[article] RPA prefers central Ballymun route for Dublin's metro line north

[Navan Junction]

Irish Times, Tue, Apr 18, 06

The proposed metro line linking Swords and Dublin airport with St Stephen's Green is now likely to run via Ballymun and Glasnevin rather than taking a route to the east or west of this central alignment, writes Frank McDonald, Environment Editor

There is now a strong preference within the Railway Procurement Agency for the central route after positive feedback about it from the public during a round of consultations that started in February.


However, the RPA will be reviewing proposals to run the line on an elevated structure in the middle of Ballymun Road after this emerged as the most contentious issue with the public.

The RPA distributed 100,000 flyers to people in the potential catchment areas, held six "open days" on the three principal route options and received more than 1,000 written submissions from members of the public. An RPA spokesman said all of these responses will be assessed before a final decision is made on the route in July by the project team, after which there will be another round of public consultations on its detailed design.

However, not even ballpark estimates of the cost of Metro North are being released. The RPA's revised "business case" for the line was submitted to Minister for Transport Martin Cullen last year, but it is being kept strictly confidential.

"The Minister is not giving out information, so we can't either," RPA project leader Rory O'Connor said. This includes a cost-benefit analysis which was audited by Goodbody Consultants for the Department of Finance.

Mr O'Connor said there was "massive support" for the metro and "most people see it as the beginning of a commuter network linking up with other services".

However, although the metro line would cross two existing railway lines at the southern end of Glasnevin, he conceded that there would be no direct connection between them - unless the east route, via Drumcondra, was chosen.

The proposed Botanic station on the central alignment would be located at the Smurfit site on Botanic Road. This would be at least 400m from a new Prospect station planned by Iarnród Éireann on the Maynooth commuter line.

Dublin City University would be served by Metro North, with a station south of Collins Avenue. But there is a very long gap - 1.8km - between it and Botanic station. This is more than three times longer than the optimum distance of 500m.

The west route, via Liffey Junction and Broadstone, is likely to be ruled out because it would be 5km longer. However, it would serve the proposed Dublin Institute of Technology's new campus at Broadstone, where there is major development potential.

The most likely location for the airport metro station would be close to the existing main terminal, Mr O'Connor said. An alternative option of locating it at the Great Southern Hotel - remote from the terminal - was put forward to save money. "The Great Southern option avoids having to go underground. It would also be closer to the centre of gravity of where people work at the airport, which we estimate would account for half of the people using the airport metro station."

Metro North's capacity to carry is critically dependent on a huge increase in the density of development along the route it will serve, especially north of the airport.Studies by Fingal County Council suggest the population of Swords could grow from 34,000 to 120,000 over 10 years, developing along the metro corridor.

Mr O'Connor said Metro North will have the same gauge as Luas, although its vehicles would be wider-bodied - 2.65m, as against 2.4m. It would also be "much more like light rail than heavy rail", such as Dart and most metro systems elsewhere.

The big difference is that it would run on segregated track, without crossing road junctions. For example, assuming the central alignment is chosen, it would run either over or under the busy junction of Ballymun Road and Collins Avenue.

Mr O'Connor conceded that Ballymun Road is wide enough to accommodate Metro North on the surface, running along the middle of it. However, it is likely to run on an elevated structure along the main street of Ballymun, now being intensively developed.

The RPA is working closely with Iarnród Éireann on the design of St Stephen's Green underground metro station, to ensure there is no clash with the proposed €1.2 billion rail interconnector between Heuston Station and Spencer Dock.

The centre of Upper O'Connell Street would have to be excavated to create an underground metro station, which would have entrances near the Spire and the Parnell monument.

© The Irish Times

[Thomas J Stamp]

I was going to post a few examples of how the Botanic/Prospect/Bus interchange situation would be a disaster, even typed them in, felt so depressed about it I deleted it. This is sooooo stupid.

I suppose they are "line of sight" of each other, which appears to be the accepted IE mode of interconectivity.

[James Shields]

Not much mention of integration with the Red line either - but an enterance close to the Spire is an improvement. Still, nobody seems to acknowledge that trekking down O'Connell St with suitcases after a long and tiring flight is going to be an issue.

But we have to stomp our feed over the Prospect issue. Where exactly is the proposed Prospect station? Is it Glasnevin Junction or somewhere else? Why can't IE and RPA work as closely on that as they claim to be doing on Stephen's Green? This could be a major interchange not just for Maynooth line users, but also for passengers from the Dun Laoghaire/Bray/Greystones direction.

[Mark]

I think its on the site of the old Glasnevin Station. Would make sense anyway. I think in the future the sensible thing for any would be intercity station bound luggage lugger would be to change at either Drumcondra for Connolly or St. Stephen's Green for Heuston. The red line will be handy in the interim tho.

DCC could be set to scupper some city centre plans tho.

[philip]

The proposed propsect station is at teh old Smurfit Factory. I genuinely believe that it's dead and buried and the RPA are moving towards the hybrid Drumcondra/central route.

[Mark]

I think he was talking about the IE 'Prospect' Station.

[Thomas J Stamp]

IE's Prospect station would be somewhere from Binns Bridge back to what we tend to call Glasnevin Junction whilst Botanic Station for Metro would be on Botanic Road, which is where Smurfits is. There is a big gap. As far as I know Glasnevin Station was where the Porterhouse North and the Lawn Tennis Club are now located, ie, on the Drumcondra side of the bridge.

Now you can see why its depressing, but typical. Each camp wishes to keep its own turf for itself.

[Mark Gleeson]

The original station in Glasnevin is the only site and it is the tennis court, the Des Kelly side looks promising to the untrained eye but when I did a site visit all kinds of serious issues cropped up. Put simply its impossible based on established signaling practice and rules

There are conflicting reports about this Prospect station, its not on any IE map nor do I have a costing for it in the DRP numbers, its wishful thinking

[Mark]

Mark Gleeson is right. There are no plans for a station there at the moment. Anything that crops up is talk and ideally what CIE/IE are saying to any local businesses, campaigners and or developers is, you want a station there, you pay for it.

Considering the new Phibsborough SC, OPW setting out their stall at Mountjoy and Bohs talking of upping sticks and moving to Blanch I think a developer funded station is a possibility there.

Cant see it coming from the exchequer though without massive local influence.

[James Shields]

I have to say I think integration is more important than the route itself. If the only way to get an integrated station is at Drumcondra, I think that would be sufficient reason to back either an eastern route, or a hybred east/central route.

[Kevin K Kelehan]

I agree as we are talking about a new underground line which by its definition has much greater flexibility in its route options than any surface route.