Jamie2k9 wrote: » Leap goes to Celbridge, the problem is most of the old stations were moved and paid for by developers so they lie in the middle of nowhere because of how the property market went.
McAlban wrote: » It's been there (Hazelhatch and Celbridge) since 1846. And probably has more to do with the Permanent way alignment than developers
McAlban wrote: » Nope. Been on plenty of them in Europe of similar length. Admittedly not in a train station. And they are usually maxed out at about 150-200m But even a Series of 2 or 3 of them is possible and not too expensive. However... I take it you mean the sheer number of rail lines between platform 10 and the end of the nearest platform!!
lxflyer wrote: » But it is not "in a train station". Platform 10 is totally separate from the main Heuston Station and can only be accessed by walking 750m along an open road. The only realistic option for that platform if it ever comes back into regular use (it was built during the expansion of Heuston from five to eight platforms to ensure that five platforms were constantly in use) is a connecting free bus service. We are talking one train an hour off-peak and two at peak in either direction. That does not warrant extravagant solutions such as a travelator.
alias no.9 wrote: » Moving the 145 terminus adjacent to Platform 10 would go a long way to maintaining the existing connectivity.
alias no.9 wrote: » Outside of about an hour in the morning inbound and about an hour in the evening outbound, these stations have on average one train an hour each direction. Rather than the train only going to Heuston, it's the lack of frequency that's a killer, the Luas and 145 link Heuston with the CC nicely. Miss a train, wait an hour, if you split the existing trains between Heuston and Connolly, outbound you miss a train, you wait two hours. If you miss the alternative bus, you're looking at a 15 or 20 minute wait. Public transport modes are habitual. A couple of 50 minute waits for a train will see you switch to the bus very quickly and permanently. Even if the time on the bus is longer, the door to door time by train is worse most of the day.
Banjoxed wrote: » When I lived in Celbridge, a few long waits in Lucan and Chapelizod for school traffic put me on the train permanently.
alias no.9 wrote: » If every second train in the evening left from Heuston and Connolly, with no extra services, how would that have affected you?
n97 mini wrote: » Was in the paper today I think that trains bound for Connolly and further afield won't stop at Heuston at all.
[Deleted User] wrote: » Correct, the track layout makes it impossible for a train to stop at Heuston and then continue on to Connolly.
donkeyoaty0099 wrote: » Is there an estimated average journey time from the various stops to connelly? Or a proposed timetable or anything?
Long Time Lurker wrote: » Comedy gold. So if by chance you want to go to Prussia St but you missed the half seven from Sallins to Heuston then you can either wait half an hour for the next train or get the one that's there to Connolly, sail straight past where you want to go and get a Luas back. Yrp this is the sort of investment this country needs. I think they're spending more doing up the Curragh than they are on this vital piece of transport infrastructure. Joke.
savagethegoat wrote: » isn't there a platform n the tunnel line? Impossible in any case is too big a word....trains can reverse nowadays. Probably safer to say it is unnecessary to stop at Heuston when the bulk of the passengers are headed for the City centre
lxflyer wrote: » There are two markets and both will be catered for by services - there will be trains to both Heuston and to Grand Canal Dock. People are capable of figuring out when they need to be at the station for their train - they already do it as it is. Suggesting that trains should reverse is a nonsense - this train has to be competitive from a time perspective. That would take far too long. I really don't see the issue here, considering the remoteness of platform 10 - it's too inconvenient compared with the main station. You would have to have a special bus to connect to/from it for each train.
ClovenHoof wrote: » There is work taking place in the tunnel right now.
GM228 wrote: » Has been on-going over the last few weeks I believe.
1huge1 wrote: » Might be a silly question but what kind of speeds can we expect on this stretch of line? it is straight with no level crossings as far as I can see, or is there usually speed limits imposed in tunnels?
cgcsb wrote: » When the government announced that they're fudging DART underground and letting on that it was ever on the cards to build DARTu without widespread electrification they also said they'd begin work on electrifying the existing lines, fat chance I know. But anyway in my ignorance I assumed this meant they'd drop the level of the tracks in the Phoenix Park Tunnel to allow DARTs make the Hazelhatch-Grand Canal Dock journey in the future. I passed by this morning and noted no such works have taken place. Am I to take it that this government announced they'll do the cheaper part of the DART underground works and offer more direct Kildare line-City Centre services then go ahead and carry out works that'll ensure no DART service on the Kildare line for a generation? Unless they are operating under the mistaken impression that it is acceptable to have one isolated Hazelhatch-Heuston DART line and a separate, parallel, more popular Kildare-Grand Canal Dock Diesel service?
lxflyer wrote: » There never has been any suggestion that DART would operate via the Phoenix Park tunnel, or that the works would facilitate that. All that's happening is that (as a result of the extra capacity over the loop line bridge arising from the city centre re-signalling project) additional services from the Kildare line will operate to Grand Canal Dock. Nothing to do with DART Underground. The project is simply about getting the line between Islandbridge Junction and Glasnevin Junction fit for regular passenger service use.
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