Carawaystick wrote: »
Its 33-35 mins by enterprise from Dublin to Drogheda, how many minutes would 40km of new track save? vs quadtracking?
How would NIR trains use the tunnel?
The money would be better spent getting the line speed up from 25mph around Poyntspass for intercity journey time reductions.
SeanW wrote: »
Good idea overall, putting the Northern commuter and Enterprise services on their own alignment that directly connects with the Airport would be great. The only thing is though you'd need to use only hybrid or fully electric trains at any underground stations. You'd need that at the airport and most likely new underground intercity platforms as well, I suspect that finding a place for the tunnel to come to surface in town would be difficult.
Carawaystick wrote: »
Not increasing the tracking on the existing northern line leaves the same congestion issues
and gives those living far away from Dublin easy access, while those living near, the same or worse access.
This is already the case with getting to the Airport by PT, theres more services from Donegal to the airport than from most Northside suburbs
LXFlyer wrote: »
Your proposal doesn't really solve a lot regarding capacity on the Northern Line, as it only helps with trains from Drogheda and north of that point (Belfast Enterprise and trains serving Dundalk/Drogheda).
That's not that many trains. The Enterprise is only ever going to be hourly at max.
You still have to have the same levels of semi-fast outer suburban DART service along the Northern Line calling at all the stations between Clongriffin/Malahide and Laytown which are the stations that the vast majority of Northern Line passengers are using. Those semi-fast DARTs will remain slow as they are unable to overtake an inner DART service that is calling at all stations between Connolly and Howth Junction. That is where the capacity issue is worst.
To solve that, the only realistic (and cost effective) solution is to provide (through either three tracking or preferably quad tracking) the ability to overtake along the section between Clontarf Road and Raheny (buildings are too close to the permanent way around Kilbarrack/Howth Junction), a southbound loop at Clongriffin, and additional turnback facilities and loops where possible to maximise the use of line capacity north of Clongriffin.