DWCommuter wrote: » And if you want to be really paranoid about it, its a ready made reason why IE can't connect the PPT to Docklands due to the amount of land use needed down there.
murphaph wrote: » That quote from Business & Finance explains in part why there will be no immediate need to connect the tunnel to the mainline at Inchicore to facilitate removal of spoil...there won't be any at that end! It will all (presumably) be trained out from the Docklands to somewhere.
A further six months was added to this because it was decided to use two tunnelling machines, both starting in the Docklands rather than four, negating the need for two to start in Inchicore
BrianD wrote: » Just run the 30 min service with existing rail cars (paint them green and stick DART on the side of them). Why extend the DART infrastructure to Drogheda? Basketcase economics. A 30 min DART service to too expensive and the money and rolling stock would be better used within Dublin city.
Aard wrote: » TBH, I think I'm confusing myself. On reflection, I have come to agree with you. A 30 minute interval DART service to Drogheda makes sense.
SOME OF Europe’s largest construction companies and international banks are involved in the consortiums shortlisted to build Dart Underground. Iarnród Éireann yesterday announced names of four consortiums which have been shortlisted for the €2.5 billion project. The four include: The BBI consortium which comprises: – Balfour Beatty Capital, one of the largest UK private sector investors in healthcare, education, roads and infrastructure; – BAM PPP, part of the Royal BAM Group, a Netherlands-based €9 billion construction services company; – Iridium Concesiones de Infraestructuras, a Spanish engineering group which was part of the Celtic Roads Group (Portlaoise) consortium – alongside BAM PPP and NTR plc – which built the recently opened M7/M8 motorway. The City Connect Consortium comprises: – Macquarie, a global manager of transport, roads, airports and utilities funds. Founded in 1969, it employs more than 14,600 people in about 70 locations in 28 countries; – Cintra Infraestructuras, owner of toll roads and car parks to a value of about €16 billion in Spain, Portugal, Ireland, Italy, Chile, Canada and the United States; – Global Via Infraestructuras, which has developed seven rail projects, 15 toll roads, two airports and seven ports. Of these, the N6 Galway to Ballinasloe project and the M50 upgrade project are major Irish PPP road project and the company is also involved with Macquarie in the Metro Express consortium bidding for Metro North. The third consortium, NascRail Consortium, comprises: – OHL Concessions, which operates 22 toll roads covering a total of 4,400km; – Soares da Costa Concessoes SGPS, a Portuguese-based group active in the construction of roads, residential and commercial buildings, stadiums and tunnels; – Bombardier, which manufactures aircraft and trains and employs almost 63,000 people around the world; – AIB, the well-known Irish bank; – Pierse Contracting, the leading building and civil engineering contractor operating in Ireland. The fourth consortium is the Toto Consortium which comprises: – Toto Costruzioni Generali, Societa Italiana per Condotte d’Acqua, Ansaldo STS, Condotte Immobiliare, Torrena Scavi and Rocksoil. The membership of this Italian consortium is involved in the building of railways, roads and tunnels and includes specialists in underground projects and operations in mass transit and real estate. Dart Underground is to be a 7.6km tunnel under Dublin city centre linking Docklands station with Heuston via Pearse Station and new stations at St Stephen’s Green and Inchicore.
ilovegermany wrote: » But surely they will have to get planning permission as they will need extra land take for the extra tracks and for altering the existing road overbridges at Kylemore and Le Fanu?
murphaph wrote: » Just thinking a bit further about why everything stops at Inchicore and east Wall....it's probably the simple fact that IE don't need a railway order to do the neccessary works from Inchicore to Hazelhatch: it's already a live railway, so no railway order is needed to simply improve it, electrify it etc. It would actually be idiotic to include the section from Inchicore to Hazelhatch. The only new railway is the tunnel section, so that is all that needs to be in the railway order application.
Cool Mo D wrote: » The line to Drogheda already has very large usage by commuters. Electrifying it makes sense. The DART is an express commuter train anyway, so I don't see what the difference is? The route could certainly support a half hourly service. And the RER goes far outside Paris's continuous urban area - the ends of lines C, D and E serve many suburban towns that are not continuous with the bulk of Paris, like Melun, Malesherbes, Tournan,and Saint-Rémy-lès-Chevreuse - not unlike towns on the northern commuter route.
Aard wrote: » Yes, they are not directly comparable, not least because of Paris's scale. Nonetheless, I don't think it's justified to have an "urban" rail line running mostly through fields.
Aard wrote: » Exactly. We should be modelling the DART on the Paris RER. By and large, the RER doesn't leave the contiguous urban area of Paris. The DART to Drogheda, OTOH, would be going through fields more often than urban areas. Like you said, an express commuter would make more sense for all concerned.
BrianD wrote: » Far better to create a high frequency service within the bounds of the Dublin suburbs and have greater frequency of direct/express services from Drogheda to Dublin.
BrianD wrote: » There is no compelling arguement to extend the service to Drogheda and it would be a bad move to do so.
Cool Mo D wrote: » Electric trains have much better acceleration than diesel though, so that would make up a bit of time. I'd imagine that Drogheda DARTS would not stop between Docklands and Howth Junction, so that would only add on a couple of stops on a typical service - it could even improve on the Drogheda - Dublin commuter speed. Something like 8 DARTS per hour off-peak would be ideal - 4 to Howth, 2 to Malahide, and 2 to Drogheda, serving Inchicore to Docklands, then Howth Junction to Drogheda would be about right. That pattern would allow scheduling of an hourly Enterprise too, without trains getting in each others way, running a Drogheda DART 8 minutes after a Howth DART lets it go full speed non-stop to Howth Junction. On the other line, 6 per hour from Bray/Greystones would be adequate, splitting between Maynooth and Pace.
Sponge Bob wrote: » We also have this visualisation of the fKRP ( aka the Missing Link) clearly showing part of the proposed new express trackage in peoples gardens in Landen Road. It looks like ALL the Odd number houses from numbers 289 to 439 are going to lose their back gardens with 120kph express trains outside the bedroom window :eek: Frankly I feel this is sloppy but this is what gets you in trouble at an oral hearing.
BrianD wrote: » Would it not be better that the electrification to Drogheda excluded for the DART and be serviced by an outer suburban diesel service? This means that those living in Dublin can enjoy a higher standard of service. The distance by road between to locations is 50km (presume less by rail) and it seems a long stretch of low density population to serve by what the public expectation of a high frequency service.
monument wrote: » I did happen* across some drawing in the documents showing different options from Inchicore to the Kildare Route Project.
BluntGuy wrote: » From reading, it appears no connection to the mainline will take place as part of the DART Underground contract. It mentions Kildare Route Project Phase 2, but there has been absolutely no mention of that anywhere else.I have a sneaking suspicion they have no intention of running DARTs to Hazelhatch from day one. Edit, Suspicion Confirmed:
