"Vision 2030" - NTA plan for Dublin Region Transport

munchkin_utd

The National Transport Authority has just released its vision for the future of transportation, incl public transport, in the Greater Dublin Area.
http://www.2030vision.ie/

I havent had time to read in depth, but from a quick glance it promises to deliver a more coordinated, rounded, customer focused service in the GDA

(rather than the situation currently whose aim is simply to avoid the Dept of Transport getting sued for ANY vaguest hint of pro CIE bias, even if that were to make sense for the travelling public in certain instances)

munchkin_utd

What is this Strategy all about?
This is a long-term transport Strategy which will guide all transport planning in the Greater Dublin Area (Counties Dublin, Kildare, Meath and Wicklow) until 2030.
It sets out objectives and proposals in relation to how transport should evolve over that period in order to ensure that the Dublin region continues to meet the needs of its citizens. ..............

How long will the public consultation last?
The time period for public consultation is approximately 6 weeks, starting on 28th February 2011 and ending at 5.00pm on 11th April 2011.

the above two quotes speak for themselves.

one of the highlights, amazingly for the first time in the history of the state, is the focus (god forbid the thought of it) on the customer, making their commute better, as opposed to monopoly management/ litigation limitation between transport providers and the Dept of transport.

They are planning to go about this in a structured way, as opposed to currently where by magic, services appear out of the blue (or DONT!). Rather than wait for the providers to take initiative, it looks like the NTA will push to get services in place for the commuter.

The Authority will seek the provision or maintenance of an express or limited stop type bus service from the Hinterland Designated Towns and larger Designated Districts to Dublin city centre at regular intervals

As mentioned elsewhere, they are supposedly pushing for a navan express from a private operator and this seems to be the first example of the NTA flexing their muscles and actualy ORGANISING and shaping the transport of the Dublin region, rather than simply rubber stamping or rejecting licence requests like the previous regime.

Typewriter

So Metro south then...

munchkin_utd

some of the plan, like the rail/ tram/ metro ideas is very conceptual. very "vision"-ary!!

Boiling down the entire paper though, the plans on busses and their organisation are the most likely feature to be implemented in the near term.

Its all common sense but it was never a stated policy of the government to have public transport organised.
Yes, it should exist. But how it should exist, and each mode interact with each other, was never actually done.

Theres plenty of ideas in the plan that can be implemented in the near term that will make a concrete difference to the commuter.
One is the blunt statement that people are put off changing from rail to bus to luas because of the current situation that you are hit with a FULL new FARE every time you step on a new vehicle.

public transport users should not be obliged to pay substantially more, simply because they need to change from one service to another to complete their journey

so they propose a solution to this:

Measure INT 3:
The Authority will implement a simplified fares system for the Greater Dublin Area, covering bus, rail, Luas and Metro services, providing single fares for multi- leg journeys and facilitating a zonal based fare arrangement within the Metropolitan Area.

BRILLIANT!

I will believe it when I see it, but this is what government is really about! Making life for the ordinary person better by making their city and country function better. (and not simply to come up with uncalculated tax breaks for their rich developer and banker friends)
I just hope that the various transport interests dont throw a spanner in the works.

Cathaoirleach

Any mention of bringing Dart, Metro, Luas and Bus under one brand?

For all rail, it would be easier to just call the lines by their numbers/colours indead of having to differenciate between Luas, Dart and Metro. It would make the map above much easier to understand.

Telchak

Cathaoirleach wrote: »

Any mention of bringing Dart, Metro, Luas and Bus under one brand?

...

Chapter 10, p22

The Authority will seek or directly procure:

A single national public transport brand
for all scheduled public transport vehicles
serving the Greater Dublin Area, to assist
people in understanding the public
transport network as a single entity. The
Authority will require that the brand will
be clearly visible on travel information
media described above, on all tickets and
at all stops and stations and, in time, on all
scheduled public transport vehicles

munchkin_utd

Telchak wrote: »

...

From closer reading, it doesnt necessarily mean a comon colour scheme for everything, but rather a common "branding", possibly no more than a logo although once you can make transfers for "free" it'll make more sense.

Heres what the logo is supposed to look like on the bottom righthand corner of the live bus info, I cant find a better image



similar to abroad, for example in Northern Italy where ALL public busses and trains are grouped together and identified by a common symbol, where you know that your ticket is valid on.
(whereas currently Bus eireann drivers often dont even know that the comon Bus Eireann/ Dublin Bus/ Irish rail "Short/ Long Hop" tickets are valid on suburban bus services! )

patrickmooney

Re the brand, the document states a single for the greater Dublin area, would Transport For Ireland really fit a Greater Dublin Brand? Perhaps it will be a new sub-brand?

AlekSmart

munchkin_utd wrote: »

They are planning to go about this in a structured way, as opposed to currently where by magic, services appear out of the blue (or DONT!). Rather than wait for the providers to take initiative, it looks like the NTA will push to get services in place for the commuter.

It all sounds good Munchkin utd,but it also has to be recalled that the original Dublin Transportation Authority proposals called for the new Authority to have statutory powers in relation to Land Use and Planning within it`s area of operation.

However,the very first item the Government of the day decided to delete from the relevant setup leglislation was this Statutory Overview remit.

This was done on the somewhat specious grounds that giving the DTA such powers would "Dilute the political process" in some unexplained manner.

That somewhat underwhelming Cabinet acceptance of the original DTA establishment report may well have contributed to the decision by the highly respected Prof Margaret O Mahoney not to continue her involvement in the continuing DTA establishment process.

The outcome which we now see is that the NTA,as is,can only aspire to getting its way on these matters,something which may or may not happen dependent upon the many vested interests which lurk around Dublin Public Transport provision.... :mad:

CIE

Typewriter wrote: »

So Metro south then...

Luas to Broombridge? They serious...? Just get rid of that Luas extension permanently and run Metro North through there via Finglas and Ballymun per one of the earlier plans. Oh yeah; convert it to DART since you intend to eventually send the Metro North line to Bray, subsuming the ill-built Luas Green Line; doing all this, one could even resurrect Broadstone as a commuter/intercity terminus with a connection to through-city rail service underground. (This could even allow for a future connection to the Northern Line; imagine being able to ride a train from Drogheda to the Airport without changing.)

Die Metro West. It'll only lead to overcrowding on the connecting lines. Sounds great on paper, but useless if you're heading into town, because it'll only serve as a feeder to the existing radial railway lines.

Navan to Docklands, ha ha. Great way to create a service that nobody will be able to use to get to the city centre. Navan-Broadstone would fly better, even; after all, Network Direct intends to run no fewer than four high-frequency bus routes via Western Way. (Navan-Docklands wouldn't even serve Drumcondra, so no connection to Metro North as that metro line is currently envisioned.)

Cathaoirleach wrote: »

Any mention of bringing DART, Metro, Luas and Bus under one brand?

Chapter 10, p22

The Authority will seek or directly procure:

A single national public transport brand for all scheduled public transport vehicles serving the Greater Dublin Area, to assist people in understanding the public transport network as a single entity. The Authority will require that the brand will be clearly visible on travel information media described above, on all tickets and at all stops and stations and, in time, on all scheduled public transport vehicles

You mean something like...CIE?? Or is it that bad idea of the "Dublin Transport Authority", yawn.

Can you believe it; things used to be under one brand once upon a time. Can't please everyone, I suppose. And what happened to the big concept of privatisation...?

dowlingm

I couldn't give a monkeys how many brands there are and I couldn't give a damn if a single holding company owns the operators. CIE has never seriously promoted cross-travel between its companies and I think people are more concerned about being able to use the same farecard across DART/LUAS/DB than whether they have the same logo or are operated by the same company.

CIE

dowlingm wrote: »

CIE has never seriously promoted cross-travel between its companies and I think people are more concerned about being able to use the same farecard across DART/LUAS/DB than whether they have the same logo or are operated by the same company.

That's what the monthly and annual pass used to be about, and still is. You could use that on all buses and all trains within the stated range (described in "hops" whether short, medium or long). One of the biggest problems arises (even today) with individual one-time fares, where you can't even transfer between one bus route and another without paying a double fare; that's on top of other problems of course, and there seems to be no resolution of same. As far as names of companies go, public money gets blown every time a new one is dreamt up, and that's another concern.

munchkin_utd

dowlingm wrote: »

I couldn't give a monkeys how many brands there are and I couldn't give a damn if a single holding company owns the operators. CIE has never seriously promoted cross-travel between its companies and I think people are more concerned about being able to use the same farecard across DART/LUAS/DB than whether they have the same logo or are operated by the same company.

The branding is important.

If the transport is being organised under the umbrella of Transport for Dublin, or whatever the brand is to be called (with common fares, streamlined timetables etc), then the EXISTANCE of the umbrella needs to be publicised.

Whenever you goto a city in Europe like Prague or in the US like Boston, NY or San Fran, the entire system is recognisable as a SYSTEM through the common thread of common colour or common system logo throughout.
Slapping a logo on every bus and train and tram in itsself doesnt get you anywhere quicker or smoother, BUT if you are bringing everything together into an interchangeable system then there is a need to do more than fix the backend. Whats visible to the travelling commuter (of the enveloping tentacles of the system) is also important!

Pete_Cavan

Metro - Swords to Bray
Would this not involve building a tunnel replicating the route of the existing Green Line? If the Metro does go south it should go Harolds Cross - Terenure - Rathfarnham - Templeogue - Tallaght (coming above ground somewhere after Terenure). A short spur could also link from Rathfarnham over to Dundrum. This does away with the need to tunnel towards Dundrum and also Luas Line E (to Rathfarham), which is also mentioned in the report, can be scrapped too. Metro South to Rathfarnham opens up a new transport corridor, metro then runs Swords to Tallaght.

Luas - Broombridge to Tallaght
Metro North should have a stop at Broadstone, between Parnel Square and Mater stops. If the PPP does not go ahead they really should look at this. The northside Luas could then start at Broadstone and go north to Finglas (with stop at Broombridge). Again, it opens up a whole new transport corridor. The Metro links the existing Green Line to Broadstone via city centre. The two lines could be linked directly overground with Luas BX but that probably would not be needed. Is there anyway Navan trains could termiate at Broombridge? Navan commuters could then take Luas and then Metro into city centre - its better than being stranded in Docklands.

What you then have is Metro - Swords to Tallaght (via city centre) with two Luas lines feeding into it, northside Luas (at Broadstone) and a southside Luas (at Stephens Green).

Luas Lucan is the worst idea of the whole lot. Luas running from Fatima on Red Line to Ringsend via College Green, mirroring the Red line on the northside, might work. Going east of the existing red line would be too expensive.

Cathaoirleach

Pete_Cavan wrote: »

Is there anyway Navan trains could termiate at Broombridge? Navan commuters could then take Luas and then Metro into city centre - its better than being stranded in Docklands.

They can take the Metro from Drumcondra...

Pete_Cavan

Cathaoirleach wrote: »

They can take the Metro from Drumcondra...

AFAIK the Navan trains will not be going to Drumcondra, this is why Luas BXD will go to Broombridge (get off there and take Luas into city centre). Under the current proposals the only option to get to Drumcondra would be to change at Clonsilla for the Maynooth - Bray Dart. I am open to correction on all of that.

kravmaga

munchkin_utd wrote: »

The National Transport Authority has just released its vision for the future of transportation, incl public transport, in the Greater Dublin Area.
http://www.2030vision.ie/

I havent had time to read in depth, but from a quick glance it promises to deliver a more coordinated, rounded, customer focused service in the GDA

(rather than the situation currently whose aim is simply to avoid the Dept of Transport getting sued for ANY vaguest hint of pro CIE bias, even if that were to make sense for the travelling public in certain instances)

So why another 2030 vision for Dublin 2030 when look what happened to the Dublin Transportation Office produced transport plan for Dublin [B]"A PLATFORM FOR CHANGE" in year 2000 ,yes this never had any offical status and 10 years after the abolition of the DTA, there was still nobody in charge of Dublin transport.

The 2005 the government launched its Transport 21 plan for transport investment. Many of the projects in plan had already been suggested before,but the government had never made any commitment to anything beyond the extension of the LUAS line to the docklands.

Some items were new, such as the plan for a central interchange at St. Stephens Green.

Central to Transport 21 is the creation of new Dublin Transport Authority, but despite its title, this appeared to be conceived as responsible merely for ensuring the delivery of the new rail-based projects in t e city on time and budget. The worry is that the new DTA could turn out to be another device to avoid tackling the institutional spaghetti within which Dublin's transport is mismanaged.




www.dto.ie/web2006/strategy.htm

www.tascnet.ie

I have read GRIDLOCK(Dublins transport crisis and the future of the city) in 2006 by James Wickham

strassenwo!f

Well there's a lot of stuff here which would probably interest the people over in infrastructure.

Tickle them anyway.

Maybe this should be moved over there.

munchkin_utd

strassenwo!f wrote: »

Well there's a lot of stuff here which would probably interest the people over in infrastructure.

Tickle them anyway.

Maybe this should be moved over there.

NOPE!

Maybe its my continental experience that has me focus more on the organisational aspects of the document than the infrastructural. (along with a stint in Boston)

On various travels from Italy to Denmark, from Hungary to France, its not the shiny trains that make their system work.

Its the organisation behind it that makes their public transport attractive, the one ticket allowing a change, or unlimited changes. The organised connections between one bus and the next, or train and bus. The organised timetables. The pushing of multi use or day/ week tickets over cash to the driver speeding up bus boarding.

All that is nothing to do with infrastructure, and is (from my reading) the essence of the public transport side of the new NTA vision document.

Cathaoirleach

Provision of Luas from south west sector (via Kimmage) to city centre;

I don't see how they could route a Luas line from SSG to Tallagh via Kimmage

Telchak

Cathaoirleach wrote: »

I don't see how they could route a Luas line from SSG to Tallagh via Kimmage

The map seems to suggest something like this.

The obvious problem however, is that all the other Luas lines have any hige affect on the routes people could travel in their cars. Sure most of Abbey Street was closed, but the Quays run parallel to that. Everywhere else on the lines have their own alignment. The route from SSG to Tallaght though doesn't have any close parallel road that people can change to, and there's a lot of housing access so the road will obviously need to be shared with Luas and cars. Doesn't suggest a particularly fast or reliable service

Realistically (although not financially perhaps) the only option for a rail route on this corridor would need to be underground almost as far as the M50

Cool Mo D

Telchak wrote: »

The map seems to suggest something like this.

The obvious problem however, is that all the other Luas lines have any hige affect on the routes people could travel in their cars. Sure most of Abbey Street was closed, but the Quays run parallel to that. Everywhere else on the lines have their own alignment. The route from SSG to Tallaght though doesn't have any close parallel road that people can change to, and there's a lot of housing access so the road will obviously need to be shared with Luas and cars. Doesn't suggest a particularly fast or reliable service

Realistically (although not financially perhaps) the only option for a rail route on this corridor would need to be underground almost as far as the M50

If they branch off the existing Green line at Milltown, the Luas could head along beside the Dodder to the Tallaght bypass. It would be pretty segregated, but it would also mean tearing up some very nice parkland.

Cathaoirleach

Telchak wrote: »

The map seems to suggest something like this.

Doesn't suggest a particularly fast or reliable service

There physically isn't enough road space for a continuous bus lane let alone a Luas line, so I don't know what the hell the NTA are talking about.

Give it 20 years or so, but we should be aiming for something like this:


(note: above ground from Tymon to Tallaght)

Look at the catchment area for Metro North within the M50 and then compare it to the catchment area for Metro South above. Pretty much the same?

A surface Luas or BRT will not work - an underground Metro is the only way.

Cathaoirleach

I found the route for the Kimmage/Tallaght Luas line in one of the Vision 2030 PDFs. You'll be surprised with what they've come up with. The Poolbeg extension is also included.

goo.gl/o4Uoc

the groutch

none of this will be of any use unless you have intergrated ticketing between Dublin Bus, Dart, Luas & Metro, and bring in something similar to the Oyster card in London or Pasmo in Toyko

Cathaoirleach

the groutch wrote: »

none of this will be of any use unless you have intergrated ticketing between Dublin Bus, Dart, Luas & Metro, and bring in something similar to the Oyster card in London or Pasmo in Toyko

Did you even read the summary? Obviously not.

http://www.2030vision.ie/downloads/files/en/strategy_report/Executive%20Summary.pdf

monument

Cathaoirleach wrote: »

I found the route for the Kimmage/Tallaght Luas line in one of the Vision 2030 PDFs. You'll be surprised with what they've come up with. The Poolbeg extension is also included.

goo.gl/o4Uoc

What PDF were those in? Do you have a link?

It's so much crazy, out of the box it might just work.

munchkin_utd

Cathaoirleach wrote: »

Did you even read the summary? Obviously not.

http://www.2030vision.ie/downloads/files/en/strategy_report/Executive%20Summary.pdf

Another thing from the summary that will bring substantial benefits (the underlined bit being what I am focusing on!!)

Improved stop facilities –
good quality shelters, real time passenger information, cycle parking, and off-bus ticketing machines

The thread here seems to be focusing on rail projects that cost billions, and possibly never will be seen this side of the year 2100!!

Simple stuff though, like allowing the hoardes of customers waiting in the city centre or other major bus stops to buy their tickets on the kerbside (when the customer is doing nothing else anyhow) rather than having that fumbling with change happening on the bus, will speed things up big time.

Using the "dead time" whilst waiting for a bus to buy your ticket is a small measure but could have big enough benefits.
Not to mention that having machines in place will allow a roll out of smartcards/ multijourney card that will speed up boarding to an extent at stops without machines, as people will already have their prepay card.

Bus stops are the place to advertise and sell prepayed tickets.
Not a selected network of Newsagents who have certain tickets for those in the know of what is available in the first place!!

Cool Mo D

Speaking of buses, when the next order of buses is due, DB should order 3 door buses, to be used on their busiest routes: say the 46a, 39a, etc. These would become pre-pay only to speed up journay times. This would be rolled out along the fleet, busiest routes first.

munchkin_utd

Cool Mo D wrote: »

Speaking of buses, when the next order of buses is due, DB should order 3 door buses, to be used on their busiest routes: say the 46a, 39a, etc. These would become pre-pay only to speed up journay times. This would be rolled out along the fleet, busiest routes first.

Indeed. Stuff along those lines of a sea change in organisational issues will bring a gigantic benefit for the commuter much quicker than any rail systems can be funded let alone built.

The strategy mentions specifically wanting to improve the lot of the commuter in outlying suburbs and commuter towns by focusing on express services.

Currently, because of crazy non-direct services, you can get from the City Centre to Athlone in about the same time as City Centre to Castleknock!!
Dublin - Derry will be a shade under three hours with a new express, the same time as Dublin-Cavan on a busy evening due to legacy non-express routings getting stuck everywhere en-route needlessly!!

mgmt

Cathaoirleach wrote: »

I found the route for the Kimmage/Tallaght Luas line in one of the Vision 2030 PDFs. You'll be surprised with what they've come up with. The Poolbeg extension is also included.

goo.gl/o4Uoc

wow thats a very innovative route.

Telchak

Always thought anything taking the south-west route from Stephen's Green would have to be underground... bu that Luas route actually doesn't look too bad :eek:

Cathaoirleach

monument wrote: »

What PDF were those in? Do you have a link?.

Chapter 10, Page 20



It's a sh!tty, low-res picture, but I overlaid it onto Google Earth and mapped out my interpretation of the route.

The alignment from Mount Jerome Cemetery to Stephen's Green is a complete guess on my part, but it's the best I could come up with.

Their own alignment seems to go in a straight line from the cemetery to Stephen's Green, which means that they either haven't decided yet or they want to go underground..

Either way, it's a fairly sound alignment with only 6 road crossings. They could easily eliminate these crossings by excavating beneath them, which would make this a Metro, at least up to Jerome's. From there, it's only 2km underground to Metro North.

monument

munchkin_utd wrote: »

The thread here seems to be focusing on rail projects that cost billions, and possibly never will be seen this side of the year 2100!!

Nothing mentioned about walking or cycling.

Yet these are central pillars to the strategy. For good reason -- a huge amount of trips can be switched from the private car or already pack public transport routes to cycling and, in some cases, walking too. It can save the State and commuters money, improve predictably and travel times, make people healthier (in turn saving people, the State, and business money), and lower pollution of different kinds.

antoinolachtnai

The reason these don't attract much attention is because they are not really strategic issues to be dealt with at GDA level. They are basically local concerns and they are squarely within the remit of the local authority. That does not mean that they are not important, just that you cannot plan or manage them well (beyond broad sweeping statements) from the regional perspective.

monument

antoinolachtnai wrote: »

The reason these don't attract much attention is because they are not really strategic issues to be dealt with at GDA level. They are basically local concerns and they are squarely within the remit of the local authority. That does not mean that they are not important, just that you cannot plan or manage them well (beyond broad sweeping statements) from the regional perspective.

I have to strongly disagree.

From the transport user hierarchy to land use to capital spending, cycling and walking must be viewed as strategic.

Cycling needs to be viewed in a strategic way and be given priority in planning. Without proper strategic thinking you get the cycling provision we have now, with many things happening slowly or as afterthought. From cycling parking to bikes on public transport to cycle routes.

Cycling routes are also very much so strategic and mostly should not be viewed or built in the very local and disjointed as the current network currently has been. Many go beyond one local authority area, from current fairly poor routes like the the city centre to Swords, the N11, to the canals and coastal routes, etc.

As for remit, not any more -- the NTA strategy overrides or at least is above local authority plans.

dowlingm

antoinolachtnai wrote: »

The reason these don't attract much attention is because they are not really strategic issues to be dealt with at GDA level. They are basically local concerns and they are squarely within the remit of the local authority. That does not mean that they are not important, just that you cannot plan or manage them well (beyond broad sweeping statements) from the regional perspective.

Vancouver and New York are working on cycling on a metro-area wide basis, not a borough council basis. Translink Vancouver explicitly has cycling as part of its remit. One of the reasons that city tops this list.

antoinolachtnai

Sure, those are good points.

Those are issues of road construction, which are carried out at local level. They are dealt with by the road authority. NTA is not a road authority. It has very little 'hard' authority in the area. It is a job of coordination it has been given. it is not that it isn't important, it just isn't a direct function of the NTA.

In Vancouver, the Metro authority is in fact the roads authority. This sounds like a good idea to me.

Somewhat similarly, NYCDOT which runs the cycling strategy in NYC is the roads authority.

It seems to me that what we need are better cycling and walking facilities, road by road, street by street and it can make a huge difference. But I am not convinced the work can be done 'strategically'. Just because you call something strategic and write big documents and sit in a nice board room to talk about it does not make the end product better necessarily.

monument

antoinolachtnai wrote: »

It seems to me that what we need are better cycling and walking facilities, road by road, street by street and it can make a huge difference. But I am not convinced the work can be done 'strategically'. Just because you call something strategic and write big documents and sit in a nice board room to talk about it does not make the end product better necessarily.

Indeed, just because it is called so and it is written in a document, does not mean it will happen.

But just like QBCs, looking at on or off road bike lanes strategically means you look at the bigger picture. But if you look at the whole route and the network, whether that's from Swords to the city or Adamstown to the Docklands, you hopefully start to see why kissing gates along a cycleway and disjointed cycle tracks on footpaths are wrong. As part of this, behind the scenes, the DoT and NTA seem to be starting to take a quality control approach to funding -- ie if it's not of a 'premium' quality, funding will be withheld.

CommuterIE

Typewriter wrote: »

So Metro south then...

Heh, how long do you reckon before the LUAS stop at Broombridge gets annihalated after construction :pac:

Losty Dublin

mgmt wrote: »

wow thats a very innovative route.

That route would likely cause a lot of trouble once it enters Ringsend as the road is one lane each way. There is also the matter of losing a lane towards Dublin Port, the East Link and the DPT so it may be asking a bit too much given it's role as a relief and freight access route for the city.

mgmt

Losty Dublin wrote: »

That route would likely cause a lot of trouble once it enters Ringsend as the road is one lane each way. There is also the matter of losing a lane towards Dublin Port, the East Link and the DPT so it may be asking a bit too much given it's role as a relief and freight access route for the city.

I was not referring to the luas line to the docks. Check out Cathaoirleach's link again. The line to tallaght (luas south-west) follows the River Dodder.

Cathaoirleach

mgmt wrote: »

follows the River Dodder.

Poddle.

edit: for anyone who's interested

monument

Cathaoirleach wrote: »

Chapter 10, Page 20



It's a sh!tty, low-res picture, but I overlaid it onto Google Earth and mapped out my interpretation of the route.

The alignment from Mount Jerome Cemetery to Stephen's Green is a complete guess on my part, but it's the best I could come up with.

Their own alignment seems to go in a straight line from the cemetery to Stephen's Green, which means that they either haven't decided yet or they want to go underground..

Either way, it's a fairly sound alignment with only 6 road crossings. They could easily eliminate these crossings by excavating beneath them, which would make this a Metro, at least up to Jerome's. From there, it's only 2km underground to Metro North.

They are looking at this route for BRT now http://www.boards.ie/vbulletin/showthread.php?p=81736557#post81736557