Jamie2k9 wrote: » The poor fatty's can't walk a few steps no? Would you like the daa to pick up your bags and walk with you to your car/bus? I gave him an email also and it wasn't to pleasant, got a replay to say it has been noted.
bk wrote: » <snip>Dublin isn't competing with Cork, it is competing with London, Zurick, Frankfurt, etc. It is competing to attract the top companies and competing to attract the best and brightest to come from across Europe to work here. The danger is that these companies and young people expect high quality infrastructure. Non of them want to live in a 3 bedroom house, 3 hours commute from Dublin. They want to live in nice, large apartments in the city center, with nice bars, restaurants close by and high quality public transport, pedestrian and cycling infrastructure to get around. We need to be careful not to fall behind in these areas or we could end up losing the engine that powers the entire Irish economy.
bk wrote: » No it is not! Dublin is a medium sized European city. It has almost exactly the same population size and density as Amsterdam! This is part of the problem, people seem to think we are still stick in the 1950's, a small backwards uncompetitive city and country. Rather then the reality that we are now a relatively large European city, which is the silicon valley of Europe with almost every major IT company based here. With massive numbers of very well educated foreigners moving here to work in high end jobs. But it seems that the old political class and even many Irish people are completely oblivious to this. Dublin isn't competing with Cork, it is competing with London, Zurick, Frankfurt, etc. It is competing to attract the top companies and competing to attract the best and brightest to come from across Europe to work here. The danger is that these companies and young people expect high quality infrastructure. Non of them want to live in a 3 bedroom house, 3 hours commute from Dublin. They want to live in nice, large apartments in the city center, with nice bars, restaurants close by and high quality public transport, pedestrian and cycling infrastructure to get around. We need to be careful not to fall behind in these areas or we could end up losing the engine that powers the entire Irish economy.
munchkin_utd wrote: » Also interestingly, one of the main pieces of infrastructure holding Munich together is the central S-Bahn tunnel without which the city quite literally would (and if theres any incidents or signal failures, does) grind to a halt
Jamie2k9 wrote: » The poor fatty's can't walk a few steps no? Would you like the daa to pick up your bags and walk with you to your car/bus?
antoinolachtnai wrote: » Munich is a very good example. The difference between that and DU is that a large number of the old railways feed into it at both ends. That gives extremely high frequency use of the tunnel. DU doesn't really do that. It is only connected to one railway at each end.
plodder wrote: » <snip> On the Munich network, I don't have a map of the original S-bahn, but it has been developed continuously since it was built in the 70's. I lived there 20 years ago, and they've even added new lines since then. The U lines are a separate network (u-bahn), which is connected at each of the stations in the S-bahn tunnel.
murphaph wrote: » The north-south roads in West Dublin are actually of good capacity and can support very high frequency bus feed into the heavy rail stations along the Kildare route
I would also add that Ireland's corporation tax rate isn't the issue - I'd argue collection of the rate is the issue due to Double-Irish schemes and other avoidance measures (mixed in with a little "blind-eye" attitude that we have on occasion).
I wonder how developers in the SDZ will react to this? their strategy for office blocks thousands of new apartments with very little parking and only the congested red luas for pt access. I wouldn't be surprised if the size of the blocks had to be revised down/cancelled as a result.
Jamie2k9 wrote: » The poor fatty's can't walk a few steps no?
Carawaystick wrote: » The only difference here between a 120kmh dual carriageway and a motorway is blue signs. And no bikes or pedestrians allowed on a motorway.
marno21 wrote: » Whilst there are alot of well overspecced motorways being built around the country, this means that they are future proofed. When the M7 Nenagh-Limerick scheme was being done the Nenagh bypass that was constructed in 1997 had to be retrofitted as motorway, just over 10 years after it was built originally. This shouldn't happen in future, especially seeing as the M20 project which is expected to be restarted includes online upgrades of one scheme from the 1990s (Mallow-Cork) and the Croom bypass which was built in 2001.
marno21 wrote: » = safer. There was a bizarre policy earlier this century of building motorway standard dual carraigeways in this country and leaving them without motorway classification thereby allowing all vehicles on them. This can be seen on the N22 and N40 in Cork where 120km/h traffic is driving beside cyclists and behind tractors and learner drivers. It also means that accesses can be built onto the new road which then destroys the quality of the road and allows ribbon development and in the case of places like Dundalk and Clonmel, means bypasses become littered with junctions and renders them useless.
Sam Russell wrote: » The Nenagh bypass was not built as a dual carriageway, which was a big mistake. They could have built it with provision to make it dual by putting in wider bridges. The same was done with the Limerick 'bypass' from the Park SC - I think it is called Childers Road.
Carawaystick wrote: » Have you road safety data showing the 120kmh dual carriageways are dangerous? There's been several fatalities on the stretch of M1 from Lusk service area south to the M1 spur to Dublin Airport. Have there been similar fatalities on the 120kmh DC sections? Where have any accesses been opened onto 120 (or previously120kmh) dual carriageways?
marno21 wrote: » I don't need data to back that point up. Having cyclists, pedestrians, horses, tractors and learner drivers on a 120km/h road is going to be dangerous simply by virtue of the fact that the road is designed to be travelled on at 80-120km/h and these vehicles will be travelling much lower than the speed limit meaning they are effectively rolling hazards. If it was safe for these classifications of vehicles to be on roads at 120km/h then there would be no restrictions on motorway usage.
marno21 wrote: » Motorway classification means that any opening of accesses is prevented, I can't see why you would disagree with having a rule banning accesses onto these roads.
Muahahaha wrote: » In any case if we do end up with this airport Luas does anyone know any details of where a bridge will be built over the Tolka Valley? And also where can we expect the tunnel underneath Glasnevin cemetary to begin and end?
Luas just doesn't have the capacity (as a tram) to serve the airport - even if it was a branch off from Parnell Sq. up the N1, it'd be outdated before it was built.
ok, my suggestion is they build luas to airport and HR2 from clongriffin to airport and onto swords. firstly they dont need to be done at the same time, joke of journey time to swords in particular and also to the airport with much quicker dart, sorted. Capacity issue sorted. Cie and RPA bickering, probably sorted. Very little if any underground sections, sorted, so none of the usual "shure what would dublin be doing with an underground at all at all". Both dart and luas serve airport, sorted... RPA put price of 600,000,000 of luas to swords, so just run it to the airport and say what E450,000,000 and the cost of HR1 was estimated by Irish rail to be 200,000,000 for 7.5km. HR2 would be an additional 4.8km, cost would vary considerably, depending on a number of factors under airport, but say another 400-500 million, so the airport gets dart and luas, can be done independent of each other, the amounts arent staggering each, they would be politically sellable... these two schemes could probably be done for less than half the cost of even metro north revised and I am not sure how capacity would compare to MNR, but it would be interesting to work it out... so seeing as how we love consensus here, give everyone a share of the spoils. To me it seems a great option, figures should be palatable to everyone, dublin airport and north dublin get great transport solution, dublin airport is served by two systems, as I mentioned...
