Bury’s Bridge to Carrigtwohill Cycle Route · 2020. 1. 10. · 1.2 Brief for this Project ......

Bury’s Bridge to Carrigtwohill Cycle Route

Preliminary Design Report

Cork County Council

Project number: 60580596

Bury’s Bridge to Carrigtwohill Cycle Route,Preliminary Design Report

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Quality information

Prepared by Checked by Approved by

Conor Luttrell

Senior Engineer

Michael Condon

Principal Engineer

Eoin O'Mahony

Regional Director

Revision History

Revision Revision date Details Authorized Name Position

0 09/01/2020 Planning EOM Eoin O’Mahony Regional Director

Prepared by:

AECOM Ireland Limited

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Table of Contents

1. Introduction ........................................................................................................................... 61.1 Introduction to the Scheme ............................................................................................ 61.2 Brief for this Project ........................................................................................................ 61.3 Background ................................................................................................................... 61.4 Project Objectives .......................................................................................................... 71.5 Integration of Other Relevant Schemes in the Area ........................................................ 71.5.1 Dunkettle Interchange Improvement Scheme ................................................................. 71.5.2 L2999 Dunkettle Road Upgrade ..................................................................................... 71.5.3 Little Island Station Pedestrian and Cyclist Bridge .......................................................... 81.5.4 Glounthaune Housing Development ............................................................................... 81.5.5 Castlelake Residential Development .............................................................................. 81.5.6 Carrigtwohill School Campus ......................................................................................... 81.6 Relevant Guidance and Standards ................................................................................. 81.7 Purpose of this Preliminary Design Report ..................................................................... 91.8 Other Relevant Reports ................................................................................................. 91.9 Structure of this Preliminary Design Report .................................................................... 9

2. Identification of Need .......................................................................................................... 102.1 National Planning Policy .............................................................................................. 102.1.1 National Planning Framework ...................................................................................... 102.1.2 National Cycling Policy Framework 2009-2020 ............................................................. 102.1.3 Smarter Travel – A Sustainable Transport Future, A new Transport Policy for Ireland

(2009-2020) .................................................................................................................. 112.2 County Planning Policy ................................................................................................. 112.2.1 County Development Plan............................................................................................. 112.2.2 Cork Cycle Network Plan .............................................................................................. 112.3 Local Planning Policy ................................................................................................... 132.3.1 Carrigtwohill Area Development Plan ........................................................................... 132.3.1.1 Residential Objectives ............................................................................................ 132.3.1.2 Industrial Objectives ............................................................................................... 132.3.1.3 Business Objectives ............................................................................................... 132.3.1.4 Town Centre ........................................................................................................... 132.3.2 Little Island Area Development Plan ............................................................................. 142.3.2.1 General Objectives ................................................................................................. 142.3.2.2 Utilities Objectives .................................................................................................. 142.3.3 Glounthaune Area Development Plan........................................................................... 142.3.3.1 Utilities Objectives .................................................................................................. 142.4 Connectivity ................................................................................................................. 142.4.1 Connectivity to Residential Zone .................................................................................. 142.4.2 Connectivity to Industrial/Employment Zone ................................................................. 152.4.3 Connectivity to Public Transport ................................................................................... 152.4.4 Connectivity to Schools ................................................................................................ 162.5 Summary ..................................................................................................................... 16

3. Existing Site Conditions ...................................................................................................... 173.1 Study Area ................................................................................................................... 173.2 Key Network Constraints .............................................................................................. 173.2.1 Railway Line ................................................................................................................ 17


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3.2.2 Land Use along the L3004 ........................................................................................... 183.2.3 Existing Structures ....................................................................................................... 193.2.4 Carrigtwohill ................................................................................................................. 203.3 Key Network Opportunities........................................................................................... 203.3.1 Existing Disused Road ................................................................................................. 203.3.2 Existing Cycle Infrastructure ......................................................................................... 213.3.3 Existing Road Width ..................................................................................................... 223.4 Traffic Surveys ............................................................................................................. 23

4. Design Approach ................................................................................................................. 244.1 Cycling Provision ......................................................................................................... 244.2 Junctions ..................................................................................................................... 244.3 Cross Sections............................................................................................................. 244.4 Carriageway Width....................................................................................................... 244.5 Footway/Footpath Provision ......................................................................................... 244.6 Corner Radii ................................................................................................................ 254.7 Pedestrian and Toucan Crossing .................................................................................. 254.8 Drainage ...................................................................................................................... 254.9 Pavement .................................................................................................................... 254.10 Traffic Signs and Road Markings .................................................................................. 254.11 Public Lighting ............................................................................................................. 254.12 Bridges ........................................................................................................................ 254.13 Gateway Features........................................................................................................ 26

5. Route Options ...................................................................................................................... 275.1 Section A ..................................................................................................................... 275.1.1 Option A-1 ................................................................................................................... 275.1.2 Option A-2 ................................................................................................................... 285.1.3 Option A-3 ................................................................................................................... 285.2 Section B ..................................................................................................................... 305.2.1 Option B-1 ................................................................................................................... 305.2.2 Option B-1 ................................................................................................................... 30

6. Identification of Preferred Route ......................................................................................... 316.1 Introduction .................................................................................................................. 316.2 Project Assessment Criteria ......................................................................................... 316.3 Option Assessment ...................................................................................................... 326.3.1 Option A1 ..................................................................................................................... 326.3.2 Option A2 ..................................................................................................................... 336.3.3 Option A3 ..................................................................................................................... 346.3.4 Option B1 .................................................................................................................... 356.3.5 Option B2 .................................................................................................................... 366.3.6 Summary Table ............................................................................................................ 376.4 Preferred Option .......................................................................................................... 386.4.1 Preferred Option Summary .......................................................................................... 386.4.2 Preferred Option Assessment....................................................................................... 38

7. Land Use .............................................................................................................................. 407.1 Introduction .................................................................................................................. 407.2 Summary of Impact on Land Use ................................................................................. 407.2.1 Glounthaune Industrial Park ......................................................................................... 40


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7.2.2 Aldi Carrigtwohill .......................................................................................................... 407.2.3 IDA Carrigtwohill Business and Development Park ....................................................... 407.2.4 Castlelake Residential Development ............................................................................ 407.2.5 Dunkettle Interchange Scheme .................................................................................... 407.2.6 Bridge Spanning Cork to Midleton Railway Line ........................................................... 40

8. Preferred Scheme Overview ................................................................................................ 428.1 Description of the Proposed Development .................................................................... 428.1.1 Section 1: Start – Chainage 1000m (DWG No. SK-1101 – SK-1102) ............................ 428.1.2 Section 2: Chainage 1000m – 1250m (DWG No. SK1102) ........................................... 428.1.3 Section 3: Chainage 1250m – 1550m (DWG No. SK1103) ........................................... 428.1.4 Section 4: Chainage 1550m – 1950m (DWG No. SK1103) ........................................... 428.1.5 Section 5: Chainage 1950m – 2950m (DWG No. SK1104 – SK1105) ........................... 428.1.6 Section 6: Chainage 2950m – 3750m (DWG No. SK1105 – SK1107) ........................... 438.1.7 Section 7: Chainage 3750m – 4350m (DWG No. SK1107 – SK1108) ........................... 438.1.8 Section 8: Chainage 4350m – 5150m (DWG No. SK1108 – SK1109) ........................... 438.1.9 Section 9: Chainage 5150m – 5450m (DWG No. SK1109) ........................................... 438.1.10Section 10: Chainage 5450m – 5650m (DWG No. SK1110) .......................................... 448.1.11Section 11: Chainage 0m – 498m (Link to Future Development) (DWG No. SK1110 –

SK1111) ....................................................................................................................... 448.1.12Section 12: Chainage 5650m – 5700m (DWG No. SK1110) .......................................... 448.1.13Section 13: Chainage 5700m – 5950m (DWG No. SK1110) .......................................... 448.1.14Section 14: Chainage 5950m – 7750m (DWG No. SK1110 – SK1115) .......................... 448.1.15Section 15: Chainage 7750m – End (DWG No. SK1115 – SK1118) .............................. 458.2 Conclusion ................................................................................................................... 468.2.1 Accessibility and Connectivity ...................................................................................... 468.2.2 Health .......................................................................................................................... 468.2.3 Road Safety ................................................................................................................. 46


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1. Introduction

1.1 Introduction to the SchemeCork County Council commissioned AECOM to prepare a route option assessment and preliminary

design of Bury’s Bridge to Carrigtwohill Cycle Route.

1.2 Brief for this ProjectThe proposed route runs from Bury’s Bridge to Carrigtwohill following the route of the L3004 via

Glounthaune village.

Figure 1.1: Study AreaThe route will connect to proposed cycle infrastructure at Bury’s Bridge, including a cycle path

proposed within the Dunkettle Interchange Scheme, a cycle path proposed as part of the Dunkettle

Road Improvement Scheme and the proposed cycle path from Dunkettle Road to the TivoliRoundabout. Several options will be considered for the route and compared against one another

under the categories set out in Section 1.4 Project Objectives.

1.3 BackgroundCork County Council, in conjunction with the National Transport Authority intends to develop a

network to serve pedestrians and cyclists between Bury’s Bridge and Carrigtwohill. The design of the

scheme will involve a route option assessment, where the corridor is assessed and the options are

examined on a multi criteria analysis basis.


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1.4 Project ObjectivesA series of project objectives has been developed with reference to the National Transport Authorities

(NTA) National Cycle Guidance (NTA) and the Department of Transport, Tourism and Sport ‘Common

Appraisal Framework for Transport Projects and Programs’. (March 2016).

· To improve road safety at the junctions;

· To ensure value for money in the implementation of the proposals;

· To improve accessibility/ permeability within the study area for pedestrians, cyclists and publictransport users

· Functioning route for vehicular movement including public transport;

· Integration of scheme with other proposals and plans for the area;

· To reduce the negative impact of transport on the public realm.

Section 6 of this report assesses each of the design options against the project objectives highlighted.

1.5 Integration of Other Relevant Schemes in the AreaThere are numerous relevant schemes in this area which have been considered during the

preliminary design of the Bury’s Bridge to Carrigtwohill Cycle Route including the following.

1.5.1 Dunkettle Interchange Improvement Scheme

The Dunkettle Interchange Improvement Scheme involves the provision of a free flowing interchange,

i.e. an interchange whereby traffic movements aren’t conflicted by opposing traffic movements either

by yielding or stopping at traffic signals, as is the case with the existing interchange.

The proposed design not only caters for the main arteries comprising the N8/M8, the N25 and the

N40 via the Jack Lynch Tunnel, but also accommodates the other more local movements in the

vicinity of the interchange. The Interchange will cater for local traffic movements between

Glounthaune, Dunkettle and Little Island.

The Dunkettle Interchange Scheme ties into the existing roundabout at Bury’s Bridge, where the

Bury’s Bridge to Carrigtwohill scheme starts. Cycling facilities are provided from Bury’s Bridge to

connect to Little Island as part of the Dunkettle Interchange Improvement Works.

1.5.2 L2999 Dunkettle Road Upgrade

The L2999 Dunkettle Road is to be upgraded as part of the Glanmire Road Improvements and

Sustainable Transport Works project. The proposed upgrade will include a segregated cycle track

from Bury’s Bridge Roundabout to Glanmire Village, which will connect to this proposed route in the

future.


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1.5.3 Little Island Station Pedestrian and Cyclist Bridge

Cork County Council are currently in the initial stages for a pedestrian/cycle bridge at Little Island RailStation.

1.5.4 Glounthaune Housing Development

Planning permission has recently been granted for residential development to the west of

Glounthaune Village (Figure 1.2). Connectivity between the proposed development and Glounthaune

village will be considered as part of the scheme.

1.5.5 Castlelake Residential Development

Planning permission has been granted for residential development at Castlelake to the west of

Carrigtwohill (Figure 1.2). The proposed development includes provisions for cyclists and falls within

our study area

1.5.6 Carrigtwohill School Campus

Planning permission has recently been submitted for the development of a new school campus in

Carrigtwohill. Three schools from Carrigtwohill will be re-located to the new campus. Carrigtwohill

Community School (secondary school), Scoil Chlioghna and Scoil Mhuire Naofa (both primaryschools) will be located to the new campus.

Figure 1.2: Other Relevant Schemes

1.6 Relevant Guidance and StandardsThe scheme been designed in accordance with the following:

· National Cycle Manual;

· Cork Metropolitan Area Cycle Network Plan;

· Design Manual for Urban Roads and Streets;

· Design Manual for Roads and Bridges.


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1.7 Purpose of this Preliminary Design ReportThe purpose of the report is to consider route options and to outline the design approach for the

scheme. Options have been developed to address the issues identified in the desktop analysis, site

visits, policy objectives and guidance.

1.8 Other Relevant ReportsAn Appropriate Assessment (AA) Screening report and Environmental Impact Assessment (EIA)

screening report have been produced to inform CCC in relation to their requirements under the

legislation.

1.9 Structure of this Preliminary Design ReportThe Report is structured as follows:

Chapter 2 Identification of Need – outlines the need for the Cycle Route and outlines how this project

fits in the national, county and local planning policy.

Chapter 3 Existing Conditions – outlines the existing conditions within the scheme study area. Thisincludes observations on the current road and junction use and identification of existing constraints in

the study area.

Chapter 4 Design Approach – outlines the general design approach used during the preliminary

design of the scheme.

Chapter 5 Route Options – outlines the options considered during the preliminary design of the

projects as part of this scheme.

Chapter 6 Identification of Preferred Route – identifies the preferred route of the scheme.

Chapter 7 Land Use – describes the land acquisition requirements for the scheme as well as

identification of the effected landowners and a summary of the proposed accommodation works.

Chapter 8 Preferred Scheme Overview – provides a detailed description on each section of the

proposed route.


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2. Identification of Need

2.1 National Planning Policy

2.1.1 National Planning Framework

The National Planning Framework (NPF) is the Government’s high-level strategic plan for shaping

future growth and development was published in March 2018. The NPF sets out ten National

Strategic Outcomes (NSOs) which the framework aims to deliver.

A strategic investment priority under the National Development Plan 2018-2027 is public investment in

environmentally sustainable public transport systems in major urban areas, as a primary enabler for

National Strategic Outcomes under the NPF relating to compact growth.

National Strategic Outcome 4 – Sustainable Mobility

In accordance with National Strategic Outcome 4, 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

liveability and quality of life for the local population and will build on existing infrastructure already inplace

2.1.2 National Cycling Policy Framework 2009-2020

In recognising cycling as one of the most important forms of sustainable transport the Department of

Transport published a National Cycling Policy Framework in April 2009. The policy framework

emanates from the Government’s new transport policy for Ireland – 2009-2020 Smarter Travel – A

Sustainable Transport Future.

The framework sets out many policies and objectives in relation to cycling, with the ultimate aim of

increasing cycling’s mode share from 2% to 10% by 2020.

· The key objectives of the policy framework are as follows:

· Move 160,000 people a day to work by bike; an increase of 125,000 people;

· Invest in better, safer cycle routes around the country for commuters, leisure cyclists and visitors.(Improve existing cycle routes and introduce new routes to best international standards);

· Increase cycling’s share of the total travel market, from 2% to 10%;

· Introduce a new approach to the design of urban roads to better recognise the needs of cyclistsand pedestrians; and

· Retrofit major road junctions and roadways in key cities and towns to make them cycle-friendly.

The National Cycling Policy Framework 2009 – 2020 aims to create a strong culture of cycling inIreland with an aim that 10% of all trips will be by bike by 2020.


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2.1.3 Smarter Travel – A Sustainable Transport Future, A new Transport Policy forIreland (2009-2020)

The Department for Transport, Tourism & Sport’s, 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.

2.2 County Planning Policy

2.2.1 County Development Plan

The County Development Plan sets out detailed Objectives under TM 2-2 (Cycling) which seek to

encourage and promote cycling as an important mode of travel. The objectives reflect national policy

as articulated in “Smarter Travel”:

Objective TM 2-2: Cycling

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 hinterlands.

b) Improve the streetscape environment for pedestrians, cyclists and those with special mobilityneeds while seeking to provide facilities which enhance safety and convenience.

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.

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.

2.2.2 Cork Cycle Network Plan

The Cork Cycle Network Plan (CCNP) was developed in 2017 as a means of building on the National

Cycle Plan by providing a detailed cycling infrastructure plan for Cork. This includes individual route

plans for the city centre and suburban areas such as Carrigtwohill. A hierarchy of cycle routes has

been developed such as primary routes, routes for commuter cyclists, secondary routes, and

greenways on quieter rural routes. This plan was based on existing facilities, traffic modelling data

and consultation with local groups.

Figure 2.1 and Figure 2.2 below are extracts from the CCNP which show the proposals for the

Glounthaune and Carrigtwohill areas.


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Figure 2.1: Proposed CCNP for Glounthaune

Figure 2.2: Proposed CCNP for CarrigtwohillSeveral the proposed routes in the CCNP are within the study area of the Bury’s Bridge to

Carrigtwohill Scheme. The L3004 between Bury’s Bridge and The Elm Tree Restaurant in

Glounthaune is classified as an Inter Urban (IU-1) route connecting Bury’s Bridge to Midleton.


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Several other urban routes are proposed within our study area connecting the (IU-1) with

Carrigtwohill. The CT-U6 and the CT-U8 are classified as primary routes which run from the Fota

Business Park in Carrigtwohill to the centre of the village.

2.3 Local Planning PolicyThe proposed scheme lies in the Cobh Municipal District Local Area Plan. The Cobh Municipal District

Local Area Plan was examined to determine the objectives or policy’s it contains that may have an

impact on the proposed scheme. Highlighted below are the relevant sections and objectives in thelocal area plan which will act as a constraint on the proposed scheme.

2.3.1 Carrigtwohill Area Development Plan

2.3.1.1 Residential Objectives

CT-R-03: Medium density B residential development of high architectural standard on this gateway

site at the entrance to the town centre. Structural landscaping shall be an integral part of any layout.The proposed development is situated within the project study area.

2.3.1.2 Industrial Objectives

CT-I-04: Maintain existing industrial uses.

2.3.1.3 Business Objectives

CT-B-02: Business development. Proposals shall optimise connectivity with the proposed railpassenger station at Fota Business and Retail Park, particularly for pedestrians and cyclists. A

significant landscaped buffer shall be provided along the western and southern boundaries to

safeguard the Great Island Channel Special Area of Conservation.

CT-B-03: Business development. Proposals should include a 20 metre tree planted buffer andscreening to protect views from the N25.

CT-B-04: Business development

CT-B-05: Business development

CT-B-09: Business development subject to an ecological assessment

2.3.1.4 Town Centre

CT-T-02: Town/neighbourhood centre in line with the overall uses acceptable in town centre areas.Careful consideration shall be given to the overall design approach given the prominence of the site

to both the entrance to Castlelake and the start of the Main Street.


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2.3.2 Little Island Area Development Plan

2.3.2.1 General Objectives

LI-GO-05: Pedestrian and cycling improvement within Little Island, and connectivity to the local cycle

network, in line with the measures outlined within the Cork Cycle Network Plan 2017.

2.3.2.2 Utilities Objectives

LI-U-01: Junction upgrade of Primary Road Access onto N25 to include widening of the existing

overpass and pedestrian and cycling connectivity to the railway station.

LI-U-06: Upgrade of Dunkettle Interchange.

2.3.3 Glounthaune Area Development Plan

2.3.3.1 Utilities Objectives

U-02: Provision of pedestrian and cycle path. Development of a new route in this area should be

designed to ensure compatibility with the Great Island Channel Special Area of Conservation and the

Cork Harbour Special Protection Area.

2.4 ConnectivityThe proposed route from Bury’s Bridge to Carrigtwohill connects a number of journey origin and

destination points. A mixture of industrial and residential areas would be connected along theproposed route as well as three railway stations and a proposed new school campus development.

The proposed scheme also allows for further connectivity to Cork City and Glanmire through

connectivity with other cycle schemes in the area.

Figure 2.3: Scheme Connectivity

2.4.1 Connectivity to Residential Zone

The proposed scheme study area includes the residential areas of Glounthaune and Carrigtwohill.


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A planning application was recently granted for a new 40-unit residential development in Glounthaune

which is directly adjacent to the L3004. The proposed route will serve this new residential

development as well as the existing population of Glounthaune.

The route also serves Carrigtwohill to the east of the scheme. Based on the latest census figures from

2016, Carrigtwohill has a population of circa 5,000, this is expected to grow to circa 11,500 by 2022.

Planning permission was recently granted for a 277-unit residential development at Castlelake in

Carrigtwohill to the west of the village which will be directly connected to the scheme.

2.4.2 Connectivity to Industrial/Employment Zone

The main industrial and employment zone within the study area is Cobh Cross Industrial Estate to the

west of Carrigtwohill village. The proposed scheme will connect to this Industrial estate.

This scheme also includes a spur of the scheme to connect to future proposed development of the

Cobh Cross Industrial Estate on the Northern side of the railway line.

The main employment zone in the vicinity of the proposed scheme is Little Island. It is estimated that

there are currently 7,000 people employed in Little Island. Although Little Island isn’t within the studyarea for the cycle scheme, the scheme will connect to Little Island via the proposed Little Island Train

Station pedestrian and cycle bridge and the cycle route connecting Bury’s Bridge to Little Island as

part of the Dunkettle Interchange Improvement project.

2.4.3 Connectivity to Public Transport

There are 3 train stations within the study area which run between Cork City and East Cork. The Little

Island and Glounthaune train stations are both located on the L3004. Safe pedestrian and cycle

connectivity will be provided to these stations as part of the proposed scheme.

An additional train station is located in Carrigtwohill. The proposed scheme ends at Station Road in

Carrigtwohill with connectivity provided to the train station.

The parking facilities at the train stations, particularly Glounthaune train station, were observed to be

over capacity, with additional vehicles parked in the hard shoulder of the L3004 (See Figure 2.4

below). The proposed scheme combined with appropriate cycle parking would potentially reduce the

parking demand at these train stations.


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Figure 2.4: Vehicles Parked in Hard Shoulder at Glounthaune Train Station

2.4.4 Connectivity to Schools

A new school campus is proposed for Carrigtwohill and is currently in the feasibility design stage. The

school campus will consist of 3 schools. The proposed scheme will connect to the new school

campus.

The proposed route also runs adjacent to Carrigtwohill Community School, which is located in Fota

Retail Park to the west of Carrigtwohill. The proposed route would provide dedicated cycle route

between Carrigtwohill Village and Carrigtwohill Community School.

2.5 SummaryThe proposed scheme has strong national, county and local planning policy supporting its

development. This includes the National Planning Framework, the County Development Plan, Cork

Cycle Network Plan and the Glounthaune, Little Island and Carrigtwohill Local Area Plans.

The scheme also provides good connectivity for residential areas, employment zones, public transport

and schools.


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3. Existing Site Conditions

3.1 Study AreaThe proposed route and study area broadly follow the existing L3004 between Bury’s roundabout and

Cobh Cross. The L3004 forms part of the old N25 Cork to Waterford road.

Figure 3.1: Route Overview

3.2 Key Network Constraints

3.2.1 Railway Line

The Cork to Midleton/Little Island railway line runs parallel to the south of the road. Both the road and

the railway line act as a constraint on the cycleway design as there is limited space between the roadand the railway line. The road also crosses the railway line between The Elm Tree Restaurant and

Fota Business Park.

An access bridge which crosses the railway line, connecting the L3004 with Harper’s Island reduces

the land available adjacent to the L3004 for cycleway construction.

The L3004 crosses the Cork to Midleton train line to the west of Carrigtwohill. As there is insufficient

width on the current bridge for cycle/pedestrian facilities, a separate connection will be required at this

location.


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Figure 3.2: Existing L3004 Bridge

3.2.2 Land Use along the L3004

A number of retail and village environments are located along the route. Examples include

Fitzpatrick’s Foodstore and neighbouring development (see Figure 3.1), Island Gate (see Figure 3.3)

and The Elm Tree Restaurant.

Figure 3.3: Fitzpatrick Foodstore


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Figure 3.4: Gate Island

3.2.3 Existing Structures

There are several existing structures within the proposed study area which act as constraints on the

proposed design.

The R623 bridge which spans the N25 to the east of Little Island train station impacts the design ofthe pedestrian and cycling facility at this location. Figure 3.5 below provides an overview of the

existing layout in this location.

Figure 3.5: L3004 / R623 Junction


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The L3004 railway bridge referenced in Section 3.2.1 is also a constraint on the proposed cycle

scheme.

3.2.4 Carrigtwohill

The existing land use and available width of the carriageway in Carrigtwohill acts a constraint on the

proposed scheme. There is existing parking on approach to Carrigtwohill which is well used. Retaining

parking in these locations is required to support the viability of the town (see figure 3.6 below).

Figure 3.6: Carrigtwohill

3.3 Key Network Opportunities

3.3.1 Existing Disused Road

A disused road, 350m long, which runs between Glounthaune Railway Station and Fitzpatrick’s

Foodstore is currently being utilised as a public amenity walkway. The walkway is sufficiently wide to

be utilised as a shared use pedestrian and cycle path. The benefits for utilising the existing

infrastructure include offering a scenic off-road option for cyclists as well as cost saving benefits in the

construction stage.


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Figure 3.5: Disused Road

3.3.2 Existing Cycle Infrastructure

Carrigtwohill currently has a network of off-road residential cycle tracks which run along residential

spine roads. This presents on opportunity to utilise and tie into the existing infrastructure. Figure 3.6

below highlights the existing off-road cycle track at Castlelake with an adjacent footway. Figure 3.7

provides an overview of the existing cycle infrastructure in Carrigtwohill.

Figure 3.6: Existing Off-Road Cycle Track at Castlelake


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Figure 3.7: Existing Cycle Infrastructure at Carrigtwohill

3.3.3 Existing Road Width

The proposed route runs along the old N25 Cork – Waterford Road which has since been

downgraded to a local road. The existing road width exceeds the requirements for a road of this

nature. This provides opportunity to re-allocate the available space, reduce the lane widths and utilise

the hard shoulder and verges where necessary to provide the proposed scheme.

Figure 3.8: L3004 to the East of Bury’s Bridge


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3.4 Traffic SurveysTraffic surveys were completed as part of this project. The surveys were completed between 10th July

2019 and 16th July 2019. The results of which are highlighted in the table below.

Survey Location Speed Limit Mean Speed % Vehicles AboveSpeed Limit

West of Island Gate 80km/h 71 km/h 24

West of Glounthaune Village 60km/h 63 km/h 67

West of The Elm Tree 80km/h 70 km/h 15

The surveys indicate large percentages of vehicles are travelling above the speed limit. This is

supported by observations on site. The scheme proposes several measures to reduce the speed of

vehicles. The design approach is outlined in the following section.


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4. Design Approach

4.1 Cycling ProvisionThe National Cycle Manual was used to determine the type of cycle facility required for the new road.

This recommends that designers should ‘Determine the design speeds and volumes of traffic

according to the regional and/or local sustainable traffic plan and provide the appropriate cycling

facility for that regime’.

As per the national cycleway the minimum width of a one-way segregated cycleway, with kerbs on

either side is 1.50m. In the proposed scheme options a minimum of 1.75m is provided for one-way

cycleways.

As per the national cycleway the minimum width shared pedestrian and cycling facilities should be3m. In the proposed scheme options a minimum of 3m is provided for shared pedestrian and cyclist

facilities, increasing to 4m in locations where higher demand is expected.

4.2 JunctionsAt junctions with local roads or residential entrances a consistent design approach has been adopted.

A raised continuous crossing is proposed for these locations to maximise the comfort for cyclists.

Where possible, these crossings are offset from the main road to allow for vehicles to yield to cyclists

crossing the road.

4.3 Cross SectionsThe new road cross sections were developed referencing the design standards specified. Several

measures to improve cyclist facilities at junctions were identified and incorporated consistently

throughout the project.

4.4 Carriageway WidthDMURS has a dedicated chapter providing guidance on road widths depending on the road type. This

highlights that designers should minimise the width of the carriageway by incorporating only as many

lanes as needed to cater for projected vehicle flows and by reducing the size of individual lanes to

meet predominant user needs. As a result, carriageway widths have been reduced to 6.5- 6.0m as a

traffic calming measure.

4.5 Footway/Footpath ProvisionDMURS recommends a minimum footway/footpath width of 1.8m. Minimum widths are based on the

space needed for two wheelchairs to pass each other. The minimum footway/footpath width is 2m forall the proposed scheme. Where a pinch point exists on the network the width may reduce to 1.8m but

only if no other solution was viable.


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4.6 Corner RadiiDMURS recommends reducing corner radii to improve pedestrian safety at junctions. It lowers the

speed at which vehicles can turn corners and increases inter-visibility for all road users. Where design

speeds are low and movements by larger vehicles are infrequent, a maximum corner radius of 1-3m

can be applied.

4.7 Pedestrian and Toucan CrossingDMURS outlines pedestrian crossings are one of the most important aspects of street design as it is

at this location that most interactions between pedestrians, cyclists and motor vehicles occur. Well

designed and frequently provided crossings are critical to the balancing of movement priorities. The

location and frequency of crossings should align with key desire lines and be provided at regularintervals.

4.8 DrainageThe drainage will be designed in accordance with TII Standards and the requirements of Cork CountyCouncil. The drainage design will be completed at detailed design stage.

4.9 PavementPavement will be designed in compliance with TII Standards at detailed design stage. The processwill start with the consideration of the cumulative traffic loading which the pavement is required to

carry, followed by the design of the foundation, the base or main structural component and the surface

course.

4.10 Traffic Signs and Road MarkingsTraffic signs and road markings will be reviewed and confirmed as part of the detail design package

and they will be designed in compliance with the Traffic Signs Manual (2010). Junction layouts have

been outlined in the preliminary design drawings.

4.11 Public LightingPublic lighting will be provided throughout the proposed scheme. This will be designed at the detailed

design stage of the project.

4.12 BridgesBridges will be designed in line with the requirements contained within the TII publication Design

Manual of Roads and the Eurocode Standards, as transposed in the Irish National Standards and

Annexes, the National Cycle Manual and the Design Manual for Urban Roads and Streets (DMURS).


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4.13 Gateway FeaturesGateway features, as recommended in DMURS will be introduced on the approach to settlements as

a traffic calming feature. Gateways involve a combination of reducing the carriageway width,

decorative red chip surfacing and landscaping to emphasis lower speed environments.

A total of eight gateway features have been provided where the proposed shared use path runs

adjacent to the carriageway. The eight gateway features consist of two ‘Outer Gateways’ at the

extents and six ‘Inner Gateways’ on approach to key urban areas. The gateway features are easily

identifiable elements along the route. There is a clear difference between the outer and inner

gateways to highlight the change of context on the route. The purpose of them is to influence driver on

approach to urban areas.


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5. Route OptionsFor the purposes of the route option assessment, the scheme was split into two separate sections.

Section A connects Bury’s Bridge to Cobh Cross and Section B connects Cobh Cross to Station RoadCarrigtwohill.

5.1 Section A

5.1.1 Option A-1

The design concept for Option A-1 is developing a 3-4m segregated shared use path along the south

side of the L3004 as indicated in Figure 5.1 below. A summary of the proposed option is highlighted

below.

Figure 5.1: Typical Cross Section Option A-1Option A-1 consists of the following:

· 3-4m segregated shared pedestrian and cycle path between Bury’s Bridge and The Elm TreeRestaurant on the south side of the existing road.

· Toucan Crossings either side of the R623/L3004 junction to facilitate crossing the junction offline

through the existing business park to the North of the L3004. This is required to bypass the pinch

point at the R623/L3004 junction.

· 4m shared pedestrian and cycle path between The Elm Tree Restaurant and Cobh Cross on the

south side of the existing road.

· Cycle Bridge over the railway line between the Elm Tree and Fota Business Park on the south

side of the existing road.

· 4m shared pedestrian and cycle path between Fota Business Park and Cobh Cross on the southside of the existing road.


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· Toucan Crossing at Cobh Cross to connect cyclists to the north side of the roundabout.

· Cycle Parking to be provided at destination points

5.1.2 Option A-2

The design concept for Option A-2 is developing a 3-4m segregated shared-use along the north side

of the L3004 as indicated in Figure 5.2 below. A summary of the proposed option is highlighted below.


· 3-4m segregated shared pedestrian and cycle path between Bury’s Bridge and The Elm Tree

Restaurant on the north side of the existing road.

· Toucan Crossing at Little Island Train Station to facilitate safe connectivity between the proposed

cycle route and the train station.

· Toucan Crossing at Glounthaune Train Station to facilitate safe connectivity between the

proposed cycle route and the train station.

· 4m off road shared pedestrian and cycle path between The Elm Tree Restaurant and Cobh

Cross on the north side of the existing road.

· Cycle and pedestrian bridge over the railway line between the Elm Tree and Fota Business Parkon the north side of the existing road.

· Cycle Parking to be provided at destination points

5.1.3 Option A-3

The design concept for Option A-3 is developing two 1.75m segregated cycle tracks along either sideof the L3004 as indicated in Figure 5.3 below. A summary of the proposed option is highlighted below.


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· Two one-way cycle tracks either side of the existing L3004 between Bury’s Bridge and The ElmTree Restaurant.

· Toucan Crossing at Little Island Train Station to facilitate safe connectivity between the proposed

cycle route and the train station

· Toucan Crossing at the Elm Tree Restaurant.

· 4m two-way off-road cycle path between The Elm Tree Restaurant and Cobh Cross on the northside of the existing road.

· Cycle Bridge over the railway line between the Elm Tree and Fota Business Park on the north

side of the existing road.

· 3m two-way segregated cycle path between Fota Business Park and Cobh Cross on the northside of the existing road.

· A 2m footway is to be added on the north side of the existing road, between Sacred Heart

Church Glounthaune and the Elm Tree Restaurant.

· Cycle Parking to be provided at destination points.


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5.2 Section B

Figure 5.4: Section B – Route Options

5.2.1 Option B-1

· 4m segregated shared-use path on the north side of the existing road between Cobh Cross and

the Castlelake junction on approach to Carrigtwohill.

· 1.75m cycle lanes either side of the proposed spine road through the Castlelake residentialdevelopment from the Castlelake junction to the junction with Station Road.


5.2.2 Option B-1

· 4m segregated shared-use path on the north side of the existing road between Cobh Cross andthe centre of Carrigtwohill Village.



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6. Identification of Preferred Route

6.1 IntroductionIt was important that each of the options was assessed in a consistent and comprehensive manner to

establish which of the options delivered on the project objects. Options were identified for the project;

an assessment was carried out to assess the options against each other in relation to the project

objectives assessment criteria.

6.2 Project Assessment CriteriaA series of project objectives have been developed with reference to the Department of Transport,

Tourism and Sport ‘Common Appraisal Framework for Transport Projects and Programmes’ (March

2016). The project objectives are as follows:

· To improve road safety at the junctions,

· To ensure value for money in the implementation of the proposals,

· To improve accessibility/ permeability within the study area for pedestrians, cyclists and publictransport users,

· Functioning route for vehicular movement including public transport,

· Integration of scheme with other proposals and plans for the area,

· To reduce the negative impact of transport on the public realm.

Each of the options was rated against the project objective assessment criteria using the below option

rating table. The options were then compared against one another to determine the most favourableoption.

Appraisal Criteria Scoring

Highly Positive

Moderately Positive

Slightly Positive

Neutral

Slightly Negative

Moderately Negative

Highly NegativeTable 6.1 Option Rating Table


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6.3 Option Assessment

6.3.1 Option A1

Criteria Project Objective Assessment of OptionCriteriaScore

SafetyTo improve roadsafety at thejunctions

The proposed option increases the safety within thestudy area for all road users. Segregated pathsimprove the overall safety for cyclists as it reduces thelikelihood of collisions between vehicles and cyclists.This option also reduces the carriageway width to6.5m which will reduce the vehicular speed within thestudy area and in turn improving the road safety.

Economy

To ensure value formoney in theimplementation ofthe proposals

The proposed option has a neutral cost benefit whencompared to the other options. Option A1 is likely tobe more expensive to construct than Option A2 asmore toucan crossing locations would be required.

Accessibility& SocialInclusion

To improveaccessibility/permeability withinthe study area forpedestrians, cyclistsand public transportusers

The proposed option improves the permeability ofcyclists and pedestrians through the study area. Theintroduction of shared-use paths will encourage morepedestrians and cyclists in the area.

Functioning route forvehicular movementincluding publictransport

The proposed option has a neutral effect on the studyarea as a functioning route for vehicles. Although thisoption reduces the carriageway width on the L3004, acarriageway width of 6.5m can still be provided.

Integration

Integration ofscheme with otherproposals and plansfor the area

This option integrates with other cycle schemes in thearea at suitable connection locations. This option alsointegrates with major journey origin and destinationpoints such as residential zones, industrial zones andtrain stations.

Environment

To reduce thenegative impact oftransport on thepublic realm

The proposed scheme will encourage moresustainable transport in the area, reducing the numberof journeys undertaken by private vehicles. This in turndecreases the amount of harmful emissions beingreleased into the atmosphere.


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6.3.2 Option A2



The proposed option increases the safety within thestudy area for all road users. Segregated pathsimprove the overall safety for cyclists as it reduces thelikelihood of collisions between vehicles and cyclists.This option also reduces the carriageway width to6.5m which will reduce the vehicular speed within thestudy area and in turn improving the road safety.

Economy


The proposed option is more cost beneficial than theother options considered as it requires less toucancrossings than the other options.



The proposed option improves the permeability ofcyclists and pedestrians through the study area. Theproposed option improves the permeability of cyclistsand pedestrians through the study area. Theintroduction of shared-use paths will encourage morepedestrians and cyclists in the area.

This option has a more favourable score on thiscriterion than option A1 as the majority of origin anddestination points are currently located on the northernside of the existing carriageway. By providing thescheme on the northern side of the carriageway ratherthan the southern side, it improves the accessibility ofthe scheme.


The proposed option has a neutral effect on the studyarea as a functioning route for vehicles. Although thisoption reduces the carriageway width on the L3004, acarriageway width of 6.5m can still be provided.

Integration



Environment




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6.3.3 Option A3



The proposed option increases the safety within thestudy area for all road users. Segregated cycle pathsimprove the overall safety for cyclists as it reduces thelikelihood of collisions between vehicles and cyclists.This option also reduces the carriageway width to6.5m which will reduce the vehicular speed within thestudy area and in turn improving the road safety.

Economy


This option doesn’t represent value for money incomparison to options A1 and A2 as cycle paths wouldneed to be constructed on both sides of the road.



This option improves the cycle and pedestrianpermeability through the scheme, however it is lessfavourable than options A1 and A2 as having cyclepaths on both sides of the scheme would requirecyclists to cross the L3004 to utilise the cycle paths inthe opposing direction.


This option will require a cycle path on both sides ofthe road this will result in parking being removed onboth sides of the road which will have a significantlynegative impact on vehicular movement through thestudy area.

Integration



EnvironmentTo reduce thenegative impact oftransport on thepublic realm



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6.3.4 Option B1



The proposed option is considered the safer of the twooptions as it provides segregated cycle facilitiesthrough the majority of the scheme. This will reducethe likelihood of cyclist and vehicular collisions.

Economy


The proposed route utilises existing cycleinfrastructure reducing the overall construction costs ofthe scheme.



The proposed route offers improved cycle facilities inCarrigtwohill connecting residential areas with publictransport and industry zones.


The proposed route has no negative effect onvehicular movement in the area as the infrastructure isconstructed off-line.

Integration


The proposed route integrates with existing cyclepaths through Cul Ard residential development andruns adjacent to the proposed site of a new schoolcampus.

Environment




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6.3.5 Option B2



The proposed option offers improved safety for cyclistsin the study area. This will be an improvement on theexisting situation and will reduce the likelihood ofcyclist/vehicular collisions. It has a less favourablescore than Option B1 as not all the cycle paths will besegregated from traffic, due to land use constraints onapproach to Carrigtwohill.

Economy


Option 2B will likely require land acquisition toimplement. This will make it a more expensive optionthan B1.



The proposed route offers improved cycle facilities inCarrigtwohill connecting residential areas withindustrial, public transport and industry zones.


The proposed route will have a negative impact ontraffic in Carrigtwohill as it will reduce the availablecarriageway width It will also likely result in a loss ofparking in the town.

Integration


The proposed route does not integrate with the newproposed school campus in Carrigtwohill and does notintegrate with the train station unlike Option 2B.

Environment




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6.3.6 Summary Table

Bury’s Bridge to Cobh Cross Cobh Cross to Station Road

Criteria Project Objective Option A1 Option A2 Option A3 Option B1 Option B2

Safety To improve road safety atthe junctions

Economy

To ensure value for money

in the implementation of

the proposals

Accessibility &

Social Inclusion

To improve accessibility/permeability within the

study area for pedestrians,

cyclists and public

transport users

Functioning route for

vehicular movement

including public transport

Integration

Integration of scheme with

other proposals and plansfor the area

EnvironmentTo reduce the negativeimpact of transport on the

public realm

Position 2nd 1st 3rd 1st 2nd


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6.4 Preferred OptionOption A-2 and Option B-1 have been identified as the preferred options following the assessment of

each of the options against the project objectives.

6.4.1 Preferred Option Summary

A description of the preferred option is outlined below.

· 3m – 4m segregated shared cycling and pedestrian path between Bury’s Bridge and The Elm

Tree Restaurant on the north side of the existing road.

· 4m segregated shared cycling and pedestrian path between The Elm Tree Restaurant and CobhCross on the north side of the existing road.

· Toucan Crossing at Little Island Train Station and the Glounthaune Train Station to facilitate safe

connectivity between the proposed cycle route and the train station.

· Cycle and pedestrian bridge over the railway line between the Elm Tree and Fota Business Parkon the north side of the existing road.

· 3-4m shared use path on the north side of the existing road between Cobh Cross and the

Castlelake junction on approach to Carrigtwohill.

· 1.75m cycle lanes either side of the proposed spine road through the Castlelake residentialdevelopment from the Castlelake junction to the junction with Station Road.

· Cycle Parking to be provided at destination points such as Glounthaune Train Station, Little

Island Train Station, Carrigtwohill Train Station Island Gate, Glounthaune Village, Aldi

Carrigtwohill, Fitzpatricks Foodstore and The Elm Tree.

6.4.2 Preferred Option Assessment

The section below outlines how the preferred option meets the criteria set out as the project

objectives, set out at the beginning of the report.

Safety:

The proposed option increases the safety of the study area for all road users. Shared use pedestrian

and cycle paths improve safety for cyclists as is reduces the likelihood of collisions between vehicles

and cyclists. This option also reduces the carriageway width to 6.5m which will reduce the vehicular

speed through the study area and in turn improving the road safety.

Economy:

The proposed option is more cost beneficial than the other options considered as it requires less

toucan crossings than the other options. It also limits major construction activity to one side of the

carriageway which also has benefits in terms of traffic management.

Accessibility & Social Inclusion (Pedestrians, Cyclists and Public Transport):


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The proposed option improves the accessibility of the study area. The introduction of shared-use

paths will encourage more pedestrians and cyclists in the area. This option has a more favourable

score on this criterion than option A1 as the majority of origin and destination points are currentlylocated on the northern side of the existing carriageway. By providing the scheme on the northern side

of the carriageway rather than the southern side, it improves the permeability and attractiveness of

the scheme.

Accessibility & Social Inclusion (Vehicles):

The proposed option has a neutral effect on the study area as a functioning route for vehicles.

Although this option reduces the carriageway width on the L3004, a carriageway width of 6.5m can

still be provided.

Integration:

This option integrates with other cycle schemes in the area at suitable connection locations. This

option also integrates with major journey origin and destination points such as residential zones,

industrial zones and train stations.

The proposed route also integrates with existing cycle infrastructure in the residential areas inCarrigtwohill.

Environment:

The proposed scheme will encourage more sustainable transport in the area, reducing the number of

journeys undertaken by private vehicles. This in turn decreases the amount of harmful emissions

being released into the atmosphere. Refer to the EIA and AA Screening for further information on the

environmental impact.


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7. Land Use

7.1 IntroductionMost of the scheme will be constructed within the existing road boundary however there are a number

of pinch points where land acquisition will be required. The full extent of land acquisition will be

determined during the detailed design phase of the project.

7.2 Summary of Impact on Land UseBelow is a summary of the main locations where land acquisition will be required to develop the

proposed scheme.

7.2.1 Glounthaune Industrial Park

Land acquisition will be required in the Glounthaune Industrial Park to facilitate the shared use path

passing through the Industrial Park. The proposed route passes through the industrial estate as there

isn’t the available carriageway width at this location to construct the cycle path through the junction.

7.2.2 Aldi Carrigtwohill

Land use will be affected at Aldi in Carrigtwohill to take the shared use path through the existing area

in-front of the ALDI supermarket.

7.2.3 IDA Carrigtwohill Business and Development Park

The existing pedestrian path adjacent to the Cobh Cross Roundabout will need to be widened to 4m.

Land acquisition from the IDA Carrigtwohill Business and Development Park will be required to widenthe existing path.

7.2.4 Castlelake Residential Development

The cycle route will pass through the Caste lake Residential Development which is currently subject

to a planning application. Consultation will be required with the Developer to progress the scheme

through this development.

7.2.5 Dunkettle Interchange Scheme

The proposed scheme ties into the Dunkettle Interchange Project at Bury’s Bridge. Consultation will

be required with TII to develop a suitable tie in between both the schemes at Bury’s Bridge.

7.2.6 Bridge Spanning Cork to Midleton Railway Line

There will be impact on the agricultural land adjacent to the new pedestrian and cycle bridge over the

railway line. A detailed bridge design assessment will need to be undertaken to determine the

optimum bridge type and location. Further consultation with Irish Rail and the relevant land owners isrequired during the design process.


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An additional route connecting the pedestrian and cycle bridge with the land to the north of the railway

line at the Carrigtwohill Industrial Estate will also need land acquisition through the same agricultural

land.


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8. Preferred Scheme Overview

8.1 Description of the Proposed DevelopmentA detailed breakdown of the proposed project is as follows:

8.1.1 Section 1: Start – Chainage 1000m (DWG No. SK-1101 – SK-1102)

The first section will consist of a reduction in the existing carriageway width from approx. 10.5m to a

varying width of 6m & 6.5m (location dependent). This will allow for the construction of a 3m shared

pedestrian & cycle path with a 1m separation strip between the carriageway and shared use path. The

shared use path will be located on the northern side of the carriageway. A verge will be maintained on

the southern side of the carriageway.

An outer gateway feature is located at chainage 150m and an inner gateway feature will be located at

chainage 925m on approach to Island Gate from the West.

8.1.2 Section 2: Chainage 1000m – 1250m (DWG No. SK1102)

The next section involves the reallocation of carriageway space at Island Gate rather than significant

removal of verge area. The carriageway is to be reduced to 6m wide and a shared use path of 3m is

to be constructed. A separation strip is to be provided between chainage 1150m – 1250m. The width

of which is varied and will constructed from the existing space between carriageway and shared use

path. A raised table is to be constructed across the Factory Hill Junction between chainage 1200m &

1250m.

A total of 10 new formalised parking spaces and a new shared use path are to be constructed along

the southern side of the road. The southern path will extend from chainage 1000m to 1200m.


Between chainage 1250m & 1500m the shared use path and separation strip are 3m and 1m widerespectively. Both the shared use path and separation strip will be constructed by reducing the

existing carriageway from 10.5m to 6.5m.

An inner gateway feature will in the located at chainage 1325m on approach to Island Gate from the

East.


The proposed new shared use path will go offline between chainage 1500m & 1950m where the width

of the shared use path will increase from 3m to 4m. Land Acquisition and the construction of a

retaining will be required for the implementation of a shared use path at this location.

8.1.5 Section 5: Chainage 1950m – 2950m (DWG No. SK1104 – SK1105)

The shared use path returns to the edge of the carriageway at chainage 1950m and the width isreduced to 3m, this will include the re-introduction of a 1m separation strip.


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An inner gateway feature will be located at chainage 2925m on approach to Glounthaune from the

west.


The carriageway will reduce from 6.5m to 6m through Glounthaune Village. Parking will be formalised

on the southern side of the carriageway between chainage 2950m & 3000m. Bus stops will also be

provided between the aforementioned chainages on both sides of the carriageway. A raised table

crossing will be constructed at the Glounthaune Hill Junction between chainage 3050m & 3100m.

Parking is to be formalised the northern side of the carriageway between chainage 3100m & 3300m

and on the southern side of the carriageway between chainage 3300m & 3550m.

The car park at Fitzpatrick’s shop and Waterside Apartments is to be formalised and a controlledpedestrian crossing is to be provided to connect Fitzpatrick’s shop with the new formalised parking on

the southern side of the carriageway.

An inner gateway feature will be located at chainage 3550m on approach to Glounthaune from the

east.


The carriageway will increase from the previous section from 6m to 6.5m. The shared use path will

remain at a minimum of 3m and widen to 4m at chainage 3800m on the northern side of the

carriageway. A toucan crossing will be provided at chainage 3800m to connect the new shared use

path to Glounthaune Train Station on the southern side of the carriageway.

Parking on the southern side of the carriageway between chainage 3850m & 4150m is to be

formalised and a footway is to be constructed to connect the parking spaces to the train station

entrance.

The internal car park for the train station is also to be expanded to provide an additional 57 parking

spaces.


The existing carriageway width varies between 13m & 18m and is reduced to 6.5m. This allows for the

provision of a 4m shared use path and a 1m verge on the northern side of the carriageway.

An inner gateway feature will be located at chainage 5100m on approach to The Elm Tree from the

west.


At the Elm Tree Restaurant, the carriageway is reduced to 6m, or 9m where a right turn lane is

provided for accessing the Elm Tree. A 4m shared use path runs adjacent to the carriageway on the


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northern side of the carriageway. Formalised car parking is provided on the southern side of the

carriageway with a controlled pedestrian crossing connecting the parking to the Elm Tree.

An outer gateway feature will be located at chainage 5425m on approach to The Elm Tree from the

east.


The next section consists of an offline 4m wide shared use path that will extend from chainage 5450mto 5600m. This will run parallel to the existing road on the northern side until it reaches the existing

railway line.

8.1.11 Section 11: Chainage 0m – 498m (Link to Future Development) (DWG No.SK1110 – SK1111)

The next section consists of an offline 4m wide shared use path which will link to potential future

development. The path will divert from the main path at Ch 5520m and is approx. 500m in length. This

will run parallel to the existing road on the railway line and the Killacloyne stream until it connects to

the road adjacent to the IDA Industrial Development.


The next section consists of an offline 4m wide shared use path that will require a new bridge over the

Cork to Midleton railway line and the Killacloyne stream. The proposed bridge will run parallel to the

existing road bridge. There is insufficient road width on the existing bridge to provide adequate cycle

facilities.


The next section consists of an offline 4m wide shared use path that will extend from chainage 5700mto 5950m. This will run parallel to the existing road on the northern side until it reaches Killacloyne

Crossroads.

An outer gateway will be located at chainage 5800m.


A raised level crossing is to be constructed at the Killacloyne Crossroads to tie into previous section.

Chainage 5950m – 7750m will comprise of upgrades to the existing pathways, which will result in an

expansion of the pathway width to 4m. These upgrades will allow for shared use between pedestrians

and cyclists and a varying with separation strip will provide a barrier between the carriageway and the

shared use path. Raised table crossings will be constructed between chainage 7300m & 7350m,

7540m & 7500m. A structure will be required to span the ‘Unnamed Stream’ at Ch 5950 highlighted in

Figure 1. The path also crosses Tibbotstown watercourse at Ch 7250. The watercourse passes underthe existing carriageway and footpath at this location. No new structure will be required.


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8.1.15 Section 15: Chainage 7750m – End (DWG No. SK1115 – SK1118)

From the junction at chainage 7750m the project connects to the existing and proposed cycle laneswithin Castlelake Residential Development. 1.75m cycle lanes will be provided on either side of the

carriageway within the residential development connecting the project with the residential

development, a future Education campus with the residential development and Carrigtwohill Train

Station at the North Eastern side of the development.

The cycle paths at either side of the carriageway at Ch8200 pass over the Anngrove stream. These

cycle paths are already constructed, and the stream passes under the carriageway and cycle.


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8.2 ConclusionThe Bury’s Bridge to Carrigtwohill Cycle Route presents a unique opportunity to provide the primary

connection for sustainable transport between East Cork, Little Island and towards Cork City. The

scheme will improve safety (primarily be reducing vehicular speeds) and enhance the quality of

service for walking and cycling. This aligns with the Cork Cycle Network Plan which identifies the

L3004 as an Inter Urban Route (IU-1) connecting Burys Bridge to Midleton.

The current carriageway is approximately 7.5m wide with hard shoulders. The scheme involves

reducing the carriageway to 6.5m and providing a 3m shared use path on the northern side which will

be separated by 1m from vehicular traffic. In locations were pedestrian activity is higher the

carriageway will reduce to 6m, the separation strip will drop, and the shared use path will widen to4m. The separation strip will be landscaped, and the carriageway edge will be defined. The

justification for the shared use path on the northern side is the origins and destinations are

predominately located on this side. Connectivity to the rail line on the southern side of the

carriageway will be facilitated with appropriate crossing facilities.

The scheme proposes introducing landscaped gateway features to define outer and inner gateways in

accordance with the principals defined in the Design Manual for Urban Roads and Streets Transitions

Zones and Gateways. The benefits of the scheme include accessibility, connectivity, health and

safety, which are outlined below.

8.2.1 Accessibility and Connectivity

The proposed scheme will improve the accessibility of Glounthaune, Little Island and Carrigtwohill.

The scheme will also provide enhanced connectivity to Glanmire and Cork City by integrating withseparate planned schemes in the area. Bus stops along the route will be upgraded providing

improved shelters and bus stops. Cycle parking will be provided at destination points such as

Glounthaune Train Station, Little Island Train Station, Carrigtwohill Train Station, Island Gate,

Glounthaune Village, Aldi Carrigtwohill, Fitzpatricks Foodstore and The Elm Tree

8.2.2 Health

By providing the infrastructure to connect these locations it will increase the attractiveness for walkingand cycling in and between the towns and villages. The scheme will connect residential areas,

employment zones, schools and public transport in Glounthaune, Little Island and Carrigtwohill

thereby enhancing the attractiveness of active travel modes.

8.2.3 Road Safety

By reducing the existing carriageway width, reducing corner radii along the scheme and formalising

parking arrangements at key locations the scheme will reduce vehicular speeds and make the L3004

a safer road for all road users.


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Signalised crossing facilities are included at several locations along the route. These facilities will

reduce vehicular speed and accommodate pedestrians and cyclists who are seeking to access the

public transport, employment, residential, retail and other facilities along the route.

The introduction of gateway features on approach to villages along the road will encourage lower

speeds through the village settings along the route.


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