Metro North

Re: Metro North

Postby PVC King » Sun May 08, 2011 8:26 pm

I care about living conditions as much as the next man it is shocking to see people promised new homes and then ruthlessly cut at the knee once the PPP fell apart. Dublin City Council would have and rightly so put off standard refits of lifts etc on the assurances of Central Government that new accomodation was to be provided. When you see pictures of hi-vis jackets in Central Dublin measuring for a project that everybody knows is over it does raise the concept of squandering scarce resources on shelved projects.
PVC King
 

Re: Metro North

Postby SeamusOG » Sun May 08, 2011 9:39 pm

I know it's a bit off the metro north topic, but could you direct me to the previous posts you've delivered on the issue of this flats complex in Inchicore. You've a lot of posts, so I'd appreciate if I could go there directly.
SeamusOG
Member
 
Posts: 332
Joined: Fri Sep 23, 2005 1:59 pm

Re: Metro North

Postby PVC King » Sun May 08, 2011 10:52 pm

Seamus as you well know; this is about squandering resources on a project that there is no money to fund; take 3 PPPs St Michaels which I have not previously raised but for which the funding position of DCC has deteriorated; the Tuam Motorway which has been green lighted by planners, government (previous humiliated one) but not capital markets i.e. they can't raise a washer. Take MN it gets green lit by government and the country goes bust, PPP can't raise funds to finish it; who is going to clear up the mess?
PVC King
 

Re: Metro North

Postby missarchi » Mon Jul 04, 2011 12:58 pm

missarchi
Old Master
 
Posts: 1795
Joined: Sat Dec 08, 2007 7:53 pm


Re: Metro North

Postby wearnicehats » Fri Sep 02, 2011 10:04 am

The Irish Times - Friday, September 2, 2011

Dart airport link cheaper than metro, report says

FRANK McDONALD, Environment Editor

A DART spur to Dublin airport from the existing north line at Clongriffin would cost €200 million – a fraction of estimates for Metro North – and deliver an “exceptionally high” economic return, according to consultants for Iarnród Éireann.

The railway company has submitted a business case for the seven-kilometre link to Minister for Transport Leo Varadkar and the National Transport Authority, with a view to having it included in the Government’s revised capital programme.

The business case, prepared by AECOM and Goodbody Economic Consultants, found the project would deliver economic benefits of up to €1 billion – or nearly five times its cost, excluding Vat.

The consultants forecast the number of passengers travelling by Dart would increase by 9.4 million passengers per annum.

This would result in an almost 50 per cent increase over current use of Dart services.

It would attract “substantial day-long demand” and yield “significant tourism, business and environmental benefits”.

Fare revenue would “comfortably exceed operating costs” and the airport link would also complement the Dart underground project.

The report notes that Dublin Airport is a “major source of employment and trip-making”, comparable in scale to a substantial urban area. Employment in its environs is predicted to rise to 20,000 persons and the number of passengers to 38 million a year by 2030.

The proposed Dart link would be largely in greenfield, thus minimising both capital costs and disruption during the construction phase. It would enable direct services between the airport to the city centre and all stations to Greystones.

Other locations that would be served include the Aviva Stadium at Lansdowne Road, the National Convention Centre and IFSC. The link would also connect with the Dart lines to Malahide and Howth, the Luas Red Line, mainline rail services and Busáras.

The alignment from Clongriffin would pass underneath the airport’s main flight path and, as the consultants note, this land has not been developed for safety reasons. Thus, the link could be built “without impacting on commercial or residential interests”.

Equally, however, the proposed Dart spur would not serve any community along the way; indeed, no intermediate stations are envisaged. Nor would the significant population of Swords be served.

Iarnród Éireann said yesterday it “has commenced preliminary discussions with the Dublin Airport Authority to identify preferred alignments and station locations within the airport site”, but gave no indication whether tunnelling would be required
wearnicehats
Senior Member
 
Posts: 820
Joined: Wed Aug 02, 2006 2:38 pm

Re: Metro North

Postby Peter Fitz » Fri Sep 02, 2011 10:11 am

Given the 'economic realities' at this point, I'd tend to favour the DART extension. 4 tracking the northern line however, which is ultimately necessary, is a much more complex and costly proposition.
Peter Fitz
 

Re: Metro North

Postby PVC King » Tue Sep 27, 2011 10:57 pm

Very disruptive proposal in 4 tracking given it is an operational railway; in the short term I think IE need to have a good look at the dictum that all DART must stopp all stations to Malahide and all Drogheda trains skip al stations from Connolly to Howth Junction. I know this will get lacerated but I would propose

1. All Drogheda / Dundalk trains terminate in Platforms 2-4 in Connolly to get them off the loopline
2. All Drogheda / Dundalk trains stop at 2 stations between Connolly and Howth Junction
3. All Darts skip 2 stations between Connolly and Howth Junction
4. Howth become a branch line where a shuttle runs Howth Junction to Howth to eliminate crossing which requires gaps in the timetable.
5. Malahide move to a 15 minute peak service with the airport on 10 minutes, only Malahide and Portmarnock lose out.
6. The Drogheda/Dundalk loopline slots be divided between Airport services and Maynooth if any additional slots are available
7. Belfast trains become the meat in the scheduling schedule the M1 is fantastic and the service no longer as successful as a result.

Money will be found for Dublin underground and an extensionof the Luas network in a few years time; bond rates now back below 8.50% from 12% at one stage. Metro North is certainly gone to unbuilt Ireland on the grounds of being sub-Luas passenger load in hourly peak terms but Dublin still needs unification interventions that stack up in CBA grounds that disregard unrecoverable externalities as the taxpayer whilst not too far from solvency and gaining in credibility operates within reality these days and for the foreseable future.
PVC King
 

Re: Metro North

Postby KerryBog2 » Thu Sep 29, 2011 10:44 pm

PVC King wrote:Metro North is certainly gone to unbuilt Ireland on the grounds of being sub-Luas passenger load in hourly peak terms but Dublin still needs unification interventions that stack up in CBA grounds that disregard unrecoverable externalities as the taxpayer whilst not too far from solvency and gaining in credibility operates within reality these days and for the foreseable future.


:wtf: You're surpassing yourself there, PVC.
K.
KerryBog2
Member
 
Posts: 431
Joined: Thu Sep 15, 2005 2:56 pm
Location: trilocated and often lost

Previous

Return to Irish Planning Matters