p_haugh wrote: » New Website for Dart + has been made available today, likely in advance of the public consultation going live.https://www.dartplus.ie/en-ie/home
cgcsb wrote: » So looks like no stations between Parkwest and Glasnevin. Given the rural nature of the remaining stations I'd say might aswel cancel the project. Its a massive spend to boost capacity at under used stations basically
loyatemu wrote: » it seems like it's primarily a park and ride service to take traffic off the N7. But it's ridiculous to not include extra stations, are they seriously going to build a mass-transit system with only 6 stops over 11km? At least the Kylemore and Cabra stations should be included from the start. It's like building Metrolink and only including the stops at Swords and the Airport.
1huge1 wrote: » Nothing to stop them adding more stations in the future, similar to what is currently happening between Ashtown & Broombridge (the new stations name escapes me).
1huge1 wrote: » Obviously I agree that I would like to see more stations in between, but even with the current plans, it is worth it. Electrifying the network plays a role in the decarbonising of our transport sector and this will increase the capactiy/frequency of the Phoenix Park Tunnel service. I think much could be done around Park West & Cherry Orchard in terms of creating a large P&R as mentioned above. (though on second thought, there doesn't seem to be great M50 access to that train station). Nothing to stop them adding more stations in the future, similar to what is currently happening between Ashtown & Broombridge (the new stations name escapes me).
Feasibility report and concept design for a potential new Heuston West Station. The ‘Emerging Preferred Option’ will be compatible with future stations at Kylemore and Cabra, although the construction of these stations is not part of the DART+ South West Project
riddlinrussell wrote: » I think they simply didn't have the budget when all this started planning to scope actual stations at Kylemore/Cabra (and possible extension to Sallins/Newbridge. I'd like to see ancillary projects begun ASAP to get these stations planned and built with the additional funds the Greens are supposed to have secured for PT, its a much smaller outlay, and if the planning is at an advanced stage while South West is going to construction then preparatory stuff can be done simultaneously, making final install (say in the months after south west is completed) comparatively trivial. How feasible would it be for them to triple track Hazelhatch to Newbridge with One dedicated DART track and one shared IC/DART (Outbound DARTs when IC/Commuters are mostly inbound in the morning, and vice versa in the evening) Or would it be impossible/more worthwhile to quad all the way to Newbridge?
cgcsb wrote: » The current plans for DART+SW seem to add effectively nothing to the network. We'll have a high capacity DART line providing an express service to four rural stations to Glasnevin that passes through some High density suburbs and a couple of hectars of prime brownfield development land.
cgcsb wrote: » Might aswel take the tracks out to save money. We'll have a frequent rail service that serves nowhere without new stations. 3 new stations is a tiny ask
bk wrote: » I'm not saying that they shouldn't build these stations, but I'd assume that the 4 "rural" stations will see very large scale developments (maybe even SDZ's) right next to the stations. Being greenfield sites, they have the potential to end up much higher density then more mature areas. Also given an option, developers prefer greenfield sites to brownfield sites. I think it is silly to say "add effectively nothing to the network." when they are a brilliant opportunity to add 10 of thousands of new homes to Dublin. This line will basically open up massive scales of development in South West of Dublin.
gjim wrote: » Let's not go overboard. Everyone would have liked to have seen more ambition in DART+ but you can't be serious suggesting handing back any money offered to improve commuter rail in Dublin after decades of underinvestment. Anyway, given the heavy IC traffic on this section, the only way this line can ever support high quality commuter services is with the upgrades planned for Dart SW. New rail stations appear now and then in Ireland without huge fanfare or decades of political toing and froing - if the DART SW infrastructure is in place I don't see why the same shouldn't happen along this line. And the development potential along this corridor is huge - there's a big swath of brownfield and light industrial land perfect for conversion to high density residential right beside these tracks that could easily accommodate 20,000 people. Development of this area will produce levies to fund station building.
CatInABox wrote: » In the grand scheme of the project, how much extra would the stations add on? Will they do enabling works so that putting in the stations in the future isn't as disruptive? Can they add the stations in future without disrupting services? Those are questions that I'd need answered before I'd accept their excuse that stations aren't part of this project
bk wrote: » I think it is silly to say "add effectively nothing to the network." when they are a brilliant opportunity to add 10 of thousands of new homes to Dublin. This line will basically open up massive scales of development in South West of Dublin.
8.3.2 Area around Kylemore Road Bridge This section of the railway comprises two existing tracks and one bridge structure (Kylemore Road Bridge). The bridge does not have adequate span length to fit four tracks and is not high enough for the DART line electrification infrastructure to pass under. There are a number of constraints in this area including: •The railway corridor is bounded on both sides by soil slopes. •To the north and south of the bridge are road junctions and access points that that significantly restrict alterations that may be required to the road geometry. •Kylemore Road is a potential route for a future LUAS line. Therefore, the design must consider this potential new infrastructure. •The west of Kylemore Road Bridge has been identified for a potential future railway station to the west of the bridge. The designs for this area must not prejudice its delivery in the future. The Emerging Preferred Option for Kylemore Road Bridge replaces the bridge with a longer span to facilitate the additional track width. To overcome the lack of height available for the electrification infrastructure, the road level will be raised in combination with lowering the rail track. Retaining walls are required to the north and south of the corridor to allow the widening of the corridor while minimising the impact on the adjacent properties. The raising of the road level will also mean that retaining walls will be required along the road to the north and south of the railway. The proposed new bridge is presented above in sectional elevation looking east
AngryLips wrote: » The line is already there, the capacity is already there. There's nothing stopping them from proceeding with any nearby development as is. This project does nothing for Dublin commuting.
10.3.1. Future Stations at Kylemore and Cabra The DART+ South West Project requires consideration of potential future stations along the line insofar as avoiding track alignments which would prejudice their delivery in the future. Potential future stations along the DART+ South West line, are: • A future station at Kylemore. The DART Expansion – Rail Four-tracking from West of Hazelhatch to Phoenix Park Tunnel (2018) identified a location to the west of Kylemore Road Bridge for this station. In terms of the design of the replacement Kylemore Road Bridge (OBC5A), the Emerging Preferred Option will be compatible with a future station to the west of the bridge. • A future station at Cabra. The track alignment proposals for DART+ South West will be compatible with a future station (the exact location of which has yet to be determined). A preliminary assessment for the location of a future station in this area was undertaken by the Project Team to identify the most suitable location for the future station and determine potential implications for the horizontal alignment of the railway. In this regard, a design concept for the station will be dictated by the rail corridor solution and site constraints. The findings confirmed that the horizontal alignment will remain largely unchanged, with no interventions likely to the existing retaining walls or additional land acquisition outside of the existing rail corridor. These future stations will be the subject of further detailed assessment and will be brought forward where appropriate, as individual projects.
