town in active travel terms within a context of prolonged impasse in transport planning. To be a truly sustainable means of achieving a modal shift to cycling that

Ballinacurra to Midleton Pedestrian and Cycle Route

takes population growth into account the final design will need to improve connectivity between key parts of the town and create more dedicated space for cyclists. In the absence of this kind of ambition we will be getting the design wrong from the start and continuing to demote cycling as a form of transport that is, while safer within the confines of this proposed route, beset with inconvenience and frustration.

37 I would like to make specific comments and recommendations regarding aspects of the proposals below: 1. Noted. 1. Ballyannan Greenway: the upgrade of the existing access road and trail here are The connection from the Cork Road to the welcomed. The Greenway should seek to Gaelscoil is issue is outside the scope of adhere to national Greenways standards this current scheme however discussions in as far as practical. The attractiveness are ongoing with Cork County Councils of the route is limited to people living in National Road Design office in the Ballinacurra area as this route will not conjunction with TII as part of the be a direct route for people living in other Oatencake upgrade with a view to parts of Midleton. Another cycle route providing for future connectivity here. ought to be advanced for the Gaelscoil which follows the route of the Cork Rd.

2. Bailick Road: As noted in the National 2. See response to shared facilities in Cycle Manual, shared facilities are response to previous submission. Providing dedicated infrastructure for all Conn disliked by both pedestrians and cyclists road users in an existing built up location and result in a reduced quality of service Donovan like Midleton is extremely difficult due to for both users. I feel that Cork County space restrictions. Cork County Council is Council have not provided a valid obliged to have regard for all road users in justification for the reliance of shared this challenging and built up environment. facilities on this route. Consideration ought to be afforded to reducing the carriageway through one-way traffic or other mechanisms in other to ensure that pedestrians and cyclists are not forced to share the same space. The attractiveness of the Bailick Road route is further compromised by the lack of trip

destinations to the west of the scheme. A

more suitable cycle route into Midleton from the south may be along St. Mary’s Rd as is passes more residential areas and schools.

3. Broderick Street: the segregation of 3. It is not intended as part of this scheme to people cycling here from people walking provide dedicated cycle facilities on Main

Ballinacurra to Midleton Pedestrian and Cycle Route

and motor vehicles is welcomed. The street. Bicycle parking will be provided at transition onto Main Street is poor and locations adjacent to Main street so that fails to meet the requirement of users of the proposed new infrastructure ‘coherence’ as set out in the National can safely access the parking facilites. It is Cycle Manual. Under the current plans, it intended that a controlled Toucan crossing is unclear whether a person cycling ought will be provided to maximise the safety to dismount from their bicycle at the for all standards of pedestrians and eastern end of this facility, or who has cyclists. priority at the junction. This uncertainty could lead to an increased risk of collision and needs to be addressed.

4. Cork Road Roundabout: the mixing of 4. It is not intended as part of this scheme to pedestrians and cyclists at this location is provide dedicated cycle facilities on Main problematic. I would encourage Cork street. Bicycle parking will be provided at County Council to reconsider proposals locations adjacent to Main street so that at this location and introduce infrastructure which puts people walking users of the proposed new infrastructure at the hierarchy of road users, followed can safely access the parking facilites. It is by people cycling, in line with the intended that a controlled Toucan crossing recommendations set out in the Design will be provided to maximise the safety Manual for Urban Roads and Streets. At for all standards of pedestrians and a bare minimum, parking bays should be cyclists. removed by the Nellie Cashman Monument on Riverside Way in order to design out the ‘U’ turn on the path as currently proposed.

5. R630: Consideration needs to be afforded 5. Parking prevention bollards will be to the separation strip along this route to considered as part of the detailed design ensure that vehicles do not drive on or process if planning permission is granted. park on this facility. It is likely that The design team did look at St Mary;s people cycling northbound on this facility Road as an option however the lack of will either cycle or push their bikes over available space on the road for new the Lakeview Roundabout in order to facilities also creates a problem in continue northbound into Midleton Town achieving a safe route with a high quality Centre. It is regrettable that there is no of service. planned cycle infrastructure on St. Mary’s Rd as this is the most direct route for people to cycle into town. It is likely that less experienced cyclists (families and elderly people) will use the new

paths along the R360 and will face either

the Lakeview Roundabout or the Pedestrian Bridge in order to continue travelling north. The Council needs to consider which route is the safest for such

persons to take and encourage them with

signage and infrastructure accordingly.

Ballinacurra to Midleton Pedestrian and Cycle Route

6. Market Green Greenway: the 6. The lack of available space on the Mill development of a 4-meter pedestrian Road for new facilities also creates a priority Greenway in Midleton is problem in achieving a safe route with a welcomed and will be a favourable high quality of service. addition to choices people have to exercise outdoors in Midleton. As a cycle

route, the attractiveness of the route is

compromised by a lack of ‘directness’. Commuters and ‘MY’ Greenway users will likely opt to take the direct route into Midleton from the train station as it is less than 500m along Mill Road. It is regrettable that Cork County Council have not brought forward plans to advance cycle infrastructure on Mill Road. In line with other aspects of this overall project, there would appear to be a reluctance for Cork County Council to reallocate road space, including car parking spaces, in favour of promoting safe and attractive cycling in Midleton. This will need to be addressed by Cork County Council, if not in this project, in future projects as road space is limited generally speaking and difficult decisions need to be taken in the ‘politics of space’ in order to promote active travel (which has several societal benefits) ahead or private car use.

38 1. I would like to make the following 1. See responses to Cork Cycling Campaign comments as regards the proposed route submission. from Ballinacurra to Midleton. My views Where there is space available such as are fully aligned with those of the Cork along the R630 the design team have Cycling Campaign, and I wish to refer to included for separating the pedestrians and their detailed analysis of the proposals the cyclists. However, providing dedicated over the entire route of the proposed infrastructure for all road users in an scheme. As both a former resident of existing built-up location like Midleton is County Cork and still a regular visitor by extremely difficult due to space Eoin Ahern bicycle, I feel that more needs to be done restrictions. The matter of shared facility is to make cycling safe in the County. addressed in detailed in the response to the Linking in cycling routes with public Cork Cycling Campaign submission above. transport hubs in rural towns should be prioritised for tourism purposes. I am very supportive of the overall scheme, but am concerned at the plans proposed in Midleton which will see pedestrians and cyclists sharing paths in the town centre. At a time when essentially unlimited money is available from the NTA for providing good quality cycling and

Ballinacurra to Midleton Pedestrian and Cycle Route

walking schemes, the current proposals are extremely poor and lacking in ambition. International best practice in design should be followed, rather than the unfit for purpose National Cycling Manual.

39 1. International best practice (and 1.9.3 in 1. Where there is space available such as along the National Cycle Manual) says cycle the R630 the design team have included for schemes should mix cyclists and separating the pedestrians and the cyclists. pedestrians *as a last resort*. Most of this However, providing dedicated infrastructure scheme is shared use paths endangering the for all road users in an existing built-up safety of both. location like Midleton is extremely difficult due to space restrictions. The matter of shared facility is addressed in detailed in the response to the Cork Cycling Campaign submission above.

2. The proposal does not constitute a safe 2. Noted and connected network and so risks not being properly utilised and being perceived as poor value for money. It is rather a section of not well-connected route sections.

3. The Educate Together school on the Mill 3. CCC will commit to investigating the Road (R626) has been excluded from the possibility of extending the cycleway from entire plan/scope and will have no safe the Northern Relief road to the Educate Gavin cycling connectivity. together school.

Sheridan 4. Junction re-design (R626) will require 4. Safe crossing points are a priority dismounting and proposed junctions will particularly in the middle of Town. present issues for even confident cyclists and may completely discourage the less confident cyclist, such as children and older people.

5. Particular issue for right-turning and 5. The detailed design will consider this matter straight-on movements at junction near further. Nellie Cashman Monument. Consider removing parking spaces and straighten the cycle lane. (see attach)

6. The route is too circuitous and proper 6. This was outside the scope of the project. consideration does not appear to have been Consideration has been given to secondary given to a route that could go from east of connectivity in the design of this scheme the train station and south along the cricket including the connection referenced. The pitch and use quiet streets to get to the heart design of the scheme thus allows for such of the Town Centre. future interventions

7. Missed opportunity in not connecting to 7. Connecting to schools is major focus of the all schools and not ensuring that there are scheme. safe routes that bring children and parents *to the school gate*.

Ballinacurra to Midleton Pedestrian and Cycle Route

8. The underpass at the train line should be 8. If planning permission is granted the detailed widened to allow for a 4m two-way design of the scheme in conjunction with segregated cycle path + 2m footway. Irish Rail, the Midleton Flood Relief scheme and landowners will dictate the optimum solution at this location.

40 1. The Transport and Mobility Forum, Cork 1. Noted (TMF) is a representative group of organisations who have a common interest in sustainable travel *. The TMF fully supports sustainable modes of travel measures and policies. Sustainable and Active Travel (walking and cycling) helps reduce congestion on roads, improve air quality, supports a low carbon economy, reduces noise pollution and improves public health. The TMF welcomes and supports the proposed plans outlined in this scheme in their provision of active travel infrastructure in Midleton. This scheme helps realise the objectives outlined in national (NDP, NPF, Climate Action Plan, SDGs), regional (RSES South) and local (CMATS, County Development Plan) Transport plans, policies and strategies. We commend Cork County Council for its Mobility vision for the East Cork area and look Forum forward to the positive impact this and other complimentary schemes (MidletonYoughal Greenway, Bury’s Bridge to Carrigtwohill cycleway, the N25 Transport Corridor upgrade and the Midleton Town Urban Regeneration Scheme) will have on the local community and hinterland. There is great potential for Midleton to become a model town in County Cork for sustainable mobility and high-quality public realm and this scheme is an essential step towards that goal. Its rail connection to key employment areas such as Carrigtwohill, Little Island and Cork city offers commuters an alternative to long and stressful commutes via the N25. With its high density of schools, 4 secondary and 6 primary, as well as its relatively flat topography, it has the potential to have high levels of active travel. Investing in Active Travel infrastructure delivers excellent value for

Ballinacurra to Midleton Pedestrian and Cycle Route

money, delivering many benefits to the local community in terms of public health, improvements in air quality, the reduction of congestion and carbon emissions related to car transport. The TMF recognises the strategic importance of Midleton as a large Cork Metropolitan town targeted for future population growth. In order for this growth to be sustainable it must be of a compact nature (NSO 1, NPF) and well served with sustainable transport and active travel options (NSO 4, NPF). We believe this scheme can help to substantially transform travel patterns in Midleton and will maximise the future transformative impact the Midleton-Youghal Greenway is expected to have. We especially support the design objectives of connecting existing services (schools, train station, retail) as well as having an eye to the future with the connection to the start of the Midleton-Youghal Greenway and future residential developments at Waterrock, Charleston and Maple Woods.

2. Observations / Suggestions Use of 2. Where there is space available such as Shared Paths along the R630 the design team have Whilst we agree that shared facilities included for separating the pedestrians and might be appropriate at locations where the cyclists. However, providing dedicated footpaths are wide and the volume of infrastructure for all road users in an pedestrians and cyclists is low, e.g. in existing built-up location like Midleton is low-density towns and cities, and extremely difficult due to space suburban or recreational areas, we restrictions. strongly advocate for segregating The National Cycle Manual (2011) pedestrians from cyclists where possible. provides guidance on how the ‘cycling This is particularly important on offer’ can be improved to encourage more greenway paths which will undoubtedly people to cycle. The Manual provides a also be important elements of commuting strong focus on urban built-up areas while infrastructure and not just for also recognising that: ‘shared facilities recreational use. Even if active travel might be appropriate at locations where volumes are low before the intervention, footpaths are wide and the volume of they will inevitably increase once the pedestrians and cyclists is low, e.g. in low- infrastructure is in place and usually density towns and cities, and suburban or result in higher volumes and a need for recreational areas (p.23).’ retrofitting segregation. We have A shared path is an appropriate proposal witnessed this along the Blackrock for this scheme given the scheme is in a Greenway in Cork City which is suburban/rural and low-density currently being widened from 3m to 5m environment. In ‘Give Cycling a Push, due to conflicts between pedestrians and Implementation Fact Sheet1,’which is cyclists. Where asking for shared published by the EU, a shared path is the facilities to be segregated, we can refer to recommended design solution at densities National Cycle Manual 1.9.3: - Shared lower than 100 pedestrians/cyclists (per

Ballinacurra to Midleton Pedestrian and Cycle Route

facilities are disliked by both pedestrians metre width of path, per hour), and full and cyclists and result in reduced Quality segregation is recommended above 200. of Service for both modes. - With the This scheme will be between three and four exception of purpose-designed shared metres wide (in line with National Cycle streets, shared facilities should be Manual guidance that shared paths be a avoided in urban areas as far as possible. minimum of three metres wide), indicating - Where shared facilities cannot be a threshold of between 600 and 800 users avoided, there are a number of per hour before segregation becomes the considerations as follows that will help recommended design. Surveys of the both cyclists and pedestrians to be aware existing route indicate the typical highest of the other’s presence: Pedestrians volume of pedestrians and cyclists is less should always have priority, reinforced than 30 per hour. This indicates the by signage. Cyclists should consider scheme will support a significant increase themselves as ‘cycling on the footpath’. in walking and cycling and the proposed Segregate pedestrians and cyclists shared use nature is appropriate. vertically and/or horizontally. The National Transport Authority (NTA) Delineation markings should not be used is the funding body for this scheme. The as they give cyclists an incorrect sense of NTA are implementing the Department of a dedicated cycle space. Painted white Transport, Tourism and Sport’s Smarter lines separating the ‘walking side’ from Travel Policy. the ‘cycling side’ are not recommended. The primary driver for this scheme is to Even with good signage, pedestrians deal with the issue of the journey to work frequently disregard these lines and will and to school. The users of the path for this walk or stand on the cycling side. purpose will not be using this path at very Sufficient width of footpath and cycle high speeds. track will help both modes to travel in comfort. Sufficient width to facilitate evasive action and/or avoidance of potential conflict. Shared facilities next to vehicular traffic should have a

minimum combined width 3.0m. This

means that the Bailick Road 3m track

with a wall at one side will need to have

3m width, plus 0.65m for the wall,

rendering their proposed 3m combined

design "below minimum standard" -

Visually Impaired: Visually impaired

pedestrians rely on having a longitudinal

kerb to demarcate the edge of the

footpath. The kerb provides a tapping

edge to help them negotiate their way

along the footpath. Importantly, the level

change tells them which surface is the

footpath and which is the road, cycle

facility or other surface. The principle of

“Up = Safe” is of fundamental

importance to the visually impaired. -

Soft or Light Segregation: ‘light’ or ‘soft’

methods for separating cyclists from

traffic, utilise a variety of different forms

of intermittent features, such as blocks,

planters, or bolt-on delineators, bollards

or marker posts, or enhancement of

conventional lane markings, such as

Ballinacurra to Midleton Pedestrian and Cycle Route

rumble strips or reflective studs. ‘Light’ methods require less space and can therefore be used without interfering with drainage. By virtue of not creating a continuous barrier, ‘soft’ segregation enables cyclists to leave or access the separated cycle lane should they need to do so and presents cheaper installation costs and lower maintenance costs per linear metre. Fig 1 below shows an example commonly used in Copenhagen of an understated but effective step-down method of soft segregation where paving is cleverly used to show a visual demarcation. Some comments on the proposed Design

Market Green to Train Station Greenway

3. The proposed Greenway is a very 3. Noted welcome piece of attractive active travel infrastructure and will be a core element of the Midleton walking and cycling network.

4. In relation to the issues with mixed 4. Noted. The detailed design of the scheme pedestrian / cycling facilities, we refer to will look to address these issues. the above points and would ask for a widening of the path where possible and a soft segregation between cyclists and pedestrians, as this greenway will have an important function as active commuting infrastructure namely to and from the train station where commuters will either park their bikes or carry them on the train. Further, adequate lighting would be essential for use after nightfall (esp. during winter) and seating shall be provided as resting places for physically less fit users (e.g. the elderly).

5. The off-road Greenway proposed west of 5. The scheme proposes to link the proposed the Owenacurra river from the retail park greenway west of the Owenacurra river should provide Greenway access to the with the train station for further connection Train Station without the need to join the to the MY Greenway on the southern side Northern Relief road. We agree with the of the Northern Relief Road also. proposed linking up to the future Water Rock Greenway via a toucan crossing on the Northern Relief Road, but it is far more necessary to link the Greenway with the train station south of the Northern relief road. - The main road access via the R626 to the train station is too narrow to ever provide safe,

Ballinacurra to Midleton Pedestrian and Cycle Route

segregated cyclist access and so, the off- road option is essential.

6. The Greenway should branch off after 6. This is outside the scope of this scheme but the proposed underpass and run parallel does not preclude this connection at a later to the train line (via a cyclist and date. pedestrian bridge over the tributary) joining up to the start MidletonYoughal Greenway at the train station. This section of the greenway would form part of the proposed secondary cycling route running parallel to the train line between Midleton and Carrigtwohill as outlined in the Cycle Network Plan (blue route in Fig. 2).

7. As an alternative, a spur should be 7. This is outside the scope of this scheme planned from the greenway to the east to but does not preclude this connection at a connect via a light pedestrian and cycle later date. bridge into the housing estate east of river (Millbrook Lawn / Mill Rd) and reach the train station via McSweeney Terrace on the southside. This would also

improve local connectivity to the area south of the station.

8. The provision of 2-way cycle paths along 8. Noted. the Northern Relief Rd is generous, convenient and finds our full support.

9. The large-scale junction of the Norther 9. The scheme attempts to cater for Relief Rd with the R626 is challenging pedestrians and cyclists of all standards. for pedestrians and cyclists. Having Controlled crossings are proposed to shared facilities around the entire maximise safety of the users with this in junction will lead to conflict (see above) and should be avoided where possible. mind. This is especially relevant in the south western corner of the junction, where space could be available to continue the cycle path to reach the crossing of the southern arm. While the defined ramp for cyclists joining the carriageway in the

eastern arm, a similar ramp should be provided coming from the east, as well as for joining the cycle paths going into the Northern Relief Rd. More trained cyclists – travelling east-west might stay on the carriageway to only join the cycle path exiting the junction.

10. Regarding this junction in general, it 10. This is outside the scope of this scheme should be considered transforming it into but does not preclude this connection at a a 2-lane roundabout. The space required, later date. as well as the distances to be travelled by

Ballinacurra to Midleton Pedestrian and Cycle Route

pedestrians and cyclists won’t be significantly larger, but from both an active travel and urban design perspective, it would be more favourable.

This trend is being followed in many other countries.

Market Green/Cork Roundabout 11. Noted 11. There should be Segregation at the raised table toucan crossings combined with traffic calming on the approach roads to the roundabout to enable a clear and safe path from the greenway to the Riverside way.

Riverside Way to Bailick Road 12. Access to Main Street from the scheme is 12. The junction of Riverside Way / New provided for by controlled Toucan Cork Road at the Gyratory looks crossings. Bicycle parking will be provided challenging and very fragmented, in the island of the gyratory for users especially for pedestrians crossing it wising to access Main Street. coming from the Main Street. A crossing of the left-turn lane into Cork Rd is missing. The transition of Riverside Way into the Gyratory should be ‘cleaned up’ and a zebra crossing, including one single traffic island, should be considered a few metres south, at northern end of parking.

13. Removing the parking at the beginning of 13. The detailed design will consider this Riverside Way should be considered to matter further. reduce the bend and to widen the cycling and pedestrian path. As an alternative, the mixed path should be led straight on towards the toucan crossing instead of having it making the strange ‘question- mark-shaped’ bend. The length of the ramp required to cover the level difference should be sufficient.

14. The proposed mixed-use path along 14. The detailed design of the scheme can Riverside Way should be widened where examine this in further detail if Part 8 possible to allow for two-way, (soft) permission is granted. segregated cycling as well as a separate footpath.

15. Upgrade toucan crossing at the 15. Toucan crossings are proposed. Aldi/Church Lane junction to segregated toucan crossing - Upgrade the crossing after the Riverside way/Broderick St/Bailick road junction to a toucan crossing. Alternatively, consider a slightly larger re-design here: Cycling infrastructure from Broderick St southbound is rather

Ballinacurra to Midleton Pedestrian and Cycle Route

unsteady and changes twice within ca 100m (2-way segregated cycle path, mixed use area, change to eastern side of the road). The 2-way cycle path should instead extend to the T-junction and consider moving pedestrian crossing (turn into toucan) to just south of T- junction, and have it as a raised table. Maybe the entire T-junction / toucan crossing / entrance on eastern side area should be turned into one entire raised table area. - Riverside Way / Kennedy Park entrance: It is unclear why the mixed path takes a 90* angle instead of following roads bend. Vehicle numbers out of Kennedy Park are assumed to be small.

16. Apply a 30km/h speed limit along 16. The amendment of speed limits on public Riverside way using signage and roads is a reserved function of the Elected physical calming measures if necessary. Members of Cork County Council and is subject to review on a statutory basis every five years. Speed limits are due for review in 2021 (commencing) with revisions to be adopted in 2022. Thus, the process for the review of speed limits is independent of this Part 8.

17. As a note here: The announcement of a 17. Noted. forthcoming cycle link through Kennedy park to the west is very welcome, as this would have a tremendous network effect, linking to the western greenway.

Bailick Road to R630

18. Widen and segregate the proposed 18. There is not enough space available in this mixed-use path where possible. Consider built up location to segregate pedestrians the removal of footpath on the opposite and cyclists. side of the road to enable more space to be allocated to the side with walking and cycling paths and enable segregation and two-way cycling paths.

19. Upgrade the proposed uncontrolled 19. A raised table junction will be installed crossing at the Dark road junction to an here and this included in the Modifications uncontrolled/controlled raised table section of the Manager’s Report. crossing. This would not only provide for a safer crossing but also work to slow traffic along the Bailick road.

20. Upgrade the uncontrolled raised table 20. A raised table crossing is deemed suitable crossing from the northern to the at this location.

Ballinacurra to Midleton Pedestrian and Cycle Route

southern side of the Bailick road to a toucan crossing.

21. Apply a 30km speed limit along the 21. The amendment of speed limits on public Bailick road and Dark road using signage roads is a reserved function of the Elected and physical measures. Members of Cork County Council and is subject to review on a statutory basis every five years. Speed limits are due for review in 2021 (commencing) with revisions to be adopted in 2022. Thus, the process for the review of speed limits is independent of this Part 8. R630 22. Regarding the southbound cycle track in 22. The detailed design of the scheme can the approach to R629 junction, consider examine this in further detail if Part 8 running it alongside the existing footpath permission is granted. (offset from road) which is separated from the road by a large green buffer. This would not only provide for a safer, more pleasant cycle but also better connect the cycle track to the proposed raised table crossing at the Cloyne Road (R629) junction.

23. Noted and agreed 23. Provide a continuous segregated cycle

track running behind the proposed

wheelchair friendly bus stop (see Fig. 3)

on R630 (south of Bailick road junction)

similar to the proposed Bus Stop design

location south of the Dark road junction

(or for northbound, get c-lane onto

carriageway / bus bay at the bus stop)

Ballyannan Greenway –

We commend the high quality Ballyannan Greenway planned and feel it will attract a high number of users due to its pleasant setting as well as its link to the Gaelscoil on the west and the Bailick road route to the east.

24. We recommend it is segregated for 24. The detailed design of the scheme can reasons outlined before. examine this in further detail if Part 8 permission is granted.

25. We recommend that the Ballyannan road needs a dipped kerb and parking 25. A raised table crossing is intended at this protection. The Greenway here needs location. priority E-W, as a raised-table crossing. The N-S road should not have priority here.

Ballinacurra to Midleton Pedestrian and Cycle Route

26. It is essential that a raised table crossing 26. A raised table crossing is intended at this is installed at the western end to the location. school.

27. Provisions should be made for a 27. This issue is outside the scope of this connection to a future (and badly needed) current scheme however discussions are separate walking / cycling bridge across ongoing with Cork County Councils the N25 just east of the Oatencake National Road Design Office in junction (bridge) conjunction with TII as part of the N25 Additional measures Midleton to Carrigtwohill upgrade project with a view to providing for future A scheme as ambitious as this will require a connectivity here. holistic approach in order to achieve the intended modal shift to active travel. Although outside of the legal process of this public consultation, here is a list of additional hard and soft measures that should considered in connection with a scheme such as this.

28. Speed Limits: As part of this scheme, a 28. The amendment of speed limits on public 30 km/h speed limit should be applied roads is a reserved function of the Elected throughout Midleton town and area of Members of Cork County Council and is scheme, e.g. between the N25 and the subject to review on a statutory basis every railway line. Traffic calming measures five years. Speed limits are due for review such as signage, speed humps, speed in 2021 (commencing) with revisions to be cushions, speed tables and pavement adopted in 2022. Thus, the process for the build-outs and varying road surface review of speed limits is independent of materials should be used to ‘engineer in’ this Part 8. low speeds. This is even more necessary at ‘safety critical locations’ such as school entrances. 29. High quality, sercure bicycle parking will 29. Large-scale cycle parking: High quality, be provided at various locations along the secure bike parking should be installed route. throughout Midleton. Secure bike storage such as bike cages should especially be installed in Midleton train station. Secure (i.e. locked) long-term bicycle parking should as well be considered around the Main Street to serve for employees in town-centre businesses.

30. Bike pump and repair stands should be 30. Noted and agreed. installed in strategic locations.

31. An active travel hub should be 31. This is outside the scope of this current established in a prominent location in the project but can be implemented in the town or at the entry point to the future as use of the scheme grows. Midleton-Youghal greenway in Midleton train station. They would provide a large number of public bicycles (free or cheap hire) to encourage cycling amongst a particular target audience. These would

Ballinacurra to Midleton Pedestrian and Cycle Route

be offered in conjunction with programmes offering cycle training, bike maintenance and regular community led cycles.

32. Comprehensive cycle route signage: As 32. Noted and agreed. part of this scheme, clear thorough signage should be installed along the routes from end to end so new users can easily find and follow it.

33. Area-wide school cycle facilities: 33. CCC will work with the NTA as part of Considering the high density of schools their green schools initiative as the in the area, this scheme should include a infrastructure is developed. budget to provide bike training and bike shelters at all schools. Whilst the Green- Schools Travel programme is funded to meet this need, it is limited in its support of schools either on their 2-year travel theme or in a very limited way as a maintenance programme. The Dept. of Transport and Cork County Council should provide additional funding to the Green School Travel programme to work with all Midleton schools once the infrastructure is in place. Alternatively, the proposed Active Travel Hub could support schools and provide cycle training to parents and children and offer led cycles on the new routes.

34. Area-wide workplace cycle facilities: 34. This is outside the scope of this current Cycle facilities at workplaces throughout project but can be implemented in the a project target area should be future as use of the scheme grows. considered, provided by a programme of

small grants to employers. This would

enable employers to install safe dry cycle

parking, clothes drying rooms, lockers,

showers, and other on-site facilities.

Again, whilst the NTA Smarter Travel

Workplaces operates at this level, it does

not work will all employers in the area.

8) Automatic cycle counters should be

installed to measure the impact of

planned interventions.

41 Submission is on Midleton R630 Scheme Brian Murphy 1. No tie-in to the road at the South of the 1. The detailed design of the scheme will design leaves cyclists stranded on the address issues at the extents of the scheme wrong side. It would be better for the if Part 8 permission is granted.

Ballinacurra to Midleton Pedestrian and Cycle Route

cycleway to cross side roads on a raised table beside the pedestrians.

2. The Bailick Road Bus Stop design could 2. Design will be in accordance with the be better. National Cycle Manual.

3. At the Cloyne Road junction ("Lower 3. Noted Road") it would be better for the cycleway to run beside the footpath and cross the road as a raised table rather than crossing as a painted lane out on the road.

4. There should be a controlled raised-table 4. Noted crossing near Lakeview Roundabout.

Submission is on Midleton Bailick Road Scheme 5. Segregate pedestrians and cyclists please. 5. Where there is space available such as along the R630 the design team have included for separating the pedestrians and the cyclists. However, providing dedicated infrastructure for all road users in an existing built-up location like Midleton is extremely difficult due to space restrictions. See more detailed technical response to the shared argument elsewhere in the report.

6. Request for the scheme to stay on one 6. Noted. side of the road where possible. Where crossing is unavoidable, it would be better to provide raised and controlled crossings, not road-level uncontrolled crossings.

Submission is on Midleton Scheme: Riverside Walk to Midleton Train Station 7. Segregation between pedestrians and 7. See response to shared issue above. cyclists would be safer for everyone.

8. Road crossings at Coolbawn and 8. Crossings are provided for. Midleton Gyratory and Northern Relief road should be provided.

Ballinacurra to Midleton Pedestrian and Cycle Route

9. Would prefer a direct link to the railway 9. Noted. station as per the Cork Cycle Network Plan 2017 instead of the proposed route via the Northern Relief Road interchange

Submission is on the Midleton Ballyannan Greenway Scheme 10. Segregation is needed between 10. See response to shared discussion in pedestrians and cyclists: I've had many Submission No2 in this Report. CCC will near-misses here. look to provide segregated facilities where space allows.

11. West of scheme needs raised table 11. Raised crossings are proposed here. crossings to the school.

12. At Ballyannan road, the 12. A raised crossing is proposed here. footpath/cycleway should be raised and Parking restrictive measures will be have priority and should be protected implemented as part of the detailed from parking. design.

13. At Bailick Road, would like a raised road 13. It is intended that road crossings will be crossing. raised where possible to give priority to pedestrians and cyclists. 14. Would like bike counters to be included 14. It is proposed to install counters along the in the scheme. route. This will be implemented at construction stage.

Ballinacurra to Midleton Pedestrian and Cycle Route

5.3 Statutory Consultees

1 Inland Fisheries Ireland 1. Submission and response above

2 Transport Infrastructure Ireland 1. Submission and response above

3 Office of Public Works 1. Submission and response above

4 National Transport Authority 1. Submission and response above

Ballinacurra to Midleton Pedestrian and Cycle Route

5.4 Planner’s Report

Ballinacurra to Midleton Pedestrian and Cycle Route

5.5 Modifications to Existing Proposal

1. The detailed design of the scheme will accommodate the left-turning movement when exiting Castleredmond estate, if feasible. The provision of a yellow box on the northbound carriageway opposite the entrance to Castleredmond will be provided as part of the construction of the scheme.

2. The footpath on the western side of the road beyond Maple Woods as shown on SHT-101 will be extended approximately 200m to serve the final house on the road south of Maple Woods.

3. The exact location of the proposed pedestrian crossing shown on SHT-207 will be relocated further to the north. A safe location will be chosen at detailed design stage in consultation with landowner.

4. The proposed north/south connection from the main path to Market Green Shopping Park shown on SHT-304 will be relocated further to the east. The exact location will be agreed in consultation with the landowner.

5. The detailed design of the scheme will investigate the possibility of improving pedestrian and cycle connectivity with the Educate Together School on Mill Road north of the junction shown on SHT -307 with construction following, if feasible.

6. Parking will be retained on the southern side of Coolbawn.

7. The detailed design of the scheme will investigate the possibility of improving pedestrian and cycle connectivity along Rosary Place/School’s Road with construction following, if feasible.

8. A raised table junction will be provided at the junction of the Dark Road and Bailick Road.

9. The exact line of path and railway underpass location will be decided as part of the detailed design of the scheme in conjunction with Iarnród Éireann, the Midleton Flood Relief Scheme and the landowner.