Metro north is a subject the committee wants to discuss. It will run from St. Stephenâ€™s Green with various stops in the city centre, at the Mater Hospital, Drumcondra, Dublin City University, Dublin Airport, Swords and beyond. We intend to apply for a railway order for which the board is scheduled to apply in June, with a submission to be made later in the summer or early autumn. We are engaged in a procurement process for a public private partnership contract for it and pleased with the level of interest in it. It is important that we maintain the momentum for this critical project in the delivery of Transport 21. It will be a high capacity system that will make an enormous difference in transportation in Dublin. Metro west is an orbital route that will connect towns in the western part of Dublin - Tallaght, Clondalkin, Liffey Valley and Blanchardstown - to link with Metro north and the Dardistown area.
As part of the route selection and our preparation of the construction methodology and of traffic management arrangements, every effort has been made and will continue to be made to minimise the disruption that will arise from construction.
In his letter inviting us to meet the committee, the Chairman referred to the â€œbig digâ€. We are not using the phrase â€œbig digâ€ as it reminds people of the big dig in Massachusetts, which was a cut and cover tunnel where the full length of the tunnel in the city centre area was entirely excavated. That is not the case in Dublin where we will have a bored tunnel. However, station locations such as St. Stephenâ€™s Green, Oâ€™Connell Bridge, Parnell Square and the Mater Hospital will be major construction sites to provide for the putting in place of large underground railway stations.
minimize disruption I hope this does not compromise the design?
We are working carefully with Dublin City Council, Dublin Bus and many other interests to ascertain how we can minimise the impact of disruption during construction. We are engaging with business interests in the city centre and are pleased about the strong support we have received from them. There is unanimity among business representative organisations that metro north is critically required. They want us to ensure that every effort is made to minimise disruption and we are committed to doing that.
We discussed with them the issue that sometimes there is a trade off between minimising, to the maximum extent possible, the space available for construction - however, that prolongs the construction phase - and the length of time construction takes. The design of these systems is an integrative process. We come up with a station design and examine the traffic management, which suggests that changes are required and we then change the construction design. That work is continuing and will continue in our negotiations with the PPP contractors.
An important feature of the arrangements we are putting in place to try to preserve, to the maximum extent possible, routes within the city centre, particularly for public transport, especially bus transport as the bus will continue to be a workhorse of public transport for the foreseeable future,
is an agreement that an additional bridge will be put in place in Marlborough Street. Therefore, if capacity is removed in the Oâ€™Connell Street area, additional capacity will be made available in the Marlborough Street area.
We continue to work with the various stakeholders to make sure that we come up with a solution that is reasonable under the circumstances and does not prolong the construction period too long.
preserve routes for public transport ie cars ? and no space for bikes/people/footpaths...
he is quoting a well known fella?
In that context, it should also help that not only will an additional bridge be put in place in the Marlborough Street area but that by then the Macken Street Bridge will be constructed and some of the other road projects, including the widening of the M50, will be complete. That should help to deal with the level of congestion in the city centre.
calatrava will be coming again two 2 + 1 roads?
Mr. Frank Allen: Information Zoom Exactly. However, costs can vary considerably from city to city. This committee invited the president of the Madrid metro to visit here some years ago. He had indicated, from his estimation of costs in Ireland relative to Madrid, that the cost in Ireland was very considerably higher. He had come up with estimates for what he thought it would cost to build the Dublin metro which were presented to this committee and it was a different concept to what we have today. He indicated that comparing the Dublin metro with Madrid is comparing two radically different things.
I would be curious about price comparisons with Budapest ? paper and don't believe english:cool: maybe its to late
We have worked closely with Mr. Barry and his team. Many of those who worked on the Dublin Port tunnel now work as part of the RPA team.
Deputy Fergus Oâ€™Dowd: The major issue raised at the weekend was the capacity of the metro in terms of the volume it will carry and that one could have a maximum and a minimum amount per hour. I understand the metro will carry 24,000 people per hour. Is that correct?
Deputy Thomas P. Broughan: On the same point, the systems in the UK and elsewhere can carry 70,000 people per hour. The former Taoiseach and leader of Fine Gael, Garret FitzGerald, is still with us in this debate.
Deputy Fergus Oâ€™Dowd: He will shortly address a meeting on the Lisbon treaty.
Deputy Thomas P. Broughan: In respect of his ongoing critique of the Luas, why do we not build a system with a 70,000 per hour capacity?
Mr. Frank Allen: I am pleased to say Mr. FitzGerald and ourselves are on the same page in respect of this point. I would be amazed if any location in the world has the numbers suggested by Deputy Broughan but perhaps the bullet trains in the centre of Tokyo have them.
Dublin would love some of those trains but the prodigy ant happy
Mr. Frank Allen: Indeed, it is for that reason that a 2,000 space park and ride facility is proposed in Lissenhall.
great we will have 2000 bicycle spaces!!!!!!!!!!!!!!!!!!!!!!!!
Deputy Thomas P. Broughan: Information Zoom Mr. Allen has been very helpful to us during my time on this committee. The great Mr. Frank McDonald believes we should scrap this plan but Fingal Deputies do not agree. My constituents will be interested to know if the tunnels will be big enough for heavier trains. Is that a significant aspect of the current plan?
Mr. Frank Allen: The platform length in an underground station is the issue. As a practical matter, that is fixed. It is not practical to extend the platform length within the tunnel. We have taken the question into account in developing the size and scope of the project and are very confident that, based on the projections for Dublin Airport Authority, Fingal County Council and others, we will provide adequate capacity.
Publication Date: 20/02/2008
Notice Deadline Date: 18/03/2008
Notice Deadline Time:
Notice Type: Tender
Has Documents: No
Abstract: Title attributed to the contract by the contracting entity: RPA7162
Transport Model Upgrade.
RPA is seeking to procure consultants to update its transport forecasting
model to a new base year and enhance the
Functionality of the model to allow RPA to forecast Luas, Metro and other
transport demand with confidence in the future.
CPV: 74000000, 74276400, 74200000, 74312100, 74210000.
Deputy Thomas P. Broughan: If the line goes all the way out to Bray, in accordance with the previous public transport plan
There is tremendous momentum. The RPA has tripled its staff in the past two years. The pace is at times unprecedented for public transport. I am satisfied with that, although I would like it to be moving more quickly.
The RPA has not employed one single design adviser since April 2007?
Title: IRL-Parkgate Street: urban planning and landscape architectural services
Published by: Railway Procurement Agency
Publication Date: 07/02/2008
Notice Deadline Date: 05/03/2008
Notice Deadline Time:
Notice Type: Tender
Has Documents: No
Abstract: Title attributed to the contract by the contracting entity:
RPA7156_Arboriculturist Framework Agreement.
RPA intends to enter into framework agreement(s) with one or more parties
for the provision of arboricultural services.
CPV: 74250000, 90310000.
VI.3) PROCEDURES FOR APPEAL
VI.3.1) Body responsible for appeal procedures: The High Court, Chief
Registrar, Four Courts, Inns Quay, IRL-Dublin 7. Tel. +353 (0)1 888 6000.
. Fax +353 (0)1 888 6125.
Deputy Thomas P. Broughan: Information Zoom With regard to metro north, when does Mr. Allen expect the boring machines to begin moving?
Mr. Frank Allen: Information Zoom Our intention is that if the board of the RPA passes a resolution to apply for a railway order in June, by the time that is fully printed, environmental impact statements taken care of and so forth, we will apply for a railway order to An Bord PleanÃ¡la late in the summer or in early autumn. We are targeting that the process with An Bord PleanÃ¡la, which is now working well under the strategic infrastructure Act, will take nine months. If we get it in nine months, we will be very pleased. That will be well into 2009.
We have sought permission from the Government and funding has been provided to carry out preliminary works, in terms of moving utilities, towards the end of 2009 so that when the PPP contractor arrives on the site much of the preliminary work will be done and work can begin in 2010. However, that depends on no major issues arising in An Bord PleanÃ¡la and a successful procurement process. We are working to reduce the risks but some things are not entirely under our control. It means not finding any major archaeological sites, although we have provided for time for some archaeology if we encounter sites. All of that influences the programme. Our programme aims to obtain a railway order from An Bord PleanÃ¡la in 2009. By the end of 2009, we will do utility diversions to get contractors on the ground as early as possible in 2010.
Deputy Thomas P. Broughan: They would be much smaller tunnels.
Mr. Frank Allen: Yes, they would be much smaller tunnels and the impact would be far less than the port tunnel.
I want what they are having
We have had discussions with Dublin City Council and with business in the city centre about what would be a tolerable level of disruption for public transport in the city centre. The very clear position is that building major stops for metro north at St. Stephenâ€™s Green, Oâ€™Connell Bridge and Parnell, while simultaneously having a linear project being constructed up Oâ€™Connell Street and down Marlborough Street, when Marlborough Street is required as the substitute route for buses into that area, would result in an unacceptable level of disruption to the city during the construction phase. We have suggested to the Minister for Transport that we will put down the Luas tracks when the streets are being reinstated in the final phase of metro north in areas such as St. Stephenâ€™s Green, Westmoreland Street and parts of Oâ€™Connell Street.
In respect of building parts of the metro in the Fingal area, the critical path and the really complex parts of metro north are clearly in the city centre. The most complex part is around the Oâ€™Connell Bridge area, for various reasons. From an engineering point of view,
yeap I didn't hear the word urban design
Chairman: Two people have been very patient and we must end. Mr. Allen gave the project the nickname â€œthe big digâ€. I know it is not comparable to the one in Boston but it will be much bigger in terms of the disruption it will cause. Is the whole point not that we must take traffic out of the city centre and use the bus as our key workhorse in the next five years, while the development work is under way? Is that not the key to keeping the city open, as Mr. Allen put it?
why the limit on smiles?