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The only section of the network where all trains currently travel is between the Royal and Grand Canal’s; by diverting all northbound DARTS via the interconnector tunnel 30-40% of traffic is removed from this constrained environment and given access to the key commercial and civic zones in the City. You are the first person in this forum to ever complain at having the ability to have a direct service to Stephens Green instead of Tara Street, Christchurch instead of Connolly.
4 tracking the northern line is a worthy medium term objective, however getting a luas line to the airport would be a greater priority along with some other public transport projects such as Metro West either built as Dart spurs or Luas feeding into Luas North.
DU-ST 105 A-B 02 (PEARSE STATION – STREET LEVEL PLAN IN CONTEXT) is from the Railway order and confirms the locations outlined in the three links posted above. The distance is 200m and well within International norms. You are making no point and have obviously never used a system based on interchange. I’m sure if you speak to your local Fianna Fail TD he’ll promise you a direct door to door limo if you vote for him…..
http://www.irishrail.ie/projects/pdf/DartUnderGround/7BProposedStationatPearse.pdf
The distance is 200m which is by International standards short, you do not have a point.
The new Sandwith Street station entrance looks attractive but the site may have accomodated a lot more
I completely agree with Kefu on this the question is really what will this do for Dublin 4 in Architectural terms and not a critque on the wider real estate market. Clearly the scheme or whatever scheme gets built will not make money given the kamakhazee nature of the purchase price but the land is now controlled by a syndicate of banks who will want to get as much of their money back as is possible. I wish them well and hope that they can deliver in architectural terms something that improves the area and creates employment.
100m is in comparison to International examples a very small distance; as you fail to understand passengers are not lemmings they do not travel vertically down.
I am saying the “gaps” will mostly remain and added to that (for most current DART users… including me)
Evidence?
will be a lengthy interchange time, both ways.
150m down an escalator……
Escalators are not lift shafts; if the tunnel is 60m down then the minimum distance is 60m on the basis of a 50% gradient but it is more likely to be 60:40% or 70:30%; anything less than 300m is well within International norms. From citing a mile walk when the distance is less than one eighth of that distance I suspect you don’t have a point……
As the Dart Undergroud is proposed, my morning DART will be rerouted to Heuston
What is your journey i.e. which suburb to which street?
The gaps will cause me a likely even bigger delay on my evening return and no silly question from you helps change that reality.
Are you really saying the gaps will be worse after DU is built?
A little history lesson on the 4 tracking of the Northern line; Northern Rock, Jerome Kerviel, Bear Stearns, Lehman Bros, AIG, Lenihan Bros, the treasury is empty its been charged to the IMF who might just if idiots like you shut up may just see DU for the must have project that it is.
(1) Gaps in the current DART service are mostly due to lack of four-tracking.
in 1984 DART ran a 5 min frequency at peak; gaps are due to extended northern and maynooth commuter services.
(2) Overcrowding happens due to the platforms filling up while we wait 20 minutes (gaps) for a mainline train to pass.
Overcrowding is due to theremoval of 5 minute frequency at peak times.
My complaint here is not about the current position but the position that will pertain if DU goes ahead which will cost me approx. an extra 1 hour travel daily.
Why are you going to sell your house and move to Trim so you can have a longer drive than you currently have?
I understood this forum to be about Architecture. How about discussing that awful Rail Order produced by CIE/IE.
Who has a solution to Pearce Underground (PU) being built under Erne Street … approx 1Km underground walk to mainline Pearce????If you’re going to spread bollox propaganda with your entirely warped perspective on distance & time, do it elsewhere.
Who has a solution to Pearce Underground (PU) being built under Erne Street … approx 1Km underground walk to mainline Pearce????
I suggest you go to http://maps.google.com/ and type in Erne Street Dublin 2 Ireland, it is 150m from the eastern end of the platform and 300m from the front door of Pearse Station ; if the average person walks at 4 miles per hous that is 6,400m per hour; the walk would be somewhere between 2 mins and 3 mins and 3 30 seconds. Take comparable London interchanges
1. Bond Street – Central to Jubilee c300m
2. Bank – Central to Northern c600m
3. Green Park – Picadilly to Jubilee c800mDo not get me started on Paris which can be a complete nightmare……
Obviously you don’t understand what lack of four-tracking on the Northern Line means.
I fully understand what it means, however given the fiscal meltdown it could not be justified even if you could establish that the entire cabinet had houses on the landtake and that they would be CPO’d with the value of their primary personal investment capped at €1 each. Getting funding for DU will be hard enough without diverting the focus on the issue from an intergration tunnel to a wider project. I suggest you stop whinging about the existing service which is terrible but will only be resolved by adding more capacity to the loopline by eliminating the 1.5:1 equation.
You can 4 track the Northern line from Fairview to Larne but 1.5:1 is still the problem……
“loop line bottle-neck” you are kidding!!!
The existing position is three directions into 2 hence the bottleneck from an equation of 1.5:1; DU will be grade seperated and have 4 directions into two routes i.e. 1:1 which eliminates the bottleneck.
they will need to walk for 15 mins to get to the Pearse Underground North platform
What is the length of underground passage between platforms? Your timing suggests c 1 mile
their DART will be held at Docklands Underground every time a mainline train is moving to or from Connolly.
No; the lines northbound and southbound are grade seperated unlike the present time; there will be lead times on non-stopping services but regardless of what routings are chosen or in the current arrangements there will always be lead times to allow fast trains headways on health and safety grounds. That is unless a graduated stopping regime is introduced to outer suburban trains to stop at a number of the quieter DART stations and have DART make an equal number of stops at different stations between Killester and Portmarnock. Outside peak frequency on outer commuter will be in the order of 15-20 mins between services.
Watch out if you are now going to Tara Street
The one legitimate issue you raise; entirely solved by ensuring both Dart and Commuter trains stop at Clontarf Road allowing an interchange between Dart and Commuter trains bound for Barrow St.
How long a distance is the interchange going to be at Pearse if it will take 15 mins?
You need to weigh up the time savings of trains not queing up into the loopline bottleneck which will more than give back the 2-3 mins the interchange will take. With the exception of two journey routing i.e. northside to Connolly or Tara the journey times will be much faster; for all you poshe nartciders getting to show off your white socks and black slip ons outside Korkey’s from where they came will be much easier and faster….
This has been coming for a while, whilst I feel sympathy for BMcN personally it is vital that any contagion is prevented from entering the construction/design supply chain below them; as far as is possible with the assets as currently valued.
There have been some very interesting developments today economically not least of which is the Fed seeming to indicate that they will backstop the ECB if things get messy; that combined with a fall in Unemployment leads me to one conclusion; the International picture looks more favourable but it is based on printing money which will lead to inflation. If the country didn’t have banks with balance sheets equivelent to 1000% of GDP you would regard it as a problem; but given the debt thats outstanding at corporate, governmental and personal level; cross both sets of fingers that Ben gets the choppers spinning and soon.
Hi. We are Surveyors, specialising in Right to Light issues. The legal Right to Light is completely separate from the BRE Daylight & Sunlight tests associated with site design or applications for planning permission and it certainly is the case that a scheme can be given planning permission (or may be permitted development) and yet still come ‘unstuck’ with regards to a claim for a legal injury regarding right to light. There are set standards for what is acceptable – basically about half of the room at table top height needs to be adequately lit to avoid there being a legal injury. The remedy for a legal injury can be compensation but might otherwise be an injunction resulting in the need for demolition of an offending part of a building. My colleague posted the previous comment which gives our website (http://www.righttolightsurveyors.co.uk) – you could also check out a couple of blogs we have posted at http://www.smithmarstonllp.co.uk/blog – or phone and we would be happy to discuss.
It is exactly this type of cost benefit analysis that got the country into the mess it is in; Metro North had a projected passenger load of 35m pax in 2005 with Metro Waste; in 2010 without Metro Waste it was forecast to have 36.5m p.a.x.
The cake will be a lot smaller going forward for the next 5 – 10 years, Metro North needs to be ranked fairly, ahead of the Tuam Motorway but behind the interconnector, such a ranking assuming the Luas sections get built and when the economy makes it Dart-like in its loadings then the plans for the tunnelled section from DCU in can be dusted down.
I hope you are wrong; have we learned nothing from the contagion that resulted from the various collapses of Carroll, NcNamara etc. At this point those that have a viable order book should be permitted to trade on as clearly the valuation curve has reached a point that like the height of the boom does not reflect the medium term outlook, this time it reflects armageddon, which has happened but is a phase we need to move on from. Accept the following
A government of gobshites wrecked the economy
The Euro will soon be a very different entity
Asset prices are below medium term value
The cost base is adjusting down (only the public service left to follow)
Most FDI has and will stick around given the revised labour and real estate costs including construction costs for capital intensive plant.We need four things to happen
1. A new government with a strong mandate
2. The Euro to be restructured
3. FDI flows to continue and grow employment
4. Asset values to stabliseListening to Dr James O’Reilly on Pat Kenny this morning and one of the panel described a scenario where Jackie Healy Rae crossed Merrion St to meet Chopper and asked for a school extension in Kilgavin in return for voting for the budget is being a non-runner. Why should a two maybe three constituency project be any different?
I have consistently called for an appropriate solution to the airport and Swords a Luas line after the Interconnector funding is alloted; who knows they might even complete at the same time.
