CatInABox wrote: » No, it's the one next door to this, the red brick that you can see cut off on the left of this image. The one being redeveloped right now is the British Rail Hotel See Archiseek here. Here's the hotel as well, here.
Shedite27 wrote: » That's what they're building currently isn't it?
roadmaster wrote: » Restored correctly that could look really well as a rail station with the modern office blocks all around it
L1011 wrote: » The presser about the Kildare line design project specifically mentions 1.5kV DC - it had been suggested here that 25kV AC was going to be used with new units being dual mode.
ncounties wrote: » Yes, that’s what has been proposed, with another exit in the park space next the Luas stop.
AngryLips wrote: » Isn't that the old North Wall train station? Surely they could use that instead of building a new one :pac:
ncounties wrote: » That's the one! I'll add a Google Maps link to it here.
roadmaster wrote: » Is that the Two story red brick between PWC & Sales force
ncounties wrote: » As part of U-DART, the station was to be underground roughly where the Europcar Rental place is, with the historic building on the riverfront forming the station. A pedestrian bridge would then link it with GCD. The latter has now been moved to the bottom of New Wapping Street as the piling would interfere with the tunnelling project.
AngryLips wrote: » That's not really closer to anything except the luas in fairness. I wonder which would cost more, moving the station or re-routing the luas on a small detour
LXFlyer wrote: » It is to be moved to be adjacent to Spencer Dock LUAS stop.
AngryLips wrote: » Where is there space closer the quays in the docklands for a station though?
gjim wrote: » Sure I accept it's not going to happen but I'm curious why it's never been considered. I accept that it cannot happen if/when they build the signalling centre where they intend but that's not a reason that such a curve has never been proposed. I think you (apologies if I'm misattributing) stated that it would be impossible because of the required curvature but the curvature doesn't look much worse than that of the curve into the tunnel coming from the Kildare direction. The driver switch adds 2 minutes to the stop time (looking at the timetable of an S-Bahn service that does this manoeuvre that I've used a few times) so it seems a little bit hysterical to say it would "destroy the service" - or make it totally uncompetitive (uncompetitive with what?) The reason given by Pete_Cavan - that it would cost a lot more than I am envisaging - seems like a more plausible reason for not doing it. To be honest, my suspicion is that for the last 20 or 30 years IE has been reluctant to even use the PPT never mind use it to offer a connecting service from Heuston to Connolly or the Docklands as any improvements in this area are seem to undermine their case for the inter-connector. I agree - but I think I suggested the same - that there would be a mix of Kildare services - some calling at Hueston and some skipping it.
loyatemu wrote: » Moving Docklands closer to the river is part of Dart+ AFAIK.
ncounties wrote: » As I think about DART+ in the absence of U-DART, it just feels like it will cause more problems than benefits. More services to Hazelhatch, Maynooth and M3 Parkway getting funnelled into Connolly/Pearse, or to the non-destination "The Docklands" Station. We need Spencer Dock station, and U-DART delivered or the benefits of DART+ will not be realised.
gjim wrote: » The advantage of having an interchange in Heuston is that you get integration with Luas, DB and IC trains for free. This is the only reason that I find the idea interesting. A new station to the west would offer no such integration - maybe with some DB routes would be possible but not with intercity trains or Luas.
gjim wrote: » I accept that it cannot happen if/when they build the signalling centre where they intend but that's not a reason that such a curve has never been proposed.
Pete_Cavan wrote: » I would seriously question the bit in bold. Where the train line passes under the Chapelizod Bypass/SCR junction needs a substantial rebuild to create space for four tracks and possibly also for headspace for overhead wiring. When doing that, adding platforms and station infrastructure wont cost a huge amount extra, and a lot of those costs would apply to an upgraded P10 anyway. A new bridge over the Liffey, particularly a rail bridge but also a pedestrian bridge to a lesser extent, would be a big cost in itself which wouldn't apply to a new station on the mainline west of Heuston. Interchanges can happen further out, it doesn't have to be beside Heuston.
LXFlyer wrote: » I don’t want to rain in your parade, but you would singlehandedly destroy the usefulness of the PPT service by serving the main station at Heuston en route. Journey times would be totally uncompetitive.
Far better to have a mix of PPT and separate Heuston terminating services from the west. There’s a need for both.
Jamie2k9 wrote: » I fail to see any benefit to having a station at Inchore, Gullet. Even Kylemore Road has little potential but will probally happen. The denisy is not there nor do I think the dmeand. Where are the people going to come from?
gjim wrote: » I've always found this idea of a curve from Heuston into the PPT quite appealing. If you started the curve across the river - probably over a new bridge - it looks like you could connect to platforms 7/8 without significantly more curvature than the curve into the tunnel from the west. The only stuff in the way are a few old sheds and some surface car parking. You could then have Kildare DARTs (or maybe half of them) include a Heuston stop. It would mean the driver switching cabs but I've used a few s-bahn type services in Europe which included terminal station stops like this. It's not ideal of course - the stop lasts a few minutes longer than at a through platform.It shouldn't cost more - probably less (?) - than building a station to the west and would provide a better interchange opportunities with Kildare DART, Intercity train, DB and Luas all in one place.
gjim wrote: » I've always found this idea of a curve from Heuston into the PPT quite appealing. If you started the curve across the river - probably over a new bridge - it looks like you could connect to platforms 7/8 without significantly more curvature than the curve into the tunnel from the west. The only stuff in the way are a few old sheds and some surface car parking. You could then have Kildare DARTs (or maybe half of them) include a Heuston stop. It would mean the driver switching cabs but I've used a few s-bahn type services in Europe which included terminal station stops like this. It's not ideal of course - the stop lasts a few minutes longer than at a through platform. It shouldn't cost more - probably less (?) - than building a station to the west and would provide a better interchange opportunities with Kildare DART, Intercity train, DB and Luas all in one place.
LXFlyer wrote: » Not really and it’s not on any plan. It isn’t needed.
Pete_Cavan wrote: » P10 is not a viable station location, what would be the point of it?
