[Article] DART airport plan on track as Metro North hits the buffers [Archive]

Mark Gleeson

03-05-2011, 08:37

By Paul Melia

THE high-profile €2.5bn Metro North project is set to be shelved in favour of a 20-year-old plan to build an extension of the DART line to Dublin Airport, the Irish Independent has learned.

The Government has ordered Iarnrod Eireann to update the 1991 plan to build a 6.5km spur just after Clongriffin DART Station to the airport.

It is estimated the overground rail project would cost just €300m and provide a high-speed link-up to the city centre at a fraction of the cost of the underground Metro plan.

The move comes amid major concerns about funding the €2.5bn Metro North light-rail system, which was due to run from St Stephen's Green to Swords via the airport.

The DART extension was first mooted in 1991 by Iarnrod Eireann and Aer Rianta.

It was later suggested in 2005 as part of the Government's ambitious Transport 21 programme, but rejected at the time in favour of Metro North.

However, the Government has now ordered the rail company to revisit the plan because it is an affordable solution to providing Dublin Airport with a rail link to the city centre.

Under the revised plan, DART trains would run from Dublin Airport every 15 minutes from 5am to 1am, reaching Pearse or Connolly stations in just over 20 minutes.

The airport DART station would be built next to the airport terminals and would enable travellers from as far away as Greystones, Co Wicklow, to travel direct to the airport on trains.

Land costs would be minimal, as much of the land needed is agricultural and undeveloped, and there would be no need to buy extra trains.

Passengers numbers are expected at 10,000 a day and a park-and-ride site could be built nearby, probably close to the M1 motorway, to allow commuters from Swords to use the service to and from the city.

This and the airport terminus would be the only new stations on the line.

Total construction costs are estimated at €300m, including the cost of purchasing land, and the project could be completed in just three years. Up to 3,000 jobs would be created.

Design

"There's a lot of detailed design and a planning application needed," an Iarnrod Eireann spokesman said.

Transport Minister Leo Varadkar last week said just one of three major capital investment projects would go ahead from DART Underground (€2bn), Metro North (€2.5bn) or the link-up of the two Luas lines, called BXD.

But he also added a fourth project into the decision process -- the DART airport link.

"It is not a new proposal and has been raised before. . . However, if we cannot proceed with Metro North on the basis of cost, it may be a viable alternative," Mr Varadkar told the Irish Independent last night.

"Cost will be a very important consideration when deciding on future investments. We must ensure that any new project is affordable."

Both DART Underground and Metro North are due to be financed under Public Private Partnerships (PPP), where the private sector builds the lines and the State repays the cost over time. But sourcing funding is difficult because of the economic situation.

Mr Varadkar added: "In the absence of available PPPs, upcoming projects will have to be on a smaller scale, with costs running to hundreds of millions of euros rather than billions."

The Government has ordered a review of the capital spending programme which will be completed in the autumn, but it is understood a decision on the airport link could be made before the summer.

- Paul Melia

© Irish Independent 2011
http://www.independent.ie/national-news/dart-airport-plan-on-track-as-metro-north-hits-the-buffers-2635349.html

Thomas J Stamp

03-05-2011, 09:11

this was coming since in one of his replies to PQ's in the Dail, Minister Varadkar mentioned a DART to the Airport in passing. Its the little things you have to look out for.

interesting line - "there would be no need to buy extra trains" - hopefully this is in the context of DART2 and DART Underground and not otherwise.

This crosses Metro North off Varadkars beauty contest, still leaves DART Underground fighting Luas interconnecter.

comcor

03-05-2011, 09:26

No reason why this can't be extended to Swords and perhaps even onto Ashbourne in the longer term.

Swords and the airport were always the big selling points for Metro North. The case for Ballymun and DCU was no better than the case for many other rail projects and probably couldn't have justified the extra money.

I suppose the question becomes about the capacity of the Northern Line and it may be necessary to rexamine the idea of Howth-Howth Junction being a connection rather than a direct destination as a consequence.

Mark Gleeson

03-05-2011, 10:25

The no new trains is simply achieved by killing the direct Howth service and heavily cutting back on Malahide and using the surplus in the current fleet. Clearly that is not acceptable as Malahide can fill an 8 coach DART to standing several times an hour

It is not a runner unless 4 tracks are provided across the northside and indeed the interconnector tunnel is in place also. In time terms the 748 bus can make it from Dublin Airport to Connolly station in under 25 minutes, best the DART could do (without 4 tracks) is 27-30 minutes, with 4 tracks 18 minutes. Irish Rail's plans clearly indicate non stop Connolly Airport with 4 tracks

The assessment (2004/5 ish) quoted 350-450 million depending on over or underground approach to Dublin airport, but an annual carrying of 4.6-5.4 million i.e 13-15k a day not 10k. On the positive side it would on its own make enough to bank roll the entire Dublin commuter network

About 2 months back RUI made a submission to the NTA with respect to the 2030 vision document, based on meetings with people on the Northern Irish side with respect to Belfast and the new EU transport policy and knowing Irish Rail has been told that 4 tracks can't be done from Rahney to Howth Junction, we proposed an alternative loosely phrased as Interconnector phase 2

2. Proposed 4 tracks between Connolly and Ballbriggan

Fully support this vision element and view this as the most important rail infrastructure element post Interconnector/DART underground construction. However we raise considerable concern as to the practicality of the proposals contained in the 2030 Vision. 4 tracks Connolly Balbriggan will require massive property acquisition and demolition through north Dublin, numerous bridges requiring rebuild and considerable challenges through Malahide and across the Broadmeadows Estuary which is a SAC. While the final result would deliver a substantial capacity increase there would be years of very considerable disruption to service at a level much greater than that experienced the Kildare Route Project. Considering these concerns and recognising the economic corridor which exists between Dublin and Belfast and proposed EU transport policy of high speed rail over short to medium distance and heavy rail connections to airports.

Alternative option for investigation

4 Track Connolly to Killester achievable thanks to front loading of infrastructure e.g. east wall bridge was built for 4 tracks. 2 track on west side of current alignment
2 Track line diverges south of Killester (Golf Course) into a tunnel to Dublin Airport, station (4 platforms) Dublin Airport and then surfaces north of Airport adjacent to M1 avoiding the SAC of Broadmeadows Estuary and rejoining the exiting rail route just north of Donabate

This route provides a significant catchment area increase and recognises Dublin Airport as a both a key international and regional transport interchange location. Provides also a high quality public transport option from North Dublin, Meath, Louth and Northern Ireland direct to Dublin Airport while maintaining a direct connection to Dublin. Eliminates the need for any work in the Killester - Donabate section and provides a separate 2 track line providing redundancy

comcor

03-05-2011, 12:49

As a proposal, it's pretty good, but presumably it would cost quite an amount of money and take some time.

In the shorter term, are there many stations that could be quad tracked through the stations to allow InterCity and Commuter trains to pass DARTs?

I would imagine Clontarf Rd and Howth Junction.

Also, possibly Raheny and Kilbarrack if you moved them from their current location?

I haven't travelled through Clongriffen since it opened. I assume it was only built with 2 lines through?

Mark Gleeson

03-05-2011, 13:45

Irish Rail's reports favour 2 tracks on western side. 3 tracks possible within existing boundary. 4 tracks would require land acquisition. Every station and bridge would need to be rebuilt

The problem is Rahney to North of Howth Junction, there was no way to reasonably fit 4 tracks, only 3. Now the proposals suggested grade separation at Howth Junction. The Airport spur would be grade separated and merge just north of Clongriffen which is built with 4 platform already

The scale of disruption required would be immense and that is a serious concern

Should be noted the DART, 29000, ICR and Mk4 fleets are all designed to cat B fire standards and can operate in long tunnels. All you have to worry about is ventilation.

Cost wise to get 4 tracks in to Clongriffen would be 600+ million, add 400 million to get to the Airport and some extra trains say 100 million you are already 1.1 billion down, add in 4 tracks to Donabate could be another 400 million. But your airport spur is 8km the wrong way so a very slow route if you want to do Ballbriggan Airport Dublin its out as is Dublin Belfast via Airport as it adds 16km to the journey

Our tunnel option plus the loop back towards Rush and Lusk would be ballpark 2 billion, but its direct and avoids the need to grade separate Howth Junction, dig up Killester Donabate, avoids Malahide Esturary and provides a new service from north of the Airport. Best of all in distance terms its 2-3km extra at most but without the curves or traffic of the existing route so you can fly along at full speed. All Ballbriggan/Drogheda/Dundalk/Belfast would divert via tunnel. DART from Rush and Lusk on existing route. P&R and interchange at Rush and Lusk

Ignoring the complexities in isolation the spur doesn't work you need 4 track and interconnector and if you are going to go that far you might as well get the full package

ThomasJ

03-05-2011, 14:15

Has anyone got access to ies initial plans for the DART dating back to 1991?

is it available online?

ThomasJ

03-05-2011, 14:23

What about revisiting the maynooth line option? The spur would have been just after phoenix park?

Mark Gleeson

03-05-2011, 14:34

File and materials in Members area ------>

eugene

03-05-2011, 15:13

If I remember rightly, the original spur was to be have been though the Pelletstown/Royal Canal Park development, then would of looping round Finglas/Ballymun before heading to the Airport..

dowlingm

03-05-2011, 15:26

What about terminal capacity at Connolly?

comcor

03-05-2011, 15:47

Presumably, this would be in association with the Interconnector, so the trains would use it to get to Heuston and beyond.

Having a single connection from Heuston to the Airport is IMO a positive move.

There may have to be some thought given to how to connect the Sligo and Belfast lines though (Rosslare could connect at Pearse or possibly even have direct services).

I guess Sligo trains could run through to Pearse (or it could make an argument for Rosslare-Sligo direct.

Dundalk and Drogheda passengers could connect at Howth Junction. It would be questionable whether the numbers on services from the North could justify stopping Belfast InterCities there.

dowlingm

03-05-2011, 16:25

Has anyone costed an express route from Donabate to Drogheda for Enterprise/express suburban/Tara to avoid 4-tracking Donabate-Balbriggan? The right time for this was during M1 land take but we couldn't have road and rail sharing infrastructure... :rolleyes:

I'm a bit concerned about the Clontarf GC-M50 route - property values are depressed enough so I imagine the locals won't be thrilled at the possibility of a TBM putting cracks in their foundations, given the lack of a nearby arterial to run under.

@comcor - if BXD happens Interconnector is dead, and the article above makes no reference to Heuston.

eugene

04-05-2011, 13:58

But seriously, if the RUI suggestion is taken on board, is all the design work for Metro North redundant? How long would it take then to design the new tunnel and then enquiries and EIS documents, just like the whole process for the Dart Underground.. what 10 years wasted with Metro North? Unbelievable, what a country

If Metro North is cancelled, will it be replaced like you suggested with buses via the Port Tunnel.. a good compromise if the Dart Underground project is prioritised?

Mark Gleeson

04-05-2011, 15:38

The proposal is not a replacement for metro north but a next step after interconnector to address the Northern line issue and the submission identifies MN and IC as being priorities for completion before this. Cost and planning wise it would take some years but ideally that work would be done when interconnector was being built. Thats why it was sent in under the 2030 vision its clearly not a runner in the current situation. Remember only 25% of metro north business is Dublin Airport so its not a replacement there is a need for some form of north south link

There would be a huge amount of reusability in design and equipment terms as you would reuse the TBM and general station design already paid for elsewhere

The professional view on the DART spur is its a not a runner on its own. The general view on DART to airport is to lash down a tunnel from the city to the airport. Until now no one has actually put a pen to paper and to propose and reason out a route. We simply picked Killester on the basis of space available and it would allow a multitude of options as in Connolly or IC and it avoids going under the Port Tunnel as well

Colm Moore

05-05-2011, 20:08

But seriously, if the RUI suggestion is taken on board, is all the design work for Metro North redundant?MN would still serve all the stations from St. Stephen's to Ballymun - that is lots of people who currently don't have a rail service.

comcor

05-05-2011, 21:29

MN would still serve all the stations from St. Stephen's to Ballymun - that is lots of people who currently don't have a rail service.

Not really though, is it?

For one thing, the Sligo line already serves a good portion of the area.

Also, the population would be lower than on a line that ran from Kent Station through Cork City Centre onto UCC (13,000 students) and CIT (17,000 students) to Ballincollig, but that's not even being considered for a tramway.

The line only makes sense if it connects up Dublin Airport and Swords, but if there's a cheaper way of doing that.

markpb

06-05-2011, 08:03

For one thing, the Sligo line already serves a good portion of the area.

How are you comparing Metro North with a suburban commuter line? They don't serve the same areas (except for Drumcondra) and they don't serve the same functions.

Also, the population would be lower than on a line that ran from Kent Station through Cork City Centre onto UCC (13,000 students) and CIT (17,000 students) to Ballincollig, but that's not even being considered for a tramway.

Are you saying that the population of Dublin city centre and Dublin north central is less than the population of Cork and Ballincollig (which between them have a residential populations of less than 150,000)? I seriously doubt that.

comcor

06-05-2011, 09:06

Greater Cork area has a population of 190,000 according to the CSO (and I'm not sure if that figire includes Ballincollig, but we'll say for argument that it does).

My point is that if you take out Swords and the airport, the population along a line that has a route like that is greater (as is the number of students at third level institutions) than the route between Glasnevin and Ballymun.

From Drumcondra south, there is the Sligo line, the LUAS and no great walk to get to the DART.

Swords and the airport get a service under the alternative proposals anyway.

BTW I'm not claiming that a line along that route should be built in Cork, just using it to illustrate that possibly the argument for it in terms of transport on the northside of Dublin isn't as financially strong as some may believe.

Alan French

09-05-2011, 14:58

If I remember right, one of the earlier reports (about 2000) proposed a railway from Broombridge to the airport, using the free space in the middle of Finglas. This could then continue to Swords. The same report also proposed a tramline via Drumcondra and Ballymun, to link up with this line.

If the aim is to serve the airport as cheaply as possible using branches off the existing lines, this is probably better than a line from Clongriffin. It's not ideal, of course. Because of capacity problems, the trains would probably have to go from Docklands. The junction at Broombridge would be quite complicated.

Of course, I'm still backing Metro North, and I only mention this because if it's a case of "back to the drawing board", this line is an option.

It's strange how changeable public opinion is. In 1994, when the Luas was first proposed, a line to Ballymun was mentioned. No one particularly thought about the airport. Nowadays many people's only concern is about linking the airport - never mind if the other suburbs aren't served! People ask me why they need to go to the expense of tunnelling under north Dublin, when they could easily build a spur from Clongriffin. I reply that it is part of a plan to provide rail or tram links to as many suburbs as possible, not just to link the airport with the city centre.

By the way, I'd have no problem with a tram link from Cork to Ballincollig.

Thomas J Stamp

09-05-2011, 15:30

How are you comparing Metro North with a suburban commuter line? They don't serve the same areas (except for Drumcondra) and they don't serve the same functions.

Ballymun and inwards is only four miles out, and has plenty of high frequency bus services and also bus lanes. For Metro to be only from Stephens Green to Ballymun makes no sense to me, esp if they pull the mater project out to Newlands. MN without Mater/Airport/Swords is a bit lame.

dowlingm

10-05-2011, 17:55

You have to ask yourself with DUB pax numbers imploding how much passenger traffic there is to get. Stansted Express is one of the best known airport rail projects yet they are only now trying to get 40% numbers across ALL public trans modes. Airport workers often work unsocial hours when PT is poor anyway.

sean

10-05-2011, 18:34

Thing about the Airport Spur on its own is that - unlike commuting, which has very distinct pattern and is the bulk of service use - the airport operates around the clock. So you would get more "bums on seats" on the less used off-peak trains, though the service might be of limited use during the commuter peak.

However, given the condition of the Northern Line, adding an M1 Park and Ride to it should be opposed at this time.

Mark Gleeson

10-05-2011, 20:45

The math suggests that a double decker bus every 10 minutes would be more than sufficient to meet the demand between Airport and City

The spur is no good for anyone who works at the airport which is very large number, they mostly live in Swords and Blanchardstown

dowlingm

11-05-2011, 16:17

@sean - you're right about airport spur being unique travel patterns - they also have luggage which will be hard to deal with on commuter-fit high density carriages.

Colm Moore

13-05-2011, 20:35

@sean - you're right about airport spur being unique travel patterns - they also have luggage which will be hard to deal with on commuter-fit high density carriages.Metro North will have a small luggage area, possible in the centre of the train.

Remember that while 150 people might get off the plane at the same time, that immigration, luggage collection, customs and general delays means that they will be spread out when they arrive at the station and will board different trains. Also, many people these days travel with only modest luggage (although some could be be smuggling a small car in their out-sized luggage). :)

Jack O'Neill

19-06-2011, 18:56

Article in Irish Independent
Saturday June 18 2011

A MAJOR local authority has criticised a plan to extend the DART line to Dublin Airport instead of building the Metro North light-rail system.

Fingal County Manager David O'Connor claimed the low-cost DART spur would offer "little benefit" to the people of north Dublin, would not serve airport workers, would not be able to compete with buses and would result in fewer DART links to other stations.

His comments follow on the Irish Independent's recent disclosure that the €2.5bn Metro North project was to be shelved in favour of the DART plan.

Funding

The Government ordered Iarnrod Eireann to update the 1991 plan to build a 6.5km spur to the airport, from just beyond Clongriffin DART Station, with the cost estimated at €300m.

The move came amid concerns about funding Metro North which was to link St Stephen's Green to Swords via the airport.

In a report to councillors, Mr O'Connor said the Metro would help to develop north Dublin, lead to the creation of 25,000 jobs and reduce road traffic.

The DART, he claimed, would not help deliver any of the inward investment planned for Fingal, and DART customers would be "detrimentally affected" because trains would have to be taken off the Howth/Malahide lines to serve the airport.

"Dublin Airport accounts for around 20pc of the total patronage on Metro North, or six million passengers per year. Roughly half are workers in airport-related activities who live along the Metro North route. The DART spur would not serve any of these workers.''

And the DART spur was unlikely to be even competitive with the Aircoach service in terms of journey time, he warned.

Inniskeen

19-06-2011, 21:27

Jamie2k9

16-07-2011, 12:28

http://www.independent.ie/national-news/dart-airport-link-cost-cut-to-euro200m-2823282.html

shweeney

18-07-2011, 09:08

http://www.independent.ie/national-news/dart-airport-link-cost-cut-to-euro200m-2823282.html

"only €200m" - how many SNAs (for example) would that employ. To build a slow rail link to an airport already well served by public transport.

Mark Gleeson

18-07-2011, 10:23

The latest proposal appears to suggest the following

1) A grade separated junction north of Clongriffin
2) Use of all 4 platforms at Clongriffin
3) A twin track line under the 10/28 runway to a location close to the short stay car park at Terminal 1
4) A 4 coach train every 15 minutes to Pearse in addition to existing DART services (6 sets = 24 coaches)

That would be possible within the current stock availability and provide extra capacity on the northside.

It would mean 10 of the 20 slots per hour are gone (4/3/3) which leaves 8 really as you always leave 2 slots spare, but non DART trains need 2.5 slots it doesn't look good unless you wedge the commuter trains through in pairs (3.5 slots)

On the upside the proposal only further pushes the DART underground as the solution. I could still see Swords and Blanachardstown getting a metro/luas to the Airport

Inniskeen

19-07-2011, 00:00

Colm Moore

19-07-2011, 17:25

Why would you route the line under runway 10/28, surely the line would approach the airport from the east ?I think he means under the approach to runway 10/28.

Mark Gleeson

19-07-2011, 20:26

My bad flightpath for the runway not runway

The runaway 10/28 flightpath runs at almost a 90 degree angle to the railway line, an airport branch would leave north of Clongriffin and turn towards the Airport. If you draw a line from the end of the main runway to the approach fix off the coast it passes just south of Portmarnock

Due to planning, noise and safety rules you can't build housing near the flightpath, but you are allowed build a railway. Land is therefore cheap and not currently in use. There are also very few roads to cross

We have access to Irish Rail's airport link proposals for both the Western and Eastern approaches so this has been thought out for sometime

The previous plans assumed a 300-350 million cost, but even at that price the financial numbers were positive so at 200 million its a bargain deal. It is also profitable and leverages existing infrastructure with minimal disruption to all

Inniskeen

19-07-2011, 23:58

Ok I understand what you are saying about the approach to runway 28 and certainly a quick perusal of google earth shows a relatively unobstructed corridor from Clongriffin to the airport.

As any regular user of the Belfast line will tell you, Irish Rail have great difficulty in getting an Enterprise or commuter service to Malahide without conflicting with a DART sevice, even at off peak times with only 4 DART trains per hour per direction. It is not uncommon for commuter services to take almost 30 minutes to travel the 11.5 miles from Connolly to Donabate. Additional DART services will only make matters worse. If an airport link is provided from Clongriffin it will result in a further loss of competitiveness and relevance for Enterprise and longer distance commuter services.

The route via Clongriffin is circuituous and the proposed journey time of 25 minutes (from Connolly ?) to the airport is hardly especially attractive being well within the capability of a bus service from the city centre via the port tunnel.

For this proposal (or the interconnector for that matter) to work additional tracks are required north of Connolly. Twenty trains per hour per direction on a mixed traffic double track railway is a fantasy that can only be achieved if every train travels at the same speed as the slowest service.

markpb

20-07-2011, 08:52

The runaway 10/28 flightpath runs at almost a 90 degree angle to the railway line, an airport branch would leave north of Clongriffin and turn towards the Airport. If you draw a line from the end of the main runway to the approach fix off the coast it passes just south of Portmarnock

Do you have any idea where or what type of station is being planned? Assuming the line comes in south of the long term car parks between the M1 and the R132, it leaves the station blocked by the freight and office buildings and a long way from the terminals. Are they considering some kind of underground station and associated tunnel? I doubt for €200m that they are but I can't see many useful alternatives.

Also, I assume they'll have to go under the M1 somehow. Do you know how they plan on achieving that?

The route via Clongriffin is circuituous and the proposed journey time of 25 minutes (from Connolly ?) to the airport is hardly especially attractive being well within the capability of a bus service from the city centre via the port tunnel.

Even if the train is slightly slower than the bus, it will still attract a lot of passengers simply because most people prefer trains to buses, even if it's unfounded.

Jack O'Neill

25-07-2011, 09:03

Sunday Independent July 24 2011 Article...

Metro North will not proceed and is "no longer viable" given its huge cost, according to a number of senior government sources.

While officially no decision has been taken, several senior government sources have said that in light of "significant cuts" to capital spending, the €5bn pet project of former Transport Minister Noel Dempsey is not viable.

Speaking to this newspaper yesterday, Finance Minister Michael Noonan confirmed that December's Budget would contain significant cuts to both current and capital spending, but was keen to stress that no decision had been taken on this specific project.

A full review of the capital spending programme is under way and will be completed in September, after which a decision will be made on which of the four projects -- Metro North, Dart underground, Dart airport and link-up of the two Luas lines -- will go ahead.

"No decision has been taken, all of these things will be decided once the Comprehensive Spending Review is completed, but there will be significant cuts on the capital spending side in the Budget," Mr Noonan said.

His colleague and the line minister in charge, Transport Minister Leo Varadkar, also insisted last week that no final decision had been made, but there was a growing acceptance at senior government level that Metro North would not proceed.

"Clearly there is no hope of this thing going ahead. Just watch this space, the review will come out and Metro North will be gone. We simply can't afford it and we don't need it. They will find another way to link the airport by rail, either by Luas or by Dart," said a senior government source.

"No final decision will be made until the National Development Plan is published in September. All the projects on the table have a lot of merit but the key issue will be affordability," Mr Varadkar told the Sunday Independent.

In recent weeks, the Government has sought a cost outline from Irish Rail for a link-up to the airport by Dart.

It has also emerged that construction of a new Dart line to Dublin Airport will cost just €200m, less than a tenth of the cost of Metro North.

Irish Rail has told Mr Varadkar that the cost of building the 6.5-km Dart spur from Clongriffin to the airport would be significantly lower than expected because of falling land prices and lower construction costs. The new line could be operational within four years.

The lower cost and rapid delivery of a high-speed rail link from the airport to the city means the project is more likely to be approved by the Government.

"Initial indications are that the cost of the 6.5-km rail link from the airport to Clongriffin, which would provide direct Dart services between the airport and the city centre, will come in significantly lower than previously estimated, in the region of €200m in total."

Up to 2,000 jobs will be created if the project is approved.

weehamster

25-07-2011, 09:56

I'm getting tired of the Indo's Anti-Metro North campaign. :mad: Oh the "sources" said it, so it must be so.

Mark Gleeson

25-07-2011, 18:49

It hasn't been cancelled.

The RPA told us straight to our face this afternoon that nothing has changed

Now Metro West on the other hand.....

comcor

26-07-2011, 11:32

If there was a DART spur into the airport and onto Swords, I reckon it would be more of a pity to see Metro West scrapped than Metro North.

Now, if it was built, I'd change the end points. Howth on the Northside, removing the DART from Howth and helping with capacity problems on the Northern line. And on the Southside to continue to link to the LUAS Green line and UCD and possibly onto the DART.

Jack O'Neill

01-08-2011, 12:22

Sir,

I wish to address some of the points made by John Stafford in relation to the Metro North project (July 29th).
The fact is that the National Transport Authority is absolutely right to continue to stress the importance of the Metro North and DART Underground projects as the only lasting solution to Dublin’s traffic congestion problems.
Congestion is one of the main urban transportation problems faced by almost all cities and incurs significant costs in terms of wasted time, wasted fuel, lost productivity and high accident rates.
In its report Smarter Cities for Smarter Growth, IBM estimated the annual cost of Dublin city’s traffic congestion to be €4 billion in 2008. Congestion also makes Dublin less attractive for vital inward investment.
The business case for Metro North, which has been independently audited, demonstrates it delivers a net benefit to the Irish economy of well over €1 billion per annum.
Mr Stafford dismisses the passenger forecast as “a mere 34 million”. In fact, this level of patronage will make Metro North the busiest railway line in Ireland by some margin, outstripping the existing hugely successful Luas and DART lines. One only has to look at the destinations being served to understand the importance of Metro North: the high density population centres at Swords, Ballymun and Northwood; four major hospitals; two universities; Croke Park and the retail and business districts in the heart of Dublin’s city centre as well as Dublin airport.
These are all major destinations which generate high levels of transport demand.
Mr Stafford assumes the fares will be set at a high level in order to repay the cost of building the project. This is not the case, and fares on Metro will be similar to those on the rest of the public transport network. – Yours, etc,
TOM MANNING,
Public Relations Manager,
Railway Procurement Agency,
Parkgate Business Centre,
Parkgate Street, Dublin 8.

Jack O'Neill

09-08-2011, 14:18

3 more articles in Saturday's Irish Indo - to be fair the reporting was...

1 - Imbalanced
2 - Unbalanced
3 - Nonbalanced

http://www.independent.ie/national-news/end-of-line-for-metro-as-euro25m-of-property-rented-out-2841519.html

http://www.independent.ie/national-news/project-first-mooted-in-2001-report-2841505.html

http://www.independent.ie/national-news/the-millions-already-spent-2841516.html

Mark Gleeson

09-08-2011, 15:16

Add inaccurate as well

Thomas Ralph

09-08-2011, 18:10

Ever since I was in the Indo, I've never read it or taken any account of anything in it.

Jack O'Neill

12-08-2011, 08:32

Article Irish Times Today -

http://www.irishtimes.com/newspaper/ireland/2011/0812/1224302301839.html

FRANK McDONALD, Environment Editor

METRO NORTH and Dart Underground are to be dropped by the Government next month following a comprehensive review by Minister for Transport Leo Varadkar of “big ticket” transport projects.

According to well-placed sources, the two schemes will be “deferred” indefinitely on the basis that neither can be funded in the current climate, even under public-private partnership (PPP) arrangements.

Even though construction costs are considerably lower than they were during the boom and estimates for Metro North were a closely guarded secret, it is believed the scheme would cost at least €3 billion.

Given that Dart Underground – billed as the “missing link” that would transform Dublin’s disparate suburban rail services into a network – was likely to cost €2 billion, the combined total would be €5 billion-plus.

For political reasons, the term “deferred” will be used, rather than “abandoned” or “cancelled”, with Mr Varadkar holding out hope that both could be built when economic conditions improve.

CIÉ’s proposal for a rail spur to Dublin airport from the Dart line at Clongriffin in north Dublin is also widely seen as a non-runner. “It’s a daft idea and the cost would be enormous,” one source said.

But the Railway Procurement Agency (RPA) is optimistic that the Government will go ahead with plans for a city centre link between the existing Luas lines, with a spur to Broombridge on the Maynooth line.

The link, known as Luas Line BXD, has already been the subject of an oral hearing by An Bord Pleanála and the board’s approval for a railway order to facilitate its construction could be issued as early as next month.

It would run from St Stephen’s Green via Dawson Street, Nassau Street, lower Grafton Street, College Green, Westmoreland Street, O’Connell Street and then on to Broombridge on a currently disused rail line.

The line would be split in the city centre, with southbound trams running via Marlborough Street across a new bridge to Hawkins Street and College Street before rejoining the main route in College Green.

“If there are no further cutbacks, BXD would fit within the reduced capital spending envelope for transport projects, primarily because of its affordability,” an RPA source told The Irish Times yesterday.

“The Government is keen to stimulate the engineering sector and BXD could be done from its own resources. But the bigger capital projects [Metro North and Dart Underground] will have to be deferred,” he said.

Another source said PPP projects for the metro and Dart schemes would involve “crazy money” to service the debt. Interest rates would be “prohibitive”, especially with the financial markets in turmoil now.

This is recognised by the final two bidders for the Metro North PPP, the Celtic Metro Group, which includes Mitsui and Barclays Private Equity, and Metro Express, which includes Bombardier and Macquarie.

RPA chief executive Frank Allen, whose term of office was due to end this month, has had his contract extended for a further year, pending the agency’s proposed merger with the National Roads Authority.

The RPA has spent nearly €200 million on preparatory work for Metro North, which would run from St Stephen’s Green to Swords, via Dublin airport. The project was finally approved by An Bord Pleanála last October

eugene

12-08-2011, 09:43

Inniskeen

12-08-2011, 12:48

Jesus.. what a great county. Lets bail out the bankers and builders but no proper transport network for Dublin and this plan goes back in different forms to the original DART plan of the 1970s.

If this doesn't get build, I'm leaving the country. And everyone's going to vote for Gaybo.. what a place..

At least they seem to have seen through the farcical Clongriffin to Dublin Airport proposal.

Going ahead with BXD and onwards might well be the right decision given the strong LUAS performance to date.

eugene

12-08-2011, 13:10

ThomasJ

12-08-2011, 13:35

Yes that is true of course, minimum link up the Luas links and extend to Broombridge

If the worse comes to the worse, at least resignal the Maynooth Line fully, remove level crossings and build the new stations required..

100% agreement, pelletstown should be done as soon as possible!

I have the feeling we are going to see a Maynooth line DART service once the resignalling/level crossings aspect is done, helped by the City Centre resignalling, the "clockface" DART tidy-up introduced last year coupled with the tidy-up of Maynooth/M3 services expected later this year, more because of efficiency rather than service improvement, who knows!.......

eugene

12-08-2011, 14:26

I live in hope.. even the DARTification of the line with new rolling stock and a depot in Maynooth would be the best fallback scenario..

Mark Gleeson

12-08-2011, 15:31

The games have started it appears http://www.irishrail.ie/news_centre/news.asp?action=view&news_id=1180

ThomasJ

12-08-2011, 15:35

Does anyone else find it incredibly bizarre that there will be 3 DART lines (if this suggestion was to proceed) operating to Northside areas that are so close to each other?

http://www.irishrail.ie/news_centre/news.asp?action=view&news_id=1180

map: http://www.irishrail.ie/images/upload/news/Dublin_Network_with_Airport_link.pdf

ThomasJ

12-08-2011, 16:42

Two important parts to note on why the DU/Maynooth/Northern line electrification and Metro North was

http://www.communityvoice.ie/pages/CV164/CV164n12.htm

Dublin 15 now officially comprises over 100,000 residents according to preliminary results from the 2011 Census of Population.

An analysis of the initial results prepared by Fingal Development Board shows that the population of Blanchardstown grew by 10% since the last census and now stands at 100,894 people making it the biggest single suburb in the Greater Dublin Area and larger than most other cities and towns in the state.

The county population of Fingal has now reached 273,051, an additional 33,059 people since the 2006 Census. This figure represents an increase of 13.8% - almost double the national growth rate of 8.1%.

Commenting on the growth of the county in the past five years, Fingal county manager David O’Connor said “the figures demonstrate the need for the provision of adequate infrastructure and services to support this population increase across all state agencies.

With fewer resources available to the council, it requires a smarter and targeted approach to addressing the needs.”

comcor

12-08-2011, 17:05

The games have started it appears http://www.irishrail.ie/news_centre/news.asp?action=view&news_id=1180

The thing is, the DART Airport spur doesn't make sense without DART Underground.

Between the capacity problems at Connolly and it's failure to integrate with LUAS Green Line and Heuston InterCity, it loses almost every advantage it has.

Jamie2k9

12-08-2011, 17:48

From Marks Link:

The service: A frequent, regular interval DART service in both directions from 05.00hrs to 01.00hrs, running from Airport to Bray/Greystones, serving all stations. Airport to city centre journey time of 25 minutes.

Flights start at DUB between 5.30 - 6.00 and arrive up to 02.00. (some after that).

Dart needs to start at 03.45 (every 25-30 mins until 5.00) and it should run until 02.00 at least in summer.

Personally it should be 24 hours, train every 30 - 45 mins between Midnight - 5.00am.

6.00 - 7.00 is the bussiest time of the day at the airport and with a DART not starting until 5.00 nobody travling between 6.00 - 7.00 can use the service.

Colm Moore

12-08-2011, 17:50

http://www.communityvoice.ie/pages/CV164/CV164n12.htmCommenting on the growth of the county in the past five years, Fingal county manager David O’Connor ... ... and RPA board member.

http://www.rpa.ie/en/rpa/about/Pages/boardmembers.aspx

Mark Gleeson

12-08-2011, 18:20

From Marks Link:

Flights start at DUB between 5.30 - 6.00 and arrive up to 02.00. (some after that).

Dart needs to start at 03.45 (every 25-30 mins until 5.00) and it should run until 02.00 at least in summer.

Personally it should be 24 hours, train every 30 - 45 mins between Midnight - 5.00am.

6.00 - 7.00 is the bussiest time of the day at the airport and with a DART not starting until 5.00 nobody travling between 6.00 - 7.00 can use the service.The draft schedule has longer opening hours than the comparable Heathrow Express in London. It is still a dream

outtotime

01-09-2011, 09:28

Oh God, this is typical of the Irish Government. After all the planning, discussion and promises they just shelve it. I thought they had already started the work on the Metro line. I definitely thought they would go ahead and build it no matter what, even if meant borrowing heavily to fund it. Oh well I suppose I should have expected they would deal (http://www.groupon.ie/deals/east-coast-and-midlands/lostinireland/361115) with it in this way. Basically go with a cheaper, worse solution that seems to resolve the problem in the short term, but really is just a poor excuse for a solution. The metro would have been a really useful service and they kind of service that almost every other country in Europe has to transport people form the airport to the city centre.

Colm Moore

02-09-2011, 16:15

http://www.rte.ie/news/2011/0902/transport.htmlProposed DART link to airport would cost €200m
Updated: 15:29, Friday, 2 September 2011

Iarnród Éireann has submitted a business case for a DART rail link to Dublin Airport to the Minister for Transport.

Iarnród Éireann has submitted a business case for a DART rail link to Dublin Airport to Minister for Transport Leo Varadkar.

The project, costing an estimated €200 million, would deliver direct services to the city centre through the construction of a 7km rail line from Clongriffin to the airport.

The projected journey time is estimated at 25 minutes.

Iarnród Éireann was asked by the Minister for Transport a number of months ago to submit a proposal - the business case was prepared by AECOM and Goodbody Economic Consultants.

The study predicts that such a link to the airport would see the number of passengers travelling by DART increase by more than 50%.

The proposed route from Clongriffin would pass through undeveloped land underneath the flightpath to the airport.

Around 500 jobs a year would be created during the construction of the link.

"Employment in the wider Airport environs is predicted to rise to 20,000 persons and some 38 million air passengers will use the Airport in 2030," according to the submission.

"This economic return is enhanced by the fact that construction of the Link will be largely in green field, thus minimising both the capital costs and the disruption during the construction phase."

Iarnród Éireann spokesperson Barry Kenny said there is a strong case for the project in terms of the tourism, environmental and business benefits.

Minister Varadkar has already said only one major transport project is likely to get the go-ahead.

Colm Moore

03-09-2011, 18:38

http://www.rte.ie/news/2011/0902/transport.htmlUncertainty over Dublin transport projects
Updated: 21:59, Friday, 2 September 2011

Transport Minister Leo Varadkar said the country is in receivership and it is by no means certain that any of the major transport projects for Dublin will be built in the next five years.

Minister for Transport Leo Varadkar said the country is in receivership and it is by no means certain that any of the major transport projects for Dublin will be built in the next five years.

He said the Government is considering the different transport options for the capital - including Metro North, DART Underground, the Luas Connector, and the DART link to Dublin Airport.

He says each is being assessed on affordability grounds, on the transport and economic benefit it would have for the city, and how many jobs it would create and hopes that one of the projects can be funded.

The Government will publish a new National Development Plan in the coming weeks, which will clarify which infrastructural projects will go ahead.

Iarnród Éireann has submitted a business case for a DART rail link to Dublin Airport to Minister Varadkar.

The project, costing an estimated €200 million, would deliver direct services to the city centre through the construction of a 7km rail line from Clongriffin to the airport.

The projected journey time is estimated at 25 minutes.

Iarnród Éireann was asked by the Minister for Transport a number of months ago to submit a proposal - the business case was prepared by AECOM and Goodbody Economic Consultants.

The study predicts that such a link to the airport would see the number of passengers travelling by DART increase by more than 50%.

The proposed route from Clongriffin would pass through undeveloped land underneath the flightpath to the airport.

Around 500 jobs a year would be created during the construction of the link.

"Employment in the wider Airport environs is predicted to rise to 20,000 persons and some 38 million air passengers will use the Airport in 2030," according to the submission.

"This economic return is enhanced by the fact that construction of the Link will be largely in green field, thus minimising both the capital costs and the disruption during the construction phase."

Iarnród Éireann spokesperson Barry Kenny said there is a strong case for the project in terms of the tourism, environmental and business benefits.

Colm Moore

30-09-2011, 04:34

http://www.irishtimes.com/newspaper/ireland/2011/0930/1224305001673.htmlNo funds for Metro North plan
MICHAEL O'REGAN

MINISTER FOR Transport Leo Varadkar cast doubts on the Government giving the go-ahead to the Dublin Metro North rail project during its term in office.

He said it was a good project and would benefit his Dublin West constituency enormously.

“I would love to be able to deliver it to my constituents during my term in office, but it is the most expensive project by a mile and requires both private and public finances, neither of which are available, apparently, although this may change,” he added.

Mr Varadkar said the Government would not do anything to prevent Metro North, the Dart underground and the Luas BXD line going ahead in the future.

“If it is not possible for all, or any, of those projects to proceed during the term of this Government, we will ensure they get to the end-of-railway stage and have planning permission so that they will be shovel-ready when it is possible to proceed,’’ he added.

Dessie Ellis (SF) said Metro North had so far cost €150 million. He said the Government was talking about raising €5 billion, some of which would go towards job creation.

“I am not necessarily saying I agree with the selling off of State assets, because I do not, but I believe this project would deliver a lot of jobs,” he added.

Mr Varadkar said he had previously expressed the view that he would favour the sale of State assets if the money could be reinvested in the economy.

dowlingm

01-10-2011, 16:43

If Dessie Ellis is worried about jobs from Metro North, we should not use TBMs but rather navvies.

Jack O'Neill

05-10-2011, 14:38

on RTE news website...

Metro North has been given the go-ahead by An Bord Pleanála despite doubts about the future of the project

Metro North has been given the final go-ahead despite doubts about the future of the project.

The Rail Procurement Agency was given permission for a 16.5-km track from St Stephen's Green to Swords last October.

But An Bord Pleanála had shortened the proposed route and asked that the rail depot be moved from Belinstown north of Swords to Dardistown south of Dublin Airport.

Today the board approved revised plans which would also involve permission for acquisition of lands.

Two plots are occupied by sports clubs Na Fianna and Whitehall Rangers. There is also land owned by Fingal County Council used as an aircraft viewing area and land belonging to the Dublin Airport Authority.

The permission will last for 10 years meaning these lands and others along the route cannot be developed by anyone else in the meantime.

It is reported that Transport Minister Leo Varadkar will announce before the end of the year the postponement of both Metro North and the Underground DART - the combined cost is estimated at €5 billion.

But the Rail Procurement Agency is reported to have already spent €200 million on the Metro project and is now due to select a winning bid to build and operate Metro North from two competing consortiums Celtic Metro and Metro Express.

It is also understood the successful company would be entitled to compensation if the project is deferred.

Mr Varadkar recently announced that the Metro West project would not be going through the planning process.