highdef wrote: » I love the idea of this, in theory at least. It would make the Park even more accessible than it currently is and would likely lead to a reduction in cars driving within the park. In practice, it would be quite difficult to implement as the tunnel runs directly under roadway so there would be huge disruption of traffic during the required works.
grahambo wrote: » I disagree You could have an underground station at Dublin Zoo and another in Cabra. Underground station in Phoenix Park would be ultra successful, it makes total sense!
Lord Glentoran wrote: » I don’t think a lot of Irish people have grasped the concept that you can change trains. When I lived in Celbridge I might as well have suggested a flight to Mars as say to family members in Tipperary that they could get off the train from Thurles at Kildare and change to a train serving Hazelhatch and Celbridge.
AngryLips wrote: » Why don’t you alight at an earlier stop for one of the commuter services?
Rulmeq wrote: » For what it's worth, I remember more about the train journeys we took as kids, than the actual holidays (to be fair, we never went anywhere interesting :P )
Bray Head wrote: » A more precise statement would be that rail will suit childless travellers going city to city more than any other demographic.
cgcsb wrote: » Ok, odd journeys from outer suburban villages in the most south western part of Dublin to Balincollig may be handier by car, in terms of changing mode, but certainly not in journey time under the assumption that Heuston-Kent is 90 minutes and that Cork's luas is complete by then , you're still looking at a competitive journey time, although granted the number of changes would be off putting. But of course, who cares, centre to centre journey time improvement is the first battle.
no.8 wrote: » Apologies..I have to comment on this. That is such an incorrect statement, it's beyond believable. Where do you get such a sweeping statement from?
Bray Head wrote: Rail is just never going to suit people with families or onward journeys from Cork.
Bray Head wrote: » I know of at least one level crossing in North Cork. The car journey is less than three hours. Of course 90 minutes could be achieved with a lot of expenditure. No one has made a case that it would save a lot in passenger minutes for the cost involved, particularly compared to suburban rail investment around Dublin.
Bray Head wrote: » Yes but what % of total passenger km driven in Ireland are between Dublin and Cork cities? I doubt much more than 0.2%. How sensitive are these to modal shift to rail? 90 minutes would be lovely but so would a tram line in Cork.
cgcsb wrote: » An upgraded and electrified Dublin-Cork line can offer an express journey of 90 minutes. The same car journey is 3 hours. There's no arguing with the 90 minutes saved. If the frequency is then improved to every 30 minutes, you basically have a turn up and go service with average waits of 15 mins. Dublin Cork is already free of level crossings and the nastier curves are gone. The costs can of course be justified.
blanch152 wrote: » It only works for Dublin City to Cork City. If you are living in say, Rathcoole and you need to go to Ballincollig, you will be quicker by car.
Bray Head wrote: » Regarding Dublin-Cork, the cost of track strengthening and fixing curves would probably be far above the benefits from time savings and induced demand. Rail is just never going to suit people with families or onward journeys from Cork. Red Cow to Glanmire is pretty much four uncongested lanes.
grahambo wrote: » I disagree Traditionally the tunnel under the park was used to move stock around. It should be expanded to 4 lines to accommodate more trains moving at higher speed. You could have an underground station at Dublin Zoo and another in Cabra. Underground station in Phoenix Park would be ultra successful, it makes total sense! The under ground line for the Dart is already serviced by the 90 bus (I think), the quays have 2 bus lanes in each side in parts now. And it's serviced by the Luas Red line. The cost for a train tunnel from Connolly to Heuston with train stations along the way is estimated at 4 billion. (will probably end up being around 7 billion). It's just not worth it, when you consider few hundred million would give nearly the exact same in terms of DART transportation along the Heuston Lines and we benefit intercity users as they'd now go directly to Connolly. In relation to Connolly, I disagree with that also. The area around Connolly is in desperate need a revamp. The old empty building on Preston St, Failte Ireland and their stupid massive car park that's only ever half full. You could get another Island platform in there easily that joins up with the main line. The old works shed need to go too, Move them somewhere else, they don't need to be in the Heart of Dublin City. They could all be turned into platforms. You get another 5 or 6 platforms in there if they got rid of that.
SeanW wrote: » I actually think IE got this right, because about the UK example, what happens if the slow services have to continue beyond a 4 track section into a 2 track section? In that example you posted, a slow down train must cross the path of some up trains in order to go from slow down line to the general down line. With the Irish approach, the directional lines merge or split as required into fast and slow or into one general line. And having the slow lines in the middle means it's much easier to turn around. Now we just need more 4 track sections like that. You're wrong about the DART Underground not being needed. The Phoenix Park Tunnel route is a good stopgap measure but it's not good enough. The train goes at about 20 miles an hour from the Heuston junction through the tunnel, through Cabra and onwards into the city. It's also very indirect. I remember last year I had to commute from Park West to around Pearse. 2 Liffey crossings, meandering around the Northside at very low speeds, used to take about an hour. With DART underground, that could have been cut to a fraction. Adding capacity to Connolly would be very difficult and expensive - the station is a collection of bridges surrounded by office parks and various city centre premises.
lateconnection wrote: » Any new DART Depots should be entirely self-sufficient and should not be reliant on Inchicore.
Dats me wrote: » If you look at the Irish Rail vision 2030 document it addresses most of this. Irish rail want 4 tracks to Balbriggan and Dart Underground obviously, then you could have a spur to the Airport and run intercity trains through the tunnel to St Stephen's Green and terminate at the airport.
Dats me wrote: » In the UK how does the slow down pull into the station then?
Ireland trains wrote: » When IÉ eletrify the line to Hazelhatch will any darts run into heuston. I assume portlaiose commuter trains will then be sped up and their first stop will be hazelhath instead of park west. Will they only eletrify the slow lines or will the eletrify the fast line as far as hazelhatch. Finally on the quad track section today why did irish rail decide to have the 2 fast lines far away from eachother unlike the West coast mainline in britian where the 2 fast tracks and 2 slow tracks are side by side Eg ireland Fast up_______________ Slow up ________________ Slow down ________________ Fast down ________________ Britian Fast up ________________ Fast down________________ Slow up ________________ Slow down ________________
