The Cork Commuter Coalition is an advocacy group representing public transport users in the Cork Metropolitan Area. Since founded in 2020, we have led numerous public campaigns advocating for improved public transport and active mobility across Cork, while also promoting information about transportation projects, and acting as a voice for transport users in local and national media. We are represented on the NTA’s Transport Users Advisory Group by our chairperson, Ciarán Meers, on behalf of transport users in Cork City. We have engaged with the BusConnects process during previous rounds of consultation, and are of course pleased to now be able to give input toward one of the most crucial stages of the project. BusConnects is an incredibly important project for the future of Cork, and will be able to tackle emissions, improve citywide mobility, and create a better city for current residents and future generations. Cork has some of the worst traffic in Europe when compared to cities of a similar size – the status quo is clearly not working. It’s time to implement a properly functioning public transport network in Cork, of which BusConnects and improvements to BusConnects will play a highly significant part.
We have spent a large amount of time engaging with a number of vital stakeholders in Cork City, including residents groups, TDs and councillors of all parties, businesses, city area groups, and other involved individuals. Across the city, there is massive appetite for a bus system that functions effectively and efficiently, providing sustainable travel options to the residents of Cork City. With that said, we strongly support the aims and objectives of BusConnects Sustainable Corridors plan, with amendment and improvement on a few key approaches.
Stakeholders
Much of the airtime has been eaten up by objectors to the project, which can often tend to be people who rarely use bus services themselves. We strongly urge BusConnects not to give in to objectors. Oftentimes, the most vulnerable people in society are dependent on good, solid, reliable public transport. Many individuals with disabilities do not have the capacity to drive, and others find public transport something that makes mobility far easier. Many working class families, and the ever increasing percentage of people who are being eaten alive by housing and cost of living crises have additional financial burdens unfairly placed upon them by the need to own a car. Many elderly residents are dependent on public transport as their only method of getting around. Those from an immigrant background, single parent families, and those in Direct Provision (amongst other groups) often have additional financial needs that mean car-dependency is a gut-punch to those who are having even more difficulty getting by, and the ability to use affordable and reliable public transport would be an immense source of financial relief. BusConnects is far from a social welfare programme, and will indeed benefit people from all financial and social backgrounds – but especially the most vulnerable. Routine, clockwork bus services increase the mobility of the most vulnerable, and allow them to take part in society at a far greater rate. When evaluating the submissions from interested parties across Cork, please do not forget those who depend on public transport services because it is their only option, and remember those whose lives would be made far easier if given the ability to depend on the bus service in Cork.
Center Running Bus Lanes
BusConnects is intended to be a project for the next generation of Cork, and will be the workhorse of Cork’s public transport system, linking in places with the upgraded Suburban Rail service, as well as the planned Cork light rail system. The main Route 1 is intended to be the predecessor to this light rail system, operating along roughly the same corridor from Ballincollig to Mahon, serving Bishopstown and the City Centre, amongst other critical amenities. It is crucial that every element of the BusConnects process supports the eventual implementation of light rail, something we’re pleased to have seen so far.
Service benefits – Center running bus lanes are a road design which are increasingly being used in cities across the world, drawing elements from Bus Rapid Transit systems. These are contrasted with side-running bus lanes, which are the traditional type found in Ireland. However, side running lanes often result in bus service being slowed by vehicles turning from adjoining roads, or even from vehicles pulling out of driveways. They are also commonly impacted by illegal parking. Center running bus lanes mitigate these problems significantly by removing much of this conflict. Island platforms (see links below) are provided for faster boarding. The city of Boston recently launched center running bus lanes for several of its most popular routes, and reported time savings of 4 to 7 minutes along an only 3/4 mile (1.2 km) stretch. 74 percent of riders reported their journey being noticeably faster. These service improvements are notable, and prove that replicating this where possible has definite benefits.
Eventual upgrade to light rail – The implementation of such a light rail system will naturally require a lot of construction work, and cause obstruction to residents of Ballincollig, Bishopstown, and other communities along the corridor. This is inevitable and necessary, but can be reduced with the implementation of center running bus lanes, as they are noted for easier upgrading to rapid transit standards, significantly reducing the construction time and upgrading cost. It makes little sense for a round of construction (including CPOs) to occur only for the entire process to be repeated shortly afterward as the corridor becomes light rail. This is ‘measuring twice and cutting once’, reducing duplication of costs down the line. This approach could be implemented at several key sites, such as Ballincollig West and the Docklands, though is suitable for adaptation in a variety of sites across the city, even where there is no planned upgrade to light rail. The current designs for Route 1 are a missed opportunity for ‘joined up thinking’, but thankfully there remains ample opportunity to improve.
Attached are references explaining the benefits of center running bus lanes, boarding islands, and examples of center running bus lanes in other cities.
Center Transit Lane | National Association of City Transportation Officials
In-Street Boarding Island Stop | National Association of City Transportation Officials
Columbus Avenue Bus Lanes | Projects | MBTA
Columbus Avenue Bus Lanes | Boston.gov
BusConnects and Public Information
Among a wide selection of those we have engaged with, there is a strong concern that BusConnects has fumbled at launch, with a perceived (and sometimes real) lack of quality public information, and the decision to route buses through the Mangala opening the door to further criticism of the project. As a group with an interest in the success of the project, but also an interest in ensuring that the people of Cork have full and complete access to information about the project (positive, negative, impact, and everything in-between), it is clear that there needs to be additional efforts taken about the entire process.
BusConnects Office in Cork : Cork City, unfortunately, is rife with dereliction, including on some of the city’s main streets. One of the very few silver linings of this is that one of these would be relatively easy to establish for the duration of the project in a city center shopfront area as a key information center for the project. This would ensure that people are able to ‘pop in’ to an easily accessible center, and receive full, digestible information from well-informed staff about changes to bus services in their area, sustainable corridors, CPOs, and all other elements of the project. As things stand, many people end up getting their information from a second hand source, such as politicians (who may have a vested interest in mis/representing the facts of the scheme) or volunteer groups (such as us, who are often working voluntarily in our free time, and can’t provide the full-time information and promotion that the project needs to have). The BusConnects office at Horgan’s Quay should also be utilized for Cork-based members of the BusConnects team to work from, instead of only operating from Dublin – a Cork based project deserves a physical presence in Cork. An energy advice kiosk was recently established on Grand Parade, reusing an empty building. This should be a model for BusConnects engagement strategy in Cork.
New Energy Advice Kiosk Opens on Grand Parade in Cork to Support Energy Communities
Promotion of BusConnects : There also needs to be a significant effort for BusConnects to step up the effort in showcasing the positive aspects of BusConnects. As has been seen (notably in Ballincollig, but also other areas), people may tend to believe the first elements of information that they see. Some residents groups have put up signs designed to be one-sided or omit key elements of information. The BusConnects team needs to increase the outreach efforts significantly – even showcasing the statistics on faster travel times, added routes, number of new trees, and so on. Even a ‘we’ve listened and we made changes’ type approach for the second round of consultation could be a real winner. At times, it feels like we as a transport advocacy group are doing more to push for BusConnects than the BusConnects team themselves. Improved public transport has large support citywide, the public just needs to see that this project will deliver, in real terms, the improvements needed. The scheme should not be reduced or falter because it can’t win the “information war.”
Trees and Greenery
The removal of trees is one of the unavoidable ‘conflict points’ in the project – trees are an objective public good, adding necessary greenery to towns and the city, which reduce heat temperatures and capture CO2. While we do acknowledge BusConnects’ strength in adding trees throughout the project, and that tree-based criticism is sometimes used as a cover for criticism of the project as a whole, it is important that existing public greenery not become a casualty of a desire to ‘keep everyone happy’. Naturally BusConnects needs to plant the new trees before moving and removing any existing trees – which is also an opportunity to create public goodwill toward the project. Creating further green space would also be welcomed – Cork is in need of new parks and green areas, and some of the BusConnects plans for addition of trees to certain areas could be expanded upon further, with the addition of benches and other amenity, to create a series of new ‘pocket parks’ across the city – a move which would be welcomed in neighborhoods across the city. In areas where conflict is unavoidable, BusConnects Cork should instead stick to a ‘move trees’ approach, as opposed to cutting them down, as mature trees cannot simply be replaced to the same effect with juvenile or semi-mature trees. In addition, BusConnects should instead opt to reduce car lanes, on-street parking, or switch to local access only when evaluating conflicts between trees and road space. The NTA ought to work closely with Cork City Council’s Trees Officer to ensure that the project contains a significant increase in greenery in all the right places.
There are certain areas where the approach of tree alteration needs to be significantly revisited – along STC C, approximately 28pc of street trees will be removed, with scant plans for addition. STC J replaces only 60pc of removed trees. This is not acceptable. On the Boreenmanna Road, trees can be retained through the removal of turn lanes at the intersection with Victoria Avenue, or the alteration of the road to one-way in certain sections.
School Zones
Cork is incredibly fortunate to have such a young population, with a wide selection of primary and secondary schools across the city seeing ever increasing attendance. However, we have seen the rise of the ‘rat run’ in recent decades, where using the private car to get to school is treated like the only option amongst certain sectors. The arrival of several hundred cars into geographically small areas every morning at 9am, and again at 4pm, is causing extreme traffic and congestion – not to mention stress for students, parents, and local residents. We have also unfortunately seen incidents in which students were seriously injured during the school run. Many parents long for the days when they walked or cycled safely to school or college, it’s important that we relegate the rat run’s perceived necessity to history. We strongly urge the NTA to consider school zones, where there are explicitly delineated safe cycleways, bollards, quiet corridors and walkways from nearby bus stops, incorporation of large bus shelters at nearby bus stops, and full pedestrianization and local access only schemes nearby to schools.
Case involving girl knocked down on way to school settled for almost €3m
Cycling
While we do applaud the efforts in promoting cycling through the sustainable corridors initiative, there is still a way to go in creating gold standard bike infrastructure across the city. While we could make lofty comparisons to the speed of Paris’ rollout of cycle infrastructure, we instead offer the model city of Carmel, Indiana, which was able to transform itself from a car-dependent suburb to a cycling town by investing rapidly in high quality cycle infrastructure – a feat that Cork absolutely has the capacity to replicate. (A Republican Suburb Designed for Cyclists)
Junction Design : The design needs to switch to the ‘Dutch junction’ design. This is the approach favored in the global cycling capital of The Netherlands, and reduces any conflict between cyclists, pedestrians, and oncoming vehicles. Unfortunately, the proposals for BusConnects Cork favor the ‘Dublin junction’, which has an unfortunately high number of avoidable clash points. There is a small difference, but a big impact to be had for using the Dutch design. We have linked to explainer diagrams from Irish Cycle and Limerick Cycle Design below, who explore this in more depth.
(Cycle path design: Dutch-style vs Dublin-style protected junctions)
Orbital Cycle Corridor : We also express concern over the city based nature of the sustainable corridors. There also needs to be orbital cycle infrastructure within this scheme, to enable safe trips that are not solely suburb-to-city. As we aim to reduce car usage across Cork in favor of more sustainable modes, we need to consider that a high proportion of trips are suburban-to-suburban : people working in Douglas and living in Blackrock, kids from Togher going to school in Bishopstown, amongst many, many other trip alignments. While in many places, there are indeed cycle lanes, many are in need of upgrading to a higher standard, including the implementation of proper traffic segregation. In addition, the provision of ‘linking elements’ to ensure that usage of the corridor is unified and easy to use. To this end, we suggest that the NTA properly investigate an orbital sustainable corridor for the next iteration of consultation.
Specific Area Observations and Comments
There are specific areas where the quality of the infrastructure provided could also be improved. BusConnects deals with an immense geographic area, and hasn’t gotten it fully right the first time round, but has the capacity to ‘perfect itself’ by taking on input from the community. While the areas listed below are far from a definitive list, these are the main areas which we have noted, and which other groups and stakeholders have raised when analyzing the project.
The Mangala – As highlighted significantly, both in the press and in other submissions, the bus route through the Mangala is simply a non-starter. As a sustainability project, routing a road through some of Cork’s sparse green space is unacceptable. While attempting to replicate the grass-tracked transport infrastructure seen in other countries is admirable, the approach here is not congruent with the wishes of the city or Ireland’s environmental goals, and ought to be revisited.
Douglas Road – Douglas Road is the chief bottleneck along the existing 220 route. Full separation is necessary here, and we support the combination of bus lanes and bus priority measures along the stretch of Corridor I that will give priority to public transport along these areas. The opposition of certain Douglas residents is likely to present itself as one of the most ‘bendable’ elements of the proposal. We urge the NTA not to give in to opposition in this area, and to keep in mind that the success of the Park and Ride proposed for Carrs’ Hill under CMATS will depend on this corridor being able to provide reliable service unimpacted by private motor vehicle traffic. We also suggest that Douglas Road become one-way to vehicular traffic inbound if the current iteration of the proposal is found to be unworkable.
Bishopstown Road/Wilton Shopping Centre junction – This is consistently cited by residents, students, and others that this intersection is needlessly complex, prioritizing motor traffic above pedestrian and cyclist experience, both in terms of time to cross and safety experienced. It is to be kept in mind that there are a wide variety of individuals with reduced mobility at the CUH, who often make use of this junction to ‘get out’ of the hospital atmosphere for a while. Though the current proposed design is a step up from the current situation, there is still need for improvement. As a busy junction, this is one of the most important to improve the design of, incorporating the ‘Dutch junction’ style which was mentioned in the above sections.
York Street – Cork is known for its gradients. While this doesn’t rule out cycling as a mode of transport with potential for high adoption, it means that there needs to be additional concerns when dealing with cycle routes on the Northside. York Street is one such street which is projected to be part of the cycle corridor – despite an elevation approaching 15pc. While perhaps suitable for ebikes or escooters, flagging this street for ordinary cyclists will rapidly become a safety issue. This can be rectified through the implementation of bike lifts, or the creation of a new bike path between Summerhill North and Wellington Road on the ground of the Trinity Church parking lot, which would also permit the selection of a more feasible gradient. There are different options on the table, but York Street is not one of them.
Maryborough Hill – In 2019, sections of Maryborough Hill were widened by Broadale, and upgraded to have mature trees and new hedges. The Corridor I proposals could be better approached with respect to these recent upgrades. The width of the northbound lane (which is unusually wide) could be reduced to incorporate the southbound cycle lane, and, along with re-examining ‘ghost islands’ in the area, would reduce and eliminate the need for CPOs and removal of mature trees.
Non-Corridor Improvements – The decision to use a corridor system for focusing infrastructural improvements is mirroring the utilization of this approach in Dublin, though of course Cork has a differing spatial layout. While the majority of services and population are clustered along the outlined corridors, there also needs to be attention given to areas off of these corridors to ensure that there is a geographic spread of improvements to infrastructure across Cork as a whole.
- Ballyvolane, including the northernmost sections of Ballyhooly Road, which is intended to receive a significant Strategic Housing Development in the coming years – it is imperative that there is reliable public transport in place so that incoming residents are able to fully rely on sustainable public transportation from the very beginning.
- Maglin, similarly, is an area scheduled for development that will receive a new bus service, but is omitted from the Corridor E. We have concerns that without proper focus for public transport from the get-go, it would be destined to fall into the trap of the development style of Ballincollig, as a long linear townland based mostly in urban sprawl.
- Rochestown also presents bottlenecks for bus services, which serve both Rochestown and beyond. The New Bus Network has bus routes criss-crossing Rochestown, yet the Corridor I ends at Maryborough Hill. We urge the NTA to either extend the remit of Corridor I to Rochestown, or alternatively take a wider look at Rochestown as a whole.
We also wish to place emphasis on the submissions from the Cork Cycling Campaign, who have used their extensive expertise to go into far greater detail on how cycling infrastructure can be improved across the plan as a whole.
Park and Rides
The Cork Commuter Coalition has been pushing for further action on the planned Park and Rides contained in CMATS for several years, as one of the key components designed to cut down on car trips throughout the city, especially for commuters coming from further afield. While we do acknowledge that the BusConnects process is segmented out into a number of different focuses, with P&R being a separate one, we would be remiss not to draw attention to the lack of action on this front. We are calling on the NTA to include the Park and Ride plans within the next round of STC consultation. Park and Rides are one of the easier infrastructural elements to approach, so there is absolute benefit to completing these as soon as possible.
Park and Ride expansion is Cork’s secret weapon | Cork Commuter Coalition
Practices
Road Design and Conflict : Understandably, some of the areas of the plan will be revisited as a result of submissions. This may include areas where it has emerged that planned removal of trees is deeply unpopular with communities, or places where CPOs cannot go as far as intended. Where there becomes a new conflict, we urge the NTA and the BusConnects team to favor usage of local access only schemes, one-way access for motor traffic, usage of bus gates, reduction of road width, removal of turn lanes where safety allows, and other schemes which prioritize sustainable modes of transport. There’s only so much space in Cork, and modes of transport which move the most people have to be prioritized.
Parking Census : We support the call for a ‘parking census’, to properly examine the parking habits of people in the city. We believe that this will provide useful information on how to make upgrades to the public realm ‘go down easier’ for local communities, as well as provide information on how surpluses of parking can be reduced in key areas in favor of sustainable mobility.
Bus shelters : While we acknowledge that the deployment of additional bus shelters is part of a separate element of the BusConnects process, we must bring attention to it here. Cork is a rainy city, but no rainer than other cities that have robust transport networks with high usage. Bus shelters need to become ubiquitous across the network in order to increase patronage and user experience. We recommend usage of a multitude of different designs depending on the
Low patronage stops, or those in especially tight corners (such as Bishopstown’s Farranlee Park stop) may make do with simple overhead shelters, whereas those with high ridership need far more robust shelter than those currently existing. We also recommend usage of pro-biodiverse grass topped bus shelters, as discussed in more detail in submission NTA-C9-769 by Green Spaces for Health.
Tax on private parking : Simply put, private parking, including those in out-of-town shopping centers, needs to be taxed as a benefit in kind. There needs to be real financial disincentive to the development of all parking, including private. Parking is an issue of induced demand – if paradise is paved in favor of parking lots, then people will drive more. With private parking being taxed, operators will feel part of the high cost that parking brings to wider society, and many will feel incentivized to opt for more socially favorable usages. To this end, it also gives relevant bodies an additional tool in the power to alter such parking developments to encourage more sustainable land use.
Urban Realm Redesign
Many cities across Europe – from Portugal to Poland – have invested significantly in placemaking and urban design over the past few decades, creating streets, plazas, parks, and squares that are incredibly pleasant to pass time in, and which contribute strongly to the character of neighborhoods and the city as a whole. This is, unfortunately, decades ahead of Ireland’s approach, as we have just recently begun to approach urban design in the same way as our European counterparts. We would like to highlight designs for Cobh’s Public Realm Upgrades led by senior architect Giulia Vallone. In brief, these are fantastic designs which will positively benefit the town of Cobh, making use of public seating, lighting, and other focal features that promote social interaction, business, and relaxation in our urban spaces. BusConnects is as much a city reimagining as it is a transport plan – we strongly urge the NTA to utilize increased urban design features when implementing changes to urban towns and neighborhood centers.
Opening Statement – Giulia Vallone, Senior Architect Cork County Council
Conclusion
All in all, BusConnects Cork is a project that will deliver Cork the transport infrastructure it deserves. The improved bus services and cycle infrastructure will be an immense benefit to the fastest growing city in Ireland, and will allow Cork to retain its claim as ‘the Real Capital’. BusConnects will be a major piece of the puzzle in rectifying decades of car-centric planning in Cork, and to that end, we hope that the project succeeds in its aims.
However, there still need to be significant upgrades in a variety of different areas.
There are elements which can be completed sooner rather than later, such as tree replanting and further movement on the proposed Park and Rides. Certain approaches need to be relooked, such as usage of the Mangala, and the project’s approaches to public information. There are additional opportunities within the plan that need to be seized, such as usage of center running bus lanes, more one-way and local access only schemes, and increased attention to the positive effects on the urban realm which the project can enact.
The NTA has been responsive to feedback during previous rounds of consultation on the Draft New Network, all while not sacrificing the core of what will make prospective plans a success. We hope that a similar approach will be taken here. We look forward to seeing the constructive ways that the NTA and the BusConnects team will implement feedback from us and from the people of Cork.
With kind regards and hope for the future,
Cork Commuter Coalition
corkcommuter@gmail.com | www.twitter.com/corkcommuter | corkcommuter.wordpress.com
Cork Commuter Coalition 