Passage West to Carrigaline Greenway Feasibility Study Final

Passage West to Carrigaline Greenway
Feasibility Study
Final Report
Cork County Council
July 2012
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Date
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July 2012
Prepared by
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Contents
1
Introduction
1
2
Route Overview and Specification
3
3
Greenway Route and Design
6
4
Feasibility Cost Estimate
34
5
Route Summary
35
6
Project Action Plan
36
Addendum : Raffeen – Ringaskiddy Greenway
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1
Introduction
There are locations along the Greenway where the route will be required to deviate from the rail corridor
for varying reasons. At such locations it will be important that the alignment, and in particular the vertical
alignment, is developed to be suitable for the anticipated diverse cohort of users including young children,
people with disabilities and the elderly.
1.1
INTRODUCTION
Kieran Boyle Consulting was appointed by Cork County Council to prepare a feasibility report on the
provision of a Greenway between Passage West and Carrigaline on behalf of Patricia Power, Director of
Services, South Cork Division.
In addition, Kieran Boyle Consulting was also instructed by Cork County Council to review the feasibility of
extending the proposed Greenway to Ringaskiddy. This extension of the Greenway route to Ringaskiddy is
included as an addendum to this report.
1.3
POLICY CONTEXT
The development of Greenways forms part of the Government’s Smarter Travel Policy and more
specifically the Government’s National Cycle Policy Framework (NCPF). The NCPF has been developed
with the three strategic aims of:
Improving Quality of Life: through social interaction, exercise and developing a culture of sustainable,
healthy and safe travel.
A Stronger Economy: by providing a viable and cheaper alternative mode of transport that is free from
1.2
THE SCHEME
The Passage West to Carrigaline and Ringaskiddy Greenway represents a major opportunity to develop
an 8km stretch of high quality walking and cycling link along the route of the abandoned rail line between
traffic congestion and provides certainty of journey time that encourages greater use of local services and
that reduces public health costs
An Enhanced Environment: through reducing dependence on ever scarcer and expensive fossil fuels
and significantly reducing fuel emissions
the two towns. It is evident that the scheme would provide a key link in the broader walking and cycling
infrastructure in the area to the south of Cork City linking:
The Greenway would be a mixture of urban and rural sections and in this context would be consistent with

The existing Passage West to Rochestown Greenway
Objectives 1, 2 and 3 of the NCPF:

The Cross River Ferry
Objective 1: Support the planning, development and design of towns and cities in a cycling and

The cycle network in Carrigaline and onward to Crosshaven
pedestrian friendly way

The proposed Greenway to Ringaskiddy
Objective 2: Ensure that the urban road infrastructure is designed / retrofitted so as to be cyclist friendly
and that traffic management is also cyclist friendly
The route will provide improved walking and cycling access to employment and schools thus increasing
sustainable travel on the local walking and cycling network. Increased volumes of walking and cycling trips
Objective 3: Provide designated rural cycle networks especially for visitors and recreational cycling.
to work and school would result in direct health and environmental benefits. The 2006 POWCAR statistics
indicate that 17% of work trips to Ringaskiddy originate in Carrigaline and the Greenway would present an
opportunity for a proportion of these trips to switch from car trips to bike trips.
1.4
The Greenway would serve as a high quality amenity for walkers and cyclists of all ages and would act as
A study carried out by Sustrans in the UK indicates that the provision of local walking and cycling routes
a gateway for cycling tourists arriving at the ferry port in Ringaskiddy. The scheme would be of particular
can derive a benefit to cost ratio of 20:1 compared to traditional ratios of 3:1 for road schemes. As much
benefit to local communities in terms of the health benefits arising from usage of the scheme and social
as half of the net present value of a scheme can be attributed to savings in health services including
capital gain from increased civic engagement and community ownership of the Greenway. There would
savings made due to a reduction in the number of deaths from coronary heart disease, stroke and colon
also be a direct economic benefit for the local communities from additional spend due to increased footfall
cancer, all of which are major causes of mortality that can be countered by physical activity.
and cycling numbers on the riverfront and within the urban areas on the route.
ECONOMIC BENEFITS
1
The detailed assessment of the specific potential benefits of the Passage West to Carrigaline Greenway is
Consistent with the Passage West to Rochestown Greenway, and in line with best international practise,
beyond the scope of this study. However the scheme creates the potential for use by local people,
the route would be developed as a shared use walking and cycling facility with a general width of 3.0m.
domestic visitors and overseas tourists. Given the context of the scheme and the high level of use on the
The Greenway would be developed as much as possible along the alignment of the abandoned rail line
existing Rochestown to Passage West Greenway, it is likely that the dominant users of this scheme would
thus along a relatively flat vertical alignment that would be conducive to walking and cycling. In following
be local people. However if the Greenway is effectively marketed as part of the wider walking and cycling
the line of the railway the route should be strongly referenced to the rail heritage in terms of the original rail
network there is significant potential for the Greenway to attract notable numbers of both domestic visitors
structures and the rail stations.
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Economic Appraisal of Local Walking and Cycling Routes – Sustrans 2005
1
and overseas tourists. Overseas tourists would be particularly facilitated by the provision of the Greenway
to the ferry port at Ringaskiddy.
The potential local use of the Greenway would be best estimated from a comparison to the existing level of
use on the Rochestown to Passage West Greenway together with an analysis of the local population
within the catchment area of the scheme. The likely direct benefit to the local economy in terms of spend
from local users could be of the order of €5 per visit. This spend would vary depending on whether the
user was using the route on a daily basis for travel to work or education or whether the user was using the
route for leisure activities.
2
Research also indicates that day leisure cyclists spend €16 per day of which 72% is on food and drink.
Cycle tourists and leisure cyclists are attracted generally to off road routes that are scenic and interesting
and that provide opportunities to buy food and drink. Cycle tourists require access to accommodation
whilst leisure cyclists, who vary greatly in age and include families, require regular rest areas. Routes that
offer these attractions and facilities will optimise the spend in the local economy.
3
Fáilte Ireland carried out an economic impact study of the Great Western Greenway that gives an
indication of the likely economic benefit of the scheme in terms of the level of use of the route and the
spend in the local economy from domestic and overseas visitors. The results of the Fáilte Ireland study,
which is based on the initial year of operation of the Great Western Greenway, indicate that the total
number of domestic and overseas visitors was approximately 23,000 in the first year of operation and
these visitors spent on average €50 per day in the local economy. If the Passage West to Carrigaline
Greenway was to contribute to attracting a similar level of domestic and overseas visitors the additional
benefit to the local economy would be €1.15m per annum for an average length of stay of one day.
The Fáilte Ireland report also estimates that the Great Western Greenway attracted 34,000 local users
who spent on average approximately €27 per visit to the route. It is to be noted that the majority of local
users accounted for in the study would have been ‘day trippers’ to the route with a relatively high spend.
Also the route is predominantly rural and therefore would not be expected to attract the same level of local
use as the Passage West to Carrigaline Greenway. Therefore if it is assumed that the proposed scheme
attracts an additional 75,000 local leisure users per year and these spend, on average, €10 per visit, then
the benefit to businesses in the area would be €750,000 per annum.
In overall terms the route should be subject to a more detailed assessment, in particular, in terms of the
likely use by people local to the Greenway. However, based on the broad comparisons to the Great
Western Greenway and likely spend the route could contribute approximately €2.0m per annum to the
local economy.
2
3
Proceedings of the ITRN2011 – Manton and Clifford
Great Western Greenway: Economic Impact Study- Fáilte Ireland 2012
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Route Overview and Specification
2.2
ROUTE SPECIFICATION
The existing Greenway between Passage West and Rochestown is generally 3m in width, accommodating
shared use for walkers and cyclists, and is paved with a bound macadam surface. This width and finish
2.1
GENERAL OVERVIEW
are generally consistent with the requirements of a Greenway to facilitate a high level of activity with a
The 8km route, as shown on Map 2.1, presents a variety of characteristics that define the Greenway
relatively low level of maintenance and it is recommended that these specifications be applied generally
alignment and design. On the first 900m within Passage West the R610 main street offers a direct route,
between Passage West and Carrigaline. In general there is adequate width available to accommodate this
whilst side streets offer complementary route options. Provision of the Greenway within Passage West
width with some local pinch points and also some locations where a wider Greenway could be
must serve the needs of the town, in terms of conducting day to day business, together with the provision
appropriately accommodated.
of an attractive greenway route.
The existing route is lit along its entire length and it is recommended that the Passage West to Carrigaline
Over the next 3.5km from Glenbrook to Strawhall the route is generally immediately adjacent the river wall
route also be fully lit. Between Strawhall and Carrigaline the route is more rural in nature and the benefit of
and the road edge of the R610. A notable exception is the section immediately north of Monkstown where
lighting the route would facilitate the Greenway to be used throughout the year as a link between the local
the rail line diverted from the roadway through the arches. The footpath is predominantly constructed in
communities. The lighting along rural sections is normally suspended for a period during late evenings and
concrete and there is public lighting provided over the majority of the route. There is a railing constructed
early mornings.
on top of the river wall along portions of this section. Where there is available width there is a grassed
verge in place, predominantly between the footpath and the road edge, but there are notable lengths
where the grassed verge is located between the footpath and the river wall.
There will be a significant proportion of the route located between the R610 and the river wall between
Glenbrook and Strawhall. Along this section it is recommended that the Greenway consists of a minimum
‘clear zone’ width of 3m and, where space permits, a service and landscape zone up to 2m in width
At Strawhall, the route continues for 800m and initially there is a boat yard located on the rail line before
located adjacent to the road edge. Items such as street furniture, road signs and landscaping would be
the original line continues along the embankment structures, incorporating two short span bridges, across
placed within this zone. This would ensure that the ‘clear zone’ area is free from obstructions for users of
the mouths of the Glentouig Stream and another local stream. The rail line then continued behind the
the Greenway.
cottages at Raffeen and through the wooded area parallel to the Glentouig Stream and R610 for a
distance of some 750m up to the old Raffeen Road Bridge.
The surface treatment and the quantum of landscaping provided within the service zones will depend on
the location and width available. An important balance between ensuring a viable maintenance
The route then covers 1.5km from Raffeen Bridge to Herons Wood at the northern extent of Carrigaline.
requirement and the potential benefit that this strip will have on the visual attractiveness of the area and
Continuing westwards the rail line originally ran across the N28 through what is now the JA Woods Quarry.
the route needs to achieved. In areas where the local community is likely to take ownership of these areas
An alternative route along the northern and western boundary of the Quarry is apparent at this location.
more extensive landscaping can be provided. It is recommended that local interest groups, such as Tidy
In the farmland to the west of the Quarry the line was in a deep cut which is still partially evident. The line
emerged from this cut under the Ballyhemiken Bridge before progressing through another cut to the
northern boundary of the Herons Wood residential area in Carrigaline.
The final section of the route runs some 700m through the residential areas of Herons Wood and
Heatherfield before joining the existing cycle network in Carrigaline. There is still evidence of the rail
constructed in deep cut over some 125m of this final section.
The route is described in further detail in Section 3 wherein each section of the route is described in terms
of the recommended alignment and design of the Greenway.
Town Committees, are consulted as the scheme progresses to ensure that they are supportive of the
scheme and take an active role in maintaining landscaping along sections of the route.
Outside of the main urban areas, for example between Monkstown and Strawhall, it is recommended that
the service zone should include a low level timber post and rail fence; a timber knee rail. This will provide a
sense of separation between the Greenway and the carriageway whilst also contributing to the overall
aesthetics of the route.
Where the available width precludes the provision of the service zone it is recommended that a high kerb
with a timber knee rail should be provided between the paved route and the road.
Between Glenbrook and Strawhall the route would drain into the river through the existing drainage
channels which can be maintained or modified. At Strawhall, along the railway embankment, it is
recommended that a low wall and railing be constructed along each side of the embankment for reasons of
safety and the paved surface can be allowed to drain freely into the river through the wall on either side.
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Within the wooded section at Raffeen there will be no requirement to provide an edge treatment as the
Greenway will be set back adequately from the edge of the Glentouig Stream. On this section the route
can drain directly into the stream.
The options for crossing the N28 and for negotiating the JA Woods Quarry are described in Section 3. In
general where the route needs to deviate from the original alignment and there is a requirement to
introduced ramped sections, these should be generally provided at a desirable maximum gradient of 1 in
33 (3%). Steeper gradients should only be considered over very short distances and to an absolute
maximum of 1 in 12.
Where the route is developed along the original rail alignment in the farmland to the west of the Quarry the
drainage can be accommodated using the original drainage system for the rail line. Within the residential
areas to the north of Carrigaline the route will generally be routed through existing green areas with
nominal requirements for drainage provision.
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3.1
Greenway Route and Design
DESCRIPTION OF ROUTE SECTIONS
The route is subdivided into ten sections as shown on Map 3.1 and each of these sections has been assessed in
terms of the existing characteristics of the rail line, the route options available, the preferred alignment of the
Greenway and the recommended layout and form of construction of the route.
It should be noted that all levels and lengths have been interpreted from a combination of ordnance mapping, on line
mapping and visual estimations on site. Therefore all such levels and lengths should be treated as very approximate
and should not be used for further design development. The next stages of design will require the appropriate
assessments including topographical surveys, site investigation and structural surveys.
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Passagewest - Carrigaline Greenway - Sections
Location
Length of
Section (m)
A
Passage West
900
Map 3A
B
Glenbrook
730
Map 3B
C
Glenbrook - Monkstown
850
Map 3C
D
Monkstown
600
Map 3D
E
Monkstown - Strawhall
1320
Map 3E
F
Strawhall
730
Map 3F
G
Raffeen
600
Map 3G
H
N28 Crossing
550
Map 3H
J
Ballyhemiken
1100
Map 3J
K
Carrigaline North
710
Map 3K
Section
Map Ref No.
PASSAGE WEST
PASSAGE WEST
Length 900m
Length 900m
Map 3A
Map 3A
The Passage West section consists of 900m of route between Father O’ Flynn Park and the southern end of
Charlotte Terrace at Glenbrook Wharf. This section contains the 450m long tunnel section of the rail line.
Access to the tunnel is currently precluded and it is apparent that the lands at the north and south portals are
in private ownership. Photo 3A1 below shows the north portal of the tunnel.
Given the long length of the tunnel and issues including private ownership, access to the tunnel, personal
security and maintenance it is not considered feasible for the tunnel to form part of the Greenway route. The
tunnel does form an important part of the heritage of the rail line and should form a key reference to users of
the Greenway. Photo 3A1 illustrates the issue of access to the tunnel, showing the blocked access to the
north portal.
It is also apparent on this section of the route that there is not a viable option to route the Greenway along
the river front due to the working quays and private land ownership. Therefore the Greenway would be
accommodated on street through this section. The future provision of the Greenway along the river front
would clearly be desirable and this should be a long term aspiration for the Greenway and should become an
This substantially widened path could operate as a shared footpath and cycle facility that would, in particular,
objective of local planning policy.
accommodate younger cyclists in family groups. Cyclists can generally choose to use the roadway or the
shared facility. This retrofitting of the street layout, in favour of pedestrians and cyclists would be consistent
There are complementary routes available on Beach Road and River View Terrace. These options would be
with the objectives of the National Cycle Policy Framework.
very attractive to walkers offering a quieter route on the hillside away from the main traffic flows on the R610.
These streets present excellent elevated views of the River and Great Island. There are relatively steep
gradients at River View Terrace, as shown on Photo 3A2, which would limit the attractiveness of these
routes for cyclists.
The main issues relating to the R610 are the limited amenity value of this section of the route together with
the narrow streetscape and limited footpath provision. Cross section 3A1 and Photos 3A3 and 3A4 show the
example of restricted road and path width at Charlotte Terrace where the roadway is approximately 6.0m
wide incorporating on-street parking on one side adjacent the housing. There are narrow footpaths of limited
width ranging from 1.0m to 1.5m. Where on-street parking is provided the effective roadway width is limited
to 4.0m which results in an ad hoc give way system.
It is apparent that traffic management measures will be required, in particular between Dock Street, Lucia
Place and Charlotte Terrace, that will develop this section of the route into a successful urban Greenway
between the riverfront at either end of the town. Taking Charlotte Terrace as an example the potential exists
to widen the footpath adjacent the housing up to 3.0m width and provide an informal on street parking width
of 2.0m. As illustrated on Section 3A2, this would leave an effective driving width of 3.3m with the largely
redundant footpath on the west side of the street removed.
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PASSAGE WEST
Length 900m
Map 3A
On the section between the Father O’Flynn Park and Dock Street, a distance of approximately 300m,
pedestrians could be accommodated on the existing footpaths whilst cyclists could be accommodated on
street. However given the poor footpath provision within the town this solution would be far from ideal. A
preferred solution would be to provide a widened footpath (3m-4m) from the Park to Dock Street. This
widened path could be treated as a shared cycle/pedestrian space, providing a facility for more
inexperienced cyclist. This route would be appropriately way marked and finished so that it would be subtly
recognisable as an urban Greenway link but would also serve its function as an urban footpath within
Passage West.
This option would require further design and traffic management proposals such as raised crossings and
junction treatments that would further facilitate pedestrian and cyclist movements through Passage West
whilst accommodating general traffic flow, the requirements for on street parking and commercial deliveries.
What is evident however is that the residents of Passage West, in particular locations such as Charlotte
Terrace, would significantly benefit from improved footpath provision which would also improve the
connectivity of the Greenway route through the town.
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Fr. O'Flynn Park
Lucia Place
Dock Street
Charlotte Terrace
Rail Tunnel - North Portal
Rail Tunnel - South Portal
Beach Road
Riverview Terrace
KEY
Proposed Greenway Route
Original Rail Line
Cross-Section Through Greenway Route
Glenbrook Section
Length 700m
Map 3B
This section of just over 700m extends from the southern end of Charlotte Terrace to the site of the former
Royal Victoria Hotel and Baths. Directly south of Charlotte Terrace there is a bus stop and small parking
area with perpendicular parking provided for up to 14 cars. This area is shown on Photo 3B1 and the
Greenway would be accommodated adjacent the river wall with a ‘clear zone’ width of 3.0m and a ‘service
zone’ width of 1m at this location. This width will facilitate the retention of the bus stop and some car parking
provision albeit the car parking will be parallel to the Greenway.
Glenbrook Section
Length 700m
Map 3B
Along Victoria Terrace it is recommended that the Greenway be provided as a 3.0m clear zone width with
initially a minimum 0.6m wide ‘service zone’. Section 3B2 illustrates the Greenway with the roadway
maintained at a minimum width of 7.0m thus facilitating the informal on street parking. The service zone
width should be increased to 1.0m wide as width permits proceeding southwards incorporating an
appropriate level of landscaping. Ideally the existing trees would be replanted and supplemented by
additional landscaping.
Victoria Terrace, as shown in Section 3B1 and Photo 3B2, is typified by a footpath directly adjacent the river
wall of width up to 2.0m. There is a verge that emerges as the route proceeds southwards and the verge
widens to around 1.4m with trees planted within this grassed strip. The roadway is 7.3m wide incorporating
informal parking on the western side serving the terraced houses along Victoria Terrace. There is public
lighting on the western side of the roadway which should provide adequate illumination to the Greenway.
The roadway widens significantly at Glenbrook Terrace through the junction with Laurel Hill with public
lighting in place. The footpath width remains relatively constant through this area but the verge width
increases to over 2.0m. Therefore the Greenway can be accommodated with a 3.0m wide paved area and a
service zone in excess of 1.0m wide whilst the existing kerb line can remain unaltered. There is existing
seating at this location and there will be adequate width to provide seating in the Greenway scheme. This
seating should be carefully placed to ensure that the 3.0m clear zone for the Greenway is maintained.
Proceeding towards the Cross River Ferry landing the verge tapers out, the footpath is less than 2.0m wide
and the road width is approximately 7.5m effective width with a wide shoulder and a stone wall on the
western side. In order to maintain the Greenway with a 3.0m wide clear zone and a 1.0m wide service zone,
it will be necessary to reduce the existing carriageway width and to realign the road into the existing shoulder
on the western side of the road. Across the access to the ferry waiting area there is a right turn lane. In order
to maintain the desired Greenway cross-section through this area the existing carriageway width will need to
be reduced and this will require removal of the right turning lane.
At the ruins of the Hotel and Baths, there is a small park with a 2.7m wide footpath between the park and the
road edge as shown on Section 3B3. The public lighting stops at this point and lighting will need to be
incorporated into the Greenway scheme. At this location there is the option to provide a 2.0m wide path
inside the park which will improve access within the park and will accommodate the Greenway on both sides
of the stone wall as indicated on Section 3B4.
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Victoria Terrace
KEY
Proposed Greenway Route
Original Rail Line
Cross-Section Through Greenway Route
Glenbrook to Monkstown
Length 850m
Map 3C
Glenbrook to Monkstown
Length 850m
Map 3C
This section is typified by two distinct existing cross-sections. For some 500m heading southwards from the
site of the Royal Victoria Hotel and Baths there is a concrete footpath of average width of 3.0m immediately
adjacent the road of 6.5m width. There is no lighting and, as shown on Section 3C1, there is a verge of
approximately 1.0m width on the western side of the road containing a drainage ditch with the road space
define on this edge by a stone wall of over 2m height. In this location there is no frontage development and
the section is dominated by the road. From site observations vehicular speeds are higher in this section.
The southern portion of this section is the 350m off road footpath that runs through the railway arches on the
approach into Monkstown. The minimum prevailing width of the path on this section is approximately 2.5m
on the northern side of the arches with limited practical options to widen this section. This width will be
appropriate for the Greenway on this section which is secluded from the roadway and the existing lighting
The existing footpath in this location is in very good condition and would be retained as part of the
will be retained.
Greenway. Given the proximity to the road edge, the character of this area and the higher vehicle speeds it
is recommended that some form of barrier be provided between the Greenway and the road. This barrier
could take the form of a high kerb with a timber knee rail attached on top. This could be accommodated by
reducing the road width to 6.0m and placing a new kerb 300-500mm wide along the edge of the existing
Within the arches (Photo 3C2) and to the south of this structure there is a greater width with some
opportunities to provide seating and other landscape features. The works on this section will be limited to
resurfacing and ensuring adequate lighting with opportunities to provide seating and improved landscaping.
footpath.
The existing footpath would remain as is. Public lighting will also need to be installed along the length of this
section. This arrangement is illustrated in Section 3C2 below. About 250m along this section there is a
sizeable grassed area between the footpath and the river wall. This area can be retained and landscaped
incorporating seating and public lighting.
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Railway Arches
KEY
Proposed Greenway Route
Original Rail Line
Cross-Section Through Greenway Route
Monkstown
Length 900m
Map 3D
Monkstown
Length 900m
Map 3D
Emerging from the off road section there is short length of roadside parking, per Photo 3D1, before the
footpath is diverted away from the river front, at the site of Monkstown Station, between the public car park
and the roadway. It is recommended that the short section of roadside parking be removed and replaced by
the 3.0m wide Greenway.
At De Vesci Place is the off street public car park that has been developed at the site of the former
Monkstown Station. The preferable solution at the car park, which extends over 150m, is to develop the
Greenway along the river wall with a clear zone width of some 4.0m allowing for a potential higher level of
use and congregation at this location. This would require modifying the car parking layout and the inevitable
loss of some spaces.
An alternative solution, and perhaps more viable in the shorter term, would be to develop the Greenway
along the existing footpath. At this location, shown on Section 3D1 and Photo 3D2, the path has an effective
minimum width of 2.5m, the roadway is a minimum of 8.0m wide and the footpath on the opposite side is
1.3m in width.
Section 3D2 sets out the recommendation to provide a Greenway with a clear zone width of 3.0m – 3.5m
and a service zone of a minimum of 1.0m. Given the potentially higher levels of activity within the Monkstown
area, the scheme should seek to use the wider clear zone width where available width permits. Retaining
the footpath on the western side of the road the net minimum road width would be 6.0m. There is informal
parking on the western edge of the road and the development of the scheme design through this section will
determine the extent of such parking that should be retained in the context of the adjacent public parking
availability.
To the south of the car park there is a grassed verge between the footpath and the river wall providing ample
space to develop the Greenway. The verge tapers out along Marine Terrace towards Monkstown Sailing
Club, opposite Glen Road, where there is the crescent shaped green area in the roadway. As illustrated on
Section 3D3, the footpath is some 2.3m wide here and the road is of the order of 9.0m width.
Photo 3D3 indicates that the Sailing Club hard standing area is immediately adjacent the footpath and given
the activity associated with the Sailing Club and the potential high level of use of the Greenway in this area it
is recommended the clear zone be up to 4.0m wide with a service zone of 1.25m separating the Greenway
from the road edge. Per Section 3D4 this would leave a minimum road width of some 6.5m.
The heritage of the railway line is publicly well documented in Monkstown, see Photo 3D4, and the
development of the Greenway creates a major opportunity to further develop the interpretation of this
heritage.
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De Vesci Place
KEY
Proposed Greenway Route
Original Rail Line
Cross-Section Through Greenway Route
Monkstown to Strawhall
Length 1300m
Map 3E
Monkstown to Strawhall
Length 1300m
Map 3E
This section is broadly uniform with a verge of varying width up to 2.5m adjacent the river wall, a footpath of
At the houses fronting the R610, the overall width available can accommodate the Greenway with a clear
generally consistent 2.0m width and a road width varying from 6.5m to 7.5m. As illustrated on Cross Section
zone width of 3.0m and a service zone width of 1.0m, the existing footpath on the western side and a road of
3E1 and Photo 3E1, there is a verge on the western side adjacent either a high stone wall or hedge line.
7.5 minimum width. This width of road can accommodate the on road parking at these houses. It is also of
There is public lighting extending some 600m south from Monkstown and there is no railing along the river
note that the Lime Kiln shown in Photo 3E2 is a national monument.
wall. Notably, about halfway along this section, there are over twenty houses, including Bayview Cottages
that have direct frontage and parking onto the R610 as shown on Photo 3E3.
The general recommendation, per Section 3E2, is to incorporate the verge adjacent the river wall into the
paved Greenway to provide a clear zone width of 3m and a service zone of 1.0m. The roadway width will
predominantly remain unaltered. Given the non-urban character of this area and the higher road speeds it is
recommended that a low level timber knee rail be provided to create a sense to separation. A new railing
should also be provided on top of the existing riverside wall.
20
2012P005
Bayview Cottages
KEY
Proposed Greenway Route
Original Rail Line
Cross-Section Through Greenway Route
Strawhall
Length 800m
Map 3F
Strawhall
Length 800m
Map 3F
This length of the Greenway route consists of two distinct sections. The first section of just over 500m
incorporates a boat yard which precludes the Greenway being developed along the original alignment of the
railway. It is evident from the Ordnance Survey maps of this location that the section of land between the
road and the river was formed after the construction of the rail line and, per Photo 3F1, there is ample space
between the boat yard and the R610 to comfortably accommodate the Greenway and to generously set it
back from the road edge.
This first section commences with a stone wall of some 1m height and 100m in length. Shown in Photo 3F4,
this appears to be the original wall of the rail line, located between the roadway and the made ground of the
rail alignment. The Greenway can be accommodated with a 3.0m width on the river side of this wall with a
new wall and railing to be provided adjacent the river wall embankment.
After this short section the original rail line begins to deviate significantly from the roadway and the next
150m is overgrown with evidence of at least one stream crossing the rail alignment adjacent the wall of the
boat yard. At the boat yard the available width between this property and the roadway extends up to 8m in
width and along this entire section the Greenway would be aligned parallel to the roadway but set back at
least 3m from the road edge. This 3m separation can be a simple grass strip but it is recommended that the
timber knee rail is continued through this section to provide a consistent legibility to the Greenway.
.
The second section, covering 300m, incorporates the two railway embankments (Photo 3F2) across the
mouth of the Glentouig Stream and the other stream that emerges into the river at this location. These
embankments, which are a notable and attractive feature of the rail heritage, are constructed on a sloped
sea wall on both sides which appear to be largely intact except for some noticeable erosion adjacent the
abutments of the two short span bridges. These bridges accommodate the outflow from the two streams and
whilst the bridge decks are largely removed the abutments seem to be structurally sound, as shown in Photo
3F5.
The embankments are heavily overgrown (Photo 3F3), however from the visual inspection of the route there
appears to be adequate width on the embankments to accommodate a 3m wide paved surface with 1m wide
grass verge area on either side. It is recommended, in the interest of safety, that a low wall and railing be
provided on both sides of this verge and the public lighting would be introduced.
The bridge structures, which span no more than 4.0m, can be readily reinstated with a simple structure
incorporating parapets. Between the two embankments is a small promontory that would be an ideal
location for a seating area.
22
2012P005
Local Road to Ringaskiddy
Bridge
Promontory
Bridge
Embankment
Local Stream
Boat Yard
KEY
Proposed Greenway Route
Original Rail Line
Cross-Section Through Greenway Route
Raffeen
Length 600m
Map 3G
Raffeen, the rail ballast layer is likely to be compromised and therefore an allowance will need to be made to
excavate to a suitable formation level over the full extent of the wooded section. On the original rail alignment
the drainage of the Greenway is normally taken as run off into the original drainage system that was instated
Between the embankments at Strawhall and Raffeen Bridge this portion of the route is primarily characterised
for the rail line. It can be assumed that the Greenway can be readily drained into the stream. by the wooded section of the rail alignment that runs alongside Glentouig Stream.
Over the first 250m of this section at the local road to Ringaskiddy are the cottages at Raffeen adjacent the
original rail line. Here the rail line has been incorporated into the rear of the properties; see Photos 3G1 and
3G4, with residents using the area for storing garden sheds etc. It is recommended that the Greenway
continue along the route of the original rail line. This will require confirmation that the original rail line alignment
is within the ownership of Cork County Council.
The cottages, as illustrated in Photo 3G5, are associated with the rail heritage, and will be a point of interest
on the line. The speed limit on the road is 50kph which is appropriate for Greenway use however traffic
management measures will be required to reduce traffic speeds, particularly where the Greenway crosses the
local road.
The rail alignment is initially readily accessible from the cottages
and it is likely that construction access would be achieved from
this location. The line becomes more heavily overgrown towards
Raffeen Bridge (Photo 3G2) but the original alignment is readily
recognisable and intact. Over a portion of this section the rail line
was evidently constructed in cut into the hill side on the southern
side of the line whilst over a short section there is an embankment
of approximately 1.5m in height between the line and the stream
(Photo 3G3).
The stream is visible from the original rail line for the majority of
this section. The presence of the stream would be a very attractive
feature of this section, however maintenance of the area is
required to remove illegal dumping currently in the area.
The original railway corridor in this area appears to be have sufficient width to accommodate a paved 3m wide
surface with a 2.0m- 3.0m wide landscape/buffer zone between it and the stream. This is illustrated below in
Section 3G1. It is recommended that public lighting be included within this section of the route. Towards the
Raffeen Bridge end of this section, some of the options explored for the N28 crossing will require a
deck/platform structure to facilitate access from the level of the original rail line up to Raffeen Bridge.
Where a Greenway is being developed on an existing rail alignment the existing rail ballast can often be used
to create the formation level of the pathway. However, due to the extent and maturity of overgrowth at
24
2012P005
Glentouig Stream
Raffeen Cottages
KEY
Proposed Greenway Route
Original Rail Line
Access Ramp
Cross-Section Through Greenway Route
N28 Crossing
Length 500m
Maps 3H
N28 Crossing
Length 500m
Maps 3H
gradient of 1 in 33, that would that would be constructed through the parapet of Raffeen Bridge and curved
The crossing of the N28 represents the most significant issue in the development of the Greenway. The N28
is a heavily trafficked national road carrying significant volumes of HGV traffic associated with Ringaskiddy,
down over a length of some 150m onto the original rail alignment at approximately 9.0m datum adjacent the
stream.
with general traffic speeds of the order of 100km/h. The junction with the R610 is a priority junction with a
right turn lane facilitating access to the R610 from the N28.
There are three options for crossing the N28; a bridge, a tunnel or a roundabout with an at-grade crossing.
These three options are presented side by side on Map 3H for ease of reference and comparison.
Immediately to the west of the N28 is the JA Woods Quarry and, as set out in the following section
(Ballyhemiken), the Greenway is precluded from running through the quarry site. The alternative route is to
align the Greenway along the northern boundary of the quarry and therefore any road crossing option must
be aligned along this boundary where there is evidently adequate width to develop the route.
Bridge Crossing – Map 3H (Option 1)
This option will require the construction of a bridge crossing with assumed approach ramps of a maximum
gradient of 3% (1 in 33). In order to reduce costs it is considered appropriate that the bridge and approach
ramps would be 2.0m wide. The bridge will require a clearance height of 5.7m and a span of approximately
15m and would have a deck level of approximately 23.0m datum.
There appears to be ample width available on the southern and northern side of the N28 to accommodate
the approach ramps as shown on Photos 3H1 and 3H2. On the southern side the ramp will be approximately
180m long and would commence due east of the entrance to the Quarry. The northern side the ramp will
commence on the local cul de sac side road which, at its highest point is elevated at approximately 18.5m
datum, some 2m above the main road, resulting in a ramp length of some 150m.
The Greenway would be aligned along the cul de sac, crossing at grade across the junction of Raffeen Hill.
This junction would be modified to provide a raised crossing for the Greenway with the junction radii
significantly reduced to minimise traffic speed. The Greenway would continue for a short distance on the
northern side of the R610 before crossing, again on a raised at-grade facility, to Raffeen Bridge. The location
of this crossing is shown in Photo 3H3.
The provision of raised crossings with advanced warning signs and lighting would provide appropriate
crossing facilities for the route. The introduction of the Greenway would significantly reduce the road corridor
width which should reduce traffic speeds.
The route would then be brought down onto the wooded section in Raffeen on a platform structure, at a
26
2012P005
N28 Crossing
Length 500m
Maps 3H
N28 Crossing
Length 500m
Maps 3H
Tunnel Crossing – Map 3H (Option 2)
On the side of the Raffeen Bridge, platform would be required to run the Greenway on to the level of the
The tunnel would be located immediately south of the R610 junction at the location of the original rail
Bridge (Photo 3H6) as it would not be viable, in terms of gradient, to align the Greenway under this structure.
alignment. It is estimated that the rail line was at approximately 10.0m ordnance datum at this location
The Greenway would then be brought down into the wooded section on a sloped platform, the same
adjacent the Glentouig Stream, whilst the N28 road level is approximately 17.5m and is evidently constructed
structure as required in the N28 Bridge crossing solution. On the Quarry side of the N28 the required ramp
on a significant embankment. Given that the existing levels on the original rail alignment in the quarry site
would be between 100m and 150m long and would likely preclude any interference with the Glentouig
adjacent the road must also have been at approximately 10m datum it can be further assumed that this area
Stream.
of the quarry is also on fill of significant depth.
This tunnel option in particular will require further detailed investigation in order to determine the alignment
The nature of the fill, in particular in the road embankment, is undetermined in the context of the scope of
and level of the Greenway, the form of construction of the approach ramp and tunnel, the required diversions
this report. It is known that there are services, most noticeably a water main and a significant gas main, the
to existing services, the access requirements for construction plant and the required traffic management
latter being clearly demarked in the vicinity of the R610 junction, per Photo 3H4. The depth of these services
measures on the N28.
is unknown and there are further surface and foul sewer runs along the road corridor.
The cost and form of construction of the tunnel would be fundamentally influenced by the level of the
Greenway within the tunnel together with the ground conditions and the existing known services. The
Glentouig stream must be taken into account and the stream was diverted during the construction of the N28
via a large diameter pipe under the road at the R610 junction. It would be advantageous that the extent of
works required for the tunnel including the approach ramps would preclude any interference with the stream
or the piped diversion.
Taking all of the above issues and constraints into account the key issue to determine is the appropriate
level of the Greenway in the tunnel. If this level is assumed at 10.0m datum, the approximate original level of
the rail line, the tunnel would be at a depth of some 7.5m below the roadway. The tunnel would either be
constructed in a deep cut and cover operation or bored through the fill material. Given that the material within
the embankment and surrounding fill is unknown it is not possible within the scope of this report to determine
if the boring option is viable.
If the tunnel is constructed at the 10m datum then, on the Raffeen Bridge side of the N28, the Greenway
would be constructed approximately at grade under the Bridge into the wooded area which is illustrated in
Photo 3H5. On the quarry side an approach ramp, with the required retaining structures either side, would
need to be constructed parallel to the N28 and, assuming this was constructed at a gradient of 1 in 33, the
length of this ramp would be between 200m and 250 m long and would cross the Glentouig Stream.
An alternative level for the tunnel, shown on Map 3H, is to consider the minimum level difference that would
be viable between the road level and the Greenway. If this is assumed to be 4.5m, taking note of the likely
impact on the existing services, the Greenway would be at approximately 13.0m datum and it can be
assumed that, at this depth, only a cut and cover construction would be possible.
2012P005
27
N28 Crossing
Length 500m
Maps 3H
N28 Crossing
Length 500m
Maps 3H
Roundabout – Map 3H (Option 3)
Given the current traffic speeds on the N28 it would not be appropriate to provide an at-grade crossing
Summary of Options
unless the traffic speeds were reduced at this location and the form of junction at the R610 was altered.
All options will need to account for the services, in particular the gas main and whether these services could
Accordingly, this option would require the upgrade of the current junction to a roundabout at the location of
be maintained in their current positions or diverted. The tunnel would represent the most onerous option
the existing junction shown in Photo 3H6.
regarding the extent of required diversions. Both the bridge and tunnel options will also have to be
considered in terms of the potentially limited operating space on either side of the N28 and the cut and cover
The roundabout junction would have the impact of reducing traffic speeds along this section of the N28 and
operation would require a traffic management arrangement that could require a temporary closure of the N28
improving safety in comparison to the existing ghost island priority junction. With the resultant reduction in
at this location.
traffic speeds an at-grade crossing of the N28 could be considered as a viable option. As shown on Map 3H,
the crossing facility would be provided on the eastern side of the roundabout. Access to the Raffeen section
Both the tunnel and bridge options would have no impact on the current operating characteristics of the N28
of the Greenway would be provided via the original road alignment at Raffeen Bridge.
or the R610 junction whilst the roundabout would be a significant intervention. However, in the context of the
Greenway, the provision of a safe at grade crossing would likely be the most favourable solution at this
It is likely that third party lands will be required to accommodate the roundabout junction, however careful
location, precluding the necessary notable gradients associated with either the tunnel or the bridge.
design and location of the siting of the roundabout should minimise the land take requirement. At the R610
junction the N28 was constructed on an embankment and the roundabout solution would have to take
Introduction of the roundabout would result in a notable change in traffic speed in the vicinity of the junction
cognisance of the notable differences in level between the finished roadway and the land on the R610 side
and would likely result in safer road traffic conditions. The roundabout also represents the lowest cost
of the junction.
solution and based on all of these considerations it is recommended that the roundabout be adopted as the
preferred solution. The next stages of design development would determine the overall viability of this
The roundabout junction will need to accommodate some level of service diversions and the extent required
solution including the land ownership, service diversions and cost implications.
will need to be determined during the next stage of design. The design development will have to be carried
out in consultation with the NRA and design development will need to be carried out to the appropriate
DMRB standards.
28
2012P005
KEY
KEY
KEY
Proposed Greenway Route
Proposed Greenway Route
Original Rail Line
Original Rail Line
Bridge & Access Ramp
Bridge & Access Ramp
Proposed Greenway Route
Original Rail Line
Access Ramp
Old Road Alignment
Raffeen Bridge
Raffeen Bridge
Raised Crossing
Raffeen Bridge
Potential Roundabout Junction
Junction Layout to be modified
Raffeen Hill
Raffeen Hill
Tunnel
Crossing Point
Cul - de - sac
Bridge Crossing
Quarry Site
Glentouig Stream
Glentouig Stream
Quarry Site
Quarry Site
OPTION 1 :BRIDGE
OPTION 2 :TUNNEL
OPTION 3 :RDABOUT
Ballyhemiken
Length 1300m
Map 3J
Ballyhemiken
Length 1300m
Map 3J
Immediately west of the Quarry the line runs through private farm land, under Ballyhemiken Bridge, to
Construction access will be an important consideration on the section of the route at the Quarry boundary.
Herons Wood. The line was evidently constructed into a deep cut between the Bridge and the Quarry and
Access for the removal of fill will need to be managed and potentially the rail line could be used for this
the last 150m of this cut, adjacent the Quarry, has been filled in, facilitating farm access over the line. The
purpose. The construction of the Greenway along the Quarry boundary and in particular the platform will
original rail corridor through this section is understood to be in the ownership of the farmer who owns the
required construction access which can likely be accommodated along the Greenway in the farmland and
fields through which it traverses.
also from the land corridor adjacent the N28
The western side of the quarry site is formed by a significant embankment and the potential to route the
Greenway through the quarry on the original rail alignment is precluded due to the on-going operations in the
quarry site. An alternative route is possible along the northern frontage of the site following the Glentouig
Stream. There is adequate space between the N28 and the stream to comfortably develop the Greenway
over the majority of the frontage of the Quarry which extends for over 600m. Ideally, the route would be
constructed adjacent the stream.
This alternative route will require the construction of the Greenway northwards along the boundary between
the farmland and the Quarry including a crossing of the stream wherein the route would turn to follow the
alignment of the N28. It appears, at this feasibility stage that this section of the route can be constructed over
150m in a combination of cut in the farmland and then a platform structure over the stream as the Greenway
progresses northwards towards the N28 on an approximate downward gradient of 1 in 40.
The assumed ground level adjacent the N28 is 18.0m datum and, allowing for the 1 in 40 gradient along the
eastern farm boundary, the level on the Greenway at the end of the original line adjacent the Quarry would
be approximately 22.0m datum. It is estimated that the top of the fill material at this location is at 26.0m
datum thus approximately 4.0m of fill will need to be excavated and the Greenway will be graded gently
down to the level of the original line some 180m further westwards in the cut. The existing at grade farm
access across the line would be replaced by a bridge of some 20m span.
Heading westwards along the rail line the alignment is fully evident as one continues out of the cut under the
original footbridge per Photo 3J1. The line is moderately overgrown and there is a concrete encased water
main that was constructed on the line subsequent to its closure and this is evident on the northern side of the
line. Shown in Photo 3J2, it is understood that this main supplied Pfizer but is now abandoned.
In the vicinity of Ballyhemiken Bridge (Photo 3J3) the day to day farm activity requires crossing of the line
and will need to be accommodated with appropriate fencing and gates. Beyond the Bridge the original
alignment is apparent as the line turns southwards towards Carrigaline. Originally the line then proceeded
into cut but this has been filled on the approach to the boundary with Herons Wood and the Greenway will
ascend at a gentle gradient up to the level of the green space within the residential estate.
30
2012P005
KEY
Proposed Greenway Route
Original Rail Line
Heron Wood
Cut Infilled
Fernhill Golf Club
Ballyhemiken Bridge
Quarry
Original Line Infilled Excavation Required
Original Footbridge
Cut Required
Glentouig Stream
Bridge Platform
Quarry Entrance
Carrigaline North
Length 700m
Map 3K
Carrigaline North
Length 700m
Map 3K
Extending over some 700m from the farmland north of Herons Wood to the school at Heatherfield; this
southern section of the Greenway will connect users to the existing footpath and cycle facilities in
Carrigaline. This section is typified by its alignment along the original rail corridor through residential areas in
the north of the town. It is recommended that where the Greenway crosses roadways on this section this be
facilitated by means of a raised crossing with appropriate priority for users of the Greenway.
Directly south of the farmland it is evident the rail line has been filled in to form the extensive green area at
the north end of Herons Wood (Photo 3K1). The existing topography follows a decline through the green
areas adjacent The Oaks and Firgrove (Photo 3K2). It is apparent that the Greenway will be constructed at
grade through this section with the exact alignment subject to consultation with the local community.
South of Firgrove Mews the original level of the rail line remains intact for a distance of some 125m through
a deep cut. Near the southern end of this cut where the alignment emerges in the green area at Heatherfield
(Photo 3K3) a concrete footbridge that spanned the rail line is intact. At either end of this cut the line has
evidently been filled and the depth of the cut would preclude the Greenway being developed at the original
rail level.
Therefore the cut could be filled to existing ground level and the Greenway constructed at grade or a
platform structure could constructed through the cut allowing users to view the depth of the original
construction and to preserve this reference to the rail heritage. This option would require appropriate fencing
to preclude access to the cut which, by virtue of its depth, presents a health and safety consideration.
Either of these solutions would require removal of the footbridge but it is considered at this stage of
assessment that this structure is of limited heritage or architectural significance. The filling of the cut would
be the most cost effective option and this option would open up the Greenway and the area of the cut for
public use. Potentially the boundary wall at Mulberry Lane could be removed; this wall currently serves to
preclude access to the cut.
The Greenway would join the existing cycle network in Carrigaline adjacent the school at Heatherfield per
Photo 3K4. The existing controlled pedestrian crossing could be relocated to the route of the Greenway and
replaced with a Toucan raised crossing to link the Greenway to the local urban cycle network.
32
2012P005
KEY
Proposed Greenway Route
Original Rail Line
Cross-Section Through Greenway Route
School
MulEHUU\ Lane
Green Space
Raised Crossing Required
Residents Green Space
- Cut Infilled
Existing Cycle Network
Firgrove Mews
Raised Crossing Required
Existing Cut
4
Feasibility Cost Estimate
Table 4.1 Feasibility Cost Estimate
Section
Length
Cost
Passage West
900m
€ 209,000
Glenbrook
700m
€ 117,000
No site investigation works has been undertaken as part of this feasibility study and the cost does not include for any
Glenbrook to Monkstown
850m
€ 45,000
unforeseen ground conditions, archaeology etc. The scheme cost also does not include for any land acquisitions cost
Monkstown
900m
€ 83,000
which are assumed to be zero.
Monkstown to Strawhall
600m
€ 181,000
The cost for ancillaries includes signage and accommodation works. Signage along the route should be of high
Strawhall
300m
€ 170,000
Raffeen
600m
€ 70,000
N28 Crossing (Roundabout Option)
500m
€ 600,000
Ballyhemiken
1300m
€ 304,000
Carrigaline North
700m
€ 97,000
A feasibility cost estimate has been prepared for the Greenway route. This cost estimate is based on the route
descriptions, cross-sections and route specifications given within Sections 2 and 3 of this report. The cost estimate
has been prepared for each section of the route and a summary of this cost estimate is contained within Table 4.1.
quality and consistent, in line with Fáilte Ireland’s Cycling Strategy recommendations. The feasibility cost estimate
provides for €3,000/km for signage, interpretation panels, bike stands and cycle counters.
The proposed scheme should only impact on a small number of landowners, so accommodation works associated
with the scheme should be minimal. Costs have been included within the Ballyhemiken section for field gates and an
over bridge to accommodate the existing landowner, no other allowance for accommodation works has been
included within this cost estimate.
For the N28 crossing the roundabout option has been included in the cost estimate. The estimated cost for the bridge
Ancillaries
€ 24,000
option would be at least double the estimated cost of the roundabout option. The tunnel option requires more detailed
assessment before a reliable cost estimate can be determined. It can be assumed that the cost of the tunnel,
Preliminaries (10%)
assuming it is constructed at its maximum level of 13.0m datum, would be at least comparable cost to the bridge
Sub-Total
option. A significant proportion of the cost of the tunnel would be attributable to the construction of the approach
Contingencies (10%)
€ 190,000
€ 2,090,000
€ 209,000
ramp along the quarry boundary and the cost would also include the required platform structures either side of
Raffeen Bridge.
34
TOTAL
€ 2,299,000
+ Vat 13.5%
€ 2,609,000
2012P005
5
Route Summary
The opportunities and constraints for each of the sections of the proposed Greenway have been summarised below. The main constraints are identified at the N28 crossing and the section through Ballyhemiken. At the N28 road crossing
the most feasible solution appears to be the roundabout and at grade crossing which would be the lowest construction cost solution with least impact on existing services. It is also the solution that provides the most convivial and
convenient alignment and crossing for users of the Greenway. The Ballyhemiken section presents constraints in terms of gradient, construction cost, land ownership and the accommodation of on-going farm activity. It is apparent that
these sections of the route will require further detailed investigation and consultation with landowners and the NRA before a final feasible route can be determined. It can also be concluded that until the feasibility of these sections of the
route is completed there is little benefit in developing the scheme northwards from Carrigaline.
Within Passage West the route option needs to be developed further in terms of its width and alignment and the required traffic management interventions within the town centre. However there is a strong opportunity to extend the
existing Rochestown to Passage West Greenway to the end of the Raffeen section with generally minimal constraints to be overcome. If this was combined with the section of the Ringaskiddy Route as far as Shanbally it would allow for
the creation a loop for the Greenway via the L6473 local road back to Raffeen.
It is therefore considered that the Passage West to Raffeen section of the route could be delivered in an initial phase including the loop via Shanbally. The extension to Carrigaline and Ringaskiddy are elements which will require further
design development and determination of land ownership issues. All elements of design progression should include consultation with local interest groups and involve an appropriate level of local community consultation.
SECTION
OPPORTUNITIES
CONSTRAINTS
PASSAGE WEST
Would form the extension of the existing Rochestown- Passage West Greenway, linking it to the
Glenbrook and Monkstown section.
Will require a number of traffic management interventions within the town centre. This will
need careful design development to ensure the proposed solution serves the requirements of
the town and Greenway.
Would greatly improve pedestrian and cyclist provision within Passage West town centre.
GLENBROOK
These sections provide an opportunity to provide a quality greenway space along the river.
GLENBROOK TO MONKSTOWN
There are no significant land ownership issues along this section and the impact of the section on
the existing traffic management arrangements is minimal.
•
Access to the Cross River Ferry
•
Upgrading of the railway arches to provide a safe and convivial environment
Construction of this section involves only minor roadworks, such as kerb realignments & new path
construction.
•
Monkstown Sailing Club and Marina
MONKSTOWN
MONKSTOWN TO STRAWHALL
No significant constraints identified. Cognisance will need to be taken of the following issues:
STRAWHALL
This will be a very attractive off-road section of the Greenway across the railway embankment and
bridges.
No significant constraints identified. Land ownership issues at the boat yard need to be
finalised.
RAFFEEN
The wooded section at Raffeen, adjacent the Glentouig Stream; will add significantly to the variety
and attractiveness of the route.
Land ownership at the rear of the cottages at Raffeen to be determined.
N28 CROSSING
The roundabout option would contribute to improved road safety in the vicinity of the N28 / R610
junction.
Significant costs involved with each option but the roundabout would represent the lowest
cost solution.
Tunnel and bridge options present notable gradients on the Greenway route.
Service diversions and land ownership
BALLYHEMIKEN
Very attractive off-road section along original rail line in the railway cutting.
Land ownership issues regarding the farmland and the quarry
Notable gradients on the route through the farmland with relatively high construction costs
Accommodation of on-going farm activity
CARRIGALINE
Provides the linkage between Carrigaline and the remainder of the Greenway route.
Railway cut could present a notable feature if constructed as a platform
Potential local concerns regarding the routing of the Greenway through open space in
residential area
Railway cut represents relatively high construction cost.
2012P005
35
6
Project Action Plan
•Identify all relevant Landowners
•Identify appropriate process for consultation
•Consult with Landowners
Local Consultation
•Consult with Community Groups and Local Interest Groups
•Identify community ownership opportunities
Update Cost Estimate
Secure Landowner Consent to
proceed to Part 8
Execute Part 8 Planning Process
Secure fudning for detail design
and for title to right of way
Develop Maintenance Plan
Detailed design of structures and
major interventions
Detailed design of route
Determine construction
procurement requirements
(works packages, forms of
contract etc)
Update cost estimate
Procurement of Contractors for
Construction Stage
Construction Phase /
Supervision
Launch pre-opening marketing
strategy
Secure funding for ongoing
marketing campaign
Operations
Landownership
Progress design proposals to
planning detail
Secure Landowners / Legal
Agreement
Construction
•Project Manager
•Lead Engineer
•Design Engineer
•Community Liasion
Launch Project in Local
Communities
Detailed Design
Set Up Project Delivery Team
Planning
Preliminary
Outlined below is a summary project action plan which sets out the main steps to delivering the Greenway. This plan is presented in five stages from Preliminary through to Operational.
Official opening of Greenway
Launch Operational Marketing
Strategy
Commence maintenance
operations
Secure funding for ongoing
maintenance
Secure funding for construction
stage
Marketing
•Liaise with relevant agencies (Tourism / Heritage etc)
•Develop Preliminary Marketing Strategy (Logo etc)
NRA Consultation
•N28 Crossing : preferred solution
•Principles of scheme design within N28 corridor
Develop Preferred Route Layout
•Passage West
•N28 Crossing
•Shanbally
Secure Funding for Planning Stage
36
2012P005
Addendum : Raffeen – Ringaskiddy Greenway
20010358
Passage West-Carrigaline-Ringaskiddy Greenway
Raffeen to Ringaskiddy Section
Summary Review
As an addendum to the main report Kieran Boyle Consulting were requested by Cork County Council to carry out a summary review of the potential to extend the Greenway from Raffeen to Ringaskiddy, a distance of some 3.3km. This section of the
Greenway, as shown on Map RG-001, would extend along the full extent of the N28 into the Passenger Ferry Port Terminal in Ringaskiddy, allowing international cycle tourists to begin their cycle experience in Ireland on a high quality cycle facility.
The summary is presented below and the overall conclusion is that the provision of the Greenway is considered feasible. The summary outlines the route options and the main issues prevailing on each section of the route.
Similar to the recommendations for the Passage West to Carrigaline section of the route, it is recommended that the Greenway consist of a minimum two-way 3m clear paved width and a 1m wide service/landscape strip. The paved width would be
constructed with a bound flexible surface. A geotextile should be incorporated within the make-up to limit future weed growth and increase the lifespan of the greenway construction. There are sections of the route that will require new lighting
provision, primarily within Section 1 of the route between Raffeen and Shanbally. Similar to the Passage West to Carriagaline route, the treatment of the service/landscape strip will depend on the location and requirements for maintenance. At a
minimum the 1m width strip should incorporate a timber knee rail and low maintenance planting.
Following a preliminary overview of the general route options it was determined that a route following the N28 road corridor between the N28 / R610 junction and Ringaskiddy presented a viable route corridor. From Raffeen up to and including
Shanbally viable route options exist on both sides of the N28 although there is a potential requirement for land acquisition on the southern side in Shanbally. Between Shanbally and Ringaskiddy the most viable option is on the southern side of the
N28. This may require removal of the hard shoulder along certain lengths of this section.
Based on the route summary and the greenway cross-sectional specification noted in the main report a preliminary cost for the proposed route has been estimated. Apart from some limited earthworks on Section 1 of the route, this cost estimate
does not include for any other earthworks or for any land acquisition costs that may be required to accommodate the route through Shanbally Village. The cost estimate does not include for the works within Section 4 Ringaskiddy, as it is understood
that these works would be incorporated under other scheme proposals within Ringaskiddy. The estimate cost including preliminaries and contingencies but excluding VAT is €1,025,000 for the 3.3km route along the N28 from the R610 junction at
Raffeen to the R613 junction at Ringaskiddy.
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KEY
Route Options
Route Sections
Key Linkages
Proposed Passagewest - Carrigaline Greenway
Raffeen Cottages
N28/R610 Junction Potential roundabout
junction as part of Greenway
0
R61
Pfizer Ringaskiddy
N2
8
Section 3
Se
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n1
Section 2
Ferryport
N28
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Link to Ferrypo
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Link to M nt Lands
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lo
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E
Section 4
Shanbally Village
Lin
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Em to M
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Lan
Major
Link to ent Lands
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Emplo
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Curraghbinny
Section 1
Raffeen Bridge to
Shanbally
From:
Local road at Raffeen
Bridge
To:
50 kph signage on
western approach to
Shanbally
Route Option
Issues
Photos
Option 1: Greenway provided within existing
shoulder on northern side of N28.
Length: 750m
Greenway provided on northern side of N28 within
the existing verge/shoulder area.
Some earthworks may be required due to level differences at approach to Shanbally.
Repositioning of some public lighting columns and signage required, see Photo A1. Likely
removal of some trees and hedge lines.
Length: Varies per option
Separation barrier along road edge may be required due to the existing traffic speed on the
N28.
Land ownership of old road at Raffeen Bridge to be determined.
Drainage issue to be addressed regarding local ponding in the hard shoulder
Photo A1: Northern N28 verge
Option 2: Greenway accommodated on local
roads of south of N28
Length:900m
Greenway to cross N28 and run southwards 200m on Crossing of N28 to take cognisance of, and be coordinated with, the crossing option selected
existing local road per Photo A2.
for the Carrigaline route.
Route then to turn eastwards on abandoned local
road for 300m.
Gradient on local road is notable and approximately 10% over half of the length
Detour route, not on direct desire line.
Emerge onto existing roadway access to local
housing for 250m.
Final 150m to Shanbally to be provided as minimum
3m wide combined footway and cycleway on
southern side of N28.
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Pavement condition on abandoned local road to be assessed for suitability, potential overlay
required.
Final 150m requires removal of existing trees and hedge lines in the southern N28 verge.
Photo A2: Local road southbound from N28
Section 2
Route Option
Issues
Photos
Shanbally
From:
50kph speed limit west of
Shanbally
To:
Roundabout at Marian
Terrace
Length:420m
Option 1: Greenway provided in
footway/verge area along northern side of
N28.
First 260m to be accommodated in existing footpath Removal of existing landscape strip from back of footway at Ros na Greine estate. Trees to
and verge space up to entrance to Shanbally Mews. be replanted parallel to main road in adjacent green space in Ros na Greine.
Existing width of footpath and verge is approximately
4.5m.
Bus Layby to be removed. Bus stop to be accommodated at general road edge kerb side.
Toucan crossing to facilitate crossing and the
continuation of the Greenway on the southern side of
the N28 to Ringaskiddy. This crossing should be
located so as to provide a convenient crossing point
in the village.
.
Photo A3: Shanbally; Footpath, verge and bus stop on
northern side of N28
Option 2: Greenway provided in
footway/verge area along southern side of
N28.
To be accommodated in the existing footpath
and verge space on the southern side of the
N28.
Verge width between 50kph signs and entrance to GAA pitch is limited in width. Maximum of
3m width seems to prevail with pinch point of 2m at dwelling adjacent GAA entry. Possible
land acquisition required at this point, reference Photo A4.
Crossing of the Marian Terrace Roundabout to
be accommodated on the southern (Marian
Terrace) arm of this junction.
Between GAA entrance and Church general width available is 6.5m including existing car
park spaces and bus stop. Provision of the Greenway would require removal of parking and
bus lay by or removal of tree line adjacent the public road boundary fence.
Photo A4: Shanbally; Dwelling adjacent GAA entrance
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Section 3
Route Option
Issues
Photos
Shanbally to Ringaskiddy.
From:
Marian Terrace
Roundabout
To:
R613 junction
Greenway provided in verge space on southern
side of N28.
Length: 2km
For the first 300m to the east of the Marian Terrace Removal of the hard shoulder will require agreement with the NRA.
Roundabout there is generous verge provision that
would facilitate the provision of the Greenway behind The junction of the N28/R613 will require the removal of the left slip lane and possibly the
the existing kerb line.
climbing lane. This will require agreement with the NRA.
Greenway to be on the southern side of N28,
complemented by existing footpath along the entire
northern side of the N28.
Relocation of existing road signage and lighting standards and general maintenance of
hedge lines will be a general requirement along the section.
Crossing to be provided to accommodate access to Pfizer facility.
Up to the Pfizer roundabout, over a further distance
of some 550m it may be necessary to incorporate
the hard shoulder into the Greenway to ensure that
the recommended minimum width can be achieved.
To the east of the Pfizer roundabout, for some 650m,
the verge is generously wide and the Greenway can
be fully accommodated behind the existing kerb line.
See Photo A4.
The remaining 500m to the R613 junction will likely
require incorporation of the hard shoulder into the
Greenway.
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Photo A4: N28 east Pfizer roundabout, showing
generous verge and hard shoulder on southern side of
roadway.
Section 4
Route Option
Issues
Photos
Ringaskiddy
Length: To be determined Greenway to be accommodated within urban
improvements for Ringaskiddy.
Route can be accommodated on street or on a
segregated facility and should be incorporated into
overall urban realm improvements in Ringaskiddy.
See Photo A5.
The Greenway should be linked to the passenger
ferry terminal facility, adjacent the N28, and ideally to
the National Maritime College and the employment
sites at Lough Beg and Curraghbinny.
Photo A5: Wide streetscape in Ringaskiddy
Section 5
Route Option
Issues
Photos
Shanbally to Raffeen on
Local Road L6473
From:
N28 junction in Shanbally
To:
R610 junction at Raffeen
Cottages
Length: 950m
Link to provide Greenway Loop
Provide Greenway on Local Road that would be
Local road closure to through traffic would require consultation with local residents and
closed to through traffic thus precluding the majority businesses
of the existing traffic volumes.
Removal of through traffic would be of particular
Road has notable gradients
benefit to the environment at Raffeen Cottages.
Photo A6: L6473 on approach to Raffeen Cottages
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