January 2015
Kildare County Council
PLANNING & DEVELOPMENT ACT 2000 (Part XI) (As amended)
PLANNING & DEVELOPMENT REGULATIONS 2001 - 2013 (PART 8)
STATEMENT TO ACCOMPANY
Maynooth Town North-South Corridor
Table of Contents
1
Introduction................................................................................................................................... 1
2
Layout of Proposed Scheme........................................................................................................ 4
3
Impact of the Scheme................................................................................................................. 13
4
Alternatives Considered............................................................................................................. 16
5
Submission ................................................................................................................................. 20
AECOM
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Maynooth Town North-South Corridor Study
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Introduction
1.1
Introduction
Kildare County Council commissioned AECOM to undertake a review of the North-South Corridor in Maynooth.
The aim of the project is to provide safe and attractive infrastructure to encourage greater use of sustainable
travel modes for trips to work, education, and for recreation. The objectives of the scheme are:

To improve facilities and quality of service for cyclists, pedestrians, and vulnerable road users.

Improved and upgraded traffic management arrangements for vulnerable road users that more
adequately cater to the needs of all road users.
The objectives of this project are in line with current national, regional and local policies to promote sustainable
transport and encourage greater levels of walking and cycling within our cities, towns and villages.
The corridor is defined as the section of Straffan Road from immediately north of the junction with the
Celbridge Road, including Main Street, Leinster Street, Mill Street and Moyglare Road. The study area is
shown in Figure 1.
Figure 1.1: Maynooth North-South Corridor Study Area
1.2
Planning and Policy Context
The proposed scheme supports a number of national, regional and local planning and policy documents. An
overview of the most relevant policies that it supports are summarised below.
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National and Regional Policy
Smarter Travel, a Sustainable Transport Future, A New Transport Policy for Ireland 2009-2020
Smarter Travel, A Sustainable Transport Future, (2009) is the transport policy for Ireland for the period 20092020. The policy focuses particularly on how existing unsustainable transport and travel patterns experienced
in Ireland must be tackled. It recognises the vital importance of continued investment in transport to ensure an
efficient economy and continued social development. It also sets out necessary steps to ensure that people
choose more sustainable transport modes such as walking, cycling and public transport.
Design Manual for Urban Roads and Streets (DMURS)
DMURS provides guidance relating to the design of urban roads and streets. The Manual seeks to address
street design within urban areas (i.e. cities, towns and villages). It sets out an integrated design approach.
What this means is that the design must be:

Influenced by the type of place in which the street is located, and

Balance the needs of all users.
DMURS reorders the design priorities and requires designers to consider the needs of pedestrians first, then
cyclists, public transport and finally private motor vehicles, when designing schemes within an urban
environment.
Greater Dublin Area Transport Strategy 2011-2030 (DRAFT)
The GDA Transport Strategy 2011-2030 sets out the objectives and proposals in relation to how transport
should evolve over that period in order to ensure that the Greater Dublin region continues to meet the needs of
its citizens. As well as proposed infrastructure works it also sets out objectives to improve the attractiveness of
walking and cycling and to increase availability and usage of public transport.
National Cycling Policy Framework (2009)
The Irish Government’s first National Cycling Policy Framework was adopted in 2009. The stated vision of the
Framework is to “create a strong cycling culture in Ireland”. The Framework sets out 19 specific objectives, and
details 109 individual actions aimed at ensuring that a cycling culture is developed to the extent that, by 2020,
10% of all journeys in Ireland will be by bike.
Regional Planning Guidelines for The Greater Dublin Area 2010-2022
The Greater Dublin Area (GDA) RPG’s have been prepared for the geographical area incorporating the
administrative regions of Dublin City, Fingal, South Dublin, Dún Laoghaire – Rathdown, Meath, Kildare and
Wicklow. This is a robust document which exists in the medium to long term and has been produced to inform
the drafting of local area and development plans by the various local authorities within the GDA.
In terms of walking and cycling the RPG’s set ambitious targets regarding cycling as a viable and mainstream
transport mode in a “relatively compact urban form” such as Dublin. .
Local Policy
Maynooth Local Area Plan 2013–2019
Within the Maynooth Local Area Plan 2013-2019 there are numerous policies and objectives relating to
sustainable travel and improving walking, cycling and public transport facilities.
The proposed new facilities along the North-South corridor will greatly improve these facilities and provide a
key part of the town’s walking and cycling network. It will also provide an opportunity to further enhance the
public realm and the streetscape of the location.
It is consistent with the Maynooth Local Area Plan 2013-2019 and supports the following Policies and
Objectives within the Plan:
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Urban Design Strategy Policies
UDS 6:
To relieve traffic congestion within the town centre by improving permeability.
Town Centre Strengthening Policies
TCS 6:
To improve the image of the town centre by increasing permeability, creating well defined street
edges (where private space and public space meet) and by developing high quality streets with active
ground floor frontages.
Public Transport Policies
PT 1:
To ensure where possible, that all public transport is accessible to the disabled.
Pedestrian and Cycle Networks
PC 2:
To ensure where possible, that all public transport is accessible to the disabled. To ensure the
development of ‘shared surface’ and similarly passively calmed environments throughout the town.
Surfaces should be different colours to distinguish the intended uses.
PCO 1:
To refurbish all footpaths in the town and improve access for the disabled as part of this
refurbishment and to construct new footpaths that are accessible to the mobility impaired.
PCO 3: To provide footpaths and public lighting both sides of Leinster Street.
PCO 4: To facilitate and encourage cycling as a more convenient and safe method of transport, through the
designation of a cycle network.
PCO 6: To provide for public transport, walking and cycling infrastructure in collaboration with the National
Transport Authority under the National Transport Authority’s funding programmes.
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Layout of Proposed Scheme
2.1
Proposed Development – Key Points
4
As noted previously, the scheme can divided into the number of different sections.

Straffan Road

Town Centre

Straffan Road to Leinster Street Link

Leinster Street

Mill Street

Moyglare Road
A number of options were considered for each section, as noted in section 2 above. The preferred scheme is shown
in Drawings 60274510 PL-001 to PL-005 which accompanies this submission.
Straffan Road (Drawing 60274510 PL-001)

The improvements on Straffan Road will involve the redistribution of road space and the provision of
improved and widened pedestrian and cycle facilities.

It is proposed to provide a minimum footpath width of 2.0m. This is increasing the footpath from an existing
1.75m wide. It is also proposed that where possible that there is a separation of the footpath and cycle track
with a landscape section provided.

The existing pedestrian crossing on Straffan Road is to be upgraded to toucan crossing. The crossing itself
will be a minimum of 4m wide to give adequate room for pedestrians and cyclists to cross at the same time.
The cycle track is to be ramped down to road level 20m in advance of crossing to ensure that there is no
conflicts between pedestrians and cyclists at this point.

The existing cycle track surface on Straffan Road is rough and worn away and is uncomfortable for cyclists
to use. It is badly in need of repair. It is proposed to upgrade the cycle track, while also increasing its width to
2.0m. This upgrade will involve providing a level difference the cycle track and the footpath.

The Straffan Road priority junctions will be upgraded in accordance with National policy and best practice.
The cycle track is to be ramped down to road level 20m in advance of junctions. The cycle lane is to be
brought across the mouth of the junction with red surfacing provided for legibility and to highlight cyclist’s
priority through the junction. The junction radii at the junctions will be reduced in order to reduce motorist’s
speeds as they access the junction. The stop line will be relocated to the rear of the footpath. Dropped kerbs
and tactile paving will be provided at the pedestrian crossing. Exit visibility is maintained at the junctions due
to the reduced road width.

The existing cycle track on the Straffan Road will be coherent, with reduced conflicts at priority junctions,
residential access points and bus bays, improved cycle start/end transitions, appropriate tie in to signal
junctions and pedestrian crossings, and facilities for right turners onto or off the cycle track;

It is proposed to reduce the road lane widths from 3.5m or more to 3.25m, in accordance with the Design
Manual for Urban Roads and Streets. The proposed narrow carriageways are one of the most effective
design measures that calm traffic, reducing vehicular speed, making it safer and more pleasant road
environment. Proposed landscaping on Straffan Road will help improve the streetscape.

A right turning lane will be maintained at the Rail Park and Castlebridge housing estates given the higher
number of right turners at these locations. However, right turn lanes will be removed at Old Greenfield
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Estate, Silken Vale housing estates, and also at the Railway access junctions to allow for wider pedestrian
and cycle facilities.

Cycle facilities are upgraded at the existing bus terminus by bring the cycle lane across the mouth of the
junction. Red surfacing is provided to highlight the cycle lane and cyclists priority through the terminus. The
existing island is to be set back to provide space for the cycle lane. Flat top ramps are provided at the
entrance and exit of the bus terminus to provide a crossing location for pedestrians and also reduce the
speed of buses exiting and entering the bus terminus.

On the approach to the Straffan Road / Glenroyal junction, the existing wall to the west of the junction is to
be set back to provide for a cycle track on the approach to the junction. The cycle track is taken through the
Glenroyal junction, and into the Town Centre 30km/h zone, a shared facility with vehicles and cyclists using
the same road space. Alternatively, cyclists can use the proposed link at the Glen Royal junction to Leinster
Street.
Figure 2.1 shows the existing provision along Straffan Road and Figure 2.2 shows the proposed layout along
Straffan Road.
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Figure 2.1 : Existing Layout along Straffan Road
Figure 2.2 : Proposed Layout along Straffan Road
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Town Centre (Drawing 60274510 PL-002)

A 30km/hr zone is proposed in Maynooth Town Centre. This in particular is to facilitate a shared / mixed
road carriageway, with vehicles and cyclists using the same road space. A 30km/h speed limit is necessary
to keep the speed differential between vehicles and cyclists to a minimum to provide a safe road
environment for cyclists. Furthermore, the 30km/hr speed limit will also provide a safer road environment for
pedestrians and vulnerable road users.

The key feature from a cycling perspective is that cyclists “take the lane” in line with vehicles, which will be
highlighted by a cycle logo in the centre of the lane at the start of the links.

It is proposed to remove the existing cycle lane from the Main Street footway, and to replace them with a
shared road carriageway on Main Street for motorists and cyclists. With the removal of the cycle lane from
the footway, there is additional space, which increases the level of service for pedestrians. A number of
signs and poles can be removed from the Main Street which will increase the accessibility of the footpaths.
The removal of the cycle path from the Main Street will make the Main Street a more attractive place.

It is proposed to provide a 3m minimum shared cycle/pedestrian facility on the western side of Straffan
Road from the Glenroyal Hotel to Court House Square. This proposal is required due to the high levels of
primary school children walking or cycling the existing path on this school route, with the Girls National
School located to the west of the town.

The 30km/h proposals in the town centre will also continue to accommodate the traffic capacity of the
existing junctions.

It is proposed upgrade the Main Street / Mill Street Junction with a diagonal crossing from the southeast
corner to the northwest corner of the junction. Currently, there is an all pedestrian stage at this junction. The
largest desire line is from the southeast corner to the northwest, which currently has to be undertaken in two
movements. The diagonal movement will create a move direct route for pedestrians.
Straffan Road to Leinster Street Link (Drawing 60274510 PL-002)

A 4m wide pedestrian and cycle link is proposed from the Glenroyal Hotel junction to the southern end of
Leinster Street. This path provides an alternative route for pedestrians and cyclists rather than travelling
through Main Street or the using the existing ramp linking to the Harbour area. This new link will increase
permeability between Straffan Road and Leinster Street.

The new link while being for pedestrian and cyclists will also be used as an access for emergency vehicles,
including the Fire Services located to the south of Leinster Street.

This link will be the first phase of the new street as proposed in the Maynooth Local Development Plan
2013-2019. This proposed pedestrian/cycle path is provided along the proposed route as shown in the LAP.
Leinster Street (Drawing 60274510 PL-002)

It is proposed to provide a shared space walkway through Leinster Street. This will be done by reducing the
road carriageway to 5.5m and reconstructing the road surface with a new surface finish. New lighting is also
proposed on Leinster Street, to make it more attractive during the hours of darkness.

A shared space street is a street/place designed to improve pedestrian movement and comfort by reducing
the dominance of motor vehicles and enabling all users to share the space. It has the aim of allowing
pedestrians to move more freely within the street. Shared space is a way of enhancing a street’s sense of
place while maintaining its ability to accommodate vehicular movement.
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
Leinster Street is considered to already to operate as a shared space street, the volume and speed of traffic
are low, which means pedestrians already feel comfortable using existing road carriageway. Therefore, it is
proposed to reinforce this concept and to create a street that is attractive for both pedestrians and cyclists to
use, with a new road surface and additional road furniture along the route.

A footpath is proposed on the western side of the street. The proposed footpath is provided, as some
vulnerable road users may feel uneasy using the shared space . This is known as comfort space in shared
space design. The availability of comfort space and adequate seating is of benefit to all disabled people.

Shared space schemes usually use concrete or stone setts as a surfacing material, to help differentiate the
shared space area from surrounding streets. The new surface material will also indicate to drivers that
pedestrians are not confined to the footway and that they can expect pedestrians to use the road
carriageway.

Leinster Street will be part the proposed 30km/h speed limit (although actual speeds currently are a lot
lower than 30km/h on Leinster Street).

The reduced impact of motor vehicles in a shared space environment can be attractive to cyclists and it may
encourage them to divert from other routes. While it is proposed to change the existing road surface on
Leinster Street, it will be taken in account that cyclists prefer smooth, well maintained surfaces with little
surface texture.

A before and after image of Leinster Street with the new surface and changes as outlined above is shown in
the images below.
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Figure 2.3 : Existing provision along Leinster Street
Figure 2.4 : Proposed provision along Leinster Street
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Mill Street (Drawing 60274510 PL-003)

It is proposed to construct a separate bridge to the west side of the existing William Bridge on Mill Street.
The bridge structure would provide approximately 3.5m of extra pedestrian width to the existing streetscape.
It would open up the pedestrian boulevard beside the Manor Mills developments, and provide a more
convenient and safe walking route for pedestrians.

The extra pedestrian width also means that the existing footpath on the western side of the bridge can be
narrowed, providing more width for existing cycle lanes. The existing cycle lanes over the bridge can be
widened from their current width of 1.4m to 1.8m, and changed from advisory to mandatory cycle lanes. Red
surfacing may be considered on the cycle lanes to raise awareness of cyclists.

The proposed bridge on Mill Street will create an enhanced and more pedestrian environment, as is shown
in the photomontages below.

The Mill Street / Moyglare Road / Kilcock Road junction is to be upgraded. The left slip lane from Mill Street
to the Kilcock Road is to be retained but its existing radius is to be reduced and the road carriageway
narrowed to reduce motorists speed and remove the perception that the left slip is free flow.

It is proposed to set back the existing school wall north of the junction to remove the pinch point between
the junction and the school entrance. This will allow for the provision of a right turn lane from Moyglare Road
to Kilcock Road. This is subject to agreement with the school.
Proposed Bridge on Mill Street (Drawing 60274510-SK-003)

The proposed Structural Steel Bridge comprises of longitudinal and transverse deck members and will
provide a slender structure. A high level finish to the steel will ensure that the steelwork can be left exposed
to give a highly aesthetic, lightweight solution.

The required parameters can be easily achieved with this proposed structure and provides a slender
structure which would be aesthetically pleasing, as recommended in the Built Heritage Assessment.

Structural steel structure provide a fast construction time and reduces instream works.

The precast beam can be placed above the existing cast iron pipe with sufficient clearance to allow
maintenance and repair works to be carried out on the pipe
Proposed Elevation of the Structural Steel Bridge (Drawing 60274510-SK-003)
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Figure 2.5: Existing Provision at William Bridge
Figure 2.6: Proposed new pedestrian bridge at William Bridge.
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Moyglare Road (Drawing 60274510 PL-004 & PL-005)

It is crucial that Moyglare Road is upgraded with high quality facilities that provide the connectivity to the
town centre necessary to facilitate sustainable transport.

Dedicated separate pedestrian and cycle facilities were considered for Moyglare Road, however, this option
resulted in a 14m wide corridor which had a significant impact on landowners, meaning that this option was
unfeasible and undeliverable.

Therefore, it is proposed to provide a 4.0m wide shared pedestrian / cycle facility on the eastern side of the
Moyglare Road. It is also proposed to upgrade the existing footpath on the western side of the road with a
new surface.

This option provides for a two-way shared pedestrian and cycle facility on the eastern side of the road. Two
new schools are proposed on a site to the north of Moyglare Hall, which is due to open in September 2015.
Therefore, the main pedestrian and cycle flow on this side of the road will be tidal; students will travel north
to the school during the AM, while in the PM students will travel south towards the residential estates.

To provide a 4.0m facility the existing road carriageway must be reduced from its existing 7.0m width to
6.0m. The reduced road carriageway will help traffic calm the route, reducing vehicular speeds.

All the vehicle access points to the residential estates along this route will be upgraded with raised tables,
incorporating raised area of contrasting surfacing. These serve two functions. Firstly, they act as entry
treatments, and are used to slow motorists down as the access or exit the residential estates. Secondly,
they will be raised to the footpath level to provide a convenient crossing point for pedestrians, cyclists and
wheelchair users.
Figure 2.7: Typical Existing and Proposed cross-section on Moyglare Road
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Impact of the Scheme
3.1
Visual Impact Assessment
A Visual Impact Assessment was undertaken by AECOM which accompanies this Part VIII application.
The visual assessment describes and evaluates the potential change in views of the existing landscape resulting
from the proposed scheme during construction and once in operation. The assessment also describes the extent to
which the propose scheme would affect visual amenity afforded to residents, visitor and users of the landscape
adjacent to the scheme.
In the Kildare County Development Plan 2011 – 2017, protected views from and to the Royal Canal are identified;
view references ‘RC6’ (Mullen Bridge Railpark/Maynooth) and ‘RC7’ (Bond Bridge Maynooth). In addition,
Maynooth town centre and castle is designated as an Architectural Conservation Area (ACA) and the town boundary
of Maynooth is shared with Carton Demesne.
The residual impacts at the four locations were noted as the following;

‘RC6’ (Mullen Bridge Railpark/Maynooth)
The proposed scheme will not impact the existing RC6 views because they will be like for like (i.e. the view
of the Royal Canal will not change and the view along the R406 will be similar to existing. Based on a worst
case assessment of mitigation proposed, it is expected there will be a negligible impact to the RC6.

‘RC7’ (Bond Bridge Maynooth)
The proposed scheme will not impact the existing RC7 views because they will be like for like (i.e. the view
of the Royal Canal will not change and the view along the R406 will be similar to existing. Based on a worst
case assessment of mitigation proposed, it is expected there will be a negligible impact to the RC7.

Maynooth ACA
The view of the historic buildings within the Maynooth ACA will have minor changes, as more cycle routes
are put onto the road instead of the pavement. The removal of the cycle track from the footpath/public
realm area creates the opportunity for revised streetscape in this area and potentially more attractive. The
extent to which tree removal will take place has not been fully established, and however it should be
minimal within the ACA area. At William Bridge, the pedestrian bridge will not be obtrusive, due to its
slender design and open parapets. It is expected there will be a negligible impact to the Maynooth ACA.

Carton Demesne
It is not expected there will be residual impacts to or from Carton Demesne. Based on a worst case
assessment of mitigation proposed, it is expected there will be a negligible impact to Carton Demesne as a
result of the proposed scheme.
The VIA concluded
“The proposed scheme will have visual impacts because of its proximity to receptors. However significant efforts
have been taken in the design to minimise these impacts as much as possible. Mitigation measures would reduce
visual impacts associated with the proposed scheme, along with mitigation planting. The removal of the cycle track
from the footpath/public realm area creates the opportunity for revised streetscape in this area and potentially more
attractive”.
The VIA recommended that a landscaping plan should be developed during the detailed design stage of the project.
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Appropriate Assessment Screening
The first stage of the Appropriate Assessment process, screening, has been completed in compliance with the
relevant European Commission and national guidelines. If the screening process identifies the potential for
significant adverse impacts on Natura 2000 sites, Stage 2 of the HDA needs to be completed.
The evaluation undertaken has identified that there will be no impact on any Natura 2000 Site, either alone or incombination with other plans or projects.
Therefore, as a result of the assessment carried out, it is considered that the conservation objectives for the Natura
2000 sites will not be compromised by the proposed development nor will the proposed scheme have any likely
significant effect on any Natura 2000 site or the habitats or species for which they been designated.
As such was concluded that the proposed scheme can be screened out at Stage 1 of the Appropriate Assessment
process.
3.3
Environmental Impact Assessment Screening
A screening report for an Environmental Impact Assessment has been undertaken. This screening report concluded
that
“Overall it is considered that the proposed scheme will enhance the townscape and amenity of the Maynooth area,
will no significant adverse effects and an Environmental Impact Assessment is not required”.
3.4
Archaeological Assessment
An Archaeological and Built Heritage Assessment of the Maynooth Pedestrian and Cycle Scheme was undertaken
by Irish Archaeological Consultancy, to study the impact, if any, on the archaeological and historical resource of
proposed scheme. IAC’s report accompanies the Part VIII application.
The archaeological impact noted the following:
“Short sections of the proposed route on Mill Street and Leinster Street are located within a zone of archaeological
potential as designated within the Maynooth Local Area Plan. The scheme is located to the immediate east of the
RMP constraint surrounding Maynooth Castle (KD005-015). A section of the proposed scheme will pass through the
area of potential associated with a recorded architectural fragment (KD005-014), which is located just outside of the
ZAP as designated in the Maynooth LAP. It is possible that ground disturbances associated with the proposed
development may have an adverse impact on archaeological remains that have the potential to survive beneath the
current ground level within this area”.
It recommended the following actions in mitigation of the impacts above.
“Should excavation be required to a depth beneath the levels of the modern road surface (c. 0.2-30m of tarmac or
hardcore) within the ZAP for Maynooth Town Centre and within KD005-014, it is recommended that the ground
disturbances be subject to archaeological monitoring by a suitably qualified archaeologist”.
IAC also noted that
“A short section of proposed cycle and footpath will cross the previously undeveloped ‘Harbour Field Sports
Ground’. It is possible that ground disturbances associated with the proposed development may have an adverse
impact on archaeological remains that have the potential to survive beneath the current ground level”.
IAC recommended the following actions in mitigation of the impacts above.
“that all topsoil stripping that may be undertaken within the greenfield area in ‘Harbour Field Sports Ground’ be
subject to full-time archaeological monitoring by a suitably qualified archaeologist. Full provision should be made for
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the resolution of any archaeological features that are identified during the course of monitoring should that be
deemed the most appropriate manner in which to proceed. Full provision should be made for the resolution of any
archaeological features that are identified during the course of monitoring should that be deemed the most
appropriate manner in which to proceed”.
3.5
Built Heritage Assessment
A Built Heritage Assessment the Maynooth Pedestrian and Cycle Scheme was undertaken by Irish Archaeological
Consultancy, to study the impact, if any, on the built heritage resource of the proposed scheme. IAC’s report
accompanies the Part VIII application.
The Built Heritage impact noted the following :
“Due to the nature of the proposed development, there will be little change to the character of Maynooth town and its
built heritage resource. However, it will require the construction of a new bridge adjacent to the western elevation of
a protected structure: William Bridge. This is a significant direct impact. No other adverse impacts on the built
heritage resource are anticipated as a result of the proposed scheme”.
Regarding a proposed new structure at William Bridge the report noted:
“If a new bridge is required at this location it should be a light structure, with as slender a profile as possible, so as to
minimise the extent to which William Bridge would be concealed. The use of stone as a means of imitating the
original bridge is not deemed to be an appropriate design response in this case.
IAC recommended the following actions in mitigation of the impacts above.
Prior to the construction of the new bridge a full written and photographic record along with measured survey should
be carried out of the western elevation of the bridge.
AECOM have taken the recommendations from the IAC into consideration and have a preferred option of a
Structural Steel Bridge (options outlined in Section 2.8). This option would comprise of longitudinal and transverse
deck members and would provide a slender structure. A high level finish to the steel will ensure that the steelwork
can be left exposed to give a highly aesthetic, lightweight solution.
3.6
Flood Impact Assessment
Roughan & O’Donovan were appointed by Kildare County Council to undertake the hydrological assessment of
William Bridge widening over the River Lyreen on Mill Street, Maynooth. Approximately 3m additional width is
required on the western side of William Bridge to accommodate a new pedestrian footpath. The FIA report provides
an assessment of the catchment contributing to the Owneyskeagh River at the proposed bridge location, and an
analysis of the hydraulic impact of the proposed bridge widening.
The FIA report concluded that the proposed bridge widening works will not increase the flood risk.
3.7
Transport Impact
The proposed scheme will have significant benefits for pedestrian, cyclists and public transport users along this
important corridor in Maynooth.
The impact of the proposed scheme on the key junctions along the route has been assessed and the key junctions
will continue to operate with satisfactory capacity and level of service.
It is not proposed to reduce the capacity of the signal controlled junctions along the route. The capacity at the
Straffan Road / Glen Royal Hotel, Straffan Road / Main Street, and Main Street / Mill Street junctions will all be
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Alternatives Considered
maintained. Additional capacity is proposed at the Mill Street / Kilcock Road / Moyglare Road junction with the
introduction of a right turn lane on the Moyglare arm of the junction.
Analysis has been undertaken on the Straffan Road. This analysis has been carried out in light of a revised road
layout design for the Straffan Road which will see the road operate with one lane in either direction with all central
hatching and right turning lanes removed in order to redistribute this road space for the benefit of pedestrians and
cyclists.
The analysis shows that the removal of the existing right turn lanes will have little impact on the efficiency and
operation of the traffic flow along the Straffan Road. The only junction where the removal of the right turn may lead
to notable delays and queuing is at the Rail Park junction and at the Castlebridge junction. It was therefore decided
to keep a right turn lane in these locations.
4.1
Introduction
A number of different options were examined to meet the objectives of the scheme. The corridor was split up into a
number of sections, as follows:

Straffan Road

Town Centre

Straffan Road to Leinster Street Link

Leinster Street

Mill Street

Moyglare Road
The options considered for each section, are outlined in the sections below. The preferred scheme is shown in
Drawings 60274510 PL-001 to PL-005 which accompanies this application.
4.2
Straffan Road
A number of options were considered for the Straffan Road including the following;
1. Removal of the cycle track and establishing an on-road cycle lane;
2. Resurfacing the existing cycle lanes and footpath;
3. Reallocation of road space and the provision of wider and improved pedestrian and cycling facilities.
Preferred Option
The preferred option is to widen the existing pedestrian and cycle facilities; by narrowing the existing road lanes and
the removal of the existing some of the central hatching and southbound right turn lanes. The advantages to this
option include;





Slower vehicle speeds and a safer road environment.
The reduced carriageway width will encourage slower speeds, thus improving the road safety of Straffan
Road, without materially impacting on the movement of motor vehicles.
Change the character of the road from a road ‘link’ to more of a ‘place’. This is be helped by introduction of
an improved landscape provision.
Improve the sense of place and provide a more attractive street environment.
Separate facilities for pedestrians and cyclists.
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Maynooth Town North-South Corridor Study
Removal of several dangerous cyclists’ conflict points including at residential access junctions, bus stops
and controlled crossings.
Provide a 2.0m wide (minimum) cycle track.
Provide a 2.0m wide (minimum) footpath.
Reduced crossing distance for pedestrians across Straffan Road.
Town Centre
A number of options were considered for the Town Centre including the following;
1. Reinstate the existing cycle track
2. Remove car parking and provide a cycle track
3. Introduce a 30km/h speed limit and provide shared on-road facilities.
Preferred Option
It was considered that a 30km/h speed limit should be introduced in Maynooth Town Centre. The advantages to this
option include;
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30km/h speed limit provides a safer road environment for all road users, including pedestrians, cyclists and
vulnerable road users.
The removal of cycle facilities on the footpaths on the Main Street would remove pedestrian and cycle
conflict on the Main Street paths.
This option does not require changes to the kerbline or removal of trees.
Link between Straffan Road and Leinster Street
The existing ramp from Straffan Road to the Canal area is quite steep and is a barrier for pedestrians or cyclists to
use the Canal Harbour area, in particular to vulnerable road users. In order to improve the accessibility of the Canal
Harbour area, a number of options were considered, including.
1. Re grade the existing ramp; or
2. Providing an alternative route connecting Straffan Road to Leinster Road
Preferred Option
The preferred option for this scheme to provide for a new pedestrian/cycle link between Straffan Road and Leinster
Street. This link is in line with proposals as set out in the Maynooth Local Area Plan. The advantages to this option
include;
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4.5
Increase permeability between Straffan Road and Leinster Street
It’s the first phase of the proposed link road connecting Straffan Road, Leinster Street, and Parson Street as
set out in the Development Plan.
The new link can accommodate emergency vehicles (fire tenders), for use as an alternative route onto
Straffan Road.
Increased pedestrian and cycle movements on Leinster Street
Upgrading Leinster Street
Leinster Street provides access between Straffan Road / Maynooth Train Station and the Main Street. It is a quiet,
tree lined street, with a narrow road carriageway with no facilities for pedestrians, except a footpath provided to the
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Maynooth Town North-South Corridor Study
north of the street. In order to improve the facilities for pedestrian and cyclists along this route, a number of options
were considered, including;
1. Provide footpaths on both sides of Leinster Street
2. Shared space area with a footpath on the western side of the road.
Preferred Option
The preferred option for this scheme is to provide a shared space environment, with more pedestrian defensible
space on the western side of the street. The advantages to this option include;
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Shared space environment reinforces the existing priority given to pedestrians;
Footpath provided for vulnerable road users as some are noted to be uncomfortable in a shared space
environment only.
Upgrading Mill Street
Mill Street performs an important link function within the town, connecting the town centre with the lands to the
north, including the Maynooth College and Moyglare Road. In order to improve the facilities for pedestrian and
cyclists along this route, a number of options were considered, including;
1.
2.
3.
4.
Reinstate the existing cycle lanes
Increase the width of the cycle lanes
Provide shared / mixed space road carriageway
Provide a pedestrian bridge and Increase width of cycle lanes
Preferred Option
It was decided that the most advantageous option for all road users would be the construction of the new bridge
structure. The advantages to this option include;
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4.7
Provides additional spaces for pedestrians;
Safer provision for pedestrians as they are not forced out onto the road carriageway while crossing the
William Bridge;
Additional footpath width can be provided on the eastern side of the road providing a better pedestrian
provision;
Improve the existing streetscape, and provide a more attractive link on Mill Street and towards the Manor
Mills Shopping Centre.
Upgrading Moyglare Road
Moyglare Road provides access to a number of large residential developments in north Maynooth. The road
carriageway is 7.0m wide, with footpaths provided on either side of the road. In order to improve the facilities for
pedestrian and cyclists along this route, a number of options were considered, including;
1. Upgrade Existing Footpaths, Provide Shared/Mixed Road Carriageway (remaining 7.0m wide)
2. Provide 2.0m and 2.0m wide footpaths and cycle lanes on both sides of carriageway, with a 6.0m wide
road carriageway (total 14m wide).
3. 4.0m wide Shared Pedestrian / Cycle Facility on the western side of the Road.
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Preferred Option
It was considered that the most advantages option for all road users would be to provide a 4.0m wide shared facility
on the eastern side of the road carriageway.
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Provide a combined facility for both pedestrians and cyclists on the eastern side of the road carriageway.
This will help facilitate students access to the planning approved schools at the north of Moyglare Road.
Improved surface quality on the existing pedestrian footpaths provides improved accessibility for all
pedestrians but particularly for vulnerable road users and those with mobility impairments.
The reduced carriageway width will encourage slower speeds, thus improving the road safety of Straffan
Road, without materially impacting on the movement of motor vehicles.
Bridge on Mill Street Options
A number of potential bridge options which have been assessed as part of the proposed widening required at
William Bridge, Maynooth. This proposed widening forms part of the Maynooth Town Corridor Study. Approximately
3m additional width is required at the existing bridge on the western side to accommodate a new pedestrian footpath
a number of options were considered, including;.
1.
2.
3.
4.
5.
Precast Arch Structure
Precast Beam Structure
Structural Steel Boardwalk
Timber Bridge
Structural Steel Bridge
Preferred Option
It was considered that the most viable options of those presented here with advantages such as maintenance and
inspection requirements during its life. This option would comprise of longitudinal and transverse deck members and
would provide a slender structure. A high level finish to the steel will ensure that the steelwork can be left exposed to
give a highly aesthetic, lightweight solution.
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The required parameters can be easily achieved with this proposed structure
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Structural steel structure provide a fast construction time and reduces instream works
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This option would provide a slender structure which would be aesthetically pleasing
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The precast beam can be placed above the existing cast iron pipe with sufficient clearance to allow
maintenance and repair works to be carried out on the pipe
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Maynooth Town North-South Corridor Study
Submission
Submissions or observations with respect to the proposed development, dealing with the proper planning and
development of the area in which the proposed development would be situated may be made in writing to:
A/Senior Executive Officer
Roads, Transport & Public Safety
Kildare County Council,
Aras Chill Dara,
Devoy Park,
Naas,
Co. Kildare.
on or before 12.00 noon on Thursday 2nd April 2015
Submissions should be headed:
“Maynooth Town North-South Corridor”
All comments, including names, of those making comments, submitted to the Council in regard to this scheme will
form part of the statutorily required report to be presented to the monthly meeting of Kildare County Council.
Accordingly they will also be included in the minutes of that meeting and may appear in the public domain.