I don't get why they can't incorporate an entrance into the office design, in a similar manner to pearse street
I think that was a temporary planning permission for a few years with the condition that it wouldn't preclude it from being used as an entrance in the future.
The Amiens Street Commuter entrance is to be turned in to offices, this was opposed by multiple submissions on the basis that it should be reopened instead (although we do have a dissenting voice to that on here). So this Preston Street one is the replacement for that.
Only had a brief look so far, but this shows off the proposed design for Spencer Dock station which looks decent - 4 platforms and has an entrance at either end (linking to the Luas at Spencer Dock, and a bus drop off on Sheriff Street). Another thing I noted is that there's a new entrance proposed for Connolly station off Preston Street - I take it they are planning on replacing the existing (although not in use) Amiens Street entrance with this new one, which is a bit odd imo. Haven't had a full look yet, although the station design drawings don't seem to be loading properly yet - most of them point to the same pdf showing the 3d view of Spencer Dock. Hopefully this is rectified.
DART+ West consultation 2 is up, that hideous virtual consultation room concept everyone is using now.
I guess the enterprise fleet will become a railcar fleet thus ending loco hauled services in and out of Connolly for the first time ever since the station opened, that will be a sad day but that’s progress.
Modern railways is reporting in their August issue that Iarnrod Eireann has informed Alstom that it is the preferred manufacturer for the new DART fleet which they're saying will be 5 and 10 car sets with up to 750 coaches.
It is also reported that IE has received permission to explore options for a new enterprise fleet.
Bicycle on DART.
In the excitement of DART+, and all the fanfare that goes with I sort of assumed that they'd bring in the Copenhagen S-Tog practice of having a special carriage at the end of all trains on all S-Tog lines (5 radial and 1 circular) that are for bicycle storage. I mean if you're going to completely overhall a city's antiquated commuter rail systems at a cost greater than €2bn, then that's what you'd do right?......RIGHT??
But actually I can't find anything on this in the DART+ literature. Has anyone who's been to the information meetings heard anything about this? seems a massive oversight. They'd hardly not make provisions for bikes in this day and age, surely?
densification wrote: » Jaysus you’re going on like it’s Shinjuku station in Tokyo . It has barely over 2000 boardings per day. It’s not even in the top 10 busiest Dart stations. Tara street only has one staircase Most of the time. There’s only one way to get to platforms 7&6 at Connolly. It’s a bit of a squash but it’s grand. East Point can invest in a few new (electric) buses if they’re overcrowded.
lucernarian wrote: » Yes, I'd just not encourage even more use at the station when it's already dangerously crowded due to unique factors at peak times, like being able to see the bus you need about to depart outside right from where you get out of the train, and two rows of people merge to one (causing a jam up and down two staircases). It's a nightmare waiting to happen. A conversation about all this might need its own thread even, I'll try not to divert it from here on
densification wrote: » Pretty much all commuter rail in Ireland and the UK is aggressively peaked. Can’t speak for elsewhere. I’ve been on the central line on the underground at 8am (32 tph) where nearly everyone gets off at a few stops in the city. It’s not comfortable but it works. There’s no reason why a well designed station can’t handle a hundred or so people getting off a train at once. I think we can both agree that the station was cheaply built to a low standard by people who didn’t have a great understanding of passenger flows, permeability etc. The passenger volumes are not the problem; the crappy design is.
lucernarian wrote: » You're ignoring the usage pattern of this station if you're trying to downplay the issue of the single staircase for both platforms. At 8:30 am there are dozens of people running down the less than 2 metre wide usable staircase to get to the soon to depart shuttle bus, while you've got quite a few people looking to commute elsewhere on the same train the other group just got off, fighting their way up the same staircase. At times it's felt dangerous to me. At least you agree it needs another method of accessing the platform(s).
AngryLips wrote: » It needs more passive surveillance so that you don't feel like you're about to get mugged or raped just walking to reach it
densification wrote: » There are much busier stations (in Ireland and elsewhere). The stations needs at least one other entrance but preferably two. If these are well designed, the station will never be at crush capacity, even at peak.
lucernarian wrote: » It doesn't need a usage boost... In 2019 the station was at crush capacity at peak times (both embarking and disembarking). The peaky nature of the shuttle bus traffic was bad enough, mixed in with people *starting* their commute because they park there or live nearby. A single <2 metre wide staircase governs all access to and from the platforms. How is this a good thing?
Pete_Cavan wrote: » How important are the sidings between Clontarf Road station and Westwood? It would be a big improvement if access to the northbound platform could be provided on the Westwood. To do so the depot access road would have to shift closer to the Westwood entrance and the red brick building demolished (I have an idea what it is but I see a DCC logo on it and assume its something that can be relocated). Also, having drivers change at the station would be great.
lucernarian wrote: » It doesn't need a usage boost
LXFlyer wrote: » Clontarf Road Station should get a usage boost from next year, when the new orbital bus routes, N2 and N4, will serve the station at frequencies of up to every 15 minutes and every 10 minutes respectively.
Pete_Cavan wrote: » I doubt Clontarf Road station can be moved south because of the depot and then the junctions south of that again. The location of the station isn't that big an issue, the layout and design of the station is and that is what needs to be addressed.
lucernarian wrote: » As for the reality of the situation, Clontarf Road itself is cocooned from the west, where the access road to Fairview depot is along with the gym/fitness centre. No easy way to remedy that based on its current location. If Eastpoint Business park is responsible for the majority of trips to and from there, and its location is clearly suboptimal even for that purpose, you'd have to question its primary utility when the various bus routes operating nearby will serve people far more conveniently to most destinations accessible by the DART in the first place. Even an access close to the bridge crossing of Howth Road would be far better for the trip generators around Fairview and Marino than the current station layout is.
loyatemu wrote: » when I worked in Eastpoint what really annoyed me was having to get off the Dart, walk the length of the platform, over the bridge, then walk back the way I'd come to get to Eastpoint. A simple improvement would be to have access and a bridge at the southern end of the platforms.
bk wrote: » It is a 10 minute walk and a pleasant one at that to the Business Park. On a wet day, it is nicer to just jump in the shuttle bus, but if it wasn't there, it would still be within easy walking distance. A 10 minute walk is considered completely normal for a rail station. It is exactly a 10 minute walk, 800m's from the entrance to the DART station to East Wall Road. Sure, they are plenty of parts of East Wall further away then that. But then if you moved the station, you would also move it much further away from the people of Clontarf Road/Marino/Fairview who currently have it on it's doorstep. No one who makes this suggestion, seems to be thinking about their reaction to such a move. I'll give you Croker, that would be handy.
densification wrote: » Howth-Howth Junction probably should be a shuttle but that's gonna be very politically toxic when it happens. It'll improve punctuality and frequency of other Northern Line services, but rich people in Howth will lose their direct trains to town and have to get off and change at Howth Junction. I'd want to see some stations improvements at HJ. Its design and clientele aren't the most pleasant. Definitely in the top 3 dodgiest stations on the Dart.
AngryLips wrote: » Is the shuttle bus just for staff working at East Point business park?
