area in County Kildare, and letters were sent to 102 Irish MPs, 90 Irish peers, 300 newspapers, 34 chairmen of county and local councils, 34 County secretaries, 26 mayors, 41 railway companies, 460 hoteliers, 13 PPs, plus the Bishop of Kildare and Leighlin, Patrick Foley, who pronounced himself in favour. Local laws had to be adjusted, ergo the 'Light Locomotives (Ireland) Bill' was passed on 27 March 1903. Kildare and other local councils drew attention to their areas, whilst Queen’s County declared That every facility will be given and the roads placed at the disposal of motorists during the proposed race. Eventually Kildare was chosen, partly on the grounds that the straightness of the roads would be a safety benefit. As a compliment to Ireland the British team chose to race in Shamrock green which thus became known as British racing green although the winning Napier of 1902 had been painted Olive green. There was considerable public concern about safety after the 1901 Paris-Bordeaux Rally, in which at least eight people had been killed, and severe crashes during the May 24th 1903 Paris-Madrid race where more than 200 cars competed over a distance of but which had to be halted at Bordeaux because there had been so many fatalities. To allay these fears, the 1903 race was held over a closed course which had been carefully prepared for the event, and was marshalled by 7,000 police officers assisted by troops and club stewards, with strict instructions to keep spectators off the roads and away from corners. The route consisted of two loops that comprised a figure of eight, the first was a 52-mile loop that included Kilcullen, The Curragh, Kildare, Monasterevin, Ballydavis (Portlaoise), Stradbally, Athy, followed by a 40-mile loop through Castledermot, Carlow, and Athy again. The race started at the Ballyshannon cross-roads () near Calverstown on the contemporary N78 heading north, then followed the N9 north; the N7 west; the N80 south; the N78 north again; the N9 south; the N80 north; the N78 north again. The official timekeeper of the race was Mr. T. H. Woolen of the Automobile Club of Great Britain and Ireland. Ninety one Chronographs for timing the race were supplied by the Anglo-Swiss firm Stauffer Son & Co. of La Chaux-de-Fonds and London. Competitors were started at seven-minute intervals and had to follow bicycles through the 'control zones' in each town. The race was