Appendix H

H1 Bus Stop Review

Methodology
H2 Bus Stop
Review Analysis
Appendix H1
Bus Stop Review
Methodology
Bus Stop Review

Bus Stop Review Methodology (REV 3)

Project name Date Prepared by
Bus Connects Core Bus 21 June 2020 Joe Seymour - AECOM
Corridor

1.0 Introduction
The location and design of bus stops will be critical to the success of the operation of BusConnects
Dublin. Bus stop catchment areas and safety will need to be maximised, the size of the stop needs
to be sufficient to meet the expected passenger and bus demand, and the bus stop itself must not
become a bottle neck to the operation of the corridor. This methodology outlines how each corridor
shall be assessed so as the location and operation of bus stops can be optimised.

This Note does not relate to the physical layout of the bus stops which is addressed in Chapter 11
of the Preliminary Design Guidance Booklet, although spatial considerations are discussed in section
5.4. Standard details for bus stop layouts are to be included in the next draft of the Design Guidance
Booklet.

It is important to note that existing bus stops located along the Core Bus Corridors will have
been subject to considerable thought by Bus Operators, An Garda Siochana, and the Local
Authority. For this reason, it is imperative that each location is closely examined before it is
considered for relocation or removal.

For avoidance of doubt this manual assumes the standard bus is a twin axle double decker
bus (10 to 11m in length) with a front and middle doors. Other vehicles, such as 3-axle double
decker, are in use by Dublin Bus and should be considered when undertaking the Geometric
Design.

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Figure 1.2 Standard Bus being used on the CBC’s.

Figure 1.3 Standard Transport for Ireland Bus Specifications.

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Considerations for Bus Stop Locations

The basic criteria for consideration when locating a bus stop:

 Driver and waiting passengers are clearly visible to each other;

 Located close to key local facilities;
 Located close to main junctions without affecting road safety or junction operation;
 Located to minimise walking distance between interchange stops;
 Where there is space for a bus shelter;
 Located in pairs, ‘Tail to tail’ on opposite sides of the road;
 Close to (and on exit side of) pedestrian crossings;
 Away from sites likely to be obstructed; and
 Adequate footway width.

Principals of Bus Stop on high capacity Bus Systems.

The Core Bus Network Report (2015) noted that the distances between bus stops influences the
efficiency of the bus network. In general, the lower the distances between stops along a corridor, the
higher the delay that is incurred for buses. This delay is caused through acceleration and
deceleration and delays associated with pulling in and out of bus stops with some estimates
suggesting that stopping at bus stops makes up in excess of 20% of the journey times along the
QBC corridors. International literature on bus stop spacing recommends a distance of 300 to 500m
(NTA Report on Core Bus Network Infrastructure Network, February 2015) between stops in
suburban areas is optimum, whereas in Dublin many routes have bus stops located at far lower
spacing. The Core Bus Network Report concluded that increasing spacing between bus stops was
part of the solution to reduce delays along the corridors.

The following indicates where delay materialises when accessing bus stops.

Table 1.1 Sources of Bus Delay associated with Bus Stops (TCQoSM, TRB)

1 Deceleration

Time spent slowing to serve the stop.

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2 Bus stop failure

Waiting for other buses to clear the stop

3 Boarding lost time

Waiting for passengers to reach the bus

4 Passenger service time (dwell time)

Opening the doors, boarding and alighting

passengers, and closing the doors

5 Traffic signal (traffic control) delay

Waiting for the signal to turn green,

or other traffic control delay

6 Re-entry delay

Waiting for a gap in traffic

7 Acceleration

Time spent getting back up to speed

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Boarding of passengers, layout of stations are not being examined as they are either not relevant in
this case or dealt with elsewhere as part of the overall BusConnects Programme.

The acceleration and deceleration will be similar at all stops and clearly the overall impact is
dependent on the number of bus stops along a route; this will be dealt with by examining the number
of bus stops along a corridor.

Bus Stop failure is linked to the amount of time buses are stopped and the frequency of buses along
the route and has a significant impact on the overall corridor capacity and efficiency, particularly
where non stopping buses are present (Express or Regional Buses). A situation where a bus arrives
at a bus stop to find all loading areas full:

 The bus must wait until space becomes available;

 Slows down the bus and creates schedule reliability issues; and

 Delay can also increase further as bus bunching occurs and bus dwell and traffic control
delay times will increase.

The proximity of a bus stop to signalised junctions has an impact on bus speeds with far-side stops
having the least negative impact on speed and capacity, and also favored as passengers cross the
road behind the bus which increases safety.

Figure 1.4 Typical Location of Bus Stops.

Ability to overtake slower buses is an important parameter where the route is made up of both
express (rarely stopping) and slower (stopping at all stops) buses. For example, on the N11 QBC
lay-bys (or passing lanes) were introduced after the original QBC was built to increase the capacity
and allow express buses to pass the slower vehicles. On some of the BusConnects schemes this
will need to be considered particularly on those routes that include regional and intercity services.

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Figure 1.5 Stillorgan QBC with high bus flows and no bus laybys resulted in bus bunching/
platooning; bus lay-by’s provided at key locations to allow express buses to pass slower buses.
(Source: Google Maps)

Figure 1.6 A typical bus lay-by adjacent to a bus lane; note concrete surface for additional
durability.

Consideration should also be given to locations where coaches stop along the Corridors, particularly
those serving the airport which could require longer dwell time to allow passengers to load/unload
their luggage. In these cases, a layby separate to the CBC Bus Stop maybe desirable (Figure 1.7).

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Figure 1.7 Double Bus Stop (in-line for BusConnects routes) concept for locations with buses
requiring different dwell times.

Figure 1.8 Multiple bus operators may be using bus stops along the Corridors.

In general, most bus stops along corridors will be in-line (bus stops within the bus lane), as a result
re-entry delays will not impact the operation of buses. However, on busier corridors where lay-bys
are used re-entry may delay buses. ED’s need to consider the flow of buses and taxis passing lay-
by’s, and where there is increased risk of delay additional measures may be required to generate

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gaps in traffic (far-side) or the installation of a yellow box to allow buses to renter the traffic queue
(near-side).

Pedestrian accessibility
Another important aspect of bus stop positioning is proximity to pedestrian crossings. Failure to
provide high quality pedestrian facilities on the pedestrian desire line may lead to a higher accident
risk associated with a bus stop. Therefore, designers need to consider how passengers are going
to cross the road to get access to the stop, in general this will require bus stops to be located close
to safe crossing points.

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2.0 Methodology
This section outlines the process for examining each BusConnects Corridor and assessing and
reporting on the bus stops along each route. The flow chart summarises the process and this is
followed by a more detailed description of the tasks to be undertaken.

Obtain Background Information Bus Stop Catchment Analysis

• Bus Stop Number to be collated • Develop accessibility isochrones around

• Existing Bus Stop Demand the DRAFT PRO bus stops.
• Proposed Bus Stop Demand • Identify opportunities to increase
• Proposed Bus Numbers catchment through permeability
• Navteq Mapping opportunities.

Review Bus Stop Locations Review Locations relative to

• Review Public Consultation Revised Bus Network
Submissions. • Bus Stops for buses entering and
• Spacing of bus stops optimised. exiting the Spine.
• Spatial considerations for geometric • Interchange between Radial and
layout. Orbital routes considered.
• Distance from controlled pedestrian • Review Pedestrian routing between
crossing. bus Interchange Bus Stops.
• Impact on adjacent Junction minimised.

Bus Stop Capacity Revisit Catchment Analysis

Consider the capacity of the proposed bus • Re-run Catchment Analysis based on
stops to cater for the projected bus the the optimised bus stop locations.
numbers.

Figure 2.1 Flow Chart for proposed Bus Stop Review.

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3.0 Background Information

In order to undertake the review of the bus stops along each corridor background information must
be gathered. The following section outlines this information and how to obtain it.

Table 3.1 Information to be gathered to undertake the Bus Stop Review

Item Description Location/Contact
Bus Stop Bus Stop Numbers can be obtained from a number of online https://www.transportforir
Number sources. eland.ie/plan-a-journey/

Existing Estimated boarding and alighting figures are available from NTA Business
Bus Stop NTA Business Intelligence Unit. Intelligence Unit
Demand
Using Leap Card Data and Machine Learning the NTA has
recently developed a tool for estimating where passengers
are alighting buses along each route. The format that this
will be available in is currently under development.
This information can include details on use of Free Travel
Pass which may help in identifying locations which are a
higher priority for the elderly and those with accessibility
issues.
Proposed Obtain future passenger demand for each corridor, this will TIAR Consultant
Bus Stop come from the ERM. This will not be linked to specific bus
Demand stops, but zonal. The bus stop demand will then be linked
to bus stops by using the existing bus stop data and
factoring up existing boarding and alighting figures.
Proposed The number of buses on each corridor is available from the Confirm that the numbers
Bus BusConnects Network Redesign Team. This information provided are the revised
Numbers has already been issued to each ED. It is the ED’s network data.
responsibility to confirm that these figures are correct at this
time.
Navteq The GIS Mapping is required to understand permeability in NTA to issue mapping to
Mapping the area surrounding bus stops. NTA has this information all teams.
and will provide it to each ED. Note that this base data will
need to be reviewed thoroughly as from experience there
will be many permeability routes that are missing.

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4.0 Bus Stop Catchment Analysis

Bus stop passenger catchment areas are critically important to the success of a high-quality bus
corridor. The catchment at each bus stop needs to be maximised so as each stopping movement
collects sufficient passengers to justify the loss in journey speed; a bus stopping at each bus stop
to pick up one passenger will result in a very slow journey time, the ideal scenario is to stop less
often and collect more passengers at each stop. Clearly too few bus stops could also be detrimental
to the success of the scheme. To assess if bus stops are optimally spaced to maximise the passenger
catchment area it is recommended that a catchment analysis using the NTA Navteq data(or similar
process) is undertaken.

Figure 4.1 Passenger catchment analysis for a bus stop indicating the existing and possible
catchment areas assuming permeability improvements can be undertaken.

Figure 4.1 indicates the area that is within a standard walking distance of a bus stop (400m for
BusConnects CBC’s) based on the actual walking distance rather than “as crow flies” analysis which
can be misleading particularly where there are long sections of blank, inaccessible, wall along

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corridors. The number of people living within this area can be obtained from GeoDirectory data. In
addition, permeability solutions can be identified and the impact of making these changes can be
quickly assessed in terms of increased catchment area. The process of undertaking this analysis is
outlined below:

Task 1: Enhancing the Navteq network using OpenStreetMap to add footpaths, greenways,
cut throughs which are accessible to most people, paths over greens or parks, etc., this is
required as the network supplied by the NTA is a primarily a driving network not a pedestrian
network.

To do this you will add walk links extracted from OpenStreetMap’s data clearly coding these
into the Navteq supplied by the NTA. Google Streetview should be used as a check to ensure
any link added to the Navteq exist on the ground and are accessible to all. Informal walk links
should not be added at this stage.

Figure 4.2 Example of permeability link missing from Navteq mapping on Tallaght/Clondalkin
Cor Bus Corridor.

Task 2: Once the Navteq has been enhanced to the required level to capture all major
pedestrian movement within bus stop catchment areas, catchment analysis shall be run for
the proposed and existing bus stops. Using the Network Analyst Extension in ArcGIS
generating 400m and 800m walking bands to reflect 5 and 10-minute walking catchments of
bus stops.

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Figure 4.3 Example of catchment analysis run for all bus stops in Naas

Task 3: Production of catchment tables identifying number of households using Geo

Directory or population estimate using census 2016 and Geo Directory to apportion sections
of Census Small Area within 400m and 800m catchments of each bus stop. Catchments will
be non-overlapping to avoid double counting between stops along the same alignment.

Task 4: Maps will be generated for each stop along each of the alignment, or stops can be
grouped together to reflect particular study areas. Maps can be generated in any particular
format to match the theme of previous reports (EPR Reports).

Task 5: Quality Assurance and Checking of catchments is critical as missing, or additional,

links will be easily identified by the public and could discredit the analysis if there are errors.

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Having developed a detailed understanding of the catchment areas consideration should then be
given to how the catchments can be widened through identification of permeability opportunities
along the corridors. Permeability describes the extent to which an urban area permits the movement
of people by walking or cycling. Such an approach is known as “filtered permeability”. Barriers to
filtered permeability can include:

 Boundary walls around estates and within residential areas that prevent movement along
natural desire lines, being usually the shortest and most direct route connecting two points;

 Cul-de-sacs which prohibit through movement;

 Poorly designed linkages that are difficult or unattractive to use; and

 Connections which require much longer travel distances than direct linkages.

The NTA Permeability Best Practise Guide should be followed for the
identification and assessment of these opportunities. Careful consideration
should be given to whether or not these proposals should form part of the Bus
Connects scheme or if they should be identified to the Local Authority for
actioning. Only those linkages that are directly linked to the corridor should be
considered as part of this application.

An example from the Clongriffin to City Centre CBC can be seen in Figure 4.4
where a very large housing estate which is located immediately adjacent to
the proposed bus corridor has a continuous boundary wall that runs for over
800m preventing easy access to the bus routes and requiring a walk of almost
1km to access the bus routes. Opening a pedestrian access on the boundary wall could create a
much shorter route to the buses and substantially increase the bus passenger catchment area.

Figure 4.4 Permeability option on the Malahide Road (Source: Google Maps).

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Figure 4.5 Boundary wall along Malahide Road (Corridor 1) where local residents have
opened up individual doors to access the existing QBC route.

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5.0 Review Bus Stop Locations

5.1 Public Consultation Feedback.

An important aspect of the bus stop review is to review feedback received from the general public in
relation to the position of an existing, or proposed, bus stop along the corridor. This may identify a
specific issue that the reviewer should be aware of before beginning the review. For example, the
relocation of a bus stop away from a destination for people with mobility impairments may not have
been identified during the preliminary design process and should now be considered. It is also
important to review these comments against commitments that may have been given during the “one
to one” meetings held during the initial, and subsequent, consultation stages.

Please note that some bus stops were relocated after the EPR public consultation as a result
of public consultation comments, if a bus stop is being considered for relocation please also
check whether it had been relocated previously by checking the EPR drawings and
discussing with the NTA IPO.

5.2 Usage of Bus Stops.

In order to help the reviewer, understand the passenger movements at a bus stop it is recommended
that the existing Boarding and Alighting Data is reviewed at this early stage and is used as an approxi
for future passenger movements. This will provide an indication of the numbers using a bus stop in
an area and would indicate the number of pedestrians movements having to be catered for. It will
also indicate those bus stop locations that are relatively lightly used and could be considered for
amalgamation with a nearby bus stop, relocation to a more convenient location, or removal
completely.

5.3 Spacing of Bus Stops.

The spacing of bus stops has a significant impact on the average speed of a bus corridor, clearly the
more times a bus stops the slower the overall journey time will be. A bus incurs a minimum of 15
seconds delay with each stop on an urban street just to decelerate, open and close the bus doors,
and accelerate back to speed (25 seconds on a busway). Table 5.1 uses information extracted from
the Transit Capacity and Quality of Service Manual (TRB) and indicates the estimated average speed
on an 80kph busway. This clearly indicates that bus stop spacing, and dwell time have a large impact
on average speed on bus corridors.

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Table 5.1 Average Bus Speed (km/h) in Bus Priority Corridors, 80km/h running speed.
Average Dwell Time (s)
Average Stop Spacing (km) 0 15 30 45 60
0.8 50 37 32 27 24
1.6 61 51 45 40 37
2.4 68 58 53 48 45

For BusConnects it is proposed that bus stops should be spaced approximately 400m apart on
typical suburban sections of the route, dropping to approximately 250m in urban centres (CIHT
Buses in Urban Developments, January 2018). This spacing should be seen as a recommended
spacing rather than an absolute minimum spacing.

The ability to increase stop spacing depends in part on the quality of the pedestrian connectivity in
the area and also the availability of safe crossing points in the vicinity of the proposed bus stop. It
may also depend on the characteristics of the passengers using the stop, e.g. persons with limited
mobility may find it difficult to walk to the next stop. It is therefore recommended that for locations
that may generate high number of elderly or mobility impaired bus passengers (health facilities, local
businesses) consideration should be given to locating the bus stop within 100m of the location if
spatial considerations permit.

5.4 Spatial considerations for geometric layout.

The provision of high-quality bus stop infrastructure that is customer orientated is considered an
essential part of the BusConnects offering, including:

 Being fully accessible for all bus passengers;

 Having a bus shelter for waiting passengers;

 Having both timetable and real time passenger information (RTPI) available to passengers;

 Having sufficient footpath space to allow the free movement of pedestrians passed the bus
stop;

 Continuous cycle lane past the bus stop; and

 Provision of Cycle Parking at, or close to, the bus stop.

All of which requires significant space along the already congested radial routes that the Core Bus
Corridors run along. Therefore, an important aspect of locating bus stops is identifying locations that
have sufficient space to accommodate all, or most, of these elements.

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The BusConnects Design Guide suggests that an Island Bus Stop (Figure 34) is the preferred bus
stop option to be used as standard on the CBC project where space constraints allow. The minimum
footpath width within which an island bus stop can be implemented is 5.4m (1.8m footpath +
1.2m cycle track + 2.4m island with shelter). This option assumes a shelter with half bay end panels.
Should full panels (as seen on Figure 5.2) be required the width requirement will increase to
approximately 6.3m.

Figure 5.1 Typical Island Bus Stop Arrangement (Bus Connects Design Guideline).

Figure 5.2 Standard 3 Bay Reliance Mark Shelter with full width advertising panel.

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Figure 5.3 Standard layout for a 3 Bay Reliance Mark Shelter with full width advertising panel and
cycle lane to the rear (note cycle lane width is to be determined by designers).

For locations where space is constrained an option consisting of a shared bus stop landing zone can
be considered. This option is indicated in Figure 5.4 and should only be considered on a case-by-
case basis to ensure suitability with particular attention paid to the volume of cyclists and volumes of
boarding and alighting passengers. Using the narrowest non-standard bus shelter this would
require a minimum width of approximately 4.0m (1.9m footpath with shelter + 1.2m cycle track +
0.75m island).

Figure 5.4 Shared Bus Stop Landing Zone Arrangement (Bus Connects Design Guideline).

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Figure 5.5 Cantilever narrow roof Bus Shelter

It is important that ED’s do not immediately choose the minimum sized shelter as this will impact on
the weather protection provided to bus passengers and potentially advertising revenue share
received by the NTA. Where there are a substantial number of bus stops using the nonstandard bus
shelter it is recommended that the NTA IPO are consulted prior to finalising the proposals.

Providing cycle parking at bus stops has the potential to increase the catchment area of a bus
corridor by providing a safe place for cyclists to secure their bike for the duration of their trip. ED’s
should look to provide cycle parking at all bus stops along the BusConnects Corridors where space
permits. The minimum provision is 3 Sheffield Stands (accommodating 6 bicycles) in the vicinity
of a bus stop. Where larger numbers of cyclists can be expected consideration should be given to
providing a larger covered area of approximately 10 Sheffield Stands (accommodating 20 bicycles).

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Figure 5.6 Sheffield Bicycle Stands provided at a Bus Stop on the N11.

Figure 5.7 Covered Sheffield Bicycle Stands provided at a Bus Stop on the N11.

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5.4 Distance from controlled pedestrian crossing.

Pedestrians by their nature often take the quickest route to their destination rather than the safest
route, particularly if they feel the safety risk is low. This results in bus passengers leaving buses
stepping out in front of, or behind, buses and crossing the road in a hazardous manner. The
placement of bus stops near safe pedestrian crossing points is therefore a critical aspect of bus stop
design. Providing a bus stop where there is no, or an indirect, pedestrian crossing will lead to
“jaywalking” and pedestrians making higher risk movements.

There are many examples of bus stop located immediately outside a pedestrian opening into a
housing estate which makes it easy for passengers to access the bus stop in the morning, however
on the return journey the passenger can often be isolated on the other side of the road with no safe
crossing point available. While this may be satisfactory on some roads, it may not be on others, and
how is a person with a mobility impairment to cross a busy radial route? All bus stops along the
CBC’s should be located within a short distance of a controlled crossing point.

The optimum location to locate a bus stop is adjacent to junctions which have signalised pedestrian
crossings provided on all desire lines. Much research has been undertaken in relation to the optimum
location for a bus stop adjacent to a junction, either before (near-side) or after a junction (far-side),
while there are advantages and disadvantages of both, all guidance recommends that locating the
bus stop on the far-side of a junction is the optimum solution. While this may be theoptimum
location in terms of the operation of a corridor a near-side bus stop may still be appropriatewhen
spatial constraints, routing, or distance from junction are considered.

Figure 5.8 indicates various locations for bus stops at junctions with particular consideration for
interchange between Spine and Orbital Core Bus Corridors. This indicates that all options which
require passengers to interchange will require passengers to cross at least one arm of a junction (on
average over both legs of their journey), emphasizing the importance of locating bus stops at
junctions and providing controlled crossings on all desire lines between interchanging bus stops.

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Figure 5.8 Bus stop locations and passenger interchange routes between them.

The DfT document Inclusive Mobility (2005) suggests recommended distance limits without rest for
various Mobility Impaired Groups that ranges from 50 to 150m, which limits the distance between
interchanging bus stops significantly. It is therefore recommended that the distance between the key
interchange bus stops is limited to approximately 100m walking distance where possible to enable
all impaired groups to be able to interchange, consideration must be given to providing a rest spots at
approximately 50m between the bus stops to cater for those that will not make this distance without
a rest.

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Figure 5.9 Pedestrians using sticks have a limited range of 50m before needing a rest.

For mid-block (between junctions) bus stops it is important that consideration is given to the location
of a safe crossing point. It is recommended that a signalised crossing is located in close proximity to
these stops to allow all passengers to cross the road safely. It is also recommended that bus stops
are positioned upstream of this crossing to avoid buses blocking visibility to the crossing and that
passengers walk to the back of the bus where they are more visible to oncoming traffic.

Figure 5.10 Mid-block bus stop optimum layout.

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5.5 Impact on Adjacent Junction.

Locating bus stops close to junctions is optimum for pedestrian connectivity and safety, however it
clearly can impact on the capacity of a junction and may result in increased congestion. Designers
will need to review the location of the bus stops in order to minimise the impact on the operation and
capacity of the junctions; things to consider include:

 Distance from the far-side bus stop to the junction. Buses will be running at headways of
approximately 2 minutes at peaks on some corridors, while every effort will be made to avoid
bunching it is likely that buses will end up meeting each other as they wait for a green signal.
As a result, it is important that sufficient space for a bus to wait behind a stopped bus is
provided at all junctions. Importantly this offset should start beyond the pedestrian crossing
point in order to avoid blocking the crossing. Table 2.2 provides guidance on offset distance
from key features.

 For near-side bus stops it is important that the location is reviewed in the context of visibility
to the traffic signals for general traffic (bus, or the bus stop infrastructure, impacting on
visibility to primary traffic signals) and also interaction with left turning traffic. Reference
DMRB DN-GEO-03044 and DTTaS Traffic Signs Manual Chapter 9.

 Where a bus is joining a Spine from a side road it is important that the bus stops are fully
accessible by the turning vehicle and sufficient space is provided to allow the bus to pull in
flush with the bus stop so as the gap between the kerb and the bus is minimised (both doors).
It is also important to ensure that the manoeuvring bus does not require the bus to sweep
over the kerb line.

Figure 5.11 Tracking of a turning bus entering a bus stop.

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Figure 5.12 Having buses flush with the bus stop is important to allow the ramp to lower correctly,
but also to speed up the boarding and alighting of all passengers as gaps slow this down.

Table 5.2 Indicative Distances of Features from Bus Stops

(DRAFT NTA Bus Stop Design Guidance)

Feature Distance (m) to bus stop sign

Prior to isolated pedestrian crossing signals or 18m
Zebra
After pedestrian crossing signals or Zebra 10m + bus length*
Prior to signalised junction 20-30m
After signalised junction 20m + bus length*
Prior to or after a side road 20m
After a side road 10m + bus length*
Prior to a roundabout (no diverge) 20-30m
After a roundabout (no merge) 20m + bus length*
*the bus length should be the longest bus using the stop

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6.0 Review Locations relative to Revised Bus Network

The revised BusConnects Network is based on the Connective Network Principle which will rely on
some interchange between routes to reduce journey times across the City. This Interchange will
primarily occur in the City Centre where the spines overlap rather than along the Spines. However,
some interchange will occur between the High Frequency Spines and the Frequent Orbital routes
and also between the routes before Branches peel off the spine. Seamless interchange between
these bus routes will be critical for the successful operation of this system.

Figure 6.1 Simplified diagram of spines and frequent orbitals in the proposed network

The latest maps need to be obtained by each ED from the NTA IPO. In addition, the ED’s can make
use of the NTA’s Remix system, which is an on-line route and stop information system for the
proposed bus network.

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6.1 Buses entering and exiting the Spine.

For buses entering and exiting the Spine, consideration should be given to how passengers may
switch from one branch to another branch route. While this can happen anywhere along the Spine
it will most regularly occur at the last stop before the branch route peels off the Spine. An existing
example of this can be seen at Foxrock Church where two high frequency routes (46A/145) deviate
at this point. At the last stop before the 46A deviates to Kill Avenue significant numbers switch from
one route to the other.

Figure 6.2 Foxrock Church Bus Stop on the N11 QBC

For the Core Bus Corridors consideration should be given to the size and location of the stops before
branch routes leave the main Spine. The optimum location of stops at this location will allow all routes
to overlap prior to the junction thus removing the necessity for passengers to walk to anotherbus stop.

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Figure 6.3 Location of Bus Stops Immediately before Branch Route Peels Off Spine

6.2 Interchange between Radial and Orbital routes.

The movement of passengers from one corridor to another is critically important to make Dublin more
accessible by public transport. Making this interchange as easy as possible is thus critical to the
successful delivery of the BusConnects Programme. Figure 3.4 indicates two typical scenarios that
will arise on this project; the crossing movement (D/N4) and the overlapping movement (D/N2).

Figure 6.4 Two Different Scenarios for Interchange between orbital and radial corridors.

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The optimum solution, but the less likely one, is the overlapping of routes which will allow passengers
to leave one route and access another one via the same bus stop (or the opposite pair) making it a
very easy interchange. For this option it is important that the designer considers the location of bus
stops in a similar manner to the previous section on peeling off of branch lines.

For the more common crossing of routes the location of the bus stops needs to be carefully
considered to minimise the distance passengers have to walk and to ensure there is a safe crossing
location to facilitate this movements. This was outlined in section 5.4. For locations where
interchange is expected it is recommended that the desirable maximum distance between the
interchanging bus stops is 100m, with rest stops provided at 50m for those with impairments that
restrict the maximum walking distance to below 100m.

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Bus Stop Review

7.0 Bus Stop Capacity

The capacity of bus stops is a complex and dependent on many variables which may constantly vary
throughout a typical peak hour. For this reason it is proposed to undertake a high level assessment
of bus stop capacity at this time and a more detailed assessment at a later stage when the
Microsimulation Models are available for each corridor which can include the interaction between
junctions and bus stops (potential bunching of buses), taxi numbers on the corridor, and the number
of express or stopping coaches. Information on the calculation of capacities is available in the TRB,
Transit Capacity and Quality of Service Manual, 3rd Edition and for complex locations it is
recommended that the designer review applicable sections of this document to gain an
understanding of the critical parameters.

7.1 Number of Bus Bays

The TFL Bus Stop Design Guidance states that bus stop capacity is a function of bus length, service
frequency, the number of serving routes and their average dwell time. The BusConnects Dublin
Corridors will generally carry between 15 to 20 buses per hour at peak times, which equates to a bus
every 3 minutes. Assuming a maximum dwell time of 1 minute it could be assumed that one bus stop
will be sufficient in most cases. However, the spine corridors will have multiple branches joining at
different points with buses running at different frequencies resulting in buses not running at a
constant headway. Figure 7.1 below indicates a bus arrival scenario from the TFL Bus Stop Design
Guideline which shows how buses may arrive at a stop. This shows the estimated volume of buses
at a single bus stop, depending on the frequency of the respective services. For example, Scenario
C shows that although there is a frequency of 26 buses per hour, the stop, would theoretically operate
well below capacity, however the arrival pattern of buses means that at times more than one bus will
be on the stop. For this reason, it would be recommended that this bus stopshould have sufficient
space to board and alight two buses at once.

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Bus Stop Review

Figure 7.1 Bus Arrival Pattern at a Bus Stop (Source: TFL Bus Stop Design Guidance)

Detail on the buses using each corridor can be obtained from the NTA Remix site (obtain access
from NTA IPO), or the frequency information from the BusConnects website. This can be used to
make an estimate of the number of bays required at a bus stop by generating scenarios for the stops
based on the headways for each route similar to Figure 7.1 above. These assessments will be
superseded on completion of the micro-simulation analysis of each route, for this reason it is
proposed to undertake this initial assessment based on the assumption that 2 bus bays will likely be
required where there are between 25 and 30 buses on the route. This would require a longer bus
cage that will accommodate two buses stopped simultaneously, approximately 24m in length (end
to end bus), with Kassel Kerbs provided over its length to assist passengers, particularly those with
a mobility impairment, to board and alight with ease from both buses.

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Bus Stop Review

Number of Bays at Where a Corridor is carrying approximately 25 to 30 buses or more per hour,
a Bus Stop consideration be given to lengthened the bus stop cage and kerbing to
provide space for 2 buses stopping simultaneously. Independent arrival and
departure is not required.

Figure 7.2 Where space permits double bus bay should be provided where more than one bus is
expected to arrive at a bus stop simultaneously (source: Google)

7.2 Passing Lanes

For corridors with large number of buses, particularly express buses that are not stopping at bus
stops it may be necessary to provide a passing lane, or to indent the bus stop in a lay-by, to allow
these faster moving buses to overtake the slower ones. This is likely to be particularly important on
high capacity corridors where Regional Buses are accessing the City Centre. The TIAR Consultant
has undertaken an initial assessment of this and have concluded that where the hourly bus
numbers exceed 40 the addition of a bus stop layby will help maintain bus capacity and reliability
along the corridor. The specific number for each corridor will be obtained from detailed
microsimulation analysis at a later date.
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Bus Stop Review

Requirements for Where a section of corridor is carrying approximately 40 to 50 buses or more

passing Lanes an hour, consideration should be given to providing passing lanes at bus
stops.

Figure 7.3 In-line bus stops on a heavily used bus corridor can lead to express, or non-stopping
buses, being delayed or making overtaking manoeuvres. (source: Dublin Bus Stuff).

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Bus Stop Review

8.0 Revisit Catchment Analysis

On completion of the review of bus stops along each corridor the catchment analysis for each corridor
should be undertaken. The process was detailed in Section 4.0. The analysis should be undertaken
and presented on a corridor basis with both Residential and Employment/Education population within
5 and 10 minutes presented.

Figure 8.1 Typical map of bus corridor catchment areas

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Bus Stop Review

8.1 Presentation of Review

For consistency it is recommended that this review is undertaken, and presented, on the PRO
drawings. High-level comments can be listed against each stop with distance between stops also
noted (Document 1).

Figure 8.2 Example Review of Bus Stop Locations (Source: ARUP, Rathfarnham CBC).

This document should then be followed by a recommended bus stop strategy (Document 2) for each
corridor indicating where bus stop are to be located and that all variables have been considered for
each stop. This should be in a similar drawing to the review drawing in Figure 8.2, but focused on
those stops that have been altered from the original PRO drawings. A summary table for each
corridor should be placed on the front drawing of the recommendations summarising the existing
and proposed bus stop strategy:

Corridor Name

Number of Existing Bus Stops Length (KM)

Existing Proposed Comment

Average Spacing of Bus Stops (m)

All stops located adjacent to a Y/N Y/N

controlled crossing?

Have all accessibility / spatial - Y/N

requirements and consultation
suggestion been accommodated?

Document 2 shall include a report providing specific details of each bus stop along a corridor and
detailing the results of the catchment analysis for the optimised bus stops.

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Appendix H2
Bus Stop Review
Analysis
Clongriffin to City Centre
Core Bus Corridor Scheme
Bus Stop Review

January 2022
 Bus Stop Summary, Clongriffin Scheme - Existing vs Proposed

Inbound
Existing Proposed
Distance between Stops Bus Stop No. / Distance between
No. Bus Stop No. Chainage No. Chainage
(meters) Location Stops (meters)
1 4563 A3375 N/A 1 4563 A3375 N/A
2 1218 A3675 300 2 1218 A3675 300
3 1270 A4100 425 3 1270 A4025 350
4 1272 A4600 500 4 New A4440 415
5 1201( 1273 GA) A4925 325 5 1272 A4790 350
6 1274 A5225 300 6 1274 A5225 435
7 1199 A5675 450 7 New A5475 250
8 1276 A5825 150 8 1276 A5805 330
9 1277 A6125 300 9 1277 A6125 320
10 1219 A6350 225 10 New A6575 450
11 1220 A6725 375 11 1221 A7025 450
12 1221 A7025 300 12 664 A7375 350
13 664 A7375 350 13 665 A7675 300
14 665 A7675 300 14 666 A7975 300
15 666 A7975 300 15 667 A8275 300
16 667 A8275 300 16 668 A8700 425
17 668 A8700 425 Average Distance: 355
Average Distance: 333

Outbound
Existing Proposed
Distance between Stops Bus Stop No. / Distance between
No. Bus Stop No. Chainage No. Chainage
(meters) Location Stops (meters)
1 1205 A3425 N/A 1 1205 A3550 N/A
2 6115 A3650 225 2 New A3925 375
3 1203 A4075 425 3 New A4375 450
4 1202 A4725 650 4 1202 A4820 445
5 1201 A4975 250 5 1201 A5100 280
6 4385 A5300 325 6 1200 A5525 425
7 1200 A5525 225 7 1199 A5775 250
8 1199 A5775 250 8 1198 A6175 400
9 1198 A6175 400 9 New A6500 325
10 1197 A6650 475 10 1196 A6950 450
11 1196 A6950 300 11 4382 A7375 425
12 4382 A7375 425 12 New A7800 425
13 672 A7575 200 13 671 A8000 200
14 671 A8000 425 14 New A8300 300
15 670 A8175 175 Average Distance: 365
16 669 A8500 325
Average Distance: 338
 Bus Stop Existing Boarding Alighting Boarding Alighting Demand (AM peak) 2028 Bus Lay-by or Onstreet
Proposal (Retained /
No. Direction Stop (Yes /
Removed / New)
No)
Name No. AM (08:00 - 09:00) AM (08:00 - 09:00) PM (17:00 - 18:00) PM (17:00 - 18:00) Services Passengers Existing Proposed

1 Clongriffin 6318 Yes Retained N/A N/A N/A N/A 13 17 onstreet onstreet

2 Grange Lodge Avenue 6319 Yes Removed onstreet N/A

3 Park Avenue 7246 Yes Retained/Relocated 0 0 0 0 16 31 onstreet onstreet

4 East of The Hole in the Wall Junction New No New New New New New 16 30 N/A onstreet
1 Clare Hall 4563 Yes Retained 21 18 13 29 17 1231 onstreet onstreet

2 Belcamp Lane 1218 Yes Retained 18 7 5 8 17 1231 onstreet onstreet

3 Newtown Road 1270 Yes Retained 25 6 9 12 16 1231 layby onstreet

4 Ayrefield Drive No New

5 Newtown Cottages 1272 Yes Retained 3 4 1 10 16 1231 layby onstreet

Inbound
6 Brookville Cresent 1201 Yes Removed 13 5 11 24 16 1231 onstreet onstreet

7 St Brendans Church 1274 Yes Retained 15 10 6 11 20 1917 layby onstreet

8 North of St. Brendan's Drive Junction New No New New New New New 20 2113 N/A onstreet

9 Mask Avenue 1199 Yes Removed onstreet

10 Mask Park 1276 Yes Retained 7 2 1 3 20 2113 onstreet onstreet
11 Mornington Grove 1277 Yes Retained 21 12 18 38 21 2113 onstreet onstreet
12 Danieli Road 1219 Yes Removed onstreet
13 South of Kilmore Rd Junction New No New New New New New 30 2618 N/A onstreet
Beaumont, Malahide Road (Killester
14 1220 Yes Removed onstreet
Avenue)
15 Mayfield Park 1221 Yes Retained 28 7 5 5 30 2618 onstreet onstreet
16 Donnycarney Church 664 Yes Retained 32 15 10 13 30 2847 layby onstreet
17 Casino Park 665 Yes Retained 10 8 3 11 30 2924 onstreet onstreet
18 Mount Temple School 666 Yes Retained 11 13 3 8 30 2981 layby onstreet
19 Marino, Malahide Road (Griffith Avenue) 667 Yes Retained 15 25 4 8 30 3250 onstreet onstreet
20 Marino Crescent Park 668 Yes Retained 23 16 0 0 30 3244 onstreet layby

Page 1 of 6 Clongriffing to City Centre Core Bus Corridor Bus Stop Location Review
 (I) Interchange Stop (i.e. Notes
Proposed Bus Stop Spacing of Bus Distance from Controlled Permeability Issue (II) If Yes, which Cycle Parking
Bus Stop stops both serving orbital Bus Shelter Proposed (e.g.
Capacity Stops (meters) Pedestrian Crossing (Yes / No) Services Proposed
No. Direction and radial routes) permeability
issues, land
Name No. of Bays (meters) (Yes / No) (With or Without Panel) constraints)

1 Clongriffin 1 Start of the Scheme 16 No No N/A tbc tbc

2 Grange Lodge Avenue tbc tbc

320 (pedestrian crossing

3 Park Avenue 1 385 No No N/A tbc tbc
required)

4 East of The Hole in the Wall Junction 1 285 53 No No N/A tbc tbc
Tie in to DCC
1 Clare Hall 2 70 No Yes D2 (Branch Route) tbc tbc
Scheme
D2 & D5(Branch
2 Belcamp Lane 1 265 7 No Yes tbc tbc
Route)
3 Newtown Road 1 320 7 No No N/A tbc tbc

4 Ayrefield Drive tbc tbc

Permeability
Issues: wall
5 Newtown Cottages 1 405 20 Yes No N/A tbc tbc
adjacent to the
bus stop
Permeability
Inbound Issues: wall
6 Brookville Cresent 1 325 45 Yes Yes D2 (Branch Route) tbc tbc
adjacent to the
bus stop
7 St Brendans Church 1 410 32 No Yes N8 (Orbital) tbc tbc
8 North of St. Brendan's Drive Junction 1 250 30 No No N/A tbc tbc

9 Mask Avenue tbc tbc

10 Mask Park 1 300 10 No No N/A tbc tbc
D4 & D5(Branch
11 Mornington Grove 1 315 58 No Yes tbc tbc
Route)
12 Danieli Road tbc tbc
13 South of Kilmore Rd Junction 1 430 24 No No N/A tbc tbc
Beaumont, Malahide Road (Killester
14 tbc tbc
Avenue)
15 Mayfield Park 1 420 15 No No N/A tbc tbc
16 Donnycarney Church 1 325 35 No Yes N4 (Orbital) tbc tbc
17 Casino Park 1 290 49 No No N/A tbc tbc
18 Mount Temple School 1 275 24 No No N/A tbc tbc
19 Marino, Malahide Road (Griffith Avenue) 1 290 17 No Yes N2 (Orbital) tbc tbc
20 Marino Crescent Park 1 395 14 No Yes N2 (Orbital) tbc tbc

Page 2 of 6 Clongriffing to City Centre Core Bus Corridor Bus Stop Location Review
 Bus Stop
No. Direction Design Rationale

Name

1 Clongriffin 1) Existing stop at the start of the corridor retained

1) Existing stop proposed to be removed due to proximity of the Clongriffin stop (less than 200m). The rationalisation of stops at this location will assist to
2 Grange Lodge Avenue
improve bus journey times at this location.
1) Existing stop proposed to be retained.
2) Stop shown in PC2 previously located immediately opposite Dermot Street. Stop location shown in PC2 has been marginally relocated to existing location to
3 Park Avenue
ensure stop is not located on top of ramp.
3) New pedestrian crossing shown on PC3 to enhance pedestrian accessibility
4 East of The Hole in the Wall Junction 1) New stop proposed at cater for the existing and future catchment
1 Clare Hall 1) Length of the Bus Stop to be reduced to ~20m (Standard Stop)
1) Existing stop proposed to be retained
2 Belcamp Lane
2) Stop situated near to pedestrian crossing
3 Newtown Road 1) Existing stop proposed to be relocated closer to the controlled pedestrian crossing and Blunden Junciton
1) Proposed new stop to serve the surrounding residential and employment catchment
4 Ayrefield Drive 2) New formal pedestrian link proposed into Ayrefield Drive
3) New controlled pedestrian crossing

5 Newtown Cottages 1) Existing stop proposed to be relocated south near to Greencastle Road

Inbound
6 Brookville Cresent 1) Existing stop proposed to be removed, given the proximity of the relocated Newtown Cottages stop

7 St Brendans Church 1) Existing stop proposed to be retained

1) Proposed new stop located north of Brendans drive. Stop proposed to serve the surrounding residential catchment.
8 North of St. Brendan's Drive Junction
2) Stop proposed near pedestrian crossing
1) Existing stop proposed to be removed, due to the proximity of the new St Brendans Drive stop and also the existing Mask Park stop (which is proposed ot be
9 Mask Avenue
relocated closer to Mask Avenue).
10 Mask Park 1) Existing stop proposed to be retained
11 Mornington Grove 1) Existing stop proposed to be retained, bus stop island introduced
12 Danieli Road 1) Existing stop proposed to be removed due to the proximity of the Mornington Grove and the new Kilmore Road stop.
13 South of Kilmore Rd Junction 1) New stop proposed to serve the surrounding catchment
Beaumont, Malahide Road (Killester
14 1) Existing stop proposed to be removed due to the proximity of the Kilmore Road and Elm Mount Road junctions.
Avenue)
15 Mayfield Park 1) Existing stop proposed to be retained, with the stop relocated closer to the signal controlled crossing
16 Donnycarney Church 1) Existing stop proposed to be retained, bus stop island introduced.
17 Casino Park 1) Existing stop proposed to be retained
18 Mount Temple School 1) Existing stop proposed to be retained given proximity to the existing schools
19 Marino, Malahide Road (Griffith Avenue) 1) Existing stop retained, minor relocation south to tie in with pedestrian crossing facilities, and greater area for bus stop waiting facilities
20 Marino Crescent Park 1) Existing stop proposed to be retained

Page 3 of 6 Clongriffing to City Centre Core Bus Corridor Bus Stop Location Review
 Bus Stop Existing Boarding Alighting Boarding Alighting Demand (AM peak) 2028 Bus Lay-by or Onstreet
Proposal (Retained /
No. Direction Stop (Yes /
Removed / New)
No)
Name No. AM (08:00 - 09:00) AM (08:00 - 09:00) PM (17:00 - 18:00) PM (17:00 - 18:00) Services Passengers Existing Proposed
1 Malahide Road 669 Yes Removed onstreet
2 North of Brian Rd Junction New No New New New New New 27 833 N/A onstreet

3 Mount Temple School 670 Yes Removed onstreet

4 North of Mount Temple School New No New New New New New 27 833 N/A onstreet

5 Nazareth House 671 Yes Removed onstreet

6 South of Casino Park Junction New No New New New New New 27 698 N/A onstreet
7 Donnycarney Road 672 Yes Removed onstreet
8 Donnycarney Church 4382 Yes Retained 15 8 11 26 27 609 layby onstreet
9 Elm Mount Road 1196 Yes Retained 4 7 4 16 27 609 onstreet onstreet
10 Killester Avenue 1197 Yes Removed onstreet

11 North of Kilmore Rd Junction New No New New New New New 27 564 N/A onstreet

12 Outbound Mornington Grove, Artane 1198 Yes Retained 21 12 18 38 20 564 layby onstreet
13 Malahide Road / Mask Avenue 1275 Yes Retained New New New New 20 346 N/A onstreet
14 Chanel College 1200 Yes Retained 4 3 6 10 20 346 layby onstreet
15 St Brendans Church

16 St'Brendan's Church - Coolock New Yes Retained/Relocated New New New New 20 153 onstreet onstreet
Retained/Relocated closer
17 Newtown Cottages 1202 Yes 7 2 4 15 20 153 onstreet onstreet
to the junction
18 Entrance at the Retail Park New No New New New New New 20 130 N/A onstreet

19 Newtown Road 1203 Yes Removed layby

20 North of Blunder Drive Junction New No New New New New New 21 85 N/A onstreet

21 Belcamp Lane 6115 Yes proposed to be removed 6 3 4 10 15 85 onstreet onstreet

Retained/Relocated closer
22 Clare Hall 1205 Yes TBC TBC TBC TBC 15 85 onstreet onstreet
to the junction
23 The Hole in the Wall New No New New New New New 15 20 N/A onstreet
Retained/Relocated east
24 Park Avenue 6316 Yes 0 0 0 0 13 56 onstreet onstreet
of Dermont St
25 Grange Lodge Avenue 7236 Yes Removed layby

26 Clongriffin Stop 7245

27 Clongriffin Station 6317 Yes Retained N/A N/A N/A N/A 13 56 layby onstreet

Page 4 of 6 Clongriffing to City Centre Core Bus Corridor Bus Stop Location Review
 (I) Interchange Stop (i.e. Notes
Proposed Bus Stop Spacing of Bus Distance from Controlled Permeability Issue (II) If Yes, which Cycle Parking
Bus Stop stops both serving orbital Bus Shelter Proposed (e.g.
Capacity Stops (meters) Pedestrian Crossing (Yes / No) Services Proposed
No. Direction and radial routes) permeability
issues, land
Name No. of Bays (meters) (Yes / No) (With or Without Panel)
constraints)
1 Malahide Road tbc tbc
2 North of Brian Rd Junction 1 Start of the Scheme 0 No Yes N2 (Orbital) tbc tbc

3 Mount Temple School tbc tbc

4 North of Mount Temple School 1 285 13 No No N/A tbc tbc

5 Nazareth House tbc tbc

6 South of Casino Park Junction 1 190 26 No No N/A tbc tbc

7 Donnycarney Road tbc tbc
8 Donnycarney Church 1 405 41 No Yes N4 (Orbital) tbc tbc
9 Elm Mount Road 1 405 45 No No N/A tbc tbc
10 Killester Avenue tbc tbc

11 North of Kilmore Rd Junction 1 435 50 No No N/A tbc tbc

D4 & D5(Branch
12 Outbound Mornington Grove, Artane 1 305 69 No Yes tbc tbc
Route)
13 Malahide Road / Mask Avenue 1 375 10.5 No No N/A tbc tbc
14 Chanel College 1 235 8 No No N/A tbc tbc
15 St Brendans Church

16 St'Brendan's Church - Coolock 1 250 69 No Yes N8 (Orbital) tbc tbc

17 Newtown Cottages 1 415 12 No Yes D2 (Branch Route) tbc tbc

18 Entrance at the Retail Park 1 415 24 No No N/A tbc tbc

19 Newtown Road tbc tbc

D2 & D5(Branch
20 North of Blunder Drive Junction 1 430 14 No Yes tbc tbc
Route)
21 Belcamp Lane 1 270 14 No Yes N/A tbc tbc

22 Clare Hall 1 310 80 No Yes D2 (Branch Route) tbc tbc

Tie in to DCC
23 The Hole in the Wall 1 18 No No N/A tbc tbc
Scheme
320 (pedestrian crossing
24 Park Avenue 1 340 No No N/A tbc tbc
required)
25 Grange Lodge Avenue N/A tbc tbc

26 Clongriffin Stop
27 Clongriffin Station 1 330 23 No No N/A tbc tbc

Page 5 of 6 Clongriffing to City Centre Core Bus Corridor Bus Stop Location Review
 Bus Stop
No. Direction Design Rationale
Name
1 Malahide Road Stop proposed to be removed given the proximity of stops along Marino Mart and also the Brian Road stop (along Malahide Road)
1) New stop proposed to serve the surrounding catchment
2 North of Brian Rd Junction
2) Stop will be 'tailed' with the inbound stop
1) Existing stop to be removed. New stop is proposed immediately north of Brian junction, which will serve the secondary school and also cater for the
3 Mount Temple School
surrounding residential catchement.
New outbound stop proposed located immediately adjacent to Mount Temple School. Stop is proposed near a controlled pedestrian crossing, across Malahide
4 North of Mount Temple School
Road.
Existing stop proposed to be removed due to the proximity to the new 'Mount Temple School' stop, also the proximity to the new Casino Park stop. The removal
5 Nazareth House
of this stop will assist to facilitate rationalisation to enhance bus journey times at this location
1) New stop proposed at Casino Park to cater for the surrounding residential catchment. Stop is located adjacent to a controlled pedestrian crossing at the Casino
6 South of Casino Park Junction
Park Junction.
7 Donnycarney Road 1) Existing stop proposed to be removed, due to the proximity of the (new) Casino Park stop and also the existing Donnycarney Church stop.
8 Donnycarney Church 1) Existing stop proposed to be retained, due to the surrounding residential catchment.
9 Elm Mount Road 1) Existing stop proposed to be retained, due to the surrounding residential catchment.
1) Existing stop to be removed, due to the distance to a controlled pedestrian crossing. A new stop is proposed at Kilmore junction to cater for the surrounding
10 Killester Avenue
residential catchment
1) New stop proposed at Kilmore Road junction to serve the surrounding residential catchment. Stop is proposed adjacent to a controlled pedestrian crossing at
11 North of Kilmore Rd Junction
the Kilmore Road junction. New stop will be paired with an inbound stop
12 Outbound Mornington Grove, Artane 1) Existing stop proposed to be retained to serve the surrounding catchment. Stop is paired with the inbound stop
13 Malahide Road / Mask Avenue 1) Existing stop proposed to be retained to serve the surrounding catchment. Stop is paired with the inbound stop
14 Chanel College 1) Existing stop serving the college and the surrounding catchment is proposed to be retained.
1) Existing stop proposed to be removed due to rationalisation of stops. The existing stop is located within 200 of the previous and next stop at Chanel College
15 St Brendans Church
and the new stop at Tonlegee junction.
16 St'Brendan's Church - Coolock 1) New stop is proposed at the Tonlegee Road junction to serve the surrounding catchment. Stop is proposed to be located adjacent to controlled crossing.
1) Existing stop to be relocated south, to be adjacent to Greencastle Road, to serve the surrounding catchment, and to be located near to controlled pedestrian
17 Newtown Cottages
crossings.
New stop proposed to serve the retail park and the surrounding residential catchment. Proposal to introduce controlled pedestrian crossing, to ensure the
18 Entrance at the Retail Park
outbound stop is linked with the proposed inbound stop.
1) Ecisting stop proposed to be removed. A new stop is proposed north of the Blunden Road junction. The rationalisation of this stop will assist to improve
19 Newtown Road
journey times along the corridor at this location.
New stop proposed to cater for the surrounding catchment Stop is proposed to be located near new controlled crossings across Malahide Road and Priorswood
20 North of Blunder Drive Junction
Road.
Existing stop is proposed to be removed. Stop is located between nearby Blunden Drive stop and (New) Clarehall SC stop. The rationalisation of this bus stop will
21 Belcamp Lane
assist to improve bus journey times at this location.
22 Clare Hall Existing stop proposed to be retained but relocated closer (~30m) to Malahide / Clarehall Avenue Junction, where controlled crossing facilities are located.

23 The Hole in the Wall New stop is proposed to be located to the east of The Hole in the Wall junction, to serve the surrounding existing and projected catchment.
Existing stop proposed to be retained. New raised pedestrian crossing proposed across Main Street to facilitate pedestrian crossing between the outbound and
24 Park Avenue
inbound stops.
The existing stop is proposed to be removed due to the proximity of the Park Avenue and Clongriffin Stops. The rationalisation of this stop will assist to improve
25 Grange Lodge Avenue
bus journey times along the corridor.
Existing stop proposed to be removed due to the proximity of Clongriffin Station stop (approx 60m). The rationalisation of stops at this location will assist to
26 Clongriffin Stop
improve bus journey times.
27 Clongriffin Station Existing stop at the end of the corridor proposed to be retained.

Page 6 of 6 Clongriffing to City Centre Core Bus Corridor Bus Stop Location Review
 ±
Corridor 1 Catchment Analysis

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Corridor 1 Catchment Analysis

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Corridor 1

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Catchment Analysis

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Corridor 1

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Catchment Analysis

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National Transport Authority
Dún Scéine
Harcourt Lane
Dublin 2
D02 WT20