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CIRCLE TRANSPORT PLAN
DON'T FORGET TO SEE THESE IDEAS IN ACTION ON OUR TRANSPORT ANIMATIONS PAGE - JUST CLICK THIS LINE
CIRCLE TRANSPORT PLAN
Public Transport has one major
flaw the radial system all via the centre. This is extremely costly, very inefficient requiring very high subsidies not alone
has it cost millions but it has now gone into trillions in losses through out the world. This radial system leads to another
loss, capacity lost known as nullification where it nullifies its capacity gains reducing its benefit to a fraction of its
potential. Example a Metro line under the radial system with a carrying potential of one hundred thousand passengers per day.
35% of seats needed to come in from outer areas to go back out on the metro eating up 70%, 10% bus passengers change over,
10% tourist and day trippers and 10% of new business. This leaves very little room to have any impact in reducing car numbers
etc. This is the big failure in costly projects under the radial system. Even in cities like London and Paris there are massive
capacity problems even with very high frequencies and numerous lines requiring massive subsidies.
To address
this massive radial problem, the cancer of Public Transport I came up with the circle plan that eliminates most of the problems
associated with the radial system. This circle plan makes public transport as effective and efficient as possible giving the
perfect balance. The circle plan will be shown below as follows for Bus, Luas and Rail fully linked together in an integrated
plan.
CIRCLE BUS PLAN
The aims and purpose of the circle city bus plan is to make best use of the bus, to ensure it can move freely and swiftly
through the centre, to ensure it does not add to congestion, benefits the user, the city with convenient safety enclosed terminals,
easy accessible and suitable for interchanging. The layout of Dublin is very suitable with the central location of the Liffey,
Docks, Rail, Luas and suitable streets, Marlborough St. Parnell SQ, Stephens Green, Dolier and Westmorland St. etc.
The first section of this plan is the most important; The Quay Bus Contra-flow along the river Liffey. This can cope with
over 30% of city buses allowing them in out of the city traffic free reducing traffic congestion blending in with the bus
corridor network, the circle bus network on the M50 and all other city transport modes.
Cross City Bus way. Marlborough St. as a bus only with local access and a new bridge across the Liffey into Hawkins (not
necessarily now with new Macken St. Bridge) Butt Bridge and Matt Talbot Bridge now two ways to facilitate traffic movements
and bus way.
There will be suitable pick up and set down points for this cross city bus way.
How bus terminal bays work.
The space for two bus lengths are allowed at each bay (in case a bus breaks down) to service a corridor that includes
a number of routes, example Lucan Corridor would cater for routes 25, 25A, 26,66/A/B/C. 67/A and same for other corridors.
The terminal with be enclosed with modern convenience, comfort and information etc.
Taxi/PSV with additional facilities. U-turns, easy turning, one way streets Taxi only, Taxi contra-flow, discretionary
right hand turning for taxis and more Taxi bays. When contra flow takes off, one of the other Quay lanes is for Taxi only.
Cyclists. With bus using contra - flow on the Quays, cyclists will now have space for cycle lane on building side as car
does not take as much space as wider vehicles such as bus. It also avoids the problem of passengers alighting from bus in
path of cyclist.
CONTRA-FLOW ON QUAYS will not be a major problem as the Quays operated two ways up to 1965. Traffic on the Quays operated
in on the South Quays in and out on the North Quays up to 1984. The bus contra-flow is just a safe two system like any road.
OTHERS. Link up the NCR and the SCR by extending routes 10 and 19 to Heuston Station. The Quay contra-flow will reduce
many right hand turns for better traffic movements. Pinch points in this plan can be easily overcome.
CONTRAFLOW ADVANTAGES? SEE BOTTOM OF THIS PAGE
CIRCLE BUS NETWORK
AN EXPRESS
BUS NETWORK WITH ACCESS TO ALL AREAS AND THE CITY CENTRE. TRAFFIC-FREE 'TRAIN EFFECT' BY USING THE HARD SHOULDERS, M50 CORRIDORS,
ANS QUAY CONTRA-FLOW.
EXAMPLE A - DIRECT CITY ACCESS
1. 39S FROM Blanchardstown looping around
Industrial Estates on to Navan Road N3 to M50 Hard Shoulder, to Lucan Interchange, then to City Centre.
2. 77S from
Tallaght Estates along Hard Shoulder on Blessington Road N81 TO M50 to Lucan Interchange and on to City Centre.
3.
41S from Swords to M50, Lucan Interchange to City Centre
4. Similar for 44S and 51S linking into 46S and 27S corridors
5. 66S from Maynooth using Hard Shoulder from Spa Hotel.
EXAMPLE B - DIRECT LINK-UP ACCESS
1. A passenger on 39S can link up directly with any other express routes at Lucan Interchange for 66S, 51S, 77S, 41S, 44S,etc,.
Same link-up method applies for other routes at different interchanges.
EXAMPLE C - LINKING OTHER ROUTES
ALONG THE WAY
On the M50 there will be access ramps at most bridges to connect other routes, for example, Coldcut
Bridge to connect 78A, M50 Bridge over New Nangor Road for Route 151, ParkWest for rail line and so on. Two routes, 50N and
50S will operate from City Centre and Maynooth, 50N Northwards and 50S Southwards on the M50. These passengers will have direct
connections to their own routes at the Lucan Interchange or route bridge on the M50. Commuters for route 37, for example,
will join at the appropriate bridge.
Other routes like the 15B, 16, 40, AND 13A could be extended to meet the
M50 network. Colleges, however, would be served direct.
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