DART Tunnel/Interconnector

[Derek Wheeler]

Just keeping it in the news and maybe introducing it to some new people throughout Dublin in a non-technical and easy to understand fashion.

Original article is here http://www.informer.ie/article007.html?&tx_ttnews[tt_news]=236&tx_ttnews[backPid]=12&cHash=214febff6a with graphics and usual "doubt" as expressed by Derek.

From the Dublin Informer.

Dublin's vitally important rail project

By Derek Wheeler

Another new station opened on Dublin’s rail network recently. Phoenix Park station, located on the Navan road, was funded and built by the developer in order to provide public transport facilities to the homes being developed on the old Phoenix Park racecourse site.

This is now an established trend in Dublin since the Adamstown development near Lucan became the first such example of providing train stations on adjacent lines. A similar plan is in place on the northern line near Baldoyle.

Struggling efficiency
At first glance the provision of these new stations appears to make absolute sense and is a far cry from the irresponsible development of the past. However on closer inspection these new stations have the potential to further curtail the already struggling efficiency of the lines they serve.

When the Phoenix Park station opened, commuters on the Maynooth line immediately expressed concerns about the existing overcrowding and unreliability of the line. These points were even accepted by the Minister for Transport, Noel Dempsey, who has promised longer trains for the route. But this is only part of what is required right across the Dublin commuter rail network. Building new stations and providing longer trains solves a small part of the problem. Adding additional train services to the network is the real solution.
But this cannot be done in any meaningful fashion until an important project is built. It’s a project that hasn’t received much publicity and one that has been the subject of various campaigns since 2004. Irish Rail calls it the “Interconnector”. It sounds like something from a sci-fi movie so I’ll simplify it and explain it in terms that we can all understand.

The Interconnector is a rail tunnel that would run from Heuston station to Docklands and connect the rail lines at Heuston with the rail lines running out of Connolly station. Of course, the Phoenix Park Tunnel route does something similar and I outlined its potential in a previous issue.

Potential to redefine
However, this new tunnel has the potential to completely redefine how Dublin’s commuter trains operate. The tunnel would be electrified and carry DART trains. This would mean that the vast majority of the commuter network would also be electrified. The proposed services are as follows. A DART service would operate from Hazlehatch/Celbridge to Balbriggan, serving Heuston, Pearse, Docklands and most stations on the existing northern line.

The Maynooth line would also have a DART service serving all current stations to Connolly and then onto Bray/Greystones. With this tunnel in place more capacity (that’s space for more trains to you and I) could be provided and other commuter services could be vastly improved. Further benefits include superior methods of integration with other public transport modes. It’s not an exaggeration to suggest that without this tunnel being built, Dublin’s rail network will grind to an unmerciful halt at some point in the not-to-distant future.

This new DART tunnel is included in the Government's Transport 21 programme of investment with an estimated completion date of 2015. Some commentators such as passenger representation bodies have expressed doubt about the Governments commitment to the project. I would be of the same opinion because the Governments performance in terms of public transport projects has been relatively weak and badly planned out.

This tunnel should have been the very first rail project to get the green light from Kildare Street. That’s how important it is. Without it, none of the other rail projects will perform to the best of their ability. It’s also true to say that this project is relevant to a larger area than just the city centre.

Even campaign groups outside the city recognise the potential of this DART tunnel. “It’s the single most important piece of infrastructure in Transport 21. On paper the project looks local to the centre of the city, when in reality it will benefit commuters throughout Leinster,” said a spokesperson from the Navan rail lobby, Meath on Track.

“The extra capacity created by the tunnel will take cars off the road and even benefit areas that aren’t served by rail. It’s a critical piece of national infrastructure”, he added.

Quality of life solution
Rail Users Ireland has campaigned for the tunnel since 2004. According to spokesperson, Thomas Stamp, it’s imperative that it’s built as soon as possible. “Many problems that exist on the Dublin suburban lines can be put down to the fact that we don’t have the DART tunnel in place yet. It’s not just an engineering solution; it’s a quality of life solution for the thousands of rail users throughout the Dublin area. We can’t believe it’s not a more urgent priority”, he said.

The project has gone through a public consultation phase and according to Irish Rail is at the detailed planning and design stage. With dark clouds gathering in terms of the economy many will be holding their breath in relation to this much needed solution.

Whether or not it survives any future cuts in spending is still wide open to debate. If it's not delivered then one thing is irrefutable, commuter rail services in Dublin will be in bigger trouble than they are already.

Further details about the project are available at www.railusers.ie

[Derek Wheeler]

Sounds more exciting than it really is. From RTE.ie

Work begins on underground DART line
Tuesday, 26 February 2008 22:35
Work has begun on a new underground DART tunnel that Irish Rail say will quadruple the number of passengers on its Dublin network.

The company has published a proposed route for the Interconnector line that will run from the docklands to Heuston Station stopping at Pearse Street, St Stephen's Green and Christchurch.

Irish Rail is already building underground facilities at Pearse St, although the Interconnector's first passengers are not expected for seven years.

AdvertisementBut the company says this underground DART project is the most important in the State in terms of encouraging a switch to public transport.

A company spokesman said the line would quadruple Dublin rail passenger journeys to 100m a year.

This is because the line will increase capacity and frequency by linking all the rail services on DART, LUAS, Commuter, Intercity and Metro.

For instance the interconnector will link with the Metro North at St Stephen's Green.

The Christchurch station caused some problems because of its sensitive location, but Irish Rail has decided to locate a subway station near the Civic Offices, which is an area already excavated during the Wood Quay controversy.

This station will also have an entrance from Temple Bar and similarly the St Stephen's Green stop will also be accessed from Kildare St and the Pearse St station will be accessible from Merrion Square.

Irish Rail is applying for a railway order next year, the equivalent of planning permission, and hopes to start tunnel boring by 2011.

The first passengers are expected in 2015.

[Brian Condron]

Just a journo re-hashing some of what was spoken about at the talk this evening.

[Aphfaneire]

Wood quay, isnt that going a bit out of the way, only slightly anyway. I can see how it works for comming into Heuston Rail yard behind platform ten, but to go pearse, stephens green and then turn towards the liffey again is a bit odd, not exactly a connect the dots tour of dublin.

But im happy to hear its on its way.

Also i was not aware that the new pearse entrance was also including underground access to what is most likely an un-designed underground station. The works must be pretty complicated, its not like other viaduct sections in the city as it was origionally a terminal station and must have stronger supports. But from looking at connolly its most likely a maze of arch's that could prove very useful for the planned retail space in the new trinity building that this entrance is in aid of.

[ThomasJ]

From The Irish Times
http://www.ireland.com/newspaper/ire...619480921.html (subscription required)

Plan for 'Dart underground' in Dublin unveiled

IARNRÓD ÉIREANN'S planned underground link between Dublin Docklands and Heuston Station in Dublin would have almost twice the capacity of Metro North, featuring stations at the back and front gates of Dáil Éireann, according to details released by the company yesterday.

In a presentation to the Institution of Engineers in Dublin last night, Iarnród Éireann revealed its "Dart underground" would feature 20 trains per direction per hour delivering a capacity of 70,000 passenger journeys per hour - significantly more than the capacity of Metro North, which envisages 36,000 to 40,000 people per hour.

The company refused to say how much the project would cost yesterday, but when first mooted in 2003 it was costed at €1.3 billion. Sources indicated that it would now be in the region of €2 billion. As such it compares to the construction cost of Metro North. The 5.2km line would link up all rail modes, surface level Dart, Commuter, Intercity, Luas and metro through five stations at Docklands, Pearse St, St Stephen's Green, Christchurch and Heuston Station.

Docklands Station is to be located north of the Liffey with an entrance at Spencer Dock's central square, while the Pearse underground station will have new entrances from the existing station and a new Trinity College development to the east.

Current engineering works at Pearse Station are taking into account the prospect of the new underground line. But work cannot begin on it until a railway order is applied for and granted.

The planned line, running at right angles to the existing railway, will also have an entrance at Merrion Square, adjacent to the back gate to Leinster House.
Adjacent to the front gate of Leinster House on Kildare Street there is to be an entrance to the St Stephen's Green underground station, which is to be the major hub for Dublin's commuter network, sharing a concourse with Metro North and connecting to the Luas. Station entrances will be from the Luas terminus, Grafton Street, St Stephen's Green north, and Kildare Street.

Christchurch underground station would see the area served by rail for the first time, with entrances from Winetavern Street and the centre of the Civic Offices complex. Heuston underground station will be accessed directly from the main front concourse of Heuston Station.

Asked about the twin entrances beside Leinster House, an Iarnród Éireann spokesman said the company "wanted Dart underground to be available to all".
The company said it hopes to apply for a railway order next year and the project is to be completed by 2015. The Dart underground line is to be developed as a twin-bore tunnel at about 30 metres deep, utilising five tunnel boring machines cutting through a predominantly limestone geology.
According to Iarnród Éireann, the interconnector offers the potential for a dramatic change in its services, with commuter capacity rising from the current 33 million per year to about 100 million journeys a year.

Commenting on the project yesterday, chairman of CIÉ Dr John Lynch said it would be "the single most important piece of infrastructure in the State to ensure a modal shift from private to public transport, and free future generations from the gridlock which cripples the greater Dublin area today."
Dr Lynch described the plan as "a central part of the Government's Transport 21 10-year transport investment plan", while Minister for Transport Noel Dempsey said it was "one of the most critical elements of Transport 21".

© 27/02/2008 The Irish Times

[ThomasJ]

In Todays Independent
http://www.independent.ie/national-n...n-1300328.html

City to get its own 'tube' in new plan


By Treacy Hogan Environment Correspondent
Wednesday February 27 2008


It dwarfs the scale and impact of the Port Tunnel.


The €2bn underground Dart through the heart of Dublin city centre will run every three minutes and carry up to 70,000 commuters an hour.

New images showing the scale of what will be one of the biggest ever infrastructure projects in Ireland, due to open in 2015 and comprising two entirely new Dart services, were also released yesterday.

The 5.2km line, an underground tunnel from the Docklands to Heuston station, will increase rail capacity from 33 million passenger journeys annually now to over 100 million.

Dr John Lynch, Iarnrod Eireann and CIE chairman, yesterday described the Dart underground line as "the missing link, not only in our rail infrastructure, but in our transport infrastructure".

"It will be the most critical project under Transport 21 in enabling people to switch from private transport to public transport, and will transform the capacity of the greater Dublin area rail network."

As part of the exciting plans, the northern line Dart services from Balbriggan and Howth will branch off the existing line after Clontarf Road, going underground at Docklands station, where they will connect with the red Luas line.

The Dart interconnector will continue underground to Pearse Station, before connecting with the green Luas and Metro at St Stephen's Green, and proceeding to Heuston. The Dart will go overground to Adamstown and Hazelhatch in Co Kildare.

A second new Dart line will connect Maynooth -- and a massive M3 park and ride at Pace -- to the existing Bray/Greystones Dart line, stopping at Glasnevin and Drumcondra.

Crucially, the new links join all rail modes -- Dart, commuter rail, intecity, Luas and the proposed Metro. A railway order application is being submitted for the project in 2009.

Timetable for underground link
- 2001: Project included in blueprint for integrated greater Dublin transport.

- 2006: Scheme is approved under the massive €34bn Transport 21 package.

- 2007: Public consultation.

- 2008: Detailed site investigations.

- 2008: Iarnrod Eireann will apply for a Railway Order for the project -- equivalent to planning permission.

- 2009: Public hearing into the underground, followed by an inspector's report. The many parts of the project will then be put out to tender.

- 2010: Construction work will begin involving a twin-bore tunnel at 30 metres depth. Some stations will be mined (Christ Church, St Stephen's Green), with others built using 'Cut and cover' methods (Heuston, Docklands).

- 2015: Underground open.

- Treacy Hogan Environment Correspondent

[Mark Hennessy]

I love the comments from the ordinary punters who are well used to pie in the sky promises:

Comments

Can anybody blame them for being skeptical?

[ThomasJ]

But the first comment asks the question is it really needed considering they have Broadstone and old Docklands. Well Broadstone will not be a rail station and I'll reserve judgement on whether docklands will be permanent?

[al2637]

How do you get a frequency of 3mins or less then the Balbriggan -> Kildare line will share the Northern line with non stop commuter and Enterprise services? Won't we still have the 20min+ gaps between services at certain times?

[James Shields]

Until the loop line across the liffey was built in the 1880s, Connolly and Pearse were terminating stations. Imagine how the DART would function if it hadn't been built? Both halves would be useful, but joining them up vastly increases the possibilities. The same is true of the interconnector.

[al2637]

Not disagreeing on the merits of the interconnector, just wondering if anything will be done to try and reduce this problem? With both governments talking about more frequent Dublin-Belfast services, and increased commuter services, how are the DARTs going to feed into the interconnector every 3 minutes?

Will there be a turnback facility at Docklands to stop the problem propogating onto the Kildare line?

[Colm R]

Not wanting to paraphrase Willie O'Dea, because I just don't like the man, but the Northern Line is a victim of its own success.

It travels through one of the most heavily populated areas in the Greater Dublin area. So how can it be fixed. 4 tracking it could be an option, albeit very difficult from Clontarf Road going North.

[Brian Condron]

Originally Posted by al2637

Not disagreeing on the merits of the interconnector, just wondering if anything will be done to try and reduce this problem? With both governments talking about more frequent Dublin-Belfast services, and increased commuter services, how are the DARTs going to feed into the interconnector every 3 minutes??

Quick bit of crayonism here, somebody tell me why this is impossible, but why can't we remove the Belfast trains from Connolly and send them to Heuston. Cut and cover from Heuston through the Phoenix Park, bit of a bored tunnel to the M50, and then surface alongside the M50, interchange at Metropark and then on to the northern line through that supposed "reservation" to connect the airport to the northern line. Maybe even have a junction with the Maynooth line on the way and take the Sligo trains to Heuston as well.

This is a top of my head idea so no slagging my lack of engineering considerations.

[weehamster]

Thats why the DART has to go all the way to Drogheda, not just to Ballbriggan.

This would take away the Drogheda Commuter service Diesel Trains and only leave the Dundalk Commuter and the Belfast Enterprise Diesel Trains to share the Northern Line with the DART.

[dowlingm]

Cut and cover through the Phoenix Park - imagine getting that past Áras an Uachtaráin and the Garda Security/Intelligence folks, never mind the nimbys and the greenies.

Is the Interconnector tunnel still going to be good for bilevel carriages/EMUs? I seem to remember that being the plan.

I assume the Dargan Project issued a release saying it's all doable for 50c and a packet of Smarties?

[James Shields]

Assuming there are 20 slots each way per hour on the Northern line as well as the Interconnector, each Intercity/outer commuter train would probably get two slots (sticking them behind Howth trains to give them an extra cushion). If we assume one Intercity and two commuter trains per hour, that still leaves 14 slots for DARTs.

I'd like to see 3 or 4 tracking at least as far as Howth Junction, and preferably further. From the amount of development that seems to have been allowed to take place close to the tracks, it looks doubtful that IE have any ambition in this direction. For example, recent developments just south of Howth Junction, and beside the northbound platform at Malahide.

[al2637]

Originally Posted by James Shields

Assuming there are 20 slots each way per hour on the Northern line as well as the Interconnector, each Intercity/outer commuter train would probably get two slots (sticking them behind Howth trains to give them an extra cushion). If we assume one Intercity and two commuter trains per hour, that still leaves 14 slots for DARTs..

But if that's the case why don't they implement it today? why is there 20+ minute gaps in service to give the intercity/commuter train headway? Is it just the current signaling system? if so why wait for the interconnector to upgrade?

From my calculations it currently takes 14mins to do the journey from Howth Junction to Connolly (granted, the DART will turn off between Clontarf Road and Connolly.. so we could probably shave a minute or 2 for that)... add in 3 minute headway for the intercity service, +3 minutes for the headway for the train in front and you're give or take 20mins (not accounting for any slack IE want to put in the timetable). Now IE also have a tendency to run intercity and commuter services back to back to minimise the impact, so this would add a further 3-5 mins....

So is the interconnector going to sit idle for 20+mins an hour?

[Derek Wheeler]

Im a big supporter of it and it has to be built. But I still have my doubts. However that said, we need to be realistic about its potential. I recently wrote an article (above) where I reffered to it as being vital. Thats vital in terms of maintaining and growing the existing/planned surburban network. But lets not get carried away on talk of modal shift and the easing of traffic congestion. Its one part of what is needed, albeit in the absence of a coherent plan.

This comment on the Indo forum sums is a bit more realistic than John Lynch bull****.(Thanks to MarkH for the link )

How exactly does this help the already overloaded Dart and suburban rail passengers paying an arm and a leg every day to be hearded into smelly, late, slow trains? How does a line from Docklands to Heuston ease congestion on the M50, M1, M7 or M3? How does one underground line get more than 3 Darts down the existing Dart line during rush hour morning and evening? How does it get the buses on time or the drivers to work or the empty buses off the quays and into use? How does it stop people taking their car into work or driving the kiddies three hundred yards to school and clogging up the main arteries to the city?How does it help the commuters from areas who have NO rail line and have to sit in unmoving single lane traffic beside empty, unallocated bus lanes? How does it reduce the need for the nouveau riche to feel better about themselves by climbing into their SUV's, Mercs and Beemers - one each please - and looking down on the rest of us? One line? Really? Is that all you've got?

The comments on the Indo forum are the kind of reality that RUI sadly missed tapping into. While some of the points can be answered in the positive, much of what is said, is what you hear from joe punter out there. Few believe it will happen. They needed a helping hand in understanding it and the danger politics presents to it. Then they can grasp the importance and demand it of the elected. There's power in numbers. It gives you a mandate. Acting out your railway fantasies from behind your computer in the comfort of your bedroom is a one way ticket to irrelevent. A great opportunity that I began in early 2004 is being buried by the misguided ego of a committee member. Success is in real people and not just media coverage and pet projects.

[Garrett]

Originally Posted by Brian Condron

Quick bit of crayonism here, somebody tell me why this is impossible, but why can't we remove the Belfast trains from Connolly and send them to Heuston. Cut and cover from Heuston through the Phoenix Park, bit of a bored tunnel to the M50, and then surface alongside the M50, interchange at Metropark and then on to the northern line through that supposed "reservation" to connect the airport to the northern line. Maybe even have a junction with the Maynooth line on the way and take the Sligo trains to Heuston as well.

This is a top of my head idea so no slagging my lack of engineering considerations.

Yep, you're completly mad! Just kidding cos I haven't a clue myself but sure I love the aul crayonism anyhows. As Derek says, we have to be wary about acting out railway fantasies from behind our computers in the comfort of our bedrooms.
Having said that, and before anybody thinks that I've finally copped on and have started talkin sense, my bit of crayonism would be to branch the Belfast line off somewhere near Donabate and link to to the metro stop at Lissenhall or Swords - 5 km of pure greenfield - and bingo, you've got a rail link from Dublin Airport to Belfast, and an alternative Dublin city centre to Belfast route via the metro.

First though, build the interconnector.

[Mark Gleeson]

Technical discussion is reserved for the members area, crayonism is of no interest to the normal passenger