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‘historic’ in that its more than ten years old ? typical herald rubbish. Its a poorly tarted up pitched roof warehouse fronted by a lavish block entrance hall clad in no expense spared corrugated cladding.
I think Graham was saying the rough bed of brick coloured mortar was added initially to conceal any irregularity in brick size, which was common.
@publicrealm wrote:
I thought they had commenced the carriageway work – are you sure the underpass is shelved ?
yep its on the long finger – initial work to move the dublin – cork gas pipeline to facilitate construction had started prior to the decision to stall, and will continue, but thats about it for now.
@Global Citizen wrote:
Points 1 and 3 are poor reasons why the Eircom building sould be ruled out as a potential site for the metro station.
So what if block C starts 2 floors down.And is the fact that the place has fabulous air conditioning hardly a good reason to preserve it ?
I think the park in Stephens Green provides far more air conditioning for the centre of Dublin.
The point being made is simply that the three Eircom blocks are good commercial space that have a solid commercial value of hundreds of millions of pounds; due to extensive site coverage and the space remaining in good condition there is not sufficient commercial angle in demolishing these buildings to replace them with alternative structures. The fact that Block C starts 2 floors down means that if you built a station concourse you would remove existing space and remove the ability to add more space within existing building lines or the increased building lines that would be acceptable to planners. When the external air temperature is 30c no neighbouring space will provide a comfortable working environment; given the amount of IT equipment that a telecoms company uses M & E services are vital to productivity.
In situations where the space is of poor quality and site coverage low by modern standards there would be a clear angle and it would be possible to ask the developer for a significant development levy. If you demolish the Eircom holding you might create a 30% uplift in value and face a development levy of 20-30% removing any incentive to do it as the development risks would outweigh what would be likely to be a net single digit return on what would be very significant investment. In contrast the railway sidings at both Inchicore and Spencer Dock would have no opportunity cost.
@NotJim wrote:
Is Daimer Hall the Unitarian church?
Yes the Unitarian Church is called Daimer Hall and is a very fine example of a Victorian Neo-Gothic Church; if it survived the late 1970’s and early 1980’s I’d be confident it would not be at risk unless relocated stone by stone to an appropriate location but even that would concern very many people.
The Eircom building is not one that would be demolished for a number of reasons;
1. Block C starts 2 floors down
2. Daimer Hall is protected
3. Eircom is good space with functional air-con etcIf you were going down that route it would be more likely that Russell House / Stokes Place owned by Treasury Holdings would be the one as it will be redeveloped in a manner capable of delivering a higher percentage uplift in floor space due to a road network and surface carpark forming a large proportion of the site.
It is however more remote and developing underground pedestrian routes under buildings is very time consuming. A Cross rail interchange will open at Tottenham Court Road W1 in 2016, TfL have already taken vacant possession of a number of the buildings that will form part of that scheme as of Feb 2009 a full 7 years prior to completion.
I fully agree that St Stephens Green cannot be wantonly destroyed in the manner proposed but equally I can’t see the location for a rail terminus inside the canals without disproportionate expense or irreversable destruction.
@Fergal wrote:
The simple reason that a park and ride on the Metro would be attractive, is that every park and ride on the Northern line is already full before 7:30 every morning, and they are not that accessible from the motorway. Metro North will have neither of these problems. The commuter line between Drogheda and Howth Junction is also infrequent at peak times, and only hourly off peak, crowded to crush load, expensive (€9 Balbriggan to Dublin) and not particularly fast – key disadvantages that commuting to the metro park and ride will not have. These problems will have to be sorted, but that will also require huge capital expenditure. .
Agreed there is nothing more frustrating than turning up at a full carpark but both Rush & Lusk and Donabate are no more than 2 miles from the M1 building a couple of multi-storey car-parks would add significant capacity. The key constraint to capacity on the Northern line is the loopline section and in particular the increased number of Maynooth trains using it; when Dart was designed Maynooth had a service only from Platform 7 in Connolly. Whilst one likes to see Maynooth commuters get a better service it is from what you are saying having effects. The interconnector will relieve this problem and provide ample capacity on the Northern line.
@Fergal wrote:
Interest rates will clearly be very low until there is a global recovery. However, this will almost certainly happen within the next 10 years, and if it doesn’t, all talk of metros will be the last thing on peoples minds. Currently banks all around the world are hoarding huge quantities of cash out of fear. When a recovery kicks in, this cash will rapidly make it’s way onto world markets, and there will be little central banks can do to stop the resulting massive inflation. In the 1980’s interest rates were in the mid teens, and the financial pumps around the world are being primed for another good go of this.
Agreed we are in a low interest rate and low inflation environment for some time to come and yes banks are hoarding large sums of cash which is slowly being released into credit markets towards the primer end of corporate lending. But ask yourself if you were a senior bank executive who got no bonus last year and has to make sure that he loses no loans this year to get a bonus even a quarter of what they got in 2007 is this the type of project you would lend money to?
The promotor is putting no capital down, has a fiscal position that involves 30% of tax revenues evaporating in a year, bond spreads that are the second highest in the FT sovereign debt table only to Greece. The agency behind it has never delivered a project on timeor on budget and it will heamorage cash operationally for its entire payback period.
As much as I support rail projects in principal this one just doesn’t add up and government investment generally needs to be a lot more careful than it has been in recent years.
@Fergal wrote:
The expensive part is not so much the tunnelling, but the cost of tunnelling plus mining out underground stations. A small mined station costs around €100 million. The Metro will cost €4 billion including the price of the finance, so the actual construction cost will be about €2.5 billion. .
The pre credit crunch cost of finance environment is long gone as risk spreads have ballooned as appetite for risk has evaporated; even assuming a pre-credit crunch return on investment an annualised cost of €200m in interest would accrue on €2.5bn.
Given that demand is likely to be south of 25m passengers given the very poor route selection the project creates a required subvention of €8 per passenger on interest alone before the route even operates. Given that undergrounds don’t make money that would take the annualised subsidy per passenger closer to €10.
@Fergal wrote:
I also fail to see how €10 per passenger is hugely excessive considering that it will be completely paid for 30 years after opening, and in 30 years, €10 will only be worth the equivalent of €2.50 today..
The €10 doesn’t include capital repayment and there is no way inflation will be 3.73% p.a. over the next 30 years; if it is there won’t be an economy left in Ireland. Granted the capital will probably have a net present value in todays terms of say 1.38bn but the costs of servicing the debt in the interim will have been billions in the interim.
@Fergal wrote:
Deducting the M50 figures west of the airport to estimate how many commuters go M1 south – M50 south is pure nonsense maths.
I disagree; a principal plank used to support metro north has been the park and ride argument; why would someone park in the bellinstown park and ride and pay charges when they could park at an equivelent and up to recently free of charge rate at an IE station presumably closer to home. Given the dispersal in employment locations over the past 15 years to places like Blanchardstown, Park West and City West I am clear that a park and ride based north of Swords would deliver very limited passenger numbers as people either don’t work City Centre or prefer driving in and displaying their cars or a park and ride could be built at say Donabate at a fraction of the costs and lead time for delivery.
@Fergal wrote:
Since I do not work for the RPA, I do not have detailed information on their demand calculations. If you really want it, I presume an FOI request would be your best bet..
I appreciate your straight and logical answer. This is fairly basic information that clearly should be in the public domain to back up the business case; its absence is far from encouraging.
@Fergal wrote:
The cost of the metro discounted to present value is likely to be even lower, as the US and UK are now printing money, and there is absolutely no doubt that the ECB is to follow, as Germany is entering into drops in GDP of the scale of Ireland, due to international demand drying up, and Germany having a very frugal domestic market. In 5 – 10 years time, we can all expect lots of inflation, so it’s a good time to invest in capital infrastructure, especially if it can be kept of balance sheet – the whole point of a PPP. If the metro goes ahead (which is a big “if”), I expect Mr Kopfman’s request for the Government to take on the risk of the project be satisfied by an upfront payment of a 1/4 to 1/3 of the capital cost.
Do you know what the biggest bank in the World is by assets? It is RBS who amazingly kept almost 2 Trillion dollars off balance sheet for quite some time. Regulators will allow nothing off balance sheet for a very long time; the expression is I believe disaster myopia.
Similarly the inflation created by loose consumer credit will be carefully kept in check by policy makers for a long period of time as they know what happens when interest cover on homeloans get stretched. The scariest thing about the last year has been the collapse of Alt A mortgages which were considered very prime until interest rates went above 6% based on central banks trying to cure inflation.
Disaster myopia will prevent the ultra-cautious germans from releasing the inflation genie; the debt to value raqtio of the government position should prevent this project from swallowing up valuable funds.
€2.5bn is just too much money for this project based on what it serves. The interconnector and a branch line for Swords would however make sense.
@marmajam wrote:
hhhhmmmmm
getting incoherent now.
madness really getting a grip 😀
As was previously said at least Noel O’Gara had a sense of humour you serve no useful function on this forum….
Post 10 with no point, can’t clarify how it is funded, what its cost is discounted to net present value or how many people would use the network station by station.
Can you even outline station by station the annual passenger numbers or the fare matrix or annual operating surplus / deficit forecast or the average annual interest bill?
Depends on what cladding they use if it is Apollo-esque concrete on the top right of a very grainy newspaper pic; then it will look foul after a few years pollution leaches in; however a matt limestone could look really good.
I’m not so negative on slab blocks if done right; the view of Bank of Ireland Block A accross the City always looked good but looking at your typical totalitarian state 1960’s slab hospital block gives a totally different impression of just how dull a rectangular concrete box can be.
If the materials used are of good quality this building has the potential to turn a very constrained site into a very clever use of space.
@marmajam wrote:
there’s no M1 South of ‘Turnapin’
more bluffing
St Thomas the patron saint of white elephants has spoken!!
Are you really saying that an NRA press release driven strategy of remaning the most southern portion of the Dublin – Belfast motorway to aid their case on the Eastern Bypass makes the most southern portion of the Dublin – Belfast motorway part of the C Ring? Post 9 with no substance from this poster who needs to crawl back under their rock.
@HSBA wrote:
THE GOVERNMENT would have to underwrite the financing risks associated with the public-private partnership (PPP) project for Metro North if it is to be built, according to one of the consortiums bidding for the contract.
Stephane Kofman, who heads the specialist investment division of HSBC, told a lunch meeting in Dublin organised by the Ireland-France Chamber of Commerce that equity had become “]
Loosly translated into unless you increase sovereign debt on this unviable light rail underground then we are no longer recommending that our clients invest in a clearly unviable project; this on the day that Goldman Sachs unveiled their $136bn war chest!
I think you’re missing the point there really. The really expensive part of the Metro is the tunnel from the green to Ballymun, and the tunnel under the airport.
The actual part through Swords is the same cost, and standard as a Luas line.Not at all I was merely probing the unproven nature of the demand forecasts the project was claiming in a roundabout way. I take your comment to mean the costs are €3.5bn for a short luas tunnel from St Stephens Green to Ballymun and €500m for a Luas to farmland north of Swords.
An aspect of demand that I note you no longer rely upon are the 80,000 mystery commuters who fellow quango the NRA have clearly proved the majority of which use the M50 and would never have used the proposed metro anyway.
The way this is starting to look under examination is that a passenger subsidy of €10 per passenger looks realistic. I really can’t believe so many so called intelligent people got taken in by such effective PR. Can you outline station by station the annual passenger numbers and fare matrix and annual operating surplus / deficit forecast?
@marmajam wrote:
there’s no M1 South of ‘Turnapin’
more bluffing
St Thomas the patron saint of white elephants has spoken!!
Are you really saying that an NRA press release driven strategy of renaming the most southern portion of the Dublin -Belfast motorway to aid their case on the Eastern Bypass makes the most southern portion of the Dublin – Belfast motorway part of the C Ring? This project makes as little sense as the Eastern Bypass.
Post 9 with no substance from this poster who needs to crawl back under their rock.
@HSBA wrote:
THE GOVERNMENT would have to underwrite the financing risks associated with the public-private partnership (PPP) project for Metro North if it is to be built, according to one of the consortiums bidding for the contract.
Stephane Kofman, who heads the specialist investment division of HSBC, told a lunch meeting in Dublin organised by the Ireland-France Chamber of Commerce that equity had become “]
Loosly translated into unless you increase sovereign debt on this unviable overpriced underground tram set then we are no longer recommending that our clients invest in a clearly unviable project; this on the day that Goldman Sachs unveiled their $136bn war chest!
I think you’re missing the point there really. The really expensive part of the Metro is the tunnel from the green to Ballymun, and the tunnel under the airport.
The actual part through Swords is the same cost, and standard as a Luas line.Not at all I was merely probing the unproven nature of the demand forecasts the project was claiming in a roundabout way. I take your comment to mean the costs are €3.5bn for a short luas tunnel from St Stephens Green to Ballymun and €500m for a Luas to farmland north of Swords.
An aspect of demand that I note you no longer rely upon are the 80,000 mystery commuters who fellow quango the NRA have clearly proved the majority of which use the M50 and would never have used the proposed metro anyway.
The way this is starting to look under examination is that a passenger subsidy of €10 per passenger looks realistic. I really can’t believe so many so called intelligent people got taken in by such effective PR.
@Fergal wrote:
It’s a good thing that Estuary (Which doesn’t actually refer to the Broadmeadows estuary, it is the name of a roundabout on the old bypass) and Seatown stops won’t actually be built – they are possible future stops. And the Metro through Swords is being built to the same standard as the Luas from Sandyford to Cherrywood, it will run along the median of the old Swords bypass, with overpasses on the roundabouts. It is a very small part of the cost of the overall metro. And Bellinstown is a park and ride for a motorway carrying 80,000 commuters into Dublin each way.
As someone who knows Malahide and Swords well, you would want to be a very quick walker to make it from Malahide DART station to the planned Metro route in less than 30 minutes. It would take a good bit more if you actually wanted to walk to a station.The point made was very simple the passenger catchment analysis is totally flawed on the metro; whether it is a roundabout named after an Estuary and with all the land to its East undevelopable based on both no-one willing to live right beside a motorway or based on the land further east again being protected habitat and again totally unsuitable for development it simply proves it is not a suitable location for a station. The premise of build it and they will come simply doesn’t stack up.
The park and ride at Bellinstown could be built anywhere and if the design and parking tarriffs were attractive then the same commuters are just as likely to chose commuter rail linked to say Donabate station. The second error in your assumption on M1 traffic is the proportion that go to the City Centre
Compare Turnapin North of the M50 with Daily volume of 96,000 – 110,000 i.e. the section of the M1 where you have 2 options M50 or M1 South
http://www.nra.ie/NetworkManagement/TrafficCounts/TrafficCounterData/html/M01-20M.htm
Therefore if one deducts the M50 figures just West of the Airport which has a traffic flow of 70,000 – 80,000
http://www.nra.ie/NetworkManagement/TrafficCounts/TrafficCounterData/html/M50-23.htm
This gives a maximum traffic flow to Dublin City Centre of c30,000 of which at least 3,000 are HGV’s escaping the DCC ban.
Base line whilst Swords may deserve a Dart spur spun off the Northern line north of the Broadmeadow Estuary embankment reversing south through Lissenhall Motorway Junction it certainly doesn’t justify a €4bn metro and of the 27,000 cars that might go to the City Centre no doubt they would prefer a park and ride service on the commuter line at a recession level price and within 2 years than waiting for a project that is most uunlikely to ever be built on so many grounds.
Marmajam – I’m shocked you aren’t still under that rock you no doubt crawled under last night.
@marmajam wrote:
Estuary less than 10 min walk to Malahide DART station?
have you ever been in Dublin in your life?
25 mins walk at a fast pace.
my good man, your a born fool.
If you type the Name Estuary into the multimap search function you get a red circle that is some 550m from Malahide Dart Station. Estuary Road is some 1100m from Malahide Dart Station, given that average walking speed is 4 miles per hour or 6kms per hour it would traffic permitting 10 minutes and 30 seconds to reeach Estuary Road. Whilst not ideal density it is reasonably close to an existing transport link and the point I was making is that Estuary as a viable settlement only exists with proximity to Malahide. Unlike the Estuary portion towards Swords which Bertie Ahern was quoted in his infamous Swans and Snails remark. You do realise the full name is Broadmeadow Estuary and that it is heavily proptected under the wildlife acts i.e. undevelopable.
Sadly Gartan Drive is about as much as you’d get at this location
Are you really trying to tell me that the above or any of the above are viable locations to develop a €4bn transport network on the basis of being the major passenger providers?
You should learn to think before your inability to hold a civilised conversation gets the better of you again.
What daily ridership figures would you give from each of the above locations?
Didn’t expect an answer it required thought.
What this building will provide is 20,000 sq m of grade A office space in a well connected location in a building that could be described as clean, modern but uninspiring in architectural terms. It will be snapped up when things improve as will so many of their other locations because as experienced developers they understand what financial services companies and global corporates want in terms of space. Location, transport connections and glass!
@cgcsb wrote:
I notice in the video that the journey time between Stephen’s Green and O’Connell st is 15 seconds lol. A bit like Space Mountain in Disney Land Paris
The passenger loadings in the video look very light, is that based on the actual usage expected?
You would wonder if there are only 5 people getting on at O’Connell St how many will use Fosterstown that wonderful fringe megalopolis http://www.multimap.com/maps/?qs=fosterstown&countryCode=IE#map=53.40835,-9.93906|7|4&bd=useful_information&hloc=IE|fosterstown That is not even recorded on Multimap
Belinstown that has a main street with no side streets
Dardistown another thriving spot
Lissenhall that only comes up for a one off house in Tipperary
Estuary which pops up in the middle of Malahide less than 10 minutes walk from a Dart Station
@cgcsb wrote:
“Ballymun had a population of 22,109 at the 2006 Census.”
Here’s two articles that refer to the size of Coolock in the first paragraph:You are desperate if you think Wikipedia is a more reliable source of information than the actual census. http://beyond2020.cso.ie/Census/Tabl…ReportId=75472
Any fool can post on Wiki but few take it as reliable. Coolock is served by a QBC so is provided for.
@cgcsb wrote:
Yes for official purposes(ie garda stations, cso etc) it is considered to be in Malahide despite the fact that it is physically closer to Swords. My Partner is from Kinsealy actually.
Kinsealy is a very dispersed townland it may have a quoted population of 5,598 but it stretches over an area of 1,098 hectares or about 115% the size of the Phoenix park which is adjoined by 2 seperate rail lines and multiple train stations. Rus en Urbe now gets metro, Jackie Healy Rae will be looking for one for Kenmare at this rate.
@cgcsb wrote:
Who by the way would have to walk 40 mins to Malahide or 10 mins to Swords. He also doesn’t own a car. Again local knowledge can tell you things that you can’t read on the internet from thousands of miles away.
You’re going to feel like a bit of a tool when it’s finished
Well if he doesn’t own a car he needs to take a bus or move somewhere where there is a rail link; the taxpayer does not have a duty to provide subsidies of €8 per train ticket to build an underground that doesn’t stack up.
@cgcsb wrote:
Oh dear. there are no population densities north of Drumcondra worth mentioning? really? funny that cos last time I checked the biggest suburb by population in Dublin (NOT TALLAGHT! contrary to popular cultchie cliche thinking) is Coolock which is very much North of Drumcondra. not to mention the 22,000 people of Ballymun and the 38,000 people of Artane
As previously stated Drumcoundra is already served by its own direct service to Pearse station and beyond. Artane is served by a QBC.
Ballymun actually has a population of 19,517 over a 364 hecatre area or a density of 53.62 or about 10% denser than that sprawling West Dublin suburb of Jobstown you highlighted. I have no fixation with Tallaght at all but looking at the census Coolock is not actually listed as an area so how you came to your conclusion is quite Metro-esque in its reliability.
@cgcsb wrote:
Ok so these areas just so happened to be in between tallaght and heuston and they got a luas service out of it. Good for them. The area between Ballymun and the airport and between the airport and Swords are fairly empty also but they just so happen to be on the way.
The point is that there is no justification in financial terms to send the line on the way; not one of your so called population drivers of Ballymun or Swords has stacked up; why would you want to send a €4bn metro line on the way to undeveloped or under-developed land. €4bn …. €4bn …. €4bn not €375m
@cgcsb wrote:
http://en.wikipedia.org/wiki/Swords,_Dublin#Population
If the area of Kinsealy is counted, It is closer to 43,000, fact!
have you lost tough with reality altogether? Why would someone living in Swords walk a whopping 5 Kilometers to Malahide DART station. Do you really think half of them walk that far? evidence? You don’t have any local knowledge of the places you are talking about. You’re just saying, “shur dem dubs have enough transhport!! luashh for Nort Leitrim!!!” Also it’s not just the working population that’ll use the metro regularly
Kinsealy is clearly considered to be in the Malahide hinterland, produce one person from Kinsealy who ever claimed to live in Swords. You don’t live in Swords unless you have a car plain and simple it is as dispersed a housing pattern as you can get in terms of estate development. 16 to the acre gives a drive way and typical patterns involve one driving the other to the station and then driving to work. I considered Moon River in Carrick yesterday as it was good friday but no I’m not from Leitrim I’m sitting in a six storey building 100m from an underground line where trains run every 2-3 minutes and it is standing room only 80% of the time.
@cgcsb wrote:
There are more than 8 stations so they can share smaller amounts of that burden. It’ll be operational for over 100 years. Plenty of time to pay for itself. What areas do you propose it travel through?
Each statrion contributes 3m pasengers and you get 24m passengers you need minimum 60-70m passengers to justify that level of expenditure. If it will last 100 years build the right system and at the right time. MN fails on both counts.
@cgcsb wrote:
Because all the trinity heads are southsiders and those that aren’t live in phibsboro/Drumcondra. What a wild assumption to make. student population of DCU: 15,000. Student population of Trinity: 15,000. Again most students infact do not live in student accomadation, that’s wild speculation
My point on DCU was not that they live in formal student accomodation it is that they move in together in houses in low rent high convenience areas. Unlike UCD or TCD there are very limited competing land uses to DCU. Why would anyone in their right mind studying at DCU not live locally and walk or cycle to college? If you live at home you get free accomodation and get fed so you can easily put up with the bus!
On TCD I can only speak from anecdotal evidence from the mostly alumni and teaching staff that I have met and none of them lived on the Metro North alignment north of the Canal; the point I continue to make is that once you go past Drumcoundra there is no population density worth talking about; but in Drumcoundra you have a direct line to Pearse station and if you live any closer to the CC you have no excuse not to walk.
@cgcsb wrote:
as the great Barack Obama once said, “Yes we can!”
And they can with trillions of dollars from sovereign wealth funds prepared to accept 2.75% rates of return. Right now International investors are clearly saying no you can’t to any more goverment expenditure!
@cgcsb wrote:
The Green line runs mostly seperate from road traffic because it runs on a dissused 19th century railway alowing to have almost no interaction with traffic. The extensions being built are either on the railway alignment or greenfield. Where as that is not possible on the MN route. There is no pre existing surface space for a light rail withought seriously damaging road capacity and having multiple at grade junctions with other roads leading to unacceptable journey times.
My point was that one cost €300m the other €4bn are you saying that metro north will provide 13 times the benefits?
@cgcsb wrote:
ok so a hypothetical line between James’s and Kingswood is not possible. Your point?
That this section of the Luas is pretty much empty; just because you build a line does not mean that it will be used. The densities around Drimnagh are not far off the densities for much of Metro North. If the middle section of the Red Line were taken as a stand alone project it would never have been built; the economics in this case work out because the entire line cost €375m if it had cost €4bn there is no margin for error for poor route selection.
@cgcsb wrote:
Tallaght takes up a far bigger area than Swords. West Tallaght is baisically unaccessable. just miles and miles of housing estates and cul de sacs. No major roads or clearly defined village centres. That’s where the bulk of the 100,000 people live. No where near the luas stops. Swords population is alot denser with baisically all of it’s population inside a 20 minute walk radius.
http://beyond2020.cso.ie/Census/TableViewer/tableView.aspx?ReportId=75472
Swords has a population density of 10.86 per hectare or 37,762 in an area of 3,476 hectares; in contrast Tallaght has areas such as Jobstown at a density of 48.80 per hectare. Compare that to Merchants Quay B at a density of 169.61 and you start to get a flavour of the density required to justify underground rail lines.
@cgcsb wrote:
You say the villiage population is only 2,514 people. Well that’s alot considering only the apartments around main street are counted. If you consider the red line terminus beside the Square shopping centre, that has a population of 0, because it’s a shopping centre . By the way, 33,998 people in Swords? if you count the near by Kinsealy area(10 mins walk from the proposed Metro Stop on the Swords By-pass) your looking at more than 43,000 people that can practically access the metro. Unlike the people who live in Tallaght and yet are isolated from the red line
A population of 43,000 doesn’t exist according to the census and if it did if simply wouldn’t justify a €4bn capital spend; Swords might theoretically provide a working population of 20,000 of which 40% might use public transport or total top estimate of 8,000 rail based commuters per day but bear in mind that half of those people probably already use the Dart from Malahide.
To justify Metro North you would need 8 individual stations each capable of generating 10m passengers per year. this route doesn’t provide it because it goes through the wrong areas..
