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Fingal / North Dublin Transport Study
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Actually, I think the report raises some interesting ideas, amongst some truly awful ones. However, there is an element of going over old material.No guts just to build metro north as proposed. Fudge fudge fudge instead.
I think the suggested economies on MN are at least worth looking at and deciding what is or isn't good value.
It is assumed that DART Underground goes ahead (with the implication that at least some of the Maynooth line is electrified). Therefore, there is no particular need for Metro North to meet Tara Street, as a transfer could be done at Drumcondra."Optimised Metro North" interests me.
It does away with Parnell and O'Connell Bridge stations, instead placing a station at Upper O'Connell Street.
This leaves too big a gap between SSG and Upper O'Connell IMO.
But it does create the opportunity to do this:
https://us.v-cdn.net/6034073/uploads/attachments/123858/331130.jpg
Of course this undermines the whole idea of a less costly Metro North :rolleyes:
Perhaps to you. Someone else might say that environmental impact stuff which is of low value when building a road, forgetting the huge number of people that die from air pollution.In all fareness the last 4 boxes in table for report are environmental impact stuff which is of low value.I remember. O'Reilly consultants. They were asked to give an opinion on MN and pointed out Glasnevin junction as an interchange point for Metro and then actually went further by pointing out that DART could be a "Metro" if a tunnel was built under Glasnevin and onwards to the airport.
Robbing bastards!:D
If the idea works and/or helps inform the debate, isn't that the important thing?And if I'm not mistaken, the above was followed up by a proposal for running the DART from Glasnevin to the airport along the MN route that was then in the public domain. Not saying it was feasible, but its a little sad that the idea was ripped off in this latest document. A document that certainly looks like a fudge to not build anything meaningful anyway.
But between which points?Manchester Metrolink to the Airport is also slower than the trains from memory yet the Metrolink is brand new and the trains have been there for ages.Sam Russell wrote: »Oh noooo. Not bendy buses - we just got rid of those dreadful things. Who thinks they are the Wright solution?
In fairness, they were put on the wrong routes and some buses of that era were poorly maintained.Sam Russell wrote: »My memory of bouncing along in the back of that smelly, noisy, dreadful wagon will never fade.
Is that why they extended the trams from 30 to 40 metres, ordered more trams and moved trams from the Green Line?The Luas Red line undershot forecast demand.
That is a separate matter, outside the scope of the report.Opportunity cost
The report completely omits to mention that on-surface options such as BRT and light rail mean room for cars and/or other public transport. This can lead to congestion elsewhere or lower frequencies for buses which are not necessarily substitutes for BRT or light rail. Personally I have serious concerns about what Luas Cross City will do to Dublin Bus and Aircoach services in the College Green and O'Connell St areas, many of which serve areas which will not be improved by Luas Cross City. I guess we'll know in a few years.
That is a separate matter, outside the scope of the report.If IÉ are that keen on DART to the airport they really need to sell the intercity possibilities.
But staying on the hypotheticals, supposing I'm coming from Galway with final destination Dublin Airport. Assume that Metro North, DART Underground and Clongriffin Spur are all in place. Do I a) change at Stephen's Green and take a metro that runs 10 times an hour; b) stay on the train and have one or possibly two changes via a circuitous route to get to Dublin Airport? Metro wins every time from a frequency and journey time perspective. It also serves a large chunk of densely populated city that isn't well served by public transport.
You stay on the train all the way from Galway to the Airport. :cool:If DART Underground and Clongriffin Spur were in place you would take the train from Galway to Heuston and then go directly on the DART from Heuston to Dublin Airport with no further changes.
These are already well defined by the IAA and Fingal County Council have a developed policy around them.In fairness to Fingal CoCo, the Public Safety Zones need to be better defined by the Minister for Environment. Fingal's hands are a little tied until clarification is forthcoming from the DoE.
Routes LR1 and LR2.Just to avoid any confusion, and trying to remain on topic (ahem), there are no proposals put forward from the document that go through Finglas.
Signalling would be a factor if frequencies are increased, although that would depend on the nitty gritty of train performance (DART can only do 100km/h = 60mph, but has better acceleration) and signal spacing. Additionally, you would like a depot or at least a stabling area at the rural end of the electrified line, so that trains wouldn't have to go from Fairview to Balbriggan (or where ever) in the morning, while carrying no passengers.Can someone explain to me why it's such a big deal to extend the DART to these 4 stops? In my simplistic mind it's just a case of electrocuting the line which shouldn't take that long? I assume there are numerous other factors I'm ignoring such as capacity and signalling?0 -
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The darker green line on the attached, as a heavy rail route, could make a lot of sense in connecting the entire country to the rest of the world. Alternatively the orange route. Building both wouldn't make much sense.
I think the suggestions made in the report for Finglas are poor and don't avail of existing open space near the (former) N2 corridor.
I think whatever north-south proposals in the area do go ahead, could do with looking at branches.
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We shouldn't be debating any of this all over again. MN as designed is fine. This is a dispicable act of beating around the bush.
It's not going to be built anytime soon and there are better options to look at.From the transport study report mentioned in the OP, I'd mix and match the following...
...plus maybe add the orange bit, and also use of the Glasnevin to Heuston link mainly for a Belfast - Dublin Airport - Heuston - Cork service:
Larger image here.
A and B around Swords are options, but A clearly would be better for Intercity. All but the orange bit between Glasnevin and the Docklands portal are part of the report.
Please excuse the rushed and poor Photoshopping!
What I love about this design (which mostly combines options in the official report) is that it:- It allows for a Dart service to serve most of the Metro North route
- It allows for Cork - Dublin - Dublin Airport - Belfast Intercity
- It's on the main IRL-NI T-TEN route and fits in with the goal of greater EU connectivity by linking the airport to the rest of the island by rail and linking the republic with the north by rail
- It allows for strong public transport connectivity for areas of Fingal -- Dart services could run between the north Co Dublin coastal towns and Swords (which is already a hub for many of the coastal towns);
- It's the HR8 option, which scores well + extra high density areas + far better connectivity -- so, it's it's possible it could be the best scoring route
- It frees up the northern line, with the reduction / removal of IC trains
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