Cycling Infrastructure Audit Dungarvan Final · PROJECT: Cycling Infrastructure Audit DOCUMENT: Dungarvan Smarter Travel – Cycling Audit Report Dept. Transport, Tourism and Sport

PROJECT:

Cycling Infrastructure Audit

DOCUMENT:

Dungarvan Smarter Travel – Cycling Audit Report

Dept. Transport, Tourism and Sport Sustainable Transport Division Leeson Lane Dublin 2.

November 2013

Dungarvan Smarter Travel Cycling Infrastructure Audit

P:\Y13 Projects\Y13118 - Cycling Infrastructure Audit\Civil-Eng\Dungarvan\Cycling Infrastructure Audit_Dungarvan_Final.doc Page 1

DOCUMENT CONTROL SHEET

Client Department of Transport, Tourism and Sport

Project Title Cycling Infrastructure Audit

Document Title Dungarvan Smarter Travel – Cycling Audit Report

Document No. Y13118/DOC001

This Document Comprises

List of Tables List of Figures Pages of Text Appendices

No No 62 No

Revision Status Author(s) Checked By Approved

By Issue Date

A Draft Alan Moriarty

Martin Vereker

Martin Vereker

Liam Prendiville

30th Sept 2013

B Final Alan Moriarty

Martin Vereker

Martin Vereker

Liam Prendiville

20th Nov 2013



TABLE OF CONTENTS

1.0 INTRODUCTION ...................................................................................... 4

1.1 Introduction .............................................................................................. 4

1.2 Audit Team ............................................................................................... 5

1.3 Methodology ............................................................................................. 5

2.0 SMARTER TRAVEL DUNGARVAN – CYCLE AUDIT ..................................... 7

2.1 Route Section 1 - Shandon Road to Strandside South .................................... 8

2.1.1 Brief Description of Route ................................................................. 8

2.1.2 Audit Issues Raised – Shandon Road to Strandside South ..................... 9

2.1.3 Compliance with Standards ............................................................. 11

2.1.4 Summary & Recommendations ........................................................ 12

2.2 Route Section 2 - Strandside South to Clonea Road ..................................... 13

2.2.1 Brief Description of Route ............................................................... 13



2.3 Route Section 3 – L-3011 Clonea Road ....................................................... 20


2.3.2 Audit Issues Raised ........................................................................ 20



2.4 Route Section 4 – Murphy Place (Kyne Park to Strandside South & Friar’s Walk)22





2.5 Route Section 5 – Ballinroad/Gold Coast/Barnawee Bridge ............................ 27





2.6 Route Section 6 –R675, Duckspool and Tournore ......................................... 35





2.7 Route Section 7 – N25 (Burgery to Coolagh Rd Roundabout) ........................ 42





2.8 Route Section 8 – Monang (River Lane Estate to the N25) ............................ 44





2.9 Route Section 9 – Kilrush (R672 Lismore Road) ........................................... 46





2.10 Route Section 10 – Fr. Twomey’s (N25 Spring Roundabout to Youghal Road) .. 49







2.11 Route Section 11 –Youghal Road ............................................................... 54





3.0 FUTURE PLANNED ROUTES ................................................................... 59

4.0 SUMMARY ............................................................................................. 61



1.0 INTRODUCTION

1.1 Introduction

J.B. Barry and Partners Ltd. have been commissioned by the Department of Transport, Tourism and Sport (DTT&S) to carry out a cycling infrastructure audit of cycling infrastructure currently in place or in an advance stage of construction in the Dungarvan Smarter Travel Area (STA). The Dungarvan STA has recently completed Year 1 of a 5 year programme with the help of DTT&S funding to transform the town into a STA, promoting cycling and walking and the use of public transport thereby reducing car travel and the negative social and environmental impacts associated with excessive car usage and traffic congestion.

The delivery of high quality cycling infrastructure is a key element in the delivery of the Dungarvan STA programme, encouraging the public to exercise the option of the bicycle as an attractive and practical as well as healthy and sustainable mode of travel in their daily lives, thus positively impacting upon the town environment.

The objectives of this cycling infrastructure audit are to:

• Undertake an audit of existing cycling infrastructure currently in place, or in an advanced stage of construction, to highlight any deficiencies or conflicts of use;

• Make recommendations to remedy the deficiencies and conflicts of use identified;

• Confirm that cycling infrastructure inspected has been delivered to a high standard in terms of design and construction and is in compliance with current industry design standards and guidelines such as the National Transport Authority’s “National Cycle Manual”.

• Make recommendations to the DTT&S and the Dungarvan STA project team where it is considered that remedial works are required to bring cycling infrastructure completed or in an advanced stage of construction to compliance standard.

• Assess future cycling infrastructure plans for the Dungarvan STA and make recommendations on the future delivery of infrastructure under the STA programme.



1.2 Audit Team

The Audit Team was comprised of two team members fully independent of the STA programme in Dungarvan and experienced in the auditing of cycling infrastructure schemes. The Audit Team was as follows:

Martin Vereker: Team Leader BE MSc CEng MIEI

Senior Engineer

J.B. Barry & Partners Ltd

Tramway House,

32 Dartry Road,

Dublin 6.

Alan Moriarty: Team Member BE, MSc, MIEI

Design Engineer

J.B. Barry & Partners Ltd

Tramway House,

32 Dartry Road,

Dublin 6.

1.3 Methodology

Following the initial project set-up meeting with the DTT&S in their offices in Dublin (July 2013), and prior to undertaking site visits, our Audit Team undertook a detailed desk study of all information made available by the DTT&S and publicly available on the www.GoDungarvan.ie website to ensure sufficient background knowledge of the Dungarvan STA was gathered to enable our Audit Team to develop an understanding of the work carried out within the Dungarvan STA and planned objectives for the Dungarvan STA programme.

A detailed review of scheme route mapping was undertaken to enable the Audit Team to identify scheme extents, tie-in points, junction locations and layouts, notable physical features, and areas of particular attraction for cyclists and pedestrians such as schools, tourist amenities, and residential areas to enable the team to gain a thorough understanding of local features and constraints.

A site visit to the Dungarvan STA was undertaken by both members of the Audit Team over two days on the 26th and 27th August 2013. A meeting was held with Mr. Tom Rogers Programme Co-Ordinator Dungarvan STA on Monday the 26th August in the Dungarvan STA offices prior to undertaking site visits to discuss works carried out as part of the STA programme and future plans for the programme. Tom Rogers accompanied both Audit Team members on an initial tour of the Dungarvan STA on bicycles briefing the Audit Team on work carried out to date and proposed plans. Following this meeting and initial tour, the Audit Team then carried out a detailed inspection of cycling infrastructure completed on bicycles on Monday 26th and Tuesday 27th August.

During the detailed site inspection, any deficiencies with the existing cycle network were noted and photographs of particularly problematic construction or safety related issues were taken to enable problem areas to be clearly and accurately recorded. Any significant issues or locations inaccessible by bicycle were inspected on-foot.

All notes, photographs and other information taken on site was then used to collate and inform this cycling infrastructure audit report accurately and comprehensively in accordance with issues identified on site. Reference was made to current industry design standards and guidelines such as the National Cycle Manual, Design Manual for Urban Roads and Streets and the Traffic Management Guidelines, as well as policy documents such as Smarter Travel, a sustainable transport future and the County Development Plan.



2.0 SMARTER TRAVEL DUNGARVAN – CYCLE AUDIT

The extent of cycling infrastructure completed to date, or in an advanced stage of construction, is illustrated in Figure 2.1 Dungarvan Cycle Network following.

Figure 2.1 Dungarvan Cycle Network

Each section of network route (numbered) within the study area is described in further detail following herein with issues identified during the audit site inspections itemised and followed by remedial measure recommendations.

2

1

4

11

10

9

8

7 6

5

3

2



2.1 Route Section 1 - Shandon Road to Strandside South

2.1.1 Brief Description of Route

This section of greenway (shared pedestrian and cycleway) links Shandon Road adjacent to Waterford County Council civic offices with the town park and Causeway Tennis/bowls club, crossing the Causeway and linking with the greenway at Strandside South (see aerial photograph map of route in Figure 2.2 following and route section 1 in Figure 2.1 herein).

Figure 2.2 Route Section 1 – Shandon Road to Strandside South

(source Bing.com 2013, annotation by J.B. Barry & Partners Ltd.)

The route includes a bridge crossing of the Rover Colligan behind Waterford civic offices to link Shandon Road with the park.

Strandside

Causeway

Shandon Rd



2.1.2 Audit Issues Raised – Shandon Road to Strandside South

Ref. Location Problem Photograph Remedial Measure

1. Shandon Road

The greenway is not clearly defined or signed at the Shandon Street end.

Existing layout at Shandon Road - no way-finding signage or physical markings to indicate the presence of a greenway.

Provide physical measures to ‘advertise’ the presence of the greenway i.e. shared ped/cyclist bollard, way-finding signage, and cycle logos and ped/cycle markings as provided elsewhere within the town, see below.

2. Shandon Road

There is no formal pedestrian/cyclist crossing facility of Shandon Road at the greenway to link with the existing footpath on the opposite side of the road and to facilitate cyclists travelling northbound on Shandon Road.

A signalised pedestrian crossing exists approximately 50m to the south.

Shandon Road – Greenway and existing signalised pedestrian crossing to the south.

An opportunity exists to move the existing signalised pedestrian crossing on Shandon Rd closer to the greenway to facilitate users of the greenway. A compromise between the existing crossing position and greenway location could be reached with the aid of guard-railing. A crossing facility similar to existing zebra crossings provided elsewhere throughout the town could be provided.




3.

Colligan river bridge crossing

There is no public lighting provided along this section of the greenway which remains dark at night-time. This poses personal security risks to users during hours of darkness. The route is unattractive at night-time.

Colligan River greenway bridge crossing – no lighting during hours of darkness.

This section of the greenway across the Colligan River should be lit at night-time.

4. Town Park

There is no way-finding signage or markings provided through the town park to direct pedestrians and cyclists along the greenway in both directions.

Absence of way-finding signage or markings in town park.

Way-finding signage and/or markings should be provided at key locations within the town park to direct greenway users. Such signage is provided elsewhere throughout the town i.e.

5. Strandside South Junction

Directional greenway signage is inconsistent – different sign messages placed on both sides of the junction.

Smarter Travel Dungarvan & Sean Kelly Tour signage

Directional signage provided along greenways should be consistent throughout the town.



2.1.3 Compliance with Standards

The National Transport Authority (NTA) Cycle Manual sets out criteria for the quality of the cycling environment in terms of the overall Quality of Service (QOS) - See section 1.4 Quality of Service on page 10 of the manual.

Therein, the QOS of any particular cycle route is measured by considering five criteria. A QOS for cyclists of Level B as set down in the Manual is generally considered desirable for cycle schemes:

1. Pavement Condition Index (PCI) – measure of the physical integrity of the surface – PCI Range QOS Level B = 51 to 65;

2. No. Adjacent Cyclists – capacity for cycling two abreast and/or overtaking - QOS Level B = 1+1;

3. No. Conflicts per 100m of Route – measure of the potential interruptions to cyclists per 100m i.e. side road junctions, driveways, crossings etc. - QOS Level B = 1 to 3;

4. Journey Time Delay – measure of the actual time delay at junctions as a percentage of the overall journey time - QOS Level B = 11 to 25%; and

5. HGV Influence – measure of the number of HGV’s and buses adjacent to cyclists - QOS Level B = 2 to 5%;

Referencing the above QOS criteria for a Level B cycle scheme, the section of greenway running between Shandon Road and Strandside South may be analysed as follows:

Pavement Condition (PCI Range) – in the absence of carrying out any detailed pavement analysis calculations, site visits noted that the condition of the greenway pavement surface is good representing an estimated PCI Range greater than or equal to Level B.

No. Adjacent Cyclists – The width of the greenway from outer edge to outer edge is in the order of 3 metres which provides ample room for cyclists to travel 2 abreast or carry out overtaking manoeuvres in addition to accommodating pedestrians. The resulting QOS is greater than or equal to Level B.

No. Conflicts per 100m of route – The route is characterised by a fully off road length of shared greenway with road crossings at two locations at The Causeway and Strandside South. The number of conflicts is low and well within QOS Level B acceptable limits.

Journey Time Delay – There are two junctions with vehicular traffic on the section of route in consideration; zebra crossings of the Causeway and Strandside South. Zebra crossings rely on drivers giving way to pedestrians and cyclists who step out onto the crossing. They cause little delay to pedestrians and cyclists. Therefore the journey time delay may be taken as negligible and in excess of the minimum acceptable criteria for a QOS of Level B.

HGV Influence – The majority of the section of route in consideration is fully off road and segregated from vehicular traffic apart from the zebra crossings of The Causeway and Strandside South. The percentage of passing traffic comprised of HGV’s and buses on The Causeway and Strandside South is not known, however the impact is negligible as traffic gives way to pedestrians and cyclists on the crossings and at no point are cyclists travelling next to traffic. The resulting QOS is greater than Level B.



2.1.4 Summary & Recommendations

The section of greenway in consideration is of a high quality and exceeding minimum QOS standards for cycle schemes as set down in the NTA Cycle Manual. The route is almost entirely off road with no mixing with or running adjacent to vehicular traffic. The two zebra crossings of The Causeway and Strandside South were noted to operate well with a high level of respect shown towards pedestrians and cyclists by vehicle drivers.

Signage, and in particular an absence of, was noted to be the main issue with the section of route identified on site. There is also a degree of confusion associated with the provision of conflicting sign messages at key locations i.e. Sean Kelly and Smarter Travel signage. An improved signage rationale as well as additional signs would be of benefit in this regard. The bridge crossing of the River Colligan should also be lit at night to improve personal security and usability during hours of darkness.



2.2 Route Section 2 - Strandside South to Clonea Road


This section of greenway links Dungarvan town centre with the eastern town environs of Duckspool, the Gold Coast Road, and Clonea (see aerial photograph map of route in Figure 2.3 following and section marked 2 in Figure 2.1 herein).

The greenway runs primarily on lands formerly occupied by the old Dungarvan to Waterford rail line including the bridge crossing of Dungarvan Harbour estuary. The greenway consists of a fully off-road shared pedestrian and cycle facility.

Figure 2.3 Section 2 – Strandside South to Clonea Road


Gold Coast Rd

Clonea Rd

Strandside South



2.2.2 Audit Issues Raised – Strandside South to Clonea Road


1. Sarsfield Street Junction

1. The direction sign for Clonea Beach is pointing in the wrong direction.

2. Direction signage is inconsistent – different sign messages placed on both sides of the junction.

3. Greenway bollard missing on west side of junction.

Clonea Beach sign, different type of sign messages on both sides of junction, and missing greenway bollard.

Directional signage provided along the greenway should be consistent throughout the town and always point in the correct direction.

A greenway bollard should be provided at the location described, as provided on the opposite side of Sarsfield Street.

2.

Greenway pedestrian steps linking Kyne Park

The steps do not facilitate cyclist movements.

A bicycle friendly ‘groove’ could be provided adjacent to the steps to aid a cyclist pushing a bike up/down the steps (example above).

3. Kyne Park link with greenway

There is no way-finding signage provided. It is not clear on the greenway where the link provides access to, or whether the link is an extension of the greenway itself.

Way-finding signage should be provided at the location described showing the direction to the estate, town centre, & Clonea. Alternatively, a sign or marker stone or similar could be provided on the grass verge to clearly state the name of Kyne Park indicating that the link provides access to a residential area.

Layout of steps does not facilitate a cyclist.

No way-finding signage




4. Parklane link with greenway

There is no way-finding signage provided. It is not clear on the greenway where the links provide access to, or whether the links are an extension of the greenway itself. The situation is exacerbated by the split around the fenced hut.

Way-finding signage should be provided at the location described showing the direction to the estate, town centre, & Clonea.

Alternatively a sign or marker stone or similar could be provided on the grass verge to clearly state the name of Parklane indicating that the links provide access to a residential area.

5. Seapark Junction

1. Directional signage is inconsistent – different sign messages placed on both sides of the junction

2. Signage provided in the outbound direction only.

Different type of sign messages on both sides of junction.

Directional signage provided along the greenway should be consistent throughout the town and should provide information in both directions of travel.

6.

Bridge crossing at Duckspool

The raised manholes within the greenway are provided with reflective warning material on the leading manhole only with nothing provided on the second manhole in the direction of travel. This could cause a cyclist to inadvertently strike a manhole during conditions of poor light.

Reflective warning material placed on leading side of first manhole only.

Reflective warning material should be provided on all sides of the manholes at the location described.





7.

Western side of bridge crossing

The bridge parapet projects into the greenway and is not provided with any reflective warning material. This could cause a cyclist to inadvertently strike it during conditions of poor light.

Reflective warning material should be provided on the leading edge of the section of bridge parapet described.

8. Bridge crossing

The ‘boxed bench’ provided within the greenway is not colour contrasted from its surroundings and could cause a cyclist to inadvertently strike it during conditions of poor light.

Reflective warning material should be provided on the bench.

9.

Eastern side of bridge crossing

The bridge parapet projects into the greenway and is not provided with any reflective warning material. This could cause a cyclist to inadvertently strike it during conditions of poor light.

Bridge paprapet projecting into greenway.

Reflective warning material should be provided on the leading edge of the section of bridge parapet described.

Bridge parapet projecting into greenway

Boxed bench within greenway




10.

Gold Coast Road Junction

1. The reflective shared surface logo on the greenway bollard is damaged.

2. Greenway directional signage is inconsistent and confusing (different signs used).

The shared surface sign should be repaired.

Directional signage should be consistently provided and should be easily understood to all road users.

11. Gold Coast Road

1. The greenway road crossing is not provided with any directional signage.

2. The width of the footpath linking the road crossing with the end of the greenway on the western side of the Gold Coast Road is narrow and does not provide enough room for pedestrians and cyclists to safely pass and does not also easily facilitate cyclists making the required 90° turns.

No greenway directional signage and narrow footpath.

The footpath width should be increased if possible to safely accommodate pedestrians and cyclists.

Directional signage should be erected at this location as provided elsewhere.

12.

Section of greenway east of Gold Coast Rd behind the old rail line Station house.

1. The greenway width is inadequate to safely accommodate any passing movements (less than 1.25m wide). The situation is worsened by a high boundary wall and fencing on both sides of the greenway.

Narrow section of greenway and no public lighting.

The short section of greenway running along the old Station house boundary should be widened to accommodate safe passing movements and easier manoeuvrability.

This section of the greenway should also be lit at night-time.

Greenway logo on bollard damaged.

Different types of directional sign at same location.




2. There is no public lighting provided along this section of the greenway which remains dark at night-time. This poses personal security risks to users during hours of darkness. The route is unattractive at night-time.

3. Visibility exiting the greenway westbound onto Gold Coast Road is very limited by the boundary wall and fencing/hedgerow. The risk of a cyclist overshooting the narrow footpath onto the road in front of a passing vehicle is high.

Very limited exiting visibility onto Gold Coast Road.

Visibility exiting this section of greenway westbound towards Dungarvan should be improved by carrying out remedial measures to boundary treatments at the junction.

13. Clonea Road Junction

The way-finding signage provided (Sean Kelly Tour) is inconsistent with way-finding signage provided elsewhere along the greenway (i.e. Smarter Travel signage - Clonea Beach 12mins) and does not tell the user the direction of travel to Clonea Beach, Dungarvan etc.

Way-finding signage at junction with Clonea Road (route numbers only, no Smarter Travel Dungarvan signage)

Provide directional way-finding signage that is consistent with way-finding signage provided elsewhere along the greenway.




As per the National Cycle Manual (NCM) minimum QOS criteria Level B for cycle schemes referenced in section 2.1.3 herein, the section of greenway running from Strandside South to Clonea Road may be analysed as follows:

Pavement Condition (PCI Range) – in the absence of carrying out any detailed pavement analysis calculations, site visits noted that the condition of the greenway pavement surface is good representing an estimated PCI Range greater than or equal to Level B.

No. Adjacent Cyclists – The width of the majority of the greenway from outer edge to outer edge is in the order of 3 metres which provides ample room for cyclists to travel 2 abreast or carry out overtaking manoeuvres in addition to accommodating pedestrians. The resulting QOS is greater than or equal to Level B.

No. Conflicts per 100m of route – The route is characterised by a fully off road length of shared greenway with road crossings at three locations at Sarsfield Street, Sea Park Avenue and the Gold Coast Road. The number of conflicts is low and well within QOS Level B acceptable limits.

Journey Time Delay – There are three junctions with vehicular traffic on the section of route in consideration; zebra crossings of Sarsfield Street, Sea Park Avenue and the Gold Coast Road. Zebra crossings rely on drivers giving way to pedestrians and cyclists who step out onto the crossing. They cause little delay to pedestrians and cyclists. Therefore the journey time delay may be taken as negligible and in excess of the minimum acceptable criteria for a QOS of Level B.

HGV Influence – The majority of the section of route in consideration is fully off road and segregated from vehicular traffic apart from the three zebra junction crossings. The percentage of passing traffic comprised of HGV’s and buses on these side roads is not known, however the impact is negligible as traffic gives way to pedestrians and cyclists on the crossings and at no point are cyclists travelling next to traffic. The resulting QOS is greater than Level B.


The section of greenway in consideration is of a high quality and exceeding minimum QOS standards for cycle schemes as set down in the NTA Cycle Manual. The route is almost entirely off road with no mixing with or running adjacent to vehicular traffic. The three zebra crossings of Sarsfield Street, Sea Park Avenue and the Gold Coast Road were noted to operate well with a high level of respect shown towards pedestrians and cyclists by vehicle drivers.

The quality of directional and information signage for the greenway was noted to be a particular issue at junctions and links to residential areas. Signs are either missing or inconsistent with each other and an improved signage rationale as well as additional signs would be of benefit in this regard.

The section of route running behind the Station House at the Gold Coast Road was noted to be particularly narrow and the route is offset on both sides of the road leading to potential conflicts with passing traffic. It should be an objective of any future plans to upgrade this section of the greenway.



2.3 Route Section 3 – L-3011 Clonea Road


This section of greenway runs parallel to the L-3011 Clonea Road linking the seaside resort of Clonea with the route section 2 greenway and the village of Ballinroad and the R675 Regional Road to the north.

The route consists of a fully off road cycle and pedestrian facility provided at the same level and segregated by a solid white line (see aerial photograph map of route in Figure 2.4 following and route section marked 3 in Figure 2.1 herein).

Figure 2.4 Section 3 – Clonea Road


2.3.2 Audit Issues Raised

At the Clonea seaside resort end of the greenway, the cycle route starts/ends abruptly outside existing shops at a mini roundabout at the end of the road. There is an absence of green route way-finding signage such as Smarter Travel or Sean Kelly as provided elsewhere to direct cyclists towards the nearest cycle routes, see Figure 2.5 following.

Figure 2.5 - No way-finding signage Clonea Seaside Resort

Clonea

Clonea Road




As per the National Cycle Manual (NCM) minimum QOS criteria Level B for cycle schemes referenced in section 2.1.3 herein, the section of greenway running along Clonea Road may be analysed as follows:

Pavement Condition (PCI Range) – in the absence of carrying out any detailed pavement analysis calculations, site visits noted that the condition of the off road shared cycle track and footpath pavement surface is good representing an estimated PCI Range greater than or equal to Level B.

No. Adjacent Cyclists – The width of the off road shared cycle track and footpath from outer edge to outer edge is in the order of 3 metres which provides ample room for cyclists to travel 2 abreast or carry out overtaking manoeuvres in addition to accommodating pedestrians. The resulting QOS is greater than or equal to Level B.

No. Conflicts per 100m of route – The route is characterised by a fully off road length of shared cycle track and footpath running parallel to the Clonea Road on its western side. There is only one side road crossing with a local road on the route and the route terminates at a mini roundabout junction at the cul-de-sac end of Clonea Road. The number of conflict points is therefore low and well within QOS Level B acceptable limits.

Journey Time Delay – There are two junctions with vehicular traffic on the section of route in consideration; a local side road and the mini roundabout junction within Clonea to the south. Junctions are negotiated by pedestrian and cycle crossing facilities such as drop kerbs and tactile paving. Priority is given to vehicular traffic at these junctions but the passing traffic levels are low and journey time delay may be taken as negligible and in excess of minimum acceptable criteria for a QOS of Level B.

HGV Influence – The majority of the section of route in consideration is fully off road and segregated from vehicular traffic by a full height kerb apart from the junction crossings. The percentage of passing traffic comprised of HGV’s and buses on Clonea Road is not known, however site visits did not note any heavy goods vehicles using the road and the quantum of buses and HGV’s using the road on a daily basis is likely to be very low. At no point are cyclists travelling next to live traffic on a shared surface on Clonea Road. The resulting QOS is greater than Level B.


The section of cycle route in consideration is of a high quality and exceeding minimum QOS standards for cycle schemes as set down in the NTA Cycle Manual. The route is almost entirely off road with no mixing with or running adjacent to vehicular traffic on a shared surface. Conflict between pedestrians, cyclists and passing vehicular traffic arises at the junctions but there are crossing facilities for vulnerable road users at these junctions and passing levels of traffic are low.

The route would benefit from some green route way-finding signage such as Smarter Travel or Sean Kelly as provided elsewhere to direct cyclists towards the nearest cycle routes at Clonea seaside resort.



2.4 Route Section 4 – Murphy Place (Kyne Park to Strandside

South & Friar’s Walk)


This section of green route provides a link between the route section 2 town greenway and the residential neighbourhoods of Murphy Place and Kyne Park as well as local schools.

The route consists of a spur off the town greenway to link with Kyne Park and Murphy Place. Various traffic management improvement measures have then been implemented within mainly residential areas to calm vehicular traffic and provide a more attractive and safer environment for pedestrians and cyclists. Such measures include new footpaths, junction narrowing/traffic calming, road resurfacing, new road markings, and new pedestrian and toucan crossings. Some of these new measures were at construction stage at the time of the site inspection. There are no separate dedicated cycling facilities provided within residential roads.

The general route of roads and streets affected by the improvement works follows Murphy Place/Kyne Park to Shears St. where it links with Friar’s Walk to the east and Strandside South to the west (see aerial photograph map of route in Figure 2.6 following and route section marked 4 in Figure 2.1 herein).

Figure 2.6 Route Section 4 – Murphy Place (source Bing.com 2013, annotation by J.B. Barry & Partners Ltd.)

Kyne Park

Murphy Place

Shears Street

Friar’s Walk

Strandside South

Greenway





1. Kyne Park link

A desire line exists between the greenway spur and Kyne Park but no connection has been provided (path worn in grass).

Link to Kyne park estate partially complete.

Provide a fully connected route between Kyne Park and the greenway spur at the location described to facilitate both pedestrians and cyclists.

2.

T-Junction of Murphy Place and Kyne Park

The T-junction arrangement includes a wide open bellmouth junction at a curve in the alignment of Kyne Park Road which is unattractive for cyclists and facilitates faster vehicle road speeds.

Wide open bellmouth junction of Murphy Place/Kyne Park

Junction improvement works similar to those carried out elsewhere in this part of the town (build-outs, junction narrowing) should be carried out which will serve to reduce vehicle speeds through the junction and improve the road environment for cyclists and pedestrians.

3. Murphy Place T-Junction

The new traffic management works at the junction result in the through route being closed off by a new footpath. The new layout is not adequately warned (signage) in advance or highlighted (bollards or similar) to approaching drivers/cyclists.

New junction layout – through route closed off by new footpath.

The new junction layout should be warned in advance with warning signage. A system of physical measures such as signs or reflective bollards should be provided to highlight the presence of the new footpath and avoid the possibility of a driver or cyclist inadvertently striking the path when expecting to continue straight ahead.




4.

T—Junction of Murphy Place & Shears St

The new footpath build-out on the western side of the junction is not provided with a drop kerb to facilitate pedestrians crossing.

No drop kerb provided at junction.

A drop kerb to facilitate pedestrian crossing movements should be provided at the location described.

5.

Roads and streets throughout the route.

There is an absence of way-finding signage and cycle markings or logos throughout the scheme roads to inform motorists that roads and streets are shared with cyclists and to improve the connectivity of the route.

No signage logos or markings.

Consideration should be given to providing cycle logos and way-finding signage at key locations throughout the estate roads to facilitate cyclists and pedestrians and to reinforce the message to motorists that the roads are for shared use.




As per the National Cycle Manual (NCM) minimum QOS criteria Level B for cycle schemes referenced in section 2.1.3 herein, the Murphy Place green route infrastructure and traffic management improvement measures may be analysed as follows:

Pavement Condition (PCI Range) – in the absence of carrying out any detailed pavement analysis calculations, site visits noted that the condition of both the greenway pavement surface linking Murphy Place to the town greenway and road surfaces within the Murphy Place neighbourhood are reasonably good representing an estimated PCI Range greater than or equal to Level B.

No. Adjacent Cyclists – The width of the greenway link from outer edge to outer edge is in the order of 3 metres which provides ample room for cyclists to travel 2 abreast or carry out overtaking manoeuvres in addition to accommodating pedestrians. The resulting QOS is greater than or equal to Level B. Within the residential roads and streets, there are no separate dedicated cycling facilities but road widths are wide enough to accommodate all cycling movements and also generally narrow enough not to encourage high vehicle speeds. The road environment is shared between all road users.

No. Conflicts per 100m of route – The routes through the predominantly residential neighbourhoods are shared between all road users with numerous direct accesses onto each road. The number of conflict points is therefore high but is mitigated by the low speed traffic environment. The link between the town greenway and Murphy Place is a fully off road facility with no conflicts. The overall QOS in terms of cycle conflicts may technically be described as being less than an acceptable Level B standard.

Journey Time Delay – There is one controlled zebra junction crossing on the route which operates well from a pedestrian and cyclist perspective as vehicle drivers were observed to afford a high degree of respect towards crossing pedestriansd and cyclists. Within the residential roads and streets, priority junctions are lightly trafficked with low vehicle speeds and a negligible level of delay. Therefore the journey time delay may be taken as insignificant and in excess of the minimum acceptable criteria for a QOS of Level B.

HGV Influence – The percentage of passing traffic comprised of HGV’s and buses is not known but site visits did not note any larger vehicle traffic and it is unlikely that a predominantly residential area attracts many HGV and bus trips. Local schools are likely however to attract a certain number of bus trips during the weekday morning and afternoon peak periods during school term. Overall the resulting QOS may be described as being greater than Level B.


The section of green route infrastructure and traffic management improvement works in consideration is of a reasonably high quality. The predominantly shared road environment is difficult to analyse against the NTA Cycle Manual minimum standards but may be described as exceeding minimum QOS standards for cycle schemes as set down in the NTA Cycle Manual.

As part of the Audit brief, proposed plans to upgrade Murphy Place in terms of traffic management improvement works were reviewed. Plan layout drawings for the ‘Smarter Travel Dungarvan 2013 – Murphy Place Civil Works’ were inspected by the Audit Team. The new proposals will serve to further enhance the walking and cycling environment for pedestrians and cyclists and the Audit Team welcomes the proposals which will provide additional opportunities for pedestrians and cyclists to safely cross roads, further calm passing vehicular traffic, increase the cycling amenity by narrowing road junctions and improving road surfaces, and new footpaths.



Notwithstanding this, the area would benefit from additional green route way-finding signage and cycle logos marked on the road to highlight to passing motorists that cyclists are sharing the road space and to help pedestrians and cyclists locate nearby green route infrastructure.

The connection between Kyne Park and the greenway spur should be completed and junction improvements at the T-junction of Murphy Place and Kyne Park should become part of the planned Murphy Place Civil Works programme to reduce vehicle speeds through the junction and improve the road environment for cyclists and pedestrians.



2.5 Route Section 5 – Ballinroad/Gold Coast/Barnawee Bridge


The village of Ballinroad is located to the east of Dungarvan and is linked to the town by the R675 Regional Road and the L-3012 local road. Green cycle infrastructure has been provided along both of these routes from the R675 Clonea Road roundabout to the east as far as the Gold Coast Road at the Barnawee Bridge to the west (see aerial photograph map of route in Figure 2.7 following and section marked 5 in Figure 2.1 herein).

Figure 2.7 Route Section 5 – Ballinroad/Gold Coast/Barnawee Bridge


Cycle infrastructure provided along these routes consists of off road cycle tracks and road improvement measures to calm vehicular traffic and provide a more attractive and safer environment for pedestrians and cyclists. Such measures include new footpaths, junction narrowing, road resurfacing and new markings, and crossings. There are no separate dedicated cycling facilities provided along the L-3012 local road to Ballinroad.

Clonea Road

Ballinroad

Barnawee Bridge

Gold Coast Road

R675

L-3012





1. R675 R’dabout

The provision of way-finding signage for pedestrians and cyclists is poor at the roundabout.

No greenway signage.

Provide way-finding signage for pedestrians and cyclists to link with other nearby greenways and cycle routes.

2.

Northern arm of R675 R’dabout – to Ballinroad

No crossing facility has been provided for pedestrians & cyclists wishing to cross the roundabout junction on the northern arm.

No pedestrian or cycle crossing facility provided across the Ballinroad arm of the roundabout.

An adequate crossing facility should be provided at the location described including drop kerbs and tactile paving.

3.

Eastern arm of R675 R’dabout – to Tramore

The uncontrolled crossing provided is placed a significant distance away from the pedestrian & cyclists crossing desire line at the roundabout.

Drop kerb and tactile paving crossing placed a significant distance east of roundabout traffic island.

The crossing facility should be relocated closer to the roundabout at the pedestrian/cyclist desire line and used in conjunction with the roundabout traffic island to act as a refuge.




4.

Western

arm of R675 R’dabout – to D’garvan.

An end of cycle track sign is placed in the grass verge adjacent to a cycle track which continues westward.

End cycle track sign – cycle track continues.

The end of cycle track sign should be removed to avoid confusion.

5.

Zebra crossing west of R675 R’dabout

The crossing beacons were not observed to be flashing warning during the site visit.

Beacons not flashing warning signals.

Ensure that the flashing beacons are in good working order at all times to facilitate safe operation of the crossing.

6.

Between the R675 R’dabout and Cúl na Cille estate.

On both sides of the R675, parts of the cycle track and footpath are being encroached upon by the adjacent verge and hedge. The encroachment has impacted negatively on available widths.

Overgrowth on cycle track Overgrowth on footpath

Hedges and verges should be cut back to ensure that adequate cycle track and footpath width remains.




7.

Zebra crossing to the east of Cúl na Cille estate.

There is no signage or markings provided to notify cyclists approaching the crossing from the west that the cycle track continues on the opposite side of the road. The site visit noted cyclists continuing straight on the footpath.

Not clear cyclist is meant to use the crossing and continue on the other side.

Information signage should be erected to advise cyclists that the cycle track continues on the opposite side of the road and to use the crossing provided.

8.

Zebra crossing to the east of Cúl na Cille estate.




9. Cúl na Cille access.

A controlled zebra crossing has been provided within the estate several metres from the crossing desire line which is across the mouth of the junction. There are no crossing facilities on the desire line.

Desire line straight across junction – full height kerbs.

Consideration should be given to providing drop kerbs across the width of the cycle track to facilitate the straight through desire line and provide safer crossing facilities for pedestrians and cyclists. The existing zebra crossing may be made redundant in the event of the drop kerbs being provided.




10.

Zebra crossing at Cúl na Cille access.




11.

L-3012 Ballinroad and R675 junction.

The zebra crossing beacons were not observed to be flashing warning during the site visit.



12.

Gold Coast Road crossroads junction.

The zebra crossing beacons on the R675 and L-7013 local road were not observed to be flashing warning during the site visit.

Beacons at the Gold Coast Road crossroads junction not flashing warning signals.

Ensure that flashing beacons are in good working order at all times to facilitate safe operation of the crossings.




13.

Zebra crossing on Gold Coast Road

The off road cycle track ends suddenly at the crossing with no continuation of the facility to the greenway located further south.

Cycle track ends suddenly at crossing.

The cycle track should be continued in the southern direction to link with the greenway crossing of Gold Coast Road further to the south.

14.

Zebra crossing on Gold Coast Road

No flashing beacons have been provided with the crossing in order to control traffic movements past the crossing and facilitate safe crossing for pedestrians and cyclists.

No flashing beacons at crossing.

Flashing beacons should be provided on both sides of Gold Coast Road at the crossing.

15. Barnawee Bridge.

Cyclists travelling on the off road cycle track along the northern side of the R675 are brought to an abrupt stop at Barnawee bridge. There is no continuity of facilities for cyclists or pedestrians, and no drop kerbs are provided to cross to the opposite side of the road. Cyclists and pedestrians are forced to merge dangerously with vehicular traffic.

No continuity for pedestrians and cyclists at Barnawee Bridge. Dangerous merging with vehicular traffic.

The Audit Team acknowledges that Waterford County Council are seeking to construct a new footbridge on the northern side of the bridge to accommodate pedestrians and cyclists.

In the interim period, warning signage should be erected on footpaths and cycle tracks in advance of the bridge to warn cyclists in particular to dismount and cross safely at the nearest road crossing point i.e. Gold Coast Road junction when travelling west. A drop kerb should also be provided at the termination of the footpath as provided on the other side of the bridge.




As per the National Cycle Manual (NCM) minimum QOS criteria Level B for cycle schemes referenced in section 2.1.3 herein, the sections of cycle route in consideration may be analysed as follows:

Pavement Condition (PCI Range) – in the absence of carrying out any detailed pavement analysis calculations, site visits noted that the condition of the off road shared cycle track surface on the R675 and Gold Coast Road as well as road and footpath pavement surfaces is good representing an estimated PCI Range greater than or equal to Level B.

No. Adjacent Cyclists – The width of the two-way off road cycle track running from the Clonea Road Roundabout to the zebra crossing on the R675 is less than or equal to 2 metres which does not safely permit two-way cycling as specified within the Cycle Manual. Thereafter, the cycle track is sufficiently wide to accommodate cyclists travelling 2 abreast or to carry out overtaking manoeuvres. The resulting QOS for the first section of cycle track is less than the required Level B, with the second section of cycle track meeting the required standard.

There are no separate dedicated cycling facilities on the L-3012 local road to Ballinroad but road widths are wide enough to accommodate all cycling movements and also narrow enough not to encourage high vehicle speeds. The road environment is shared between all road users with a good level of service.

No. Conflicts per 100m of route – The R675 and Gold Coast Road routes are characterised by fully off road cycle tracks and footpaths running parallel to the road. There are a small number of direct house accesses onto the R675 and there are priority junctions with Cúl na Cille estate, the L-3102 local road to Ballinroad and the Gold Coast Road crossroads at Barnawee. The number of conflicts is low and well within QOS Level B acceptable limits.

The L-3012 local road has a high number of direct accesses with the route shared between all road users. The number of conflict points is therefore high but is mitigated by the low speed traffic environment.

Journey Time Delay – There are four priority controlled junctions with vehicular traffic on the section of route in consideration; Clonea Road Roundabout, Cúl na Cille estate, L-3012 Ballinroad T-junction, and the Gold Coast Road crossroads. All junctions have been provided with zebra crossings in close proximity as well as drop kerbs and tactile paving at other crossing points. Zebra crossings rely on drivers giving way to pedestrians and cyclists who step out onto the crossing. They cause little delay to pedestrians and cyclists. Therefore the journey time delay may be taken as negligible and in excess of the minimum acceptable criteria for a QOS of Level B.

HGV Influence – The R675 and Gold Coast Road are provided with fully off road and segregated cycle tracks from vehicular traffic apart from junction crossings. The percentage of passing traffic comprised of HGV’s and buses on these side roads is not known, however the impact is negligible as traffic gives way to pedestrians and cyclists on the crossings and at no point are cyclists travelling directly next to live traffic. The resulting QOS is greater than Level B.

Cyclists are forced to share the road space with general traffic on the L-3012 local road to Ballinroad. The percentage of passing traffic on this road comprised of HGV’s and buses is not known, however it is likely to be small as the route is traffic managed with a high degree of residential only land use. There is also an alternative route to Ballinroad village off the Clonea Road roundabout junction.




The sections of cycle route in consideration are of a reasonable standard, exceeding minimum QOS standards for cycle schemes as set down in the NTA Cycle Manual for the majority of route. The two-way off road cycle track running along the southern side of the R675 between Clonea Road roundabout and the zebra crossing in advance of the Cúl na Cille estate is relatively narrow, a problem which is exacerbated by verge encroachment.

The L-3012 local road to Ballinroad is a shared road environment which is difficult to analyse against the NTA Cycle Manual minimum standards but offers a good level of service with improved conditions for pedestrians and cyclists. Notwithstanding this, the route would benefit from additional green route way-finding signage and cycle logos marked on the road to highlight to passing motorists that cyclists are sharing the road space and to help pedestrians and cyclists locate nearby green route infrastructure.

The provision of way-finding signage for pedestrians and cyclists is poor at the Clonea Road roundabout and should be improved upon. Flashing beacons at zebra crossings were also noted not to be in working order. Warning signage should be erected on footpaths and cycle tracks in advance of Barnawee Bridge and a drop kerb should be provided at the termination of the footpath at this location as provided on the other side of the bridge. The off road cycle track should be continued in the southern direction along Gold Coast Road to link with the greenway further to the south.

As part of the Audit brief, proposed plans to upgrade Barnawee Bridge to include a pedestrian and cycle link across the northern section of the bridge were reviewed. This link will include both pedestrian and cycle provisions by way of an attached walk/cycle steel bridge to link with the existing footpath and cycleway. The Audit Team welcomes the proposal which will have a positive impact on pedestrian and cycle movements across the bridge, enhancing the walking and cycling experience, and improving road safety for all road users at this location.



2.6 Route Section 6 –R675, Duckspool and Tournore


This section of cycle infrastructure route links Barnawee Bridge on the R675 with the Duckspool and Tournore areas of the east side of Dungarvan Town (see aerial photograph map of route in Figure 2.8 following and route section marked 6 in Figure 2.1 herein).

Cycle infrastructure provided along the R675 and Duckspool/Tournore local road consists of separate dedicated on and off road cycle tracks with crossing facilities provided at key junctions as well as on mainline links.

Figure 2.8 Route Section 6 – R675, Duckspool and Tournore


Tournore

Duckspool

Barnawee Bridge

R675

Local Road





1.

R675 west of Barnawee Bridge

The eastbound off road cycle track ends abruptly approx. 150m west of Barnawee Bridge. The end of cycle track sign has also been rotated in the wrong direction.

Cycle track ends suddenly, sign facing wrong direction.

The cycle track should be extended eastwards to link with the planned footbridge on the northern side of Barnawee Bridge. The cycle track sign should be corrected.

2.

Zebra crossing on R675 outside St. Augustine’s College

The westbound off road cycle track ends at the crossing. It is unclear if westbound cyclists are to continue on road or if the cycle track on the opposite side of the crossing is two-way.

Westbound cycle track ends at crossing – continuation unclear.

Signage should be provided advising cyclists if they are to continue westbound on-road or cross to the cycle track on the other side of the crossing.




3. R675 Round-about

1. The provision of formal crossing points for both pedestrians and cyclists is non-existent on any arm of the roundabout junction which is in close proximity to a school.

2. There are no cycle facilities for travelling through the roundabout.

3. There is an absence of way-finding signage at the roundabout as provided elsewhere throughout the town.

No formal crossing points for pedestrians and cyclists provided at the roundabout. No way-finding signage.

No cycle facilities through roundabout. No way-finding signage.

Formal crossing points catering for both pedestrian and cyclist movements should be provided at the roundabout. Such crossings should include some or all of the following:

• Raised controlled zebra crossings;

• drop kerbs;

• tactile paving;

• way-finding signage.

Consideration should be given to providing on or off road cycle tracks through the roundabout to link with existing cycle tracks on the R675 on both sides of the roundabout.

4.

R675 R’dabout to Tournore R’dabout – south side of local road

A cycle route follows an old section of off-road cycle track which has different surface material and vertical profile to other off road cycle tracks in the town. There are no signs or logos or markings to indicate the presence of this cycle track.

Off road cycle track on south side of lcoal road.

The off road cycle track should be better ‘advertised’ to the general public through the use of signage, logos and markings.




5.

R675 R’dabout to Tournore R’dabout – north side of local road

A similar off road cycle route to that which is on the southern side of the road exists on the northern side of the road. The facility is not provided with any signage or markings to advertise its presence and is broken intermittently at key locations i.e. across St Augustine’s College access and across the primary school.

Missings sections of cycle route

The off road cycle track should be better ‘advertised’ to the general public through the use of signage, logos and markings. Efforts should be made to provide a continuous length of cycle track along the full length of the road.

6.

Pedestrian crossing on local road outside school and tyre business

The crossing is not provided with any form of signal control or tactile paving. Road markings at the crossing are worn and faded. It is not clear to approaching vehicle drivers as well as cyclists that there is a formal crossing point.

Pedestrian crossing outside school/tyre business.

The crossing should be enhanced with some form of signal control, a raised platform table to calm passing traffic, tactile paving, warning signage and improved markings to better highlight its presence and also improve crossing facilities for pedestrian and cyclists.




7.

Local road approach to Tournore R’dabout

The off road cycle tracks on both sides of the local road start/terminate away from the roundabout to the east. There is no continuation of cycling facilities up to and through the roundabout junction which places cyclists at risk of conflict with vehicles at the roundabout.

Cycle track terimates in advance of roundabout

Cycle track commences after roundabout

The cycle tracks should be carried through either on or off road to the roundabout to afford the maximum level of comfort, safety and protection to cyclists using the cycle tracks and wishing to travel through the roundabout.

8. R675 road crossing at Duckspool

There is an absence of way-finding signage linking the town greenway with the on road cycle lanes on the R675. This may confuse cyclists and pedestrians.

R675 crossing linking with the town greenway – no way-finding signage.

Way-finding signage should be erected in the vicinity of the crossing to link the on road cycle lanes on the R675 with the greenway, as provided elsewhere within the town.




As per the National Cycle Manual (NCM) minimum QOS criteria Level B for cycle schemes referenced in section 2.1.3 herein, the sections of cycle route in consideration may be analysed as follows:

Pavement Condition (PCI Range) – in the absence of carrying out any detailed pavement analysis calculations, site visits noted that the condition of the off road cycle track and on road cycle lane surfaces on the R675 are good representing an estimated PCI Range greater than or equal to Level B. The condition of the off road cycle tracks on the Duckspool/Tournore local road is of poorer overall quality but still represents an acceptable cycle track surface with smooth ride quality.

No. Adjacent Cyclists – All off road cycle tracks and on road cycle lanes are one-way in operation and sufficiently wide to accommodate cyclists travelling in single file or to carry out overtaking manoeuvres in addition to accommodating adjacent pedestrian movements on footpaths. The resulting QOS meets the required standard.

No. Conflicts per 100m of route – The R675 cycle routes are characterised by fully off road cycle tracks between Barnawee Bridge and the roundabout outside St Augustine’s College and on road cycle lanes west of the roundabout. There are no direct accesses onto the route besides the Sallybrook estate access. The number of conflict points is therefore low and well within QOS Level B acceptable limits.

There are a small number of direct accesses onto the Duckspool/Tournore local road associated with St Augustine’s College, a local primary school, a commercial business, and Cluain Garbhán estate. The number of conflicts is low and again well within QOS Level B acceptable limits.

Journey Time Delay – The main source of journey time delay on the route is at the roundabout on the R675 outside St Augustine’s College. There are no facilities for cyclists through the roundabout and cyclists are forced to yield to traffic as per the rules of the road. Traffic flow levels through the roundabout are not known but site visits did not note any unduly long delays at the junction. Therefore the journey time delay may be taken as negligible and in excess of the minimum acceptable criteria for a QOS of Level B.

HGV Influence – The majority of the R675 and Duckspool/Tournore local roads are provided with fully off road and segregated cycle tracks from vehicular traffic apart from junction crossings. The percentage of passing traffic comprised of HGV’s and buses on these side roads is not known, however the impact is only felt negotiating the R675 roundabout junction with a reduced level of service provided for cyclists through the junction.

Cyclists are forced to travel next to live traffic on the R675 west of the roundabout junction via on road cycle lanes. Again the percentage of passing traffic comprised of HGV’s and buses is not known, however it would be a fair assumption that up to 5% of passing traffic is comprised of HGV’s and buses providing a QOS Level B.


The section of cycle route in consideration is of a reasonable standard, exceeding minimum QOS standards for cycle schemes as set down in the NTA Cycle Manual for the majority of route. The bulk of the route is off road with no mixing with or running adjacent to vehicular traffic. The zebra crossing on the R675 was noted to operate well with a high level of respect shown towards pedestrians and cyclists by vehicle drivers. The on road cycle lanes on the R675 are provided with generous width and good pavement quality.

There are sections of the route missing cycling infrastructure facilities such as the eastbound approach to Barnawee Bridge, the westbound approach to and through the



roundabout on the R675, as well as on the approach to and exit from the roundabout at Tournore. These missing sections bring down the overall QOS of the cycle routes and are a source of frustration as the routes are discontinuous as a result. Extending cycle facilities in these areas should be a high priority.

In addition, the existing off road cycle tracks on both sides of the Duckspool/Tournore local road should be upgraded in terms of continuity of service facility, signage and markings.



2.7 Route Section 7 – N25 (Burgery to Coolagh Rd Roundabout)


This section of cycle route links the townland of Burgery on the northern side of Dungarvan town with the town centre. The cycle route is in the form of on road cycle lanes located on both sides of the N25 National Primary Road, from the 60/100kph gateway on the outskirts of the town in Burgery as far as the Coolagh Road Roundabout (see aerial photograph map of route in Figure 2.9 following and route section marked 7 in Figure 2.1 herein).

Figure 2.9 Route Section 7 – N25 (Burgery to Coolagh Road Roundabout



The Audit Team welcomes the provision of the separate dedicated on road cycle lanes which run along both sides of the N25 linking with residential areas and trip generators such as the GAA grounds. However, there is no continuation of the facility on the approach to and exit from Coolagh Road Roundabout and there is an absence of green route way-finding signage such as Smarter Travel or Sean Kelly to direct cyclists towards the nearest cycle routes, see Figures 2.10 and 2.11 following

Figure 2.10 - No way-finding signage at 60/100kph gateway

Burgery

N25 Coolagh

N25



Figure 2.11 - No way-finding signage or continuity through roundabout.


As per the National Cycle Manual (NCM) minimum QOS criteria Level B for cycle schemes referenced in section 2.1.3 herein, the on road cycle lanes on the N25 may be analysed as follows:

Pavement Condition (PCI Range) – In the absence of carrying out any detailed pavement analysis calculations, site visits noted that the condition of the on road cycle lane surfaces on the N25 are good representing an estimated PCI Range greater than or equal to Level B.

No. Adjacent Cyclists – The on road cycle lanes are one-way in operation and provided on both sides of the N25. The lanes are sufficiently wide to accommodate cyclists travelling in single file or to carry out overtaking manoeuvres. The resulting QOS meets the required standard.

No. Conflicts per 100m of route – The N25 has a high number of direct accesses associated with residential entrances and commercial businesses. The number of conflict points is therefore high and represents a QOS less than the required standard Level B.

Journey Time Delay – The main source of journey time delay on the route is at the Coolagh Road Roundabout junction on the N25 at the southern end of the route. There are no facilities for cyclists through the roundabout and cyclists are forced to yield to traffic as per the rules of the road. Traffic flow levels through the roundabout are not known but site visits noted traffic flow to be high through the junction. However, cyclists do not experience any unduly long delays negotiating the junction and therefore the journey time delay may be taken as negligible and in excess of the minimum acceptable criteria for a QOS of Level B.

HGV Influence – Cyclists are forced to travel next to live traffic on the N25 via on road cycle lanes. The percentage of passing traffic comprised of HGV’s and buses is not known, however it would be a fair assumption that up to 5% of passing traffic is comprised of HGV’s and buses providing a QOS Level B.


The section of cycle route in consideration is of a high standard, exceeding minimum QOS standards for cycle schemes as set down in the NTA Cycle Manual for the majority of route. The on road cycle lanes are provided with generous width and good pavement quality.

Continuing the cycle facilities through the Coolagh Road roundabout junction to link with Coolagh Road and Dungarvan town centre would be very beneficial to the road environment and enhance the cycling experience as well as improving road safety at the junction. In addition, providing green route way-finding signage such as Smarter Travel or Sean Kelly to direct cyclists towards the nearest cycle routes would of benefit to cyclists, particularly at the scheme start and end points.



2.8 Route Section 8 – Monang (River Lane Estate to the N25)


This section of traffic management improvement scheme links the River Lane Estate in the townland of Monang to the north of Dungarvan town with the Strandside Roundabout on the N25 to the south (see aerial photograph map of route in Figure 2.12 following and route section marked 8 in Figure 2.1 herein).

Figure 2.12 Route Section 8 – Monang (River Lane Estate to the N25)


The improvement works were still under construction at the time of the site visit and include the installation of new footpaths, pedestrian crossings, road markings, traffic calming speed cushions, and public lighting. The road improvements serve to enhance the built environment, calm vehicular traffic and provide a more attractive and safer environment for pedestrians and cyclists. No specific cycling infrastructure has been constructed along the route which is relatively lightly trafficked.


The Audit Team welcomes the positive impact that new footpaths, public lighting and general traffic calming will have on pedestrian and cycle movements along the scheme route.

It is not known whether additional works are proposed, however there is an absence of general ‘cycle awareness’ along the scheme route such as warning signage and cycle logos on the road surface to highlight to passing vehicle drivers that cyclists are sharing the road space and to exercise caution (see Figure 2.13 following).

River Lane Estate

N25 Strandside Roundabout

Monang



Figure 2.13 – New footpath and traffic calming (no cyclist ‘awareness’)

In addition, there is no green route way-finding signage such as Smarter Travel or Sean Kelly to direct cyclists towards the nearest cycle routes at the N25 end of the route.


As per the National Cycle Manual (NCM) minimum QOS criteria Level B for cycle schemes referenced in section 2.1.3 herein, the Monang traffic management improvement measures may be analysed as follows:

Pavement Condition (PCI Range) – In the absence of carrying out any detailed pavement analysis calculations, site visits noted that the condition of road surfaces along the scheme route is of varying standard. The southern section of route is provided with a good quality pavement surface. However, the pavement surface at the northern end of the route at Pinewood, Cruachán, and River Lane estates is poor; characterised by pavement cracking and rutting as well as an uneven patchy surface. The overall pavement quality of the route is estimated to be less than a QOS Level B standard.

No. Adjacent Cyclists – There are no separate dedicated cycling facilities but road widths are wide enough to accommodate all cycling movements and also narrow enough not to encourage high vehicle speeds. The road environment is shared between all road users.

No. Conflicts per 100m of route – The route is shared between all road users with numerous direct accesses associated mainly with residential house accesses and junctions to residential estates. The number of conflict points is therefore high but is mitigated by the low speed traffic environment.

Journey Time Delay – Priority junctions along the route are lightly trafficked with low vehicle speeds and a negligible level of delay. Therefore the journey time delay may be taken as insignificant and in excess of the minimum acceptable criteria for a QOS of Level B.

HGV Influence – The percentage of passing traffic comprised of HGV’s and buses is not known but site visits did not note any larger vehicle traffic and it is unlikely that a predominantly residential area attracts many HGV and bus trips. The resulting QOS may be described as being greater than Level B.


The traffic management improvement works in consideration are of a reasonably high quality. The predominantly shared road environment is difficult to analyse against the NTA Cycle Manual minimum standards but may be described as exceeding minimum QOS standards for cycle schemes as set down in the NTA Cycle Manual.

Notwithstanding this, the area would benefit from green route way-finding signage at the N25 Strandside Roundabout and cycle logos marked on the road at intermittent intervals to highlight to passing motorists that cyclists are sharing the road space.



2.9 Route Section 9 – Kilrush (R672 Lismore Road)


This section of on road cycle route runs along the R672 Lismore Road from the northern outskirts of Dungarvan town to the N25 Lismore Roundabout (see aerial photograph map of route in Figure 2.14 following and route section marked 9 in Figure 2.1 herein).

Figure 2.14 Route Section 9 – Kilrush (R672 Lismore Road)


The route comprises on-road cycle lanes on both sides of the Lismore Road with traffic calming measures such as speed cushions and road edge delineators.


The Audit Team welcomes the provision of the separate dedicated on road cycle lanes which run along both sides of the Lismore Road as well as the traffic calming measures deployed to limit passing vehicular speeds. However, there is no continuation of the on road cycle lanes through to the Lismore Road roundabout to the south (the facility starts/terminates away from the roundabout) and there is also an absence of green route way-finding signage such as Smarter Travel or Sean Kelly to direct cyclists towards the nearest cycle routes.

In addition, where speed cushions and delineators are in place, the adjacent on road cycle lane is narrow and uncomfortable to cycle through. This situation also occurs at locations where the adjacent roadside hedge boundary encroaches onto the cycle lane space. See Figures 2.15 and 2.16 following.

Kilrush

R672

N25 Lismore Roundabout



Figure 2.15 - No way-finding signage or continuity through roundabout.

Figure 2.16 – Traffic calming measures reduce width of cycle lane


As per the National Cycle Manual (NCM) minimum QOS criteria Level B for cycle schemes referenced in section 2.1.3 herein, the Kilrush on road cycle lanes and traffic management improvement measures may be analysed as follows:

Pavement Condition (PCI Range) – In the absence of carrying out any detailed pavement analysis calculations, site visits noted that the condition of the on road cycle lane surfaces are good, representing an estimated PCI Range greater than or equal to Level B.

No. Adjacent Cyclists – The on road cycle lanes are one-way in operation and provided on both sides of the Lismore Road. The lanes are generally sufficiently wide to accommodate cyclists travelling in single file or to carry out overtaking manoeuvres but they are narrow at locations where speed cushions and traffic delineators have been provided and also where roadside hedge boundaries are encroaching onto the cycle lane space, all of which has a negative impact on the QOS.

No. Conflicts per 100m of route – The Lismore Road has a high number of direct accesses associated mainly with residential entrances. The number of conflict points is therefore high and represents a QOS less than the required standard Level B.

Journey Time Delay – The main source of journey time delay on the route is at the N25 Lismore Roundabout junction at the southern end of the route. There are no facilities for cyclists through the roundabout and cyclists are forced to yield to traffic as per the rules of the road. Traffic flow levels through the roundabout are not known but site visits noted traffic flow to be high through the junction. However, cyclists do not experience any unduly long delays negotiating the junction and therefore the journey time delay may be taken as negligible and in excess of the minimum acceptable criteria for a QOS of Level B.



HGV Influence – Cyclists are forced to travel next to live traffic on the Lismore Road via on road cycle lanes. The percentage of passing traffic comprised of HGV’s and buses is not known, however it would be a fair assumption that up to 5% of passing traffic is comprised of HGV’s and buses providing a QOS Level B.


The section of cycle route in consideration may be generally described as being of a reasonable standard and meeting minimum QOS standards for cycle schemes as set down in the NTA Cycle Manual for sections of the route. The on road cycle lanes are mainly provided with generous width and good pavement quality.

As part of the Audit brief, proposed plans to upgrade the cycleway/footpath amenity along the Lismore Road were reviewed. The Part 8 planning drawings for the ‘Kilrush Cycletrack/Footway Upgrade Works’ were inspected by the Audit Team. The new proposals will serve to further enhance the walking and cycling environment for pedestrians and cyclists and the Audit Team welcomes the proposals which will provide additional opportunities for pedestrians and cyclists to safely cross the road, further calm passing vehicular traffic, increase the cycling amenity with new sections of raised cycle track, and new footpaths. The proposals will remove any existing narrow sections of cycle lane.

Notwithstanding this, continuing the cycle facilities through to the Lismore roundabout junction to link with Shandon Street and Dungarvan town centre would be very beneficial to the road environment and enhance the overall cycling experience as well as improving road safety at the junction. In addition, providing green route way-finding signage such as Smarter Travel or Sean Kelly to direct cyclists towards the nearest cycle routes would of benefit to cyclists, particularly at the N25 roundabout.



2.10 Route Section 10 – Fr. Twomey’s (N25 Spring Roundabout

to Youghal Road)


This section of greenway runs through part of the western side of Dungarvan town known as ‘Fr. Twomey’s’ linking the N25 Spring Roundabout to the Springfield residential estate and Youghal Road (see aerial photograph map of route in Figure 2.17 following and route section marked 10 in Figure 2.1 herein).

Figure 2.17 Route Section 10 – Fr. Twomeys


The route consists of a fully off-road shared pedestrian and cycle greenway facility and partially runs parallel to an existing stream.

Springfield Estate

Youghal Road

N25

N25 Spring Roundabout





1. North end of scheme route

There are multiple entrances to the greenway off the N25, the Spring Roundabout, Springmount and Springfield Roads which are not clearly defined or ‘advertised’ as done elsewhere throughout the town i.e. no greenway ped/cyclist bollard & way-finding signage.

Entrance Springmount Entrance N25

No bollards or way-finding signage

Provide shared ped/cyclists bollards and Smarter Travel way-finding signage at the locations described as provided elsewhere throughout the town.

2.

Springfield Road Zebra crossing




3.

Greenway junction at north end of scheme route

No way-finding signage to provide direction


Way-finding signage showing the direction to key locations such as the town centre, Youghal Road etc. should be provided as provided elsewhere.




4.

Greenway link to Springfield Estate

There is no way-finding signage provided. It is not clear on the greenway where the link provides access to, or whether the link is an extension of the greenway itself.

Way-finding signage should be provided at the location described showing the direction to the estate & town centre etc. Alternatively, a sign or marker stone or similar could be provided on the grass verge to clearly state the name of Springfield indicating that the link provides access to a residential area.

5.

Section of greenway running parallel to stream

The stream running parallel to the greenway is left exposed and unprotected over a short distance at a location where there is no verge separating the greenway from the stream and where an appreciable level difference exists between the stream and the greenway surface.

Exposed stream embankment

Safety guard railing or fencing should be provided along the exposed section of stream embankment to mitigate the risk of pedestrians or cyclists falling into the stream.

6.

Springfield/Youghal Road Junction

1. There is no way-finding signage provided at the termination of the off road greenway at the junction.

2. The zebra crossing beacons were not observed to be flashing warning during the site visit.

No way-finding signage at junction and beacons not flashing warning signals.

Way-finding signage showing the direction to the town centre, etc., similar to elsewhere should be provided.


No way-finding

signage




7.


There is no provision for cyclists wishing to cross the Youghal Road at the junction and continue south along the Youghal Road.

Youghal Road junction – no facility for pedestrians and cyclists to cross the busy Youghal road from Springfield

A new zebra crossing should be considered on Youghal Road at the Springfield junction, similar to other greenway crossings, to facilitate pedestrians and cyclists turning right onto Youghal Road in particular.

8.


Youghal Road is very wide in the vicinity of Springfield junction with wide hard shoulders. Vehicles currently park on the hard shoulder outside a petrol station and car dealership obstructing visibility to the right at the junction. This creates a traffic hazard and places pedestrians and cyclists at risk when crossing the road. There is no footpath along the Springfield side of the Youghal Road at this location.

Haphazard vehicle parking on Youghal Road obstructing visibility.

Measures should be implemented on Youghal Road at the location described to remove the haphazard parking practice. Such measures could include traffic island build-outs, bollards, and delineators to prevent vehicles parking along the hard shoulder.




As per the National Cycle Manual (NCM) minimum QOS criteria Level B for cycle schemes referenced in section 2.1.3 herein, the section of greenway in consideration may be analysed as follows:

Pavement Condition (PCI Range) – In the absence of carrying out any detailed pavement analysis calculations, site visits noted that the condition of the greenway pavement surface is good representing an estimated PCI Range greater than or equal to Level B.

No. Adjacent Cyclists – The width of the greenway from outer edge to outer edge is in the order of 3 metres which provides ample room for cyclists to travel 2 abreast or carry out overtaking manoeuvres in addition to accommodating pedestrians. The resulting QOS is greater than or equal to Level B.

No. Conflicts per 100m of route – The route is characterised by a fully off road length of shared greenway with road crossings at two locations at both ends of Springfield Road. The number of conflicts is low and well within QOS Level B acceptable limits.

Journey Time Delay – There are two junctions with vehicular traffic on the section of route in consideration; zebra crossings of Springfield Road at both ends of the road near the Springmount and Youghal Road junctions. Zebra crossings rely on drivers giving way to pedestrians and cyclists who step out onto the crossing. They cause little delay to pedestrians and cyclists. Therefore the journey time delay may be taken as negligible and in excess of the minimum acceptable criteria for a QOS of Level B.

HGV Influence – The majority of the section of route in consideration is fully off road and segregated from vehicular traffic apart from the two zebra junction crossings. The percentage of passing traffic comprised of HGV’s and buses on Springfield Road is not known, however the impact is negligible as traffic gives way to pedestrians and cyclists on the crossings and at no point are cyclists travelling next to live traffic. The resulting QOS is greater than Level B.


The section of greenway in consideration is of a high quality and exceeding minimum QOS standards for cycle schemes as set down in the NTA Cycle Manual. The route is almost entirely off road with no mixing with or running adjacent to vehicular traffic. The two zebra crossings of Springfield Road were noted to operate well with a high level of respect shown towards pedestrians and cyclists by vehicle drivers.

The quality of directional and information signage for the greenway was noted to be a particular issue at junctions and links to residential areas. At both the N25 Roundabout/Springmount and Youghal Road ends of the greenway there is an absence of greenway signage to inform and direct passing cyclists to the greenway and other nearby cycle routes.

The section of route running parallel to the stream is left exposed and would benefit from the provision of safety guard railing or fencing to mitigate the risk of pedestrians or cyclists falling into the stream. Provision for cyclists and pedestrians at the Youghal Road junction needs to be improved also, particularly for right turning cyclists and pedestrians who are left to fend for themselves at a location where there is haphazard vehicle parking on the Youghal Road hard shoulder and high passing vehicle speeds.

Notwithstanding this, as part of the Audit brief, proposed plans to upgrade the cycleway/footpath amenity along Youghal Road were reviewed. The Part 8 planning drawings for the ‘Youghal Road Traffic Calming Scheme’ were inspected by the Audit Team. The proposals will directly address issues raised herein at the Springfield Road junction with Youghal Road and the connectivity between opposite sides of Youghal Road.



2.11 Route Section 11 –Youghal Road


This section of green route links the Youghal Road Roundabout with Dungarvan town centre, via Youghal Road and Rice’s St (see aerial photograph map of route in Figure 2.18 following and route section marked 11 in Figure 2.1 herein).

Figure 2.18 Route Section 11 – Youghal Road


The route consists of on road cycle lanes provided along both sides of Youghal Road and Rice’s Street.

Youghal Road Roundabout

Rice’s St

Town Centre

Youghal Road





1.

Youghal Road – north of R’dabout.

The outbound on road cycle lane terminates at a pedestrian crossing to the north of the roundabout and the inbound on road cycle lane commences at the Springfield junction. The result is that there is no continuation of cycle facilities to the roundabout or link between the cycle lanes on opposite sides of the road. In addition, there is no greenway way-finding signage associated with the cycle lanes.

Outbound cycle lane terminates at crossing

Inbound cycle lane commences at Springfield junction.

Consideration should be given to linking the cycle lanes on opposite sides of the road by means of a new crossing point and also extending the cycle lanes as far as or through the Youghal Road roundabout junction. Way-finding signage should be erected at the cycle lane end points.

2.

Youghal Road – Zebra Crossing

There is a desire line on both sides of the crossing through existing greenfield sites (path worn in grass) which are not currently catered for.

Path worn in grass – east side of crossing

A fully connected route should be provided between the Bay View and Western View estates to the Youghal Road and also through the green area on the east side of the road to facilitate both pedestrians and cyclists.




Path worn in grass – west side of crossing

3.

Toucan crossing outside St. Mary’s Primary School

The layout of the toucan crossing is incorrect. The crossing points are not aligned from opposite sides. The position of the traffic signal and cycle callout poles are also out of sync.

Toucan crossing layout incorrect

The toucan crossing should be rebuilt in the correct layout.




4.

Rice’s St – start and end of cycle lanes

The inbound and outbound on road cycle lanes start and end before the Mitchell St junction. There is no continuity for cyclists in the direction of the town centre, or traffic calming measures to improve the road environment for cyclists. This places cyclists at risk of conflict with vehicular traffic.

End of cycle lane inbound

Start of cycle lane outbound

Consideration should be given to the provision of traffic calming measures or specific cycling infrastructure further along Rice’s St and along Mitchell St to improve the road environment for cyclists in the direction of the town centre and Dungarvan Square.

5.

Rice’s St – start and end of cycle lanes

There is no way-finding signage for cyclists at the start and end of the cycle lanes as provided elsewhere throughout the town.

No way-finding signagne at cycle lane limits

Directional way-finding signage should be provided at the cycle lane start and end points to direct cyclists towards cycle facilities and greenways elsewhere throughout the town.




As per the National Cycle Manual (NCM) minimum QOS criteria Level B for cycle schemes referenced in section 2.1.3 herein, the on road cycle lanes on the Youghal Road may be analysed as follows:

Pavement Condition (PCI Range) – In the absence of carrying out any detailed pavement analysis calculations, site visits noted that the condition of the on road cycle lane surfaces are good representing an estimated PCI Range greater than or equal to Level B.

No. Adjacent Cyclists – The on road cycle lanes are one-way in operation and provided on both sides of Youghal Road. The lanes are sufficiently wide to accommodate cyclists travelling in single file or to carry out overtaking manoeuvres. The resulting QOS meets the required standard.

No. Conflicts per 100m of route – Youghal Road has a high number of direct accesses associated with residential entrances, commercial businesses and schools. The number of conflict points is therefore high and represents a QOS less than the required standard Level B.

Journey Time Delay – The main sources of journey time delay on the route are at the three zebra/pedestrian/toucan crossings on Youghal Road. Cyclists travelling ahead on Youghal Road do not experience any unduly long delays negotiating the crossings and therefore the journey time delay may be taken as negligible and in excess of the minimum acceptable criteria for a QOS of Level B.

HGV Influence – Cyclists are forced to travel next to live traffic on Youghal Road via on road cycle lanes. The percentage of passing traffic comprised of HGV’s and buses is not known, however it would be a fair assumption that up to 5% of passing traffic is comprised of HGV’s and buses providing a QOS Level B.


The section of cycle route in consideration is of a reasonable standard and meeting minimum QOS standards for cycle schemes as set down in the NTA Cycle Manual for sections of the route. The on road cycle lanes are provided with generous width and good pavement quality.

As part of the Audit brief, proposed plans to upgrade the cycleway/footpath amenity along the Youghal Road were reviewed. The Part 8 planning drawings for the ‘Youghal Road Traffic Calming Scheme’ were inspected by the Audit Team. The new proposals will serve to further enhance the walking and cycling environment for pedestrians and cyclists and the Audit Team welcomes the proposals which will provide additional opportunities for pedestrians and cyclists to safely cross the road, further calm passing vehicular traffic, increase the cycling amenity with new sections of cycle lane, and reduce the carriageway width of Youghal Road.

The proposals will directly address issues raised herein at the Springfield Road junction with Youghal Road and the connectivity between opposite sides of Youghal Road. The proposals will also improve and rationalise the termination of the inbound cycle lane outside the Garda Station in advance of the Mitchell St junction.

Continuing the cycle facilities through to the Youghal Road roundabout junction and also further along Mitchell Street towards Dungarvan town centre would be very beneficial to the road environment and enhance the overall cycling experience as well as improving road safety for all road users. In addition, providing green route way-finding signage such as Smarter Travel or Sean Kelly to direct cyclists towards the nearest cycle routes would of benefit to cyclists, particularly at the scheme start and end points.



3.0 FUTURE PLANNED ROUTES

As part of the Audit brief, new proposed plans to extend and upgrade walking and cycling facilities within the town of Dungarvan as part of the Smarter Travel Programme of Works were reviewed and inspected by the Audit Team. Improvements and upgrade works are planned for the following locations:

• Murphy Place - described in section 2.4.4 herein;

• Barnawee Bridge – described in section 2.5.4 herein;

• Kilrush (R672 Lismore Road) - described in section 2.9.4 herein;

• Youghal Road - described in sections 2.10.4 and 2.11.4 herein;

• N25 from the Coolagh Roundabout to the Spring Roundabout;

• Ringnasillogue;

• Dungarvan Town Centre.

Proposed improvement works on the N25 National Primary Road are located on the outskirts of Dungarvan, starting at the Coolagh Roundabout at the eastern end and extend west for approximately 2.4 kilometres to the Spring Roundabout. The objective of the proposed works is to provide a safer and more attractive environment for vulnerable road users along a heavily trafficked route and, where possible, to give priority to these road users rather than the motor vehicle.

A new fully off road shared footpath and cycle track will extend from the existing on road cycle lane on the N25 to the north of Coolagh Roundabout along the N25 to link with the Fr. Twomey’s greenway at the Spring Roundabout. The shared facility will run off road adjacent to the N25 mainline extending around the Coolagh, Strandside, Shandon, Fairlane, Kilrush and Spring Roundabouts with new toucan crossings provided in the vicinity of the roundabouts to link each side of the roundabouts and other nearby cycle routes. The proposal will greatly improve the walking and cycling environment along the N25 and provide an important link between other green routes around the town and Dungarvan town centre. The proposal is compliant with the NTA Cycle Manual and will prove an important link in the chain of green routes within and surrounding Dungarvan.

The Ringnasillogue works proposed comprise a section of off road shared pedestrian and cycle greenway to the south of the town which will link the Youghal Road footpaths and cycle lanes through a greenfield area running along the seafront to Dungarvan Sports centre at Ringnasillogue Avenue. The link will provide an important link between the Youghal Road communities and the sports centre as well as the Quays and Dungarvan Town centre.

The greenfield portion of the route was recognised in Problem 2 of Section 11.2.2 herein ‘Youghal Road issues identified’ as having a path worn by pedestrians and will cater for an existing demand. The proposed 3.2 metre wide facility will provide a high level of service and is compliant with the NTA Cycle Manual. The route will form an important element of the town smarter travel plan linking the sports centre with improvement works proposed on Youghal Road.

The Audit Team also reviewed proposed traffic management improvement works for Dungarvan Town centre. The proposed works broadly include:

• Grattan Square traffic management and public space improvements;



• Devonshire Bridge traffic management and public space improvements;

• St Mary’s Street/O’ Connell Street town centre traffic management improvements;

• Mitchell Street Junction improvements

The proposals include a range of options for Grattan Square which is currently heavily dominated by private car through fare and car parking, reducing the public space and vulnerable road user facilities to narrow footpaths on the outer edge of the square. All of the proposals will create a vastly improved environment for pedestrians as well as cyclists, reducing the impact of motor vehicle dominance, and creating a public space which is attractive, safe and comfortable for pedestrians and cyclists to move around.

Traffic management improvement proposals at the Mitchell Street, St. Mary’s Street, O’ Connell Street, and Devonshire Bridge junctions will serve to reduce junction radii, narrow road carriageways, and improve footpath widths and the public space for vulnerable road users. Such proposals will also serve to calm passing traffic and improve the road environment for pedestrians and cyclists and form an important link with green routes connecting into the town centre.

The Audit Team welcomes the future proposed plans to extend and upgrade walking and cycling facilities within the town, all of which are in line with smarter travel policy and which will serve to enhance the public realm in terms of vulnerable road user provision.



4.0 SUMMARY

This Cycling Infrastructure Audit for the Dungarvan Smarter Travel Area has addressed:

• Audit of existing cycling infrastructure currently in place, or in an advanced stage of construction, highlighting any deficiencies or conflicts of use;

• Recommendations to remedy any deficiencies and conflicts of use identified;

• Assesses the quality of the cycling environment along each route in consideration against Quality of Service criteria set out with the National Transport Authority’s Cycle Manual;

• Assesses future cycling infrastructure plans for the Dungarvan STA.

The Audit Team welcomes the considerable amount of work which has been being carried out to date by the Dungarvan STA team, all of which has had a very positive impact on the road environment within the town. The fully off road shared pedestrian and cycle greenways have been delivered to a very high standard with generous width, good quality surfacing, and excellent connectivity between Dungarvan town and surrounding areas.

Notwithstanding this, directional and information signage associated with the new cycling and walking infrastructure was confusing to the Audit Team during the site inspections. A combination of Dungarvan STA and Sean Kelly Tour signage is used at various locations throughout the greenways and it was not clear to the Audit Team what message the Sean Kelly Tour signage in particular is meant to convey. The Dungarvan STA signage showing direction to a particular location and the anticipated walking/cycling time is easily understood but is not provided at enough locations. A comprehensive review of all greenway signage is urgently required to address these issues.

The treatment of cycle lanes at junctions, in particular roundabout junctions, was a recurring theme throughout the site inspections. There are numerous sections of on and off road cycle lanes which are terminated before/after roundabout junctions, leaving cyclists to merge with faster moving vehicular traffic and negotiate roundabout junctions without priority. The net result is that whilst the cycle lane link itself provides a valuable amenity, the start and end points are not connected with other cycle routes and the route may be considered dangerous and unattractive at roundabout junctions. The realisation of the N25 improvement works in particular is urgently required to address this issue as the improvements will provide new sections of cycle lane through roundabout junctions on the N25, linking with other town greenways and Dungarvan town centre and making all greenway routes more attractive as a result. Improvements in this regard are also required at the Youghal Road roundabout and Duckspool roundabout.

The Audit Team welcomes the traffic calming and traffic management improvement measures on routes such as the Lismore Road, Monang, and Murphy Place which serve to calm passing vehicular traffic and improve the walking and cycling environment. The provision of additional measures such as cycle logos on road pavement surfaces and cycle warning signage would serve to reinforce the message to passing motorists that the route is shared with cyclists and to slow down.

A noticeable feature of the site inspections was the absence of specific cycling infrastructure within Dungarvan town centre and side streets i.e. Grattan Square. Many of the new cycle infrastructure and traffic management improvement schemes do not connect into the heart of Dungarvan town centre and do not address the over prioritisation of the motor vehicle over vulnerable road users at public spaces such as Grattan Square. In this regard, the Audit Team welcomes the proposed traffic management improvement works for Dungarvan town centre detailed herein, and measures such as the Grattan



Square public space improvements and Mitchell Street and Devonshire Bridge junction improvements will greatly improve the walking and cycling environment within Dungarvan town centre, crucially providing a link between greenways and cycle infrastructure surrounding the town with the town centre. These improvements should be seen as priority measures.

The overall quality of work carried out to date within Dungarvan STA broadly meets industry best practice standards and has had a very positive impact on the cycling experience and amenity within the town. The realisation of planned improvement schemes and suggested remedial measures outlined herein will further enhance the road environment for cyclists and provide an excellent level of service for cyclists of all ages and abilities as well as provide improved facilities for other vulnerable road users such as pedestrians.

Documents

Cycling Infrastructure Audit Dungarvan Final · PROJECT: Cycling Infrastructure Audit DOCUMENT: Dungarvan Smarter Travel – Cycling Audit Report Dept. Transport, Tourism and Sport