I will eat my hat if any of this ever happens. Other than re-branding and a few small things like a map on a bus stop .
What makes the Busconnects project decidely different from the many and varied grand-plans of the past,is the putting in place of FUNDING in advance of the announcement.
Most of the previous schemes tended to be launched in a blaze of publicity,only to slip off the radar after a few months and hit the buffers when the initial £9/19s/11d had been spent,and no more remained until the next financial year.
This time around,there is €750,000,000 in funding already voted on,in this years Budget specifically for Busconnects....that is unheard of,in Bus Service Planning terms in Dublin.
The BusConnects programme, recently announced by the NTA, is a transformative investment package that will finance new and expanded bus routes and greatly improve bus access through and around the capital and I secured funding of over €750 million in the budget to progress the programme. My top priority over the next few years is to increase investment in public transport rapidly while also increasing public transport services for the greater Dublin area and around the country.
There are also other aspects to the bigger picture,whch have not been to the fore in previous plans,such as Greenhouse Gas emissions and specific Air Quality requirements for EU Capital Cities,all of which will cost Ireland far more than €750 mil if left unaddressed.
Adding these environmental issues into the mix,then factoring in the possibility of significant ongoing financial penalties,brings us to a situation whereby not taking action is no longer an option.
The greater issue is rapidly coming down to Irelands lack of previous action in the face of Worldwide ongoing changes,particularly in the area of Public Transports ability to achieve rapid improvements in Emissions Outputs when used to directly lead the change project,as in other European cities......now where is that Fruit Bowl ?
You do know we will all hold you to your word.....
Are the plans for brt now scrapped.
If so any links.
Manufacturing and agriculture, in Dublin City Centre? Manufacturing left City Centres across the industrialised world in the 19th century. Indeed Manufacturing is mostly gone to Asia. The Irish economy is service based.
Worse would be they get through some of it before ditching it a quarter or halfway through, coming across difficulty and going for the next bright shiny plan.
But bus shelters and bus stops, doors...key issues.
I onder if the mods would consider making the main Jarret Walker blog a sticky,as it does give a significant insight into his thinking on the broader topic.
I's not at all suggesting that this guy represents a guru or deity in Public Transport terms,BUT I am impressed that he is confident enough in his work to lead with his name,rather than the heretofore norm of a Deloitte & Touche style,Big Corporate mega consultancy report.
Ain't that the truth !!
The only major problem with the network is the artificial routes created by Network Direct. They need to be split back into their constituent parts with a respectable frequency.
The 16 needs to be helped out with another regular city service from the Airport.
This redrawing and connected spine thing on his blog is what you'd fear would happen. The network is not hard to figure out.
My fear would be they put in a transfer based system and it falls apart once the spotlight is off the project because the usual players will just go back to doing things their own way.
Frequency is being killed by having so many routes meandering around every housing estate and by having roads were you have dozens of buses running down them but people have to wait for their own particular bus
Frequency is being killed by the cut in resources from Network Direct. The 51B/C was every 15-20 minutes all day and night, clockwork. The 13 is 20-30 minutes and up to 45-50 minutes for the last bus and is not reliable.
The routes untouched by Network Direct (though it was threatened to join them up) but that also wander around housing estates - 27B and 79/A for example, there are no chronic problems.
Is that not provided by the 41?
The problem pre network direct was that lots of buses were left lying over the City centre on places like Aston Quay, Townsend Street, Hawkins Street, Mountjoy Sq., Lwr. Abbey Street and Eden Quay. Which now with Luas CC and the changes to the road layouts would no longer be practical.
There are chronic issues with the entire network. It's not fit for purpose anymore
Can someone explain why so few buses use Gardinder St?
It is wide enough at most points to handle a bus lane in each direction. Dorset st>Gardiner St>Matt Talbot Bridge/Butt Bridge seems like a useful corridor from the north city to the Liffey that is underused at the moment. Obviously some re-priortisation at the lights would be needed at the north end with the junction at Dorset St.
I appreciate there isn't a very obvious path south of the river, but better use of the Gardiner st corridor is an obvious solution to the current mess on the OCS>O'Connell Bridge>College Green stretch at the moment.
Removing some of the current on-street parking north of the Talbot St junction would allow a far better throughput of buses through the junction.
However,I would suspect none of DCC's professional planners would have much familiarity with such stuff,when one sees the codology on view every St Patricks Day,when an entire skipfull of Bus & Coach routes attempt to force a path through the same junction...with unrestriced car parking maintained all the way Northbound from the junction.
In DCC's world,such stuff is considered desireable.....