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$: Technical Note - County Kildarekildare.ie/CountyCouncil/RoadsandTransportation... · Technical Note Page: 2 of 26 Doc. F8/10 Revised: April 2009 \\Iedbl2fp001\iedbl2fp001-v1tp\Projects\Traffic$
Technical Note

Page: 1 of 26 Doc. F8/10 Revised: Feb 2016

\\Iedbl2fp001\iedbl2fp001-v1tp\Projects\Traffic - Traffic Management Plan and Traffic Model for Maynooth\03 EXECUTION\08 Reports\1 Traffic\TMP Recommendations

Report\Junction Analysis\Main Street\Rerouted Options\Tech Notes - One Way Systems 23.03.17.doc

Project: Maynooth Traffic Management Plan & Traffic

Model

Job No: 60521147

Subject: Potential One-way Systems in Maynooth Town Centre

Prepared by: Brian Mc Mahon Date: 28.03.17

Checked by: Philip Lee Date: 28.03.17

1.0 Summary

Three one-way system options for Maynooth Town Centre have been assessed for this Technical Note.

From our analysis, the one-way system that incorporates a new link road between Straffan Road and

Parson Street (Option 1) provides a greater potential to alleviate town centre traffic congestion,

compared to the other two options. The other two scenarios assessed will create congestion problems at

various junctions on the road network.

A one-way system with a new link road (Harbour Street) developed from Straffan Road to Parson Street

presents an opportunity to increase the capacity of the Main Street / Leinster Street / Mill Street junction

by closing the Parson Street arm, thus facilitating a free flow priority junction. The link from Straffan

Road to Parson Street will maintain the access between Maynooth Town Centre and the residential

development to the west and the NUI southern campus. Free flow priority junctions can be facilitated at

Harbour Street / Leinster Street and Main Street / Straffan Road junctions. Options at the Glenroyal

Hotel junction include a 4-arm signal controlled junction or a new roundabout junction. It will be essential

that the junction is designed to provide sufficient throughput if the one-way system is to be successful.

A schematic of the one-way system that incorporates Harbour Street between Straffan Road and Parson

Street is provided in Figure 1 below. Modelling of this scenario in the Maynooth Strategic Traffic Model

will be required to evaluate the wider impacts of the proposed one-way system in the town centre and

the wider area.

Figure 1:Potential One-Way System incorporating a Straffan Road to Parson Street Link Road (Option1)

Technical Note

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2.0 Introduction

This technical note has been undertaken in order to determine the feasibility of implementing a one-way

system in Maynooth Town Centre. Further analysis using the Maynooth Strategic Traffic Model will be

required to assess the potential benefits this one-way system provides in terms of traffic flows and allow

comparison with the existing traffic management currently in operation. The various options assessed

include the following;

Option 1: One-way System incorporating Harbour Street from Straffan Road to Parson Street;

Option 2: One-way System incorporating Harbour Street from Straffan Road to Leinster Street;

and

Option 3: One-way System using Pound Lane.

This Technical Note is set out in the following sections;

Section 1: Executive Summary

Section 2: Introduction

Section 3: One-way System incorporating a Straffan Road to Parson Street Link Road

Section 4: One-way System incorporating Straffan Road to Leinster Street Link Road

Section 5: One-way System using Pound Lane

Section 6: Summary

Section 7: Conclusions

Section 8: Recommendations

Appendix A

A1 – Network Flows from Straffan Road to Parson Street one-way system

A2.1 – Straffan Road / Glenroyal Hotel Junction LinSig Analysis

Appendix B

B1 – Network Flows from Straffan Road to Leinster Street one-way system

B2.1 – Main Street / Leinster Street Junction LinSig Analysis

B2.2 - Straffan Road / Glenroyal Hotel Junction LinSig Analysis

Appendix C

C1 – Network Flows from Pound Lane one-way system

C2.1 – Mill Street / Pound Lane Junction LinSig Analysis

C2.2 – Pound Lane / Convent Lane Junction

C2.3 - Convent Lane / Main Street / Dublin Road / Doctors Lane Junction LinSig Analysis

Technical Note




3.0 Option 1: One-way System incorporating a Straffan Road to Parson Street Link Road

This potential one-way system layout is shown in Figure 2 below. Figure 2 highlights a potential new link

road through the Harbour Field which is an objective of the Maynooth LAP TRO 2 short term objectives,

which includes a link road between the Straffan Road (J), Leinster Street (K) and Parson Street (L). Also

highlighted are the laneways in the town centre, which would be used for local access only if this one-

way system was introduced into the town.

By developing the new ‘Harbour Street’ between Straffan Road and Parson Street, an alternative route

becomes available for motorists accessing between the west of the town and the town centre. This

presents an opportunity to increase the capacity of the Main Street / Leinster Street / Mill Street junction

by closing the Parson Street arm thus facilitating a free flow priority junction. Harbour Street will facilitate

the access between Maynooth Town Centre and the residential development to the west and the NUI

south campus. A civic space can then be developed on Parson Street adjacent to Maynooth Castle and

the southern campus. Three free-flow/priority junctions are proposed for this option including the

Leinster Street / Main Street / Mill Street junction, the Main Street / Straffan Road junction, and the

Harbour Street / Leinster Street junction.

However, Harbour Street is most likely to be developed at the existing Glenroyal Hotel access given

access is to be maintained to the hotel development. Junction options at this location include a 4-arm

signal controlled junction or a new roundabout junction. Traffic flow diagrams and junction analysis for

this a signal controlled junction is included in Appendix A1 and A2. The junction analysis shows that

the junction will operate within capacity during the AM peak, and at capacity at PM peak. Given that the

other three junctions in the one-way system will operate efficiently it will be important to maximise the

capacity of this critical junction on the one-way system.

Figure 2: Option 1 Potential One-Way System incorporating a Straffan Road to Parson Street Link Road

Technical Note




Therefore, it is recommended that that if a one-way option was considered for the town centre that it is

only implemented if the following can be delivered;

A new link road that connects Straffan Road to Parson Street;

Closing of the Parson Street access to/from Main Street;

Appropriately designed free flow priority junctions that will maximise capacity while maintaining

a high level of service for pedestrians and cyclists; and

Appropriately designed signal controlled junction (or a roundabout junction) at the Glenroyal

Hotel that will maximise capacity while maintaining a high level of service for pedestrians and

cyclists.

3.1 Option 1A: One-way System incorporating a Straffan Road to Parson Street Link

Road and alterations to the Glenroyal Hotel Access

A variant of Option 1 would be to close the existing access at the Glenroyal Hotel and provide access to

and from the development via Doctors Lane and shown below in Option 1A below. This would allow for

a free flow priority junction at the Straffan Road / Harbour Street junction. This option would require the

agreement of the Glenroyal Hotel and Supervalu.

Figure 3: Option 1A Potential One-Way System incorporating a Straffan Road to Parson Street Link

Road and alterations to the Glenroyal Hotel Access

Technical Note




4.0 Option 2: One-way System incorporating a Straffan Road to Leinster Street Link Road

This potential one-way system layout is shown in Figure 3 below, with the indicative layout drawing

number 60274510_SK_109.1, attached in Appendix D.

In this option, Harbour Street is proposed between the Straffan Road and Leinster Street. Therefore, an

alternative route option to Parson Street is not provided and therefore the Parson Street link to Main

Street will be maintained. It is unreasonable to prevent access to/from Parson Street to the town centre.

The long diversion routes will result in greater congestion on the Straffan Road. Therefore, a 4-arm

signal controlled junction is required at the Main Street / Parson Street junction.

Harbour Street is most likely to be developed at the existing Glenroyal Hotel access given access is to

be maintained to the hotel development. Junction options at this location include a 4-arm signal

controlled junction or a new roundabout junction.

Traffic flow diagrams and junction analysis for this a signal controlled junction is included in Appendix

B1 and B2 respectively. The Main Street / Leinster Street and the Straffan Road / Glenroyal junctions

will both have additional traffic due to the rerouting of traffic to Mill Street and Parson Street through

these junctions respectively.

Figure 4: Option 2 Proposed One-Way System incorporating a Straffan Road to Leinster Street Link

Road

From our analysis, attached in Appendix B2, the Straffan Road / Glenroyal Hotel junction will operate

within capacity, although with less capacity then the existing junction. But the Parson Street / Main

Street / Mill Street / Leinster Street signal controlled junction will operate over capacity and will result in

significant congestion at this location in the town centre.

Therefore, it is recommended that that scenario is not taken forward, given the congestion

problems associated with the Parson Street / Mill Street / Main Street / Leinster Street junction.

Technical Note




5.0 Option 3: One-way System incorporating Pound Lane

This potential one-way system layout is shown in Figure 3 below, with the indicative layout drawing

number 60274510_SK_109.2, attached in Appendix D.

In this scenario, all southbound traffic from Mill Street is diverted to Pound Lane. This results in a

increased volume of traffic on Pound Lane, an existing quiet street which is predominately a residential

area. The junctions at Convent Lane / Pound Lane and Convent Lane / Main Street / Dublin Road /

Doctor’s Lane will suffer from a significant increase in traffic. Therefore, the traffic at these locations

would have to be managed with signal controlled junctions.

The proposed changes to traffic that will result from the implementation of this one-way system are

shown in the diagrams in Appendix C1. From our analysis, these junctions on Convent Lane will

operate above capacity during the AM and PM peak periods, with significant queuing and delays noted.

While the two existing signal controlled junctions on Main Street will benefit from reductions in traffic

volumes, these positive impacts will be completely offset by the congestion on the eastern side of the

town.

Figure 5: Option 3 Proposed One-Way System incorporating Pound Lane

Rerouting all the Mill Street southbound traffic through Pound Lane will result in traffic congestion on

Convent Lane. It would require an upgrade of the Convent Road / Main Street / Dublin Road / Doctors

Lane junction to a signal controlled junction. However, from the LinSig analysis it is shown that this

junction will operate over capacity and result in congestion on the road network.

Therefore, it is recommended that that scenario is not taken forward, given the congestion

problems associated with the signal controlled junctions on Convent Lane and impacts on quiet

streets.

Technical Note




6.0 Summary

6.1 Option 1: One-way System with Straffan Road to Parson Street Link;

Advantages

Three free-flow junctions in the town centre.

Reduction in traffic on the Main Street / Straffan Road junction.

Opportunity to pedestrianise the main area in front of Maynooth Castle and NUI Southern

Campus.

Removes a vehicle/pedestrian conflict at Parson Street / Main Street.

Disadvantages

The large increase of traffic on Leinster Street.

Greater travel distance for northbound traffic accessing Main Street East.

Greater travel distance for north and westbound traffic accessing Parson Street.

Increase of traffic on the Main Street / Mill Street / Parson Street / Leinster Street junction.

Increase of traffic on the Straffan Road / Glenroyal Hotel junction.

Straffan Road / Glenroyal Hotel junction operating at capacity.

Potential speeding issues on a one-way street leading to road safety problems.

6.2 Option 2: One-way System with Straffan Road to Leinster Street Link; and

The rerouting of the northbound traffic flows results in a number of impacts including;

Advantages

Reduction in traffic on the Main Street / Straffan Road junction.

Disadvantages

The large increase of traffic on Leinster Street.

Greater travel distance for northbound traffic accessing Main Street East.

Greater travel distance for north and westbound traffic accessing Parson Street.

Increase of traffic on the Main Street / Mill Street / Parson Street / Leinster Street junction.

Increase of traffic on the Straffan Road / Glenroyal Hotel junction.

Main Street / Mill Street / Parson Street / Leinster Street junction operating above capacity

Straffan Road / Glenroyal Hotel junction operating at capacity.


From our analysis, attached in Appendix B2, the Parson Street / Main Street / Mill Street / Leinster

Street signal controlled junction will operate above capacity and will result in greater congestion at this

location in the town centre. Therefore, it is recommended that that scenario is not taken forward, given

the congestion problems associated with this junction.

6.3 Option 3: One-way System using Pound Lane.

The rerouting of the southbound traffic flows results in a number of impacts including;

Advantages

Reduction in traffic on the Main Street / Straffan Road junction and Main Street / Mill Street /

Parson Street / Leinster Street junction.

Disadvantages

The large increase of traffic on Pound Lane and the existing residential community.

Greater travel distance for southbound traffic accessing Straffan Road.

Greater travel distance for southbound traffic accessing Parson Street.

Increase of traffic on the Pound Lane / Convent Lane junction.

Technical Note




Increase of traffic on Main Street / Convent Lane junction.

Upgrade of the Pound Lane / Convent Lane to a signal controlled junction.

Upgrade of the Main Street / Convent Lane to a signal controlled junction.

Pound Lane / Convent Lane junction to operate over capacity

Convent Road / Main Street / Dublin Road / Doctors Lane junction to operate over capacity.


Rerouting all the southbound traffic through Pound Lane will result in traffic congestion with its junction

with Convent Lane. It would require an upgrade of the Convent Road / Main Street / Dublin Road /

Doctors Lane junction to a signal controlled junction. However, from the LinSig analysis it is shown that

this junction will operate over capacity and result in congestion on the road network. Therefore, it is

recommended that that scenario is not taken forward, given the congestion problems associated with

the signal controlled junctions on Convent Lane.

7.0 Conclusion

From our analysis, the one-way system that incorporates a new link road between Straffan Road and

Parson Street (Option 1) provides a greater opportunity to alleviate town centre traffic congestion,

compared to the other two options. The other two scenarios assessed will create congestion problems at

various junctions on the road network.

Therefore, it is recommended that that if a one-way option was considered for the town centre that it is

only implemented if the following can be delivered;

A new link road that connects Straffan Road to Parson Street;

Closing of the Parson Street access to/from Main Street;

Appropriately designed free flow priority junctions that will maximise capacity while maintaining

a high level of service for pedestrians and cyclists; and

Appropriately designed signal controlled junction (or a roundabout junction) at the Glenroyal

Hotel that will maximise capacity while maintaining a high level of service for pedestrians and

cyclists.

8.0 Recommendation

Modelling of Option 1 in the Maynooth Strategic Traffic Model will be required to evaluate the wider

impacts of the proposed one-way system in the town centre and the wider area.

Technical Note




Appendix A - One-way System with Straffan Road to Parson Street Link

A1 Network Flows

The table below shows that the Main Street / Leinster Street and the Straffan Road / Glenroyal junctions


these junctions respectively. There is less traffic through Main Street / Straffan Road junction as the

northbound traffic to Mill Street now bypasses this junction. The proposed one-way system will result in

approximately 1,000 vehicles using Leinster Street in the AM and PM peaks.

Table A1: Existing & Rerouted Total Traffic Flows with Link Road to Parson Street (2016 Traffic

Flows).

Peak Hour AM PM

Junction Existing Rerouted Difference Existing Rerouted Difference

Main Street /

Leinster Street 1696 1,862 +166 1643 1,682 39

Main Street /

Straffan Road 1842 1,427 -415 1683 1,336 -347

Straffan Road /

Glenroyal Hotel 1656 2,002 346 1803 2,118 +315

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26 Doc. F8/10 Revised: April 2009



Figure A1 – Existing Traffic Flows in the AM peak

Figure A2 – Existing Traffic Flows in the AM peak

Technical Note

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Figure A3 – One-way System with Link Road from Straffan Road to Parson Street in the AM Peak

Figure A4 – One-way System with Link Road from Straffan Road to Parson Street in the PM Peak

Technical Note

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A2. Network Analysis One-Way System using Parson Street

A2.1 Straffan Road / Glenroyal junction

The proposed Straffan Road / Glenroyal junction will operate with capacity in the AM and just below

capacity in the PM as shown in the junction analysis below. However, it will not operate as efficiently as

the existing junction. There are a greater number of vehicles through the junction as additional traffic

that was travelling from Main Street to Parson Street is rerouted through this junction. An additional arm

linking Straffan Road to Parson Street is also likely to be offset from the existing Glenroyal access and

will result in long intergreens at the junction.

The existing Straffan Road / Glenroyal junction is currently a three arm signal controlled junction. It

operates in four stages as below.

A

B

G

1

B

G

2

C

3

D

E

F

4

Existing Layout - AM Results

Item Lane Description Total Green (s) Deg Sat (%) Mean Max Queue (pcu)

1/1 Straffan Road Southbound Ahead Left 86 48.9% 10.3

2/2+2/1 Glenroyal Hotel Left Right 7 57.4 : 57.4% 2.6

3/1+3/2 Straffan Road Northbound Ahead Right 86 59.0 : 59.0% 12.6

Existing Layout - PM Results





The proposed junction will operate with a similar staging arrangement as below;

A

BD

1

B

C

2

E

3

D

F

4

Technical Note

Page: 13 of




Proposed Layout - AM Result


1/1 Straffan Road Southbound Left Ahead 59 72.7% 19.3

1/2 Straffan Road Southbound Right 23 73.2% 9.3

2/1+2/2 Glenroyal Hotel Left Ahead 7 54.6 : 54.6% 2.6

3/1+3/2 Straffan Road Northbound Right Left 76:84 76.1 : 76.1% 19.8

Proposed Layout – PM Results






The critical movement northbound has similar green time as the existing situation, although turning left

on the slip road will reduce its capacity compared to the existing situation. However, southbound traffic

will have less green time than the existing junction at this location and it is shown from the analysis that

the proposed Straffan Road / Glenroyal junction will operate with less capacity than the existing junction

and will cause congestion on the Straffan Road which will most likely be worse than the existing

junction.

Existing v Proposed Signal Timings – AM Green Times.

Existing Junction Proposed Junction

Phase Green Time Phase Green Time

Straffan Road Southbound* A 86 A 59

Straffan Road Northbound* B 86 B 84

Glenroyal Hotel C 7 C 7

Straffan Road Northbound to

Glenroyal

G 86 G 84

Straffan Road Southbound to

Link Road

- - C 23

*Critical Links

Existing v Proposed Signal Timings – PM Green Times.




Straffan Road Northbound* D 73 D 80

Glenroyal Hotel E 20 E 11


Glenroyal

B 73 B 72


Link Road

- - C 23

*Critical Links

Technical Note

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Appendix B - One-way System with Straffan Road to Leinster Street Link

B1 Network Flows

The table below shows that the Main Street / Leinster Street and the Straffan Road / Glenroyal junctions


these junctions respectively. There is less traffic through Main Street / Straffan Road junction as the

northbound traffic to Mill Street now bypasses this junction. The proposed one-way system will result in

approximately 1,000 vehicles using Leinster Street in the AM and PM peaks.

Table B1: Existing & Rerouted Total Traffic Flows using Leinster Street (2016 Traffic Flows).

Peak Hour AM PM


Main Street /

Leinster Street 1696 1981 + 285 1643 1868 + 225

Main Street /

Straffan Road 1842 1336 - 506 1683 1225 -457

Straffan Road /

Glenroyal Hotel 1656 1830 + 175 1803 2024 + 221

Technical Note

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Figure B1 – One-way System using Leinster Street in the AM Peak

Figure B2 – One-way System using Leinster Street in the PM Peak

Technical Note

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B2 Network Analysis One-Way System using Leinster Street

B2.1 Main Street / Mill Street / Parson Street / Leinster Street Junction

The junction analysis, provided below, shows that the proposed Main Street / Leinster Street junction will

operate above capacity, and it will not operate as efficiently as the existing junction. There are a greater

number of vehicles through the junction as additional traffic that was travelling from the Straffan Road to

the east side of the town is rerouted through this junction. Access to Parson Street must also remain,

and therefore the junction will continue to operate in a four stage cycle with no improvement to the road

network.

The existing Main Street / Mill Street / Parson Street / Leinster Street junction is currently a four arm

signal controlled junction. It operates in four stages as below, with the results provided in the tables

below.

B

D

1

A

B

F2

C

EF

3

G

4

Existing Junction - AM Results

Item Lane Description Total Green (s) Deg Sat (%) Mean Max Queue

(pcu)

1/1+1/2 Main Street Westbound Right Ahead Left 83:60 66.0 : 66.0% 15.9

2/1 Leinster Street Ahead Left Right 8 17.1% 0.8

3/2+3/1 Parson Street Left Right Ahead 18 69.9 : 69.9% 6.8

4/1+4/2 Mill Street Right Ahead Left 73:8 70.1 : 70.1% 16.8

Existing Junction - PM Results


(pcu)

1/1+1/2 Main Street Westbound Right Ahead Left 80:62 64.0 : 64.0% 14.8

2/1 Leinster Street Ahead Left Right 11 47.8% 3.3

3/2+3/1 Parson Street Left Right Ahead 13 62.4 : 62.4% 4.2

4/1+4/2 Mill Street Right Ahead Left 78:11 59.9 : 59.9% 12.0

Proposed Junction – Leinster Street with One Lone and One Short Lane (using existing road space)

The proposed junction will have to accommodate Parson Street and therefore will have to run on a four

stage cycle with each arm called separately, Leinster Street, Mill Street, Parson Street, and then the

pedestrian stage with the results shown in the tables below.

Technical Note

Page: 17 of




CD

1A B

2

E

3

F

4

Proposed Junction - AM Results


(pcu)

1/1+1/2 Mill Street Left Right 37 130.5 : 130.5% 119.2

2/1+2/2 Leinster Street Right Ahead Left 40 127.8 : 127.8% 145.0

3/2+3/1 Parson Street Ahead Left 9 124.6 : 124.6% 38.8

Proposed Junction - PM Results


(pcu)

1/1+1/2 Mill Street Left Right 34 123.4 : 123.4% 91.2

2/1+2/2 Leinster Street Right Ahead Left 45 122.7 : 122.7% 131.5


The critical movements northbound from Straffan Road to Mill Street and southbound from Mill Street to

Straffan Road have less green time than the existing junction at this location and it is shown from the

analysis shows that the proposed Main Street / Mill Street / Parson Street / Leinster Street junction will

operate with less capacity than the existing junction and will cause congestion in the town centre which

will most likely be worse than the existing junction.




Northbound to Mill Street* A 60 D 40

Westbound to Parson Street B 83 D 40

Parson Street D 18 E 9

Mill Street to Parson Street E 8 A 37

Mill Street to Main Street* F 73 B 37

Leinster Street C 9 C 40

*Critical Links

Technical Note

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Leinster Street C 11 C 45 *Critical Links

Proposed Junction – Leinster Street with Two Lane Lanes (possible land take required)

If a long right turn lane can be provided on Leinster Street, approximately 90m in length the junction can

operate with improved capacity. The proposed junction can run with the main traffic demand movements

in the same stage, the northbound traffic to Mill Street and from Mill Street to Main Street, as shown in

the staging below.

B

D

1A

C

2

E

3

F

4

Proposed Junction - AM Results


(pcu)

1/1+1/2 Mill Street Left Right 51:21 96.3 : 96.3% 31.1

2/1+2/2 Leinster Street Right Ahead Left 51:21 94.4 : 92.3% 29.3


Proposed Junction - PM Results


(pcu)

1/1+1/2 Mill Street Left Right 58:20 74.9 : 74.9% 17.6

2/1+2/2 Leinster Street Right Ahead Left 58:20 89.4 : 87.8% 26.2


The critical movements northbound from Straffan Road to Mill Street and southbound from Mill Street to

Straffan Road have less green time than the existing junction at this location and it is shown from the

analysis shows that the proposed Main Street / Mill Street / Parson Street / Leinster Street junction will

Technical Note

Page: 19 of




operate with less capacity than the existing junction and will cause congestion in the town centre which

will most likely be worse than the existing junction.









Leinster Street C 9 C 51:21

*Critical Links









Leinster Street C 11 C 58:20 *Critical Links

Even with improvements to the junction layout the proposed junction does not operate as efficiently as

the current junction and therefore may result in additional congestion on the road network.

Technical Note

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B2.2 Straffan Road / Glenroyal junction

The proposed Straffan Road / Glenroyal junction will operate within capacity in the AM and PM as

shown in the junction analysis below. However, it will not operate as efficiently as the existing junction.

There are a greater number of vehicles through the junction as additional traffic that was travelling from

Main Street to Parson Street is rerouted through this junction.

Providing an additional arm linking to the Leinster Street is also likely to be offset from the existing

Glenroyal access and will result in long intergreens at the junction.

The existing Straffan Road / Glenroyal junction is currently a three arm signal controlled junction. It

operates in four stages as below.

A

B

G

1

B

G

2

C

3

D

E

F

4

Existing Layout - AM Results





Existing Layout - PM Results





The proposed junction will operate as the existing junction does and as below;

A

BD

1

B

C

2

E

3

D

F

4

Technical Note

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Proposed Layout - AM Result






Proposed Layout – PM Results






The critical movement northbound has similar green time as the existing situation, although turning on

the left slip road will reduce its capacity compared to the existing situation. However, southbound traffic

will have less green time than the existing junction at this location and it is shown from the analysis

shows that the proposed Straffan Road / Glenroyal junction will operate with less capacity than the

existing junction and will cause congestion on the Straffan Road which will most likely be worse than the

existing junction.





Straffan Road Northbound* B 86 B 82

Glenroyal Hotel C 7 C 7


Glenroyal

G 86 G 84


Link Road

- - C 17

*Critical Links





Straffan Road Northbound* D 73 D 76

Glenroyal Hotel E 20 E 12


Glenroyal

B 73 B 79


Link Road

- - C 18

*Critical Links

Technical Note

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Appendix C - One-way System with using Pound Lane

C.1 One-Way System using Pound Lane

The table below shows that the Main Street junctions will both have reduction in traffic due to the

rerouting of traffic Pound Lane. However, the rerouting will lead to large increase in traffic to the Pound

Lane / Convent Lane and the Convent Road / Main Street / Doctors Lane junctions.

The proposed one-way system will result in approximately 900 vehicles using Pound Lane in the AM

peak and 800 vehicles in the PM peak.

Table C.1: Existing & Rerouted Total Traffic Flows using Pound Lane (2016 Traffic Flows).

Peak Hour AM PM


Main Street -

Leinster Street 1696 1051 - 645 1643 883 -760

Main Street -

Straffan Road 1842 1123 -719 1683 1092 -590

Moyglare - Pound

Lane 1427 1723 + 296 1292 1459 +168

Pound Lane -

Convent Road 530 1412 + 882 449 1200 +751

Convent Lane -

Doctors Lane 1144 1585 + 441 1143 1597 +455

Technical Note

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Figure C1 – One-way System using Pound Lane in the AM Peak

Figure C2 – One-way System using Pound Lane in the PM Peak

Technical Note

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C2 Network Analysis

C2.1 Mill Street / Pound Lane

The junction analysis, attached in Appendix D.1, shows that the proposed Mill Street / Pound Street

Junction will operate within capacity both during the AM and PM peaks. The Mill Street / Pound Lane

Signal Controlled junction is predicted to operate within capacity in the AM and PM peaks as is shown in

the results below.

It operates in four stages as below.

B C

1A

B

2

D

3

E

4

Proposed Layout - AM Results


1/1 Mill Street Southbound Left 64 78.9% 21.5

2/1 Mill Street Northbound Ahead 84 45.6% 9.3

2/2 Mill Street Northbound Right 15 78.7% 7.7

Proposed Layout - PM Results


1/1 Mill Street Southbound Left 66 68.3% 16.6

2/1 Mill Street Northbound Ahead 84 48.7% 10.3

2/2 Mill Street Northbound Right 13 65.1% 5.2

C2.2 Pound Lane / Convent Lane Junction

An additional 700-800 vehicles are predicted on Pound Lane during the AM and PM peaks. Therefore, it

is likely, given the large increase in vehicles and the relatively poor visibility at the Pound Lane exit, that

this junction would have to be upgraded to a signal controlled junction. Given the large number of

vehicles on this arm it is likely to experience capacity related problems.

C2.3 Convent Lane / Main Street / Dublin Road / Doctors Lane junction

The Convent Lane / Main Street / Dublin Road / Doctors Lane junction is predicted to operate above

capacity during both the AM and PM peaks. Given the narrow road carriageways, the proposed junction

will have to operate with single lane approach on all arms. Doctor’s Lane is to operate as an exit only.

Technical Note

Page: 25 of




The junction analysis, attached in Appendix D.2, shows that the proposed Convent Lane / Main Street

junction will operate above capacity. This is predominately due to the large numbers of vehicles that

have been rerouted through the junction and now must travel southbound through Convent Road.

The Convent Lane / Main Street signal controlled junction is predicted to operate above capacity in the

AM and PM peaks as is shown in the results below. The Main Street and Dublin Road arms may have to

run on separate stages, but for this analysis it is proposed to run them in a single stage.

It operates in four stages as as below, Convent Lane, Dublin Road, Main Street, and a pedestrian stage.

A1

B

C

2

D

3

The results of the analysis show large queues on all arms of the junction in both the AM and PM peak, in particular the Convent Lane arm of the junction. Proposed Layout - AM Results


1/1 Dunboyne Road (SB) Ahead Ahead2 Right 59 104.7% 65.2

2/1 Dublin Road Ahead U-Turn Left 32 67.9% 9.8

3/1 Main Street Left Right Right2 37 105.5% 23.0

Proposed Layout - PM Results


1/1 Dunboyne Road (SB) Ahead Ahead2 Right 54 109.6% 81.7

2/1 Dublin Road Ahead U-Turn Left 37 86.5% 15.2

3/1 Main Street Left Right Right2 42 107.2% 20.6

Technical Note

Page: 26 of




Appendix D – Proposed Road Network Layouts

Drawing number 60274510_SK_109.1 - One Way System using Leinster Street,

Drawing number 60274510_SK_109.2 - One Way System using Pound Lane

LE

IN

ST

ER

S

TR

EE

T

CLIENT

PROJECT

TRAFFIC MANAGEMENT

PLAN AND TRAFFIC

MODEL FOR MAYNOOTH

PROJECT NUMBER

60274510

CONSULTANT

AECOM

4th Floor, Adelphi Plaza

George's Street Upper

Dun Laoghaire, Co.Dublin

+353 (0) 1 238 3100 tel

+353 (0) 1 238 3199 fax

www.aecom.com

Printed on ___% Post-Consumer

Recycled Content Paper

IS

O A

1 59

4m

m x 8

41

mm

KEY PLAN

La

st sa

ve

d b

y: M

EE

HA

NT

(2

01

7-0

3-0

3) L

ast P

lo

tte

d: 2

01

7-0

3-0

7

SHEET TITLE

ONE WAY SYSTEM

USING LEINSTER STREET

GENERAL ARRANGEMENT

SHEET NUMBER

SK_109.1

Pro

je

ct M

ana

ge

me

nt In

itials:

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Che

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02

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51

0_

SK

_1

09

.1

_A

.D

WG

NOTES:

1. DO NOT SCALE, ALL MEASUREMENTS & CO-ORDINATES TO

BE CHECKED ON SITE.

2. LEVELS ARE IN METRES & ARE RELATED TO ORDNANCE

SURVEY DATUM MALIN HEAD.

3. ALL DRAWINGS TO BE CHECKED BY THE CONTRACTOR ON

SITE.

4. THE LOCATION & DEPTH OF SERVICES TO BE CHECKED ON

SITE PRIOR TO COMMENCING ANY WORKS

5. ALL BOUNDARIES AND ADJOINING ROADS TO BE CHECKED

ON SITE PRIOR TO CONSTRUCTION.

6. ENGINEER TO BE INFORMED BY THE CONTRACTOR OF ANY

DISCREPANCIES BEFORE ANY WORK COMMENCES.

Scale: 1:500

ONE WAY SYSTEM USING LEINSTER STREET - GENERAL ARRANGEMENTA

SK109

SCALE 1:500 @ A1; 1:1000 @ A3

0 5.0 10.0 20.0 30.0 40.0 50.0m

ORDNANCE SURVEY IRELAND LICENCE NO AR0064217

ORDNANCE SURVEY IRELAND / GOVERNMENT OF IRELAND

c

I/R DATE DESCRIPTION

ISSUE/REVISION

A MARCH 2017 ISSUED FOR INFORMATION

NEW SIGNAL

CONTROLLED

JUNCTION

NEW SIGNAL

CONTROLLED

JUNCTION

PINCH

POINT

CLIENT

PROJECT

TRAFFIC MANAGEMENT

PLAN AND TRAFFIC

MODEL FOR MAYNOOTH

PROJECT NUMBER

60274510

CONSULTANT

AECOM

4th Floor, Adelphi Plaza

George's Street Upper

Dun Laoghaire, Co.Dublin

+353 (0) 1 238 3100 tel

+353 (0) 1 238 3199 fax

www.aecom.com

Printed on ___% Post-Consumer

Recycled Content Paper

IS

O A

1 59

4m

m x 8

41

mm

KEY PLAN

La

st sa

ve

d b

y: M

EE

HA

NT

(2

01

7-0

3-0

7) L

ast P

lo

tte

d: 2

01

7-0

3-0

7

SHEET TITLE

ONE WAY SYSTEM

USING POUND LANE

GENERAL ARRANGEMENT

SHEET NUMBER

SK_109.2

Pro

je

ct M

ana

ge

me

nt In

itials:

De

sign

er:

Che

cke

d:

App

ro

ved

:T

MB

McM

JS

File

na

me

: F

:\P

RO

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S\T

RA

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NO

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H\0

3 E

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N\0

9 C

AD

\0

3 - S

KE

TC

HE

S\6

02

74

51

0_

SK

_1

09

.2

_A

.D

WG

NOTES:

1. DO NOT SCALE, ALL MEASUREMENTS & CO-ORDINATES TO

BE CHECKED ON SITE.

2. LEVELS ARE IN METRES & ARE RELATED TO ORDNANCE

SURVEY DATUM MALIN HEAD.

3. ALL DRAWINGS TO BE CHECKED BY THE CONTRACTOR ON

SITE.

4. THE LOCATION & DEPTH OF SERVICES TO BE CHECKED ON

SITE PRIOR TO COMMENCING ANY WORKS

5. ALL BOUNDARIES AND ADJOINING ROADS TO BE CHECKED

ON SITE PRIOR TO CONSTRUCTION.

6. ENGINEER TO BE INFORMED BY THE CONTRACTOR OF ANY

DISCREPANCIES BEFORE ANY WORK COMMENCES.

Scale: 1:500

ONE WAY SYSTEM USING POUND LANE - GENERAL ARRANGEMENTA

SK109

SCALE 1:500 @ A1; 1:1000 @ A3

0 5.0 10.0 20.0 30.0 40.0 50.0m

ORDNANCE SURVEY IRELAND LICENCE NO AR0064217

ORDNANCE SURVEY IRELAND / GOVERNMENT OF IRELAND

c

I/R DATE DESCRIPTION

ISSUE/REVISION

A MARCH 2017 ISSUED FOR INFORMATION

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