The plan includes four stops and a park and ride facility. Back to the first cycle path… just over 250 metres later, the cycle path is interrupted by poor design at a tram stop there’s ample space here to have a continuous cycle path — even if it’s a draft design, it was a choice not to have a continuous cycle route here: The same thing happens at other stops and at junctions — below the cycle paths stops before the junction and becomes shared space — this is not due to a lack of space, it’s just poor design and a lack of care for walking and cycling: First this turn is the same kind of issue which helped result collisions between people on bicycles and trams — there should be more of a buffer between the tracks and the cycle path which means when the person on a bicycle turns, they are already at 90 degrees to the tracks: There’s no reason why the cycle path can not be continuous here as it crosses the tracks — the paths should curve around to meet the tracks at 90 degrees and the designers could also use lights and bells to warn of incoming trams as used in other countries and provision is made in Irish guidance for: There’s also no sign anywhere along the route of cycling access between the cycle path and local streets, for example: This drawing just shows new access arrangement’s where at motoring entry point are changed in order to give tram priority: The narrow two-way cycle path again ends in shared space and then people cycling are expected to cycle around the junction and crossing to get to narrow on-road cycle lane…. The below image shows the Dublin Industrial Estate to the left and the Tolka Valley Park to the right. …it starts with no crossing or clear connection to the existing paths in the park and not even a connection to the roadway, instead the designers are planning to mix walking and cycling: Looking north away from the park and towards the green area the tram route takes between the housings, it’s a wide-open space: As well as the tram track and a footpath there’s ample space to provide a wide 4m+ cycle path which allows for social side-by-side cycling and overtaking space: The best practice — as per this image of the Portmarnock greenway — is to have the walking and cycling paths kept seprate by a green buffer: Back to Finglas…. Click to share on Twitter (Opens in new window), Click to share on Facebook (Opens in new window), Click to share on LinkedIn (Opens in new window), Click to share on Reddit (Opens in new window), Click to share on Telegram (Opens in new window), Click to share on WhatsApp (Opens in new window), Click to email this to a friend (Opens in new window), View cyclingindublin’s profile on Facebook, TII seems to be treating walking and cycling like a multi-million euro dark joke, In a press release on Luas Finglas last week, Anti-cycle path trial group raises nearly €14,000 so-far on GoFundMe, Groups call for Sandymount cycle route trial to go ahead after opponents pull out of community form, Bollards installed at site of serious collision at junction to Cork Street. The project includes a cycle and pedestrian path alongside much of the Luas line. The National Transport Authority and Transport Infrastructure Ireland have developed an Emerging Preferred Route for Luas Finglas and are inviting comments from all stakeholders and members of the public on the proposed route. There’s little reason keeping this secondary access to the Dublin Industrial Estate which is likely to delay trams and add conflicts with large vehicles. I’ve seen a number of people who have looked at the route details and comment on how there though there would be five rather than the planned four stations in the 4km of the route. The plan would see the Green Line extended out a further 4km from Broombridge out to Charlestown. This is the preferred route diagram map of Luas Finglas: The route starts at the existing northern end of the Luas Green Line at Broombridge where the tram line interchanges with Irish Rail’s commuter train station (which will be a future Dart station). Press alt + / to open this menu. The project promises to deliver new walking, cycling and public transport infrastructure that would give many people safe and sustainable travel options into the city, … Design work is currently underway to extend the Luas light rail line further into North Dublin. Rome2rio is a door-to-door travel information and booking engine, helping you get to and from any location in the world. Further along it shows a number of ‘uncontrolled pedestrian/ cyclist Luas crossings’. Transport Infrastructure Ireland says the proposed Luas Finglas … It will add four new stops to the line and create a key public transport connection between the communities of Charlestown, Finglas Village, Finglas west, St Helena’s and Tolka Valley and the city centre. This allows for bus, pedestrian and cycling over the canal and into the major Broombridge interchange. Broombridge . Then there’s the issues of the gates on currently on every access point of the Tolka Valley Park — the restrictive gates have blocked access for many types of bicycles and mobility devices but have failed miserably at controlling scrambler motorbike use. Sign up × GeoLocation Options. While inspecting the new Luas 55m tram at Broombridge Minister Ryan said: “I am delighted to announce this consultation on the Emerging Preferred Route for Luas Finglas. Fingal County Council has welcomed the publication of the Emerging Preferred Route for Luas Finglas, the proposed extension of the Luas Green Line from Broombridge to Charlestown in Fingal, which has the real potential to deliver on Project Ireland 2040’s vision for future growth and development on the northside of the city and in the wider Fingal area. All O.S. Trinity College economist Constantin Gurdgiev has estimated the Luas could bring up to €10bn to the Finglas economy within 10 years - and create up to 20,000 jobs. 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