Luas, Metro and DART – Drawings and Photomontages

http://www.youtube.com/watch?v=5prJe0l7M64&feature=related

We now know where those printing plates from the French Central Bank went when they disapeared from Charles De Gaulle’s freight hall under suspicious circumstances.

Bovered?

Stay on top; the design of Pearse underground is a level of perfection you will never reach.

“It is a natural corridor,” he points out.

Nope its a €3bn hole in the ground the IMF won’t sanction.

The Green Way was originally conceived in response to the 2009 report of the Government’s High-Level Action Group on Green Enterprise which stated that Ireland needed to “develop one or more green zones in order to create an environment that can support the development of green enterprise and be used to market Ireland overseas”.

Give Martin Naughton some cash and he will give you green jobs in Dunleer, so the locals don’t need to commute to Dublin; ABP recognised this when they prevented MN from even considering park n ride north of Swords. But for the fantasists this was disaster, almost 40% of projected peak ridership was conditioned out of the equation.

“We wish to create an internationally recognised green economic zone and position Ireland as a leader in the world’s most exciting and rapidly growing sector,” says Tony Boyle, chairman of the Steering Committee for An tSlí Ghlas. “The potential of this project, which builds on our existing assets and infrastructure, is that it can assist in the transformation of our economy.”

Problem solved; build it in Park West its already got a rail line….

In an ideal World you would have two platforms backing on to each other or at right angles; in reality you have got to work with the plots that are available, working out where access is currently weak relative to existing access and delivering the project without considerable disturbance during the construction phase. Once built a 200m walk will take the average commuter 2 minutes a distance that probably seems longer watching youtube than dodging commuters when you’re on the move.

it is a big deal as they would have to change the alignment of a large portion of the DU.

Where would they have put the entrance then? Pearse as it stands is bursting at the seams in terms of its existing passenger load; are you suggesting that they should have funnelled the commuter load from West Dublin and Kildare into the same entrance?

even a straw poll on the their likely shift to the car.

A choice of an additional range of stations and routings and a better service on all lines due to elimination of the loopline capacity constraint; I wonder why they didn’t ask passengers why such an improvement would drive them into their cars…..

The entrances to DU as suggested are quite OK but the escalators should rise directly from DU up into Pearse mainline … no contention there as the Maynooth line as suggested in the DU RO goes through Pearse mainline .. and any interchanging passengers ( e.g. for St Stephens Green) go directly down escalators to the DU.

You overlook four key points

1. The space does not exist to get all passengers out of the existing and new routes; a new entrance was required.
2. No plot large enough to accomodate a new station entrance existed any closer that wasn’t a protected structure
3. No underground interchange is without underground passages
4. The existing station is on an elevated railway which increases the distance required to introduce a camber for.

The distance including escalators is about 200m from platform to platform which is well within acceptable comparable standards; on balance the new station entrance location is the best acheivable.

I

t is not a better service for a large number of “Current Dart Users”, hence it is not a better service on all lines
DU should enhance DART services for “Current Dart Users” not curtail their choice of direct destination or impose an ill thought out interchange .

As above 200m cannot be considered an ill thought out interchange, I would refer to Bank, Bond Street and Green Park in London and Gare Montparnasse in Paris as having far longer interchanges as does central in Hong Kong. I can see merit in all trains on Howth, Malahide, Drogheda & Dundalk stopping in Clontarf to create a more direct interchange for northciders using Tara St and Connolly Station but that would be an operational and not a physical infrastructure issue.

. the adverse effects of the poor design on “Current Dart Users” is so far not publicly estimated, not even by a published straw poll. To ask rail passengers if they would like a better service would be a ridiculous exercise.

Asserted poor design is not a generally held view; no doubt the DTO did significant research and I very much doubt that length of interchange scored highly in their research. The top 3 would have I would hazard a guess have been

1. More desinations
2. More frequency
3. New trains

Real architectural discussion would be discussing the finishes which are very good or the cool clean lines of the new station; although you did repeat ad nauseum that it was something like a loo at the bottom of your garden.

200m is not a long distance as International comparison has shown. You fail to see its wider context in planning, engineering and delivery terms. But again the 4 directions into 2 routes equation was too much for you, which I will rxplain one last time

The loopline is a problem precisely because the spur to Maynooth is no grade seperated and each South bound train fed into the loopline from Maynooth must cross the Northbound Howth/Drogheda path; this leads to delays on avery large basis as three directions do not go into 2 lines. As DU will see all north bound Darts surface from the Interconnector in grade seperated paths this cross over is eliminated in the case of the majority of movements; adding the Kildare direction of Dart moves the equation by adding an additional route. 4 directions, 4 tracks on two routing directions. 1:1

You need to remember your Shannon gaffe and plenty of others.

Posting on Christmas Day how sad; you should have been opening your second bottle of Dom 1990 by that stage of the day getting ready for a good armagnac.

cagey wrote:
Do you have to be told every little detail PVC …. find out for yourself.

To interchange at Pearse You will have to go through two ticket barriers.

You keep refering to the plans but never post them other than those that don’t back up anything you say.

The words of the song mention turning left for Shannon … very difficult to do from Kilburn. (say sorry)
Do you ever look anything up???

Don’t tell me you think Shannon is near Kilburn …. people in here can decide who made the gaffe

Lets look at the words of the song.

Well the ould fella left me to shannon
Was the last time I traveled that road
And as we turned left at claregalway

Behind all those muddled up problems
Of living on a foreign soil
I can still see the twists and the turns on the road
From the square to the town of the tribes

,

The exact distance between Kilburn and Shannon is 60 mins airtime, 25 mins clearing the airport, 15 mins to Paddington on Heathrow Express and 9 mins on the Bakerloo line or about 109 mins from take off.

You fail to understand the context of anything, I bet the interchange from the Express to the Bakerloo which is also about 200m would be a problem for you as well.

Seeing as you add nothing to the discourse other than a loo; do you object to the 200m distance between the Heathrow Express and the Bakerloo line? which is the shortest of the Paddington interchanges.

Can you either post the drawings of the RO alignment and the alleged draft alignment; both in pdf form or specific weblinks to indiviudal drawings or withdraw your comments which are immature in the extreme and add nothing to the discussion.