Dargan Proposal Summary
Dargan takes full advantage of Dublin’s existing rail infrastructure by joining, extending and upgrading it to full Metro standards. The preferred route options, as of May 2008 are as follows:
· Completion of a city centre Circle Line 12 km of which 56% exists;
· Two new radial railway lines which form a new cross-city line that extend from the RPA’s Metro West at Newlands Cross to Templeogue to Dublin City Centre to Cabra (Templeogue Line) 14.1 km and then to the Airport and to Swords where it joins onto the Belfast Line (Airport/Swords Line) 18 km;
· A new Blanchardstown Circle Line 5.0 km and upgrading the existing Blanchardstown Cabra line 8.8 km.
The interlinking of the above may be seen on Preferred Route Options and further detail on Preferred Circle Line, Templeogue Clondalkin Line , Airport Swords Line, Blanchardstown Line and Line Diagram - Direct Routes
Dargan directly connects all Dublin’s Mainline Rail, DART and Arrow services & extensively integrates with existing Luas and Bus services. The Circle Line is intersected by 8 radial rail lines (4 Irish Rail, 2 Luas and 2 Dargan) and also by over 11 radial quality bus routes.
Before selecting preferred routes Dargan consider many alternatives.
See: Route Map, Circle Line & Airport Swords Line.
The effects of the selected routes on those considered include that:
· Dargan will supersede both RPA’s Metro North and Irish Rail’s Metro Interconnector;
· Dargan’s alignment through Finglas is shelved for the moment.
Dargan’s all-in* Capital Cost in 2006 prices is €2.6bn This figure will be adjusted to take account of the recent preferred route options and 2008 prices. The figure is based on discussions with and details from world wide tunnel builders and metro operators and consideration of outturn expenditure for the Dublin Port Tunnel and repeated Madrid Metro schemes. A Sensitivity Analysis shows that cost and revenue used can be relied on and are safe.
*For clarity ’all-in cost’ includes the following: procurement due process; design; supervision; electrical, mechanical & civil works; rolling stock; depots; system commissioning; financing charges; interest on all expenditure during construction; & VAT.
It is possible for Dargan to be totally self-financing and profitable because its capital cost per patron gained is highly economical. Said another way, Dargan by providing an extensive integrated transport network has the ability to attract a large number of patrons at a relatively low Capital Cost simply because much of Dargan is just joining-up (better utilizing) what is already there.
It is envisaged that Dargan will be developed by State Agencies. Should State Agencies not consider Dargan then Dargan will apply for a Railway Order (the right to build & operate a railway).
Twin single-track tunnels equipped with modern signalling systems may have advantages for
railway safety compared with double-track tunnels in that the risks of collisions and secondary
collisions resulting from a train derailment between trains travelling in opposite directions are
minimised. This safety environment may also be achieved by a single bore tunnel partitioned
between the two tracks. Where twin single-track tunnels are provided, they will normally aid
emergency evacuation and ventilation arrangements with the non-incident tunnel providing a
Current practice indicates that distances between access points should be in the order of 1 km
where there are twin single-bore tunnels with adequate intermediate cross-passages. In other
circumstances this distance may need to be reduced. A full risk assessment would be required
to determine the appropriate spacing. Where the emergency access is to be used as an
evacuation route as well, these needs should be included in the determination of the spacing
dynamick wrote: »
The RSC doesn't seem to rule out single bore tunnels in their guidelinesRSC guidelines
AngryLips wrote: »
This obsession with a pointless circle line to nowhere crops up time and time again and, despite the dubious arguments going for it, it's a concept that simply refuses to die.
AugustusMinimus wrote: »
Can someone please explain to me why after everything is built we will have 4 different versions of rail transport in Dublin.
1. Standard rail
For a start, why the hell build both the LUAS and Metro. Not not just build one which was fully integrated. What a bloody mess.
antoinolachtnai wrote: »
As I understand it, this would allow through services as well, similar to DART Underground. I think there is a diagram of proposed junctions there somewhere.
As well as allowing a direct service between Kildare and Northern Line, it also would allow a more direct connection with the Western Line and this should reduce reliance on the Loop Line.
kc56 wrote: »
As regards different rail types, Standard and DART are mainline heavy rail and totally unsuitable for on-street systems and too expensive for metro north.