Luas, Metro and DART – Drawings and Photomontages
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Yes this was published about six weeks ago. An emphatic, independent declaration that third rail is viable in Dublin in spite of all the RPA has done over the years to try and bury the issue, and specifically that it is operable in the BXD context with its special constraints, including shared vechicular environments and traffic crossing perpendicularly over the tracks. Only the issue of cost and some minor concerns about retrofitting some parts of the tram fleet raise their head, both of which can be ironed out when taking account of the enormous scale of the project and the prestige it would bring to Dublin if executed correctly.
A number of third parties issued responses to the Board following from the publication of the report, which forms part of a wider submission of further information by the RPA including the design of the Dawson Street platforms. A decision should be due fairly shortly one imagines…
Graham – you are right on the money; it is a question of cost. Increase business rates along the City Centre section of the route to pay for it; between say Dawson Street and the top of O’Connell Street. There will be a massive uplift in trade when the Dundrum catchment has a choice between the mega mall on a rainy day and posing outside A & F’s new MSU on College Green when the sun shines. I can say with 100,000,000% certainty there is no way Westminster City Council would ever permit a wirescape outside their Burlington Gardens masterpiece. Why should College Green through to OCS be any different?
What should be a project we all endorse without reservation in principle should not be botched.
Well the Board has ruled.
It is official.
Dublin will forever be a third rate capital, with modest, provincial continental cities having greater civic aspirations and design pretensions in how they position a sandwich board than the entire twitterati that run public life in Ireland.
The Board has decided, while recognising the full merits of the observations of the above-mentioned independent report on third rail powering of Luas BXD, that: “the Board did not consider it appropriate to impose a condition requiring the provision of [an] alternative power system in the city centre”.
It would appear that a submission by Dublin City Council’s drainage division swayed matters – the same Dublin City Council whose corporate position is to favour third rail – relating to the city’s existing drainage system (never mind a modified one) to deal with extreme rainfall events that “might impair tram functioning”. The extensive runs of shared running of buses and cars was also taken into consideration.
Thus, two irresolute lines wipe out two full paragraphs of virtues of third rail as acknowledged by the Board and the Systra report on third rail. Reading through the hard copy of the Railway Order here, and having read the Systra report from cover to cover, the imbalance of their decision is quite simply astonishing. There is not even remotely adequate justification for their position on this.
This is a disaster for Dublin and nobody in public authority could give a damn about it. Goodbye (what’s left) of a quality Dublin city centre.
http://www.irishtimes.com/newspaper/breaking/2012/0803/breaking21.html
How disappointing (is that suitably underwhelming). I haven’t had a chance to read the full Board report yet but I am hoping that proposed memorial to the public toilets on College Green remains in place. A suitable legacy to the Triumph of Mediocrity that 21st century Dublin has become (for further reading see also Palace Street, Grafton Street, the Dubline, etc).
http://www.pleanala.ie/news/NA0004/NA0004Schedule14.pdf
1. Dawson Stop
The northbound Dawson Stop shall not be constructed as proposed. The southbound stop on Dawson Street is confirmed. The tracks shall be realigned on Dawson Street to take account of this modification. Details of the revised track alignment (including traffic markings etc.) shall be agreed with the planning authority prior to commencement of construction.Reason: It is considered that the character and attractiveness of Dawson Street would be unduly compromised by this stop, which, taken in conjunction with the existing bus stops on this pavement, would also create an excessive level of pedestrian congestion to the detriment of the street’s commercial viability.
2. Median of O’Connell Street Upper
The vertical alignment of the track along the central median of O’Connell Street Upper shall be as proposed at the oral hearing, that is, on a track raised to the same level as the median. A safety audit shall be prepared in relation to the detailed design, which shall include any measures necessary to cater for pedestrian safety vis-à-vis the change in track levels. The design and audit shall be agreed with the planning authority prior to construction.
Reason: In the interest of clarity. It is considered that this would be visually more satisfactory and a safer arrangement than originally proposed in the application.3. Technical Cubicle at Marlborough Street
The technical cubicle proposed for the north end of Marlborough Street shall be omitted. The cubicle shall be relocated to a suitable site within the general vicinity of the Parnell Stop. This revision shall be implemented by means of an application for amendment under section 146B of the Planning and Development Act 2000, as amended.Reason: It is considered that the proposed location would have an unacceptable adverse impact on the adjacent property and on the character of this end of Marlborough Street and that there are viable, alternative locations in the vicinity.
4. Parnell Street Re-instatement
The scope of the proposed scheme in the Parnell Street area shall be extended to include full façade to façade pavement renewal/reinstatement on Parnell Street between Marlborough Street and O’Connell Street Upper and O’Connell Street Upper and Moore Lane. The pavement width on Parnell Street shall be maximised subject to consultation and agreement with the planning authority.Reason: In the interest of visual amenity and to achieve an upgrade of the public realm to an appropriate standard in this area.
5. St Stephen’s Green Siding
The rail siding proposed for St. Stephen’s Green North shall be used only for turnback operations and emergency use by disabled trams, and shall not be used for stabling of trams during normal operation of the system.Reason: In the interest of visual amenity.
Good news for Parnell Street, and the Board appears to have mitigated the negative effects of the proposed stop on Dawson Street. This summation (I am not sure if it is a direct quote) included in the Inspectors Addendum Report and originating from Fitzers/Pierre Marco White on Dawson Street, says it all to me…
The RPA response is all about movement and shows little understanding of place. Ultimately the success of the LUAS BXD Project will lie in sustaining the heart of the city as a vibrant lively attractive city where public transport supports city character and street life and a sense of place.
I do welcome the construction of Luas BXD and I never thought that the Railway Order was in doubt. I just wish it could have been different.
Dreadful, dreadful decision for Dublin City.
From the RPA’s selection of the most elaborate route imaginable, (necessitating the construction of a standard motorway bridge within pissing distance of O’Connell, while ensuring that any possible benefit from this ridiculous crossing is obliterated by ramming double tram lines through the core of the city anyway) to ABP now enabling the RPA to inflict their cables & paraphernalia on as wide an expanse of Dublin city centre as possible.
Fusiliers Arch, Mansion House, Trinity College, Bank of Ireland, O’Connell Bridge, O’Connell Street proper, the GPO – all now complete with cables.
This is no more than a trophy project for the RPA, with questionable benefits. What is not in question is the detrimental impact on key city streetscapes, spaces & landmarks – drastically altering the ambience, fabric, character and visual amenity of the city core, never mind all that it might have been.
I would have thought Dublin Bus might appeal this to a higher court…
What are the odds of something hitting a pole and bringing down live wires or water?
Either way you even wonder if the project will go ahead given the dire economic times…
Its unlikely to go to the courts as a review of an ABP decision can only be made on procedural grounds. The courts cant review the decision itself.
Looking at the northern end of Dawson Street again yesterday I wondered how the island platform will be accommodated. The street is quite narrow here and it seems like it will be a challenge to maintain a Luas stop, a traffic lane (or two?) and decent pavement widths. I cant see any drawings of the revised stop design on the Luas site
Bus Átha Cliath and a cowardly TD were the reason it wasn’t linked in the first place. Looks like they didn’t get their way this time round.
Regarding the Dawson Stop, RPA outline their reasons for not wanting a central platform on page 8 here: http://www.pleanala.ie/news/NA0004/document3.pdf . They mosty seem to relate to interference with Dublin Bus and other traffic, and danger to pedestrians.
Nonetheless, they have submitted revised designs on page 4 here: http://www.pleanala.ie/news/NA0004/document4.pdf
Time to write up yet another Local Area Plan for DCC’s dusty shelf of forgotten dreams.
“Westmoreland Street as it would look following the reconfiguration of city centre traffic proposed by the National Transport Authority.”
The most comprehensive assessment yet of traffic in Dublin city centre has concluded that most of it should go elsewhere. And the picture painted by the National Transport Authority of the current state of play is far from flattering.
College Green is plagued by bus congestion, overcrowded bus stops and cluttered narrow footpaths, while on Westmorlan Street pedestrians are confined to a relatively narrow area containing trees, phone boxes, side-road entrances, front-of-shop promotions, etc.
The 3 photomontages are great…imagine.
Where has this report come from and why now. It seems to have been leaked to FMcD.
Lets remain hopeful. I would love to see the actual report.Where is a masterplan?
DCC in damage control.
Brendan O’Brien, DCC’s head of technical services said
“It wasn’t a joint plan and there’s a lot in that study which may never see the light of day. It was never intended to be anything other than a discussion document.”
Michael Phillips, DCC’s director of traffic said:
“We were very disappointed in this leaked document. There are a number of serious issues with it and our worries are that there has been an expectation created out there that we will not be able to deliver. We are very conscious that the car shopper is as important as other modes of transport. To keep retail viable in the city centre, what we need to ensure is that there is a balance between all modes of transport.”
No panic! Private car traffic is to remain the dominant mode of transport in Dublin City centre for the next few decades at least.
As I said, just another document to stick on the shelf and gather dust.
DCC made to look stupid yet again. Utter joke
I’d go for childish and churlish rather than stupid.
Sod private car ownership, all these reports being produced are way more damaging to the environment and the weight of them of them on the DCC shelf is likely to push the earth off-axis
Theres like 10 shops at College Green if the bank was given over to the people there could be more banks shopping and cafes ect. Dublin City Councils traffic department do not even have enough staff and money to meet members of the public.
That’s right, Paul, confined to the dusty shelf, just like your website.
Be grateful to the 10 remaining members you have left.
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