THE first of the Government's Transport 21 projects was completed yesterday when new, longer trams for the Luas red line service were unveiled.
The 40-metre trams will allow 2,000 extra passengers an hour to be carried between Connolly Station and Tallaght, and the trams can be extended even further to cope with additional demand.
Chief executive of the Railway Procurement Agency, Frank Allen, said the agency expected to apply for a railway order seeking permission to build Metro North within the next month.
He said it wanted to ensure it got value for money on the project -- reported to cost between €3bn and €4.5bn -- adding it was the "biggest infrastructure project" ever undertaken in the State.
"The timing of Metro North depends on the planning process and we would hope by this time next year we'll have a railway order," he said. The 2013 deadline for completion was "likely" to be met, assuming there were delays, but it was "essential we get value for money".
Transport Minister Noel Dempsey said the longer trams were "good news" for commuters as capacity would be raised by 40pc.
Paul Melia
Irish Independent
www.buckplanning.ie
Showing posts with label transport 21. Show all posts
Showing posts with label transport 21. Show all posts
Tuesday, 27 May 2008
Saturday, 26 April 2008
The tearing of the Green
Plans for the Metro North line entail excavating a large section of St Stephen's Green at huge cost. But some are questioning the wisdom of using the Green as a transport hub, and worry that the work will forever alter the character of the park. Frank McDonald Environment Editor reports
ON NOVEMBER 1ST, 2005, at the Government's fanfare launch of its €34 billion Transport 21 investment programme, then minister for transport Martin Cullen announced that St Stephen's Green would become the capital's key transport hub. "It will be to Dublin what Grand Central is to New York," he said.
A discreet veil was drawn over the environmental impact of this radical proposal, particularly on the much-loved park that was given to the people of Dublin in 1880 by Sir Arthur Edward Guinness, Lord Ardilaun, under an Act of Parliament entrusting its long-term care to the Commissioners of Public Works.
Although the route of Metro North - the proposed line linking St Stephen's Green with Dublin Airport and Swords - is shown on maps that are publicly available on the Railway Procurement Agency's website (www.rpa.ie), the detail of what is being planned in and around the Green is not immediately evident.
However, design drawings seen by The Irish Times clearly show that at least a quarter of the park would be devastated by the scheme. It would, in effect, be turned into a vast construction site, requiring the removal of the landmark Fusiliers' Arch at its northwestern corner, dozens of mature trees and a large part of the lake.
In order to create the underground concourse and platforms for the proposed "Grand Central" station, a huge hole more than 20 metres deep and 160 metres long would be excavated at this location, extending beyond the railings from a point opposite the Fitzwilliam Hotel to a point opposite the St Stephen's Green Club.
This "cut-and-cover" project would take at least three years to complete, requiring some traffic diversions in the area. Excavated material would be removed by trucks using an access point on the north side of the Green and running down Dawson Street. Operation of the Sandyford Luas line would be unaffected.
To facilitate the movement of Metro North trains at their terminus station, the twin tracks would be burrowed under the middle of the park towards its southeastern corner and there would also be a large turnback loop, which is apparently to be tunnelled using the same "drill and blast" technique common in coal mining.
The St Stephen's Green station on CIÉ's planned rail interconnector, or "Dart Underground", linking Heuston Station with Spencer Dock, would also have a negative impact at ground level. A 200-metre stretch along the northern side of the Green would be turned into a construction site, with the loss of more trees.
Its station would be constructed on a transverse axis, partly beneath the Metro North station, using more "drill and blast" excavation underground, requiring the removal of some 8,000 truckloads of material. However, it is unclear at this stage whether these two projects by rival agencies will proceed in tandem.
Even after the park is restored with replacement trees and the Fusiliers' Arch and lake are reinstated, the character of St Stephen's Green would be permanently altered by visible - and discordant - elements of the two stations above-ground, including ventilation ducts, emergency escape stairs and other accoutrements.
For example, the drawings prepared by the RPA and consultant engineers Jacobs International show a cluster of air vents on the island in the park's lake which is a refuge for ducks and waterhens.
No wonder the Office of Public Works (OPW) was "aghast" when it was first shown the plans, according to a source.
When the Sandyford Luas line and its current terminus on the west side of St Stephen's Green was under construction, the OPW was so protective of the park and its curtilage that it wouldn't even permit any encroachment on the footpath outside. Now, it is faced with the prospect of much of the Green becoming a building site.
"It beggars belief that four decades after the battle to save Hume Street they're now planning to demolish St Stephen's Green," said one engineer who examined the detailed drawings. "But it's clear that the Green was selected [ for construction of the station] because it's a wonderful works site, a big open space."
IN 2006, THE Green was shortlisted for the Academy of Urbanism's Great Place award. The academy's poet in residence, Ian McMillan, wrote that "every city needs a green like this/To pause for a moment in the city's throng/This green is a smile and this green is a kiss/ And Dublin is the city where St Stephen's Green belongs".
An OPW spokesman said it was liaising with both the RPA and CIÉ to mitigate the environmental impact of the metro and rail interconnector works. He also pointed out that, technically, the park is now vested in the Minister for the Environment and said an amendment to the 1877 St Stephen's Green Act would probably be needed.
John Costigan, managing director of the Gaiety Theatre, has also expressed concern that one of the twin-bore metro tunnels would come perilously close to its fly-tower, which was rebuilt in recent years on steel piles with a depth of 10 or 11 metres, and that the theatre could be affected by vibrations from the metro.
It is clear that the "Grand Central" plan was driven by the Sandyford Luas line terminating on the west side of St Stephen's Green. But since the Luas line is to be extended northwards, via Dawson Street and College Green - as originally planned, until the Government ditched it in 1998 - it would be duplicating Metro North.
THE COST OF the 17km metro line was estimated at €4.58 billion in 2004, though this was never publicly admitted by the RPA. With construction cost inflation since then, plus the addition of a new station at Parnell Square and agreement to put the line underground in Ballymun, the figure could now be as high as €6 billion. That would work out at €353 million per kilometre for a single line which, the RPA admits, would carry elongated Luas-type trams rather than heavy rail metro trains. This contrasts with €60 million per kilometre for the extension of the Tallaght Luas line in Docklands - the most expensive Luas project to date.
Even on the basis of that high figure, the RPA could build more than 100 kilometres of street-running Luas lines for the price of Metro North - and a lot more at a lower cost per kilometre. Such a change of plan would give Dublin a light rail network, serving many more areas than the limited Swords-St Stephen's Green corridor.
Given Metro North's price tag, which the RPA has been trying to reduce by cutting back on station design, it would make more sense to terminate it at O'Connell Bridge or, better still, underneath Tara Street station. If this was done, the rail interconnector's cost could also be cut because it wouldn't have to swing south to Stephen's Green.
The cost of Metro North could also be reduced by substituting a surface-running Luas line between Dublin Airport and Swords. Another obvious cost-cutting measure would involve boring a single tunnel wide enough to carry trains in both directions, rather than the separate tunnels for each track currently proposed.
The RPA is in the process of selecting a "preferred bidder" for the Metro North project from a shortlist of four consortiums and preparing an environmental impact statement, with a view to making a formal application for a railway order in August. By then, the design of the project will be set, sealing the fate of St Stephen's Green.
WHO CALLS THE SHOTS THE MAYOR, THE MINISTER OR THE TRANSPORT AUTHORITY?
THE PROPOSAL in this week's Green Paper on local government that the Dublin Transport Authority (DTA) is to be chaired by whoever becomes the capital's first directly-elected mayor will compensate only partly for a significant democratic deficit in the authority's composition.
The Minister for the Environment, John Gormley, said he had got the agreement of his colleague, Minister for Transport Noel Dempsey, that the mayor would chair the DTA - in 2011; as currently framed, this powerful new body would be headed by a ministerial appointee.
The Dublin Transport Authority Bill, published last week, provides that none of the 10 members of the authority would be elected representatives, and that only four of the 12 on its advisory council would be members of the Dublin and Mid-East regional authorities. The rest would all be appointees of the Minister for Transport - chosen, the Bill says, on the basis of their expertise in "relevant disciplines", such as finance, transport or planning - as well as ex-officio members such as Dublin city manager John Tierney.
Lest there be any impression that the DTA is not a creature of central government, there are no less than 230 direct references to the Minister in its 78 pages - mainly dealing with his powers to order the affairs of the authority; in this respect, it is par for the course. Establishment of the DTA, according to the explanatory memorandum, "will ensure, for the first time, that there is a single, properly accountable body with overall responsibility for surface transport in the Greater Dublin Area" (GDA), which includes Meath, Kildare and Wicklow.
Its general functions will include strategic transport planning, provision of public transport services and infrastructure and traffic management. It will also take over responsibility from the Railway Procurement Agency (RPA) for the thorny issue of introducing integrated ticketing. But the RPA will stay in business, with continuing responsibility for the delivery of Luas and metro projects. Indeed, the agency fought an evidently successful bureaucratic battle against an earlier, apparently firm proposal that it would simply be subsumed into the DTA.
The only body that is to be dissolved under the legislation is the Dublin Transportation Office, which has performed a co-ordinating role for transport in the region and was also the originator of the metro plan - now causing "wigs on the Green" as details of its design emerge.
The DTA's first duty will be to prepare a six-year transport strategy for the GDA - in consultation with the local authorities as well as the wider community - covering investment in infrastructure, and the procurement and integration of public transport services. In preparing its integrated implementation plan, the DTA will get written guidance from the Minister on "multi-annual funding arrangements", though it will be obliged to have "due regard" for "the most beneficial, effective and efficient use of Exchequer resources". Where possible, the DTA is required to secure the provision of public transport infrastructure through existing agencies, such as the National Roads Authority, the local authorities, Iarnród Éireann and the RPA - though it will have "step-in" powers, if any of these fail. However, the Bill does nothing to liberalise or open up the Dublin bus market. The "exclusive rights" of Bus Éireann, Dublin Bus and Iarnród Éireann to operate the services they currently provide are reaffirmed, and the DTA is obliged to award them direct contracts.
One of the most significant provisions of the Bill is the land use planning powers it gives the new agency. In future, there will be an onus on the GDA's seven local authorities to ensure that their development plans are consistent with the DTA's transport strategy. The Dublin and Mid-East regional authorities, though largely powerless, will also be required to include a statement in their regional planning guidelines "explaining how there will be effective integration of transport and land use planning", the memorandum says.
Furthermore, the 2000 Planning Act is being amended to give the Minister for the Environment power to direct any of the GDA's local authorities to review or vary their draft development plan to ensure that its objectives are consistent with the DTA's transport strategy.
Another amendment to the Planning Act will make it easier for the local authorities to refuse planning permission for any development that would be inconsistent with the transport strategy, because they wouldn't risk having to pay compensation to disappointed developers.
The Irish Times
www.buckplanning.ie
ON NOVEMBER 1ST, 2005, at the Government's fanfare launch of its €34 billion Transport 21 investment programme, then minister for transport Martin Cullen announced that St Stephen's Green would become the capital's key transport hub. "It will be to Dublin what Grand Central is to New York," he said.
A discreet veil was drawn over the environmental impact of this radical proposal, particularly on the much-loved park that was given to the people of Dublin in 1880 by Sir Arthur Edward Guinness, Lord Ardilaun, under an Act of Parliament entrusting its long-term care to the Commissioners of Public Works.
Although the route of Metro North - the proposed line linking St Stephen's Green with Dublin Airport and Swords - is shown on maps that are publicly available on the Railway Procurement Agency's website (www.rpa.ie), the detail of what is being planned in and around the Green is not immediately evident.
However, design drawings seen by The Irish Times clearly show that at least a quarter of the park would be devastated by the scheme. It would, in effect, be turned into a vast construction site, requiring the removal of the landmark Fusiliers' Arch at its northwestern corner, dozens of mature trees and a large part of the lake.
In order to create the underground concourse and platforms for the proposed "Grand Central" station, a huge hole more than 20 metres deep and 160 metres long would be excavated at this location, extending beyond the railings from a point opposite the Fitzwilliam Hotel to a point opposite the St Stephen's Green Club.
This "cut-and-cover" project would take at least three years to complete, requiring some traffic diversions in the area. Excavated material would be removed by trucks using an access point on the north side of the Green and running down Dawson Street. Operation of the Sandyford Luas line would be unaffected.
To facilitate the movement of Metro North trains at their terminus station, the twin tracks would be burrowed under the middle of the park towards its southeastern corner and there would also be a large turnback loop, which is apparently to be tunnelled using the same "drill and blast" technique common in coal mining.
The St Stephen's Green station on CIÉ's planned rail interconnector, or "Dart Underground", linking Heuston Station with Spencer Dock, would also have a negative impact at ground level. A 200-metre stretch along the northern side of the Green would be turned into a construction site, with the loss of more trees.
Its station would be constructed on a transverse axis, partly beneath the Metro North station, using more "drill and blast" excavation underground, requiring the removal of some 8,000 truckloads of material. However, it is unclear at this stage whether these two projects by rival agencies will proceed in tandem.
Even after the park is restored with replacement trees and the Fusiliers' Arch and lake are reinstated, the character of St Stephen's Green would be permanently altered by visible - and discordant - elements of the two stations above-ground, including ventilation ducts, emergency escape stairs and other accoutrements.
For example, the drawings prepared by the RPA and consultant engineers Jacobs International show a cluster of air vents on the island in the park's lake which is a refuge for ducks and waterhens.
No wonder the Office of Public Works (OPW) was "aghast" when it was first shown the plans, according to a source.
When the Sandyford Luas line and its current terminus on the west side of St Stephen's Green was under construction, the OPW was so protective of the park and its curtilage that it wouldn't even permit any encroachment on the footpath outside. Now, it is faced with the prospect of much of the Green becoming a building site.
"It beggars belief that four decades after the battle to save Hume Street they're now planning to demolish St Stephen's Green," said one engineer who examined the detailed drawings. "But it's clear that the Green was selected [ for construction of the station] because it's a wonderful works site, a big open space."
IN 2006, THE Green was shortlisted for the Academy of Urbanism's Great Place award. The academy's poet in residence, Ian McMillan, wrote that "every city needs a green like this/To pause for a moment in the city's throng/This green is a smile and this green is a kiss/ And Dublin is the city where St Stephen's Green belongs".
An OPW spokesman said it was liaising with both the RPA and CIÉ to mitigate the environmental impact of the metro and rail interconnector works. He also pointed out that, technically, the park is now vested in the Minister for the Environment and said an amendment to the 1877 St Stephen's Green Act would probably be needed.
John Costigan, managing director of the Gaiety Theatre, has also expressed concern that one of the twin-bore metro tunnels would come perilously close to its fly-tower, which was rebuilt in recent years on steel piles with a depth of 10 or 11 metres, and that the theatre could be affected by vibrations from the metro.
It is clear that the "Grand Central" plan was driven by the Sandyford Luas line terminating on the west side of St Stephen's Green. But since the Luas line is to be extended northwards, via Dawson Street and College Green - as originally planned, until the Government ditched it in 1998 - it would be duplicating Metro North.
THE COST OF the 17km metro line was estimated at €4.58 billion in 2004, though this was never publicly admitted by the RPA. With construction cost inflation since then, plus the addition of a new station at Parnell Square and agreement to put the line underground in Ballymun, the figure could now be as high as €6 billion. That would work out at €353 million per kilometre for a single line which, the RPA admits, would carry elongated Luas-type trams rather than heavy rail metro trains. This contrasts with €60 million per kilometre for the extension of the Tallaght Luas line in Docklands - the most expensive Luas project to date.
Even on the basis of that high figure, the RPA could build more than 100 kilometres of street-running Luas lines for the price of Metro North - and a lot more at a lower cost per kilometre. Such a change of plan would give Dublin a light rail network, serving many more areas than the limited Swords-St Stephen's Green corridor.
Given Metro North's price tag, which the RPA has been trying to reduce by cutting back on station design, it would make more sense to terminate it at O'Connell Bridge or, better still, underneath Tara Street station. If this was done, the rail interconnector's cost could also be cut because it wouldn't have to swing south to Stephen's Green.
The cost of Metro North could also be reduced by substituting a surface-running Luas line between Dublin Airport and Swords. Another obvious cost-cutting measure would involve boring a single tunnel wide enough to carry trains in both directions, rather than the separate tunnels for each track currently proposed.
The RPA is in the process of selecting a "preferred bidder" for the Metro North project from a shortlist of four consortiums and preparing an environmental impact statement, with a view to making a formal application for a railway order in August. By then, the design of the project will be set, sealing the fate of St Stephen's Green.
WHO CALLS THE SHOTS THE MAYOR, THE MINISTER OR THE TRANSPORT AUTHORITY?
THE PROPOSAL in this week's Green Paper on local government that the Dublin Transport Authority (DTA) is to be chaired by whoever becomes the capital's first directly-elected mayor will compensate only partly for a significant democratic deficit in the authority's composition.
The Minister for the Environment, John Gormley, said he had got the agreement of his colleague, Minister for Transport Noel Dempsey, that the mayor would chair the DTA - in 2011; as currently framed, this powerful new body would be headed by a ministerial appointee.
The Dublin Transport Authority Bill, published last week, provides that none of the 10 members of the authority would be elected representatives, and that only four of the 12 on its advisory council would be members of the Dublin and Mid-East regional authorities. The rest would all be appointees of the Minister for Transport - chosen, the Bill says, on the basis of their expertise in "relevant disciplines", such as finance, transport or planning - as well as ex-officio members such as Dublin city manager John Tierney.
Lest there be any impression that the DTA is not a creature of central government, there are no less than 230 direct references to the Minister in its 78 pages - mainly dealing with his powers to order the affairs of the authority; in this respect, it is par for the course. Establishment of the DTA, according to the explanatory memorandum, "will ensure, for the first time, that there is a single, properly accountable body with overall responsibility for surface transport in the Greater Dublin Area" (GDA), which includes Meath, Kildare and Wicklow.
Its general functions will include strategic transport planning, provision of public transport services and infrastructure and traffic management. It will also take over responsibility from the Railway Procurement Agency (RPA) for the thorny issue of introducing integrated ticketing. But the RPA will stay in business, with continuing responsibility for the delivery of Luas and metro projects. Indeed, the agency fought an evidently successful bureaucratic battle against an earlier, apparently firm proposal that it would simply be subsumed into the DTA.
The only body that is to be dissolved under the legislation is the Dublin Transportation Office, which has performed a co-ordinating role for transport in the region and was also the originator of the metro plan - now causing "wigs on the Green" as details of its design emerge.
The DTA's first duty will be to prepare a six-year transport strategy for the GDA - in consultation with the local authorities as well as the wider community - covering investment in infrastructure, and the procurement and integration of public transport services. In preparing its integrated implementation plan, the DTA will get written guidance from the Minister on "multi-annual funding arrangements", though it will be obliged to have "due regard" for "the most beneficial, effective and efficient use of Exchequer resources". Where possible, the DTA is required to secure the provision of public transport infrastructure through existing agencies, such as the National Roads Authority, the local authorities, Iarnród Éireann and the RPA - though it will have "step-in" powers, if any of these fail. However, the Bill does nothing to liberalise or open up the Dublin bus market. The "exclusive rights" of Bus Éireann, Dublin Bus and Iarnród Éireann to operate the services they currently provide are reaffirmed, and the DTA is obliged to award them direct contracts.
One of the most significant provisions of the Bill is the land use planning powers it gives the new agency. In future, there will be an onus on the GDA's seven local authorities to ensure that their development plans are consistent with the DTA's transport strategy. The Dublin and Mid-East regional authorities, though largely powerless, will also be required to include a statement in their regional planning guidelines "explaining how there will be effective integration of transport and land use planning", the memorandum says.
Furthermore, the 2000 Planning Act is being amended to give the Minister for the Environment power to direct any of the GDA's local authorities to review or vary their draft development plan to ensure that its objectives are consistent with the DTA's transport strategy.
Another amendment to the Planning Act will make it easier for the local authorities to refuse planning permission for any development that would be inconsistent with the transport strategy, because they wouldn't risk having to pay compensation to disappointed developers.
The Irish Times
www.buckplanning.ie
Sunday, 20 January 2008
Top rail boss moves after criticism of Navan link
One of Irish Rail's most senior executives, who was publicly critical of the economic viability of the politically sensitive Navan-Dublin rail project, has moved from his position as project manager of Transport 21, the Government's capital investment framework for transport.
Tom Finn's move within Irish Rail came less than a month after he made a presentation to Meath councillors in which he revealed his scepticism about the reopening of the rail link.
Mr Finn told councillors earlier this month that "financially you would not touch it with a barge pole because of the costs".
It led to a sharp rebuke from Minister for Transport Noel Dempsey, whose constituency would benefit from the rail project.
Mr Dempsey's response also indicated considerable friction between his Department and Iarnrod Eireann over the project.
Mr Finn told councillors that 85 per cent of the current projected population growth was needed to justify the development of the line and even the slightest dip in population could have a significant effect on its viability.
Mr Finn, a civil engineer, expressed the view that 25 per cent of the capital costs could be provided through development levies, with the remainder being sought from the Exchequer.
The civil engineer, who has a Masters degree in transport planning and engineering, said that while the project did meet the guidelines in terms of economic appraisal, there were a lot of other projects competing for similar Exchequer funds.
His negative appraisal led to an angry response from Minister Dempsey, who immediately declared that he was "100 per cent" behind the project. "It will happen," Mr Dempsey insisted.
Mr Dempsey publicly accused Irish Rail of being "extremely conservative", and referred to a "scoping study", which had concluded that the project was a valuable one that would justify the use of public funds.
In a sideswipe at Irish Rail, Mr Demsey said: "Not only did Iarnrod Eireann use 2002 census figures, but they did not take into account the projected population growth in Trim, which is expected to go from 7,000 to 17,000 in 10 to 15 years, and similar growth in Kells."
He said that the rate of economic return from the restored rail line is marked in at 4 per cent, according to Department of Finance guidelines. Mr Dempsey said that the rate of return on the Navan-Dublin project would be 4.6 per cent, "so I have no doubt at all about the viability of it".
The reopening of the line is planned as part of the Government's Transport 21 infrastructure programme. The first phase, from Clonsilla to an interchange with the M3 at Pace, is scheduled to open within two years.
When pressed about Mr Finn's move within the organisation, a company spokesman said they would not comment on individual staff members. Mr Finn's job involved overseeing Irish Rail's role in the €34bn National Transport Strategy.
The company issued a statement to the Sunday Independent which reaffirmed the company's support for the project, stating: "Iarnrod Eireann's scoping study, and our presentation to Meath County Council, both stated that the Navan to Dunboyne line is economically viable -- this is the only criteria that matters when evaluating transport projects, be they rail, road or other public transport.
"Iarnrod Eireann's study therefore supports the development of the Navan line."
The statement continued: "The key issue for all such projects is that the economic benefits -- in terms of time savings for citizens, reduced congestion, environmental benefits and reduced road accidents amongst others -- justify the investment.
"Our consultants' report clearly states that the Navan rail line development meets and exceeds the Department of Finance's criteria in this regard, and that it is an economically viable project, as advised to Meath County Council last week.
"As stated to Meath County Council at last week's meeting, Iarnrod Eireann intends to progress this Transport 21 project with the Department of Transport, and to develop the full preliminary design and business case in accordance with the processes for new capital projects."
Mr Finn was unavailable for comment and was said to be on annual leave.
JEROME REILLY
Sunday Tribune
www.buckplanning.ie
Tom Finn's move within Irish Rail came less than a month after he made a presentation to Meath councillors in which he revealed his scepticism about the reopening of the rail link.
Mr Finn told councillors earlier this month that "financially you would not touch it with a barge pole because of the costs".
It led to a sharp rebuke from Minister for Transport Noel Dempsey, whose constituency would benefit from the rail project.
Mr Dempsey's response also indicated considerable friction between his Department and Iarnrod Eireann over the project.
Mr Finn told councillors that 85 per cent of the current projected population growth was needed to justify the development of the line and even the slightest dip in population could have a significant effect on its viability.
Mr Finn, a civil engineer, expressed the view that 25 per cent of the capital costs could be provided through development levies, with the remainder being sought from the Exchequer.
The civil engineer, who has a Masters degree in transport planning and engineering, said that while the project did meet the guidelines in terms of economic appraisal, there were a lot of other projects competing for similar Exchequer funds.
His negative appraisal led to an angry response from Minister Dempsey, who immediately declared that he was "100 per cent" behind the project. "It will happen," Mr Dempsey insisted.
Mr Dempsey publicly accused Irish Rail of being "extremely conservative", and referred to a "scoping study", which had concluded that the project was a valuable one that would justify the use of public funds.
In a sideswipe at Irish Rail, Mr Demsey said: "Not only did Iarnrod Eireann use 2002 census figures, but they did not take into account the projected population growth in Trim, which is expected to go from 7,000 to 17,000 in 10 to 15 years, and similar growth in Kells."
He said that the rate of economic return from the restored rail line is marked in at 4 per cent, according to Department of Finance guidelines. Mr Dempsey said that the rate of return on the Navan-Dublin project would be 4.6 per cent, "so I have no doubt at all about the viability of it".
The reopening of the line is planned as part of the Government's Transport 21 infrastructure programme. The first phase, from Clonsilla to an interchange with the M3 at Pace, is scheduled to open within two years.
When pressed about Mr Finn's move within the organisation, a company spokesman said they would not comment on individual staff members. Mr Finn's job involved overseeing Irish Rail's role in the €34bn National Transport Strategy.
The company issued a statement to the Sunday Independent which reaffirmed the company's support for the project, stating: "Iarnrod Eireann's scoping study, and our presentation to Meath County Council, both stated that the Navan to Dunboyne line is economically viable -- this is the only criteria that matters when evaluating transport projects, be they rail, road or other public transport.
"Iarnrod Eireann's study therefore supports the development of the Navan line."
The statement continued: "The key issue for all such projects is that the economic benefits -- in terms of time savings for citizens, reduced congestion, environmental benefits and reduced road accidents amongst others -- justify the investment.
"Our consultants' report clearly states that the Navan rail line development meets and exceeds the Department of Finance's criteria in this regard, and that it is an economically viable project, as advised to Meath County Council last week.
"As stated to Meath County Council at last week's meeting, Iarnrod Eireann intends to progress this Transport 21 project with the Department of Transport, and to develop the full preliminary design and business case in accordance with the processes for new capital projects."
Mr Finn was unavailable for comment and was said to be on annual leave.
JEROME REILLY
Sunday Tribune
www.buckplanning.ie
Sunday, 30 December 2007
State to spend millions on land sold for 12
THE state is to spend tens of millions of euro reacquiring land for the planned DublinNavan rail line previously sold off by CIE to adjoining landowners for sums as low as IR£10 or less.
The alignment of the route is still intact, has only one public level crossing and is largely free of development.
However, it is no longer owned by CIE as the line from Clonsilla in west Dublin to Navan was sold off in its entirety in the late 1960s.
The old Navan rail line was closed completely in 1963. A subsequent decision to sell the land was made because, at a time of severe cutbacks in the rail network, there would have been ongoing costs of maintaining the land along the abandoned line, including fencing and drainage.
Given the narrow strips of land on offer, the only people interested in acquiring it at the time were adjacent landowners, primarily farmers.
This de facto buyers' market resulted in rock-bottom prices being charged for it . . . in some cases believed to be less than IR£10 ( 12.70).
That land must now be bought back as part of the project to re-instate the Navan rail line.
Presuming a positive outcome in Iarnrod Eireann's application for a Railway Order (the equivalent of planning permission for rail schemes), construction of the first phase of the Navan rail line . . . from Clonsilla to Dunboyne to the M3 interchange at Pace, north of Dunboyne . . . is likely to begin late next year and be completed in early 2010.
Around 40% of the project costs on Clonsilla-Dunboyne (M3) will be taken up by property acquisition, although not all of this relates to the land sold off 40 years ago.
The bill from this acquisition will run to tens of millions of euro and is provided for in the government's Transport 21 plan.
Sunday Tribune
www.buckplanning.ie
The alignment of the route is still intact, has only one public level crossing and is largely free of development.
However, it is no longer owned by CIE as the line from Clonsilla in west Dublin to Navan was sold off in its entirety in the late 1960s.
The old Navan rail line was closed completely in 1963. A subsequent decision to sell the land was made because, at a time of severe cutbacks in the rail network, there would have been ongoing costs of maintaining the land along the abandoned line, including fencing and drainage.
Given the narrow strips of land on offer, the only people interested in acquiring it at the time were adjacent landowners, primarily farmers.
This de facto buyers' market resulted in rock-bottom prices being charged for it . . . in some cases believed to be less than IR£10 ( 12.70).
That land must now be bought back as part of the project to re-instate the Navan rail line.
Presuming a positive outcome in Iarnrod Eireann's application for a Railway Order (the equivalent of planning permission for rail schemes), construction of the first phase of the Navan rail line . . . from Clonsilla to Dunboyne to the M3 interchange at Pace, north of Dunboyne . . . is likely to begin late next year and be completed in early 2010.
Around 40% of the project costs on Clonsilla-Dunboyne (M3) will be taken up by property acquisition, although not all of this relates to the land sold off 40 years ago.
The bill from this acquisition will run to tens of millions of euro and is provided for in the government's Transport 21 plan.
Sunday Tribune
www.buckplanning.ie
Sunday, 18 November 2007
Work starts on Western Rail Corridor
Work has begun on the Western Rail Corridor which will eventually link Limerick with Claremorris.
Transport Minister Noel Dempsey and Minister for Community, Rural and Gaeltacht Affairs Éamon Ó Cuív joined with CIE and Iarnród Éireann Chairman Dr John Lynch to mark the commencement of trackwork between Limerick and Galway.
Under the Government's Transport 21 plan, the Western Rail Corridor is to be reopened on a phased basis with the €106.5 million Ennis-to-Athenry section due to be completed in 2009, the Athenry-to-Tuam section in 2011 and the Tuam-to-Claremorris section in 2014.
www.buckplanning.ie
Transport Minister Noel Dempsey and Minister for Community, Rural and Gaeltacht Affairs Éamon Ó Cuív joined with CIE and Iarnród Éireann Chairman Dr John Lynch to mark the commencement of trackwork between Limerick and Galway.
Under the Government's Transport 21 plan, the Western Rail Corridor is to be reopened on a phased basis with the €106.5 million Ennis-to-Athenry section due to be completed in 2009, the Athenry-to-Tuam section in 2011 and the Tuam-to-Claremorris section in 2014.
www.buckplanning.ie
Wednesday, 5 September 2007
€34bn transport plan ‘will not solve congestion’
A SENIOR civil servant has broken ranks to warn that the Government’s multi-billion-euro transport policy will not work in locations where congestion problems are worst.
Dave Fadden, of the Strategic Planning and Policy Division of the Department of Transport, said that the Government’s prized €34.3 billion Transport 21 programme focused entirely on spending money on major transport infrastructure like roads, rail and buses without examining the way transport was used.
“It seems to imply to me that if you invest in infrastructure, you will get a sustainable transport system. You will not by infrastructure alone. There is no mention in it of changes in travel behaviour which is going to be a key element of sustainable transport.”
He said the programme would not be able to keep up with growth in population and car ownership. “With all the investment in Transport 21, at the end of it all, traffic congestion is going to get worse, not because the investment is wrong necessarily, but because growth is going to outstrip it. If we see the solution as investment in supply alone, it’s not going to work.”
Mr Fadden was addressing an international environment conference in Dublin where, he said, commuting distances had doubled since 1990 and average peak time commuting speeds were predicted to fall to just 8km/h by 2016.
Poor planning and policy was not just an urban phenomenon, however, as he cited the case of the west Cork village of Kilcrohane where a new social housing scheme was served by a bus only three times a week. “Every one of the people living there is going to have to have a car,” he said.
Mr Fadden also hit out at planning decisions that allowed intensive construction around new roads. “There is no point building a motorway if you start putting a whole lot of development along it and create more congestion.”
He said political leadership was crucial to tackling the country’s traffic and transport problems. He praised his own minister, Noel Dempsey in transport, for pledging to introduce more pedestrian and cyclist friendly initiatives, but added: “You are going to have to secure extra resources beyond Transport 21 to make that happen”.
“It galls me that cycling is down to 2% of commuters here when in Copenhagen it is 33%. You can bring cycling from 2% up to 10% and beyond that here. It will take 10 years, but it can be done.”
The conference also heard from environmentalist and broadcaster, Duncan Stewart, who said advances in green technology did not reduce carbon emissions from cars in Ireland because people were buying more cars with bigger engines.
Another speaker, John Henry of the Dublin Transportation Office, admitted that major mistakes had been made in the capital, such as the Red Cow roundabout and the building of the M50 as a dual carriageway rather than a three-lane highway, but he asked people not be too harsh in their judgment.
“We knew that the Red Cow interchange would fail, but we did not know how to build anything better so we decided to build it and get 10 years use out of it rather than do nothing.”
Irish Examiner
Dave Fadden, of the Strategic Planning and Policy Division of the Department of Transport, said that the Government’s prized €34.3 billion Transport 21 programme focused entirely on spending money on major transport infrastructure like roads, rail and buses without examining the way transport was used.
“It seems to imply to me that if you invest in infrastructure, you will get a sustainable transport system. You will not by infrastructure alone. There is no mention in it of changes in travel behaviour which is going to be a key element of sustainable transport.”
He said the programme would not be able to keep up with growth in population and car ownership. “With all the investment in Transport 21, at the end of it all, traffic congestion is going to get worse, not because the investment is wrong necessarily, but because growth is going to outstrip it. If we see the solution as investment in supply alone, it’s not going to work.”
Mr Fadden was addressing an international environment conference in Dublin where, he said, commuting distances had doubled since 1990 and average peak time commuting speeds were predicted to fall to just 8km/h by 2016.
Poor planning and policy was not just an urban phenomenon, however, as he cited the case of the west Cork village of Kilcrohane where a new social housing scheme was served by a bus only three times a week. “Every one of the people living there is going to have to have a car,” he said.
Mr Fadden also hit out at planning decisions that allowed intensive construction around new roads. “There is no point building a motorway if you start putting a whole lot of development along it and create more congestion.”
He said political leadership was crucial to tackling the country’s traffic and transport problems. He praised his own minister, Noel Dempsey in transport, for pledging to introduce more pedestrian and cyclist friendly initiatives, but added: “You are going to have to secure extra resources beyond Transport 21 to make that happen”.
“It galls me that cycling is down to 2% of commuters here when in Copenhagen it is 33%. You can bring cycling from 2% up to 10% and beyond that here. It will take 10 years, but it can be done.”
The conference also heard from environmentalist and broadcaster, Duncan Stewart, who said advances in green technology did not reduce carbon emissions from cars in Ireland because people were buying more cars with bigger engines.
Another speaker, John Henry of the Dublin Transportation Office, admitted that major mistakes had been made in the capital, such as the Red Cow roundabout and the building of the M50 as a dual carriageway rather than a three-lane highway, but he asked people not be too harsh in their judgment.
“We knew that the Red Cow interchange would fail, but we did not know how to build anything better so we decided to build it and get 10 years use out of it rather than do nothing.”
Irish Examiner
Friday, 27 April 2007
TD says minister must publish spur rail link feasibility study
THE Minister for Transport has been called on to publicise a feasibility study carried out on a spur rail link connecting Shannon to the Limerick-Ennis line.
Labour education spokeswoman Jan O’Sullivan, TD said the report has been lying on the minister’s desk.
Ms O’Sullivan said: “The Minister for Transport told me in a parliamentary reply on February 20 that the draft final report was completed at that stage and that the final report would be available shortly. It’s now more than two months later and there’s no sign of it. It should be published without further delay.”
She said there is no commitment to funding the line in the Government’s proposals under Transport 21.
Ms O’Sullivan said it was vital for Shannon’s future that it is easy to get to by public transport and rail is the best option.
She said: “The Limerick-Ennis line has already proved to be a great success. I have no doubt that a link to Shannon be equally successful for visitors and locals alike.”
Deputy O’Sullivan also accused Minister Martin Cullen of reneging on his promise to implement an Economic and Tourism Development Plan to prepare the region for the consequences of Open Skies which will end Shannon’s right to an equal number of transatlantic flights with Dublin.
She said: “There is a real threat to jobs and prosperity in the Mid-West. We will lose business to Dublin if nothing is done to market and support Shannon. Open Skies is upon us and the Government is still sitting on its hands.”
Ms O’Sullivan expressed great disappointment at the minister’s response to the debate. She said: “He was flippant and dismissive and gave no date for the publication of either the rail study or the plan. Mr Cullen is coming to the Mid-West this weekend and I’m calling on him to give us positive news on these issues.”
Ryanair boss Michael O’Leary has publicly come out against a rail spur into Shannon saying it is not necessary. He told a meeting in Limerick recently that the roads into Shannon were good.
Irish Examiner
Labour education spokeswoman Jan O’Sullivan, TD said the report has been lying on the minister’s desk.
Ms O’Sullivan said: “The Minister for Transport told me in a parliamentary reply on February 20 that the draft final report was completed at that stage and that the final report would be available shortly. It’s now more than two months later and there’s no sign of it. It should be published without further delay.”
She said there is no commitment to funding the line in the Government’s proposals under Transport 21.
Ms O’Sullivan said it was vital for Shannon’s future that it is easy to get to by public transport and rail is the best option.
She said: “The Limerick-Ennis line has already proved to be a great success. I have no doubt that a link to Shannon be equally successful for visitors and locals alike.”
Deputy O’Sullivan also accused Minister Martin Cullen of reneging on his promise to implement an Economic and Tourism Development Plan to prepare the region for the consequences of Open Skies which will end Shannon’s right to an equal number of transatlantic flights with Dublin.
She said: “There is a real threat to jobs and prosperity in the Mid-West. We will lose business to Dublin if nothing is done to market and support Shannon. Open Skies is upon us and the Government is still sitting on its hands.”
Ms O’Sullivan expressed great disappointment at the minister’s response to the debate. She said: “He was flippant and dismissive and gave no date for the publication of either the rail study or the plan. Mr Cullen is coming to the Mid-West this weekend and I’m calling on him to give us positive news on these issues.”
Ryanair boss Michael O’Leary has publicly come out against a rail spur into Shannon saying it is not necessary. He told a meeting in Limerick recently that the roads into Shannon were good.
Irish Examiner
Friday, 23 February 2007
Runway extension for Sligo airport
AN airport which was at the centre of a serious flight safety incident is to receive €8.5m to extend its runway.
Sligo Airport is one of six regional airports to benefit from €86m capital grants package. It will use the funding to extend its runway to meet safety and aviation requirements.
In 2002, a Euro Celtic plane overshot the airport's runway on landing and ended up with its nose in the sea. None of the 36 passengers, which included the members of the Dublin band Aslan, was injured.
Local shellfish farmers have raised concerns about the plan to extend the runway by building a platform over mudflats. But the airport has said that with the Atlantic Ocean close to the west end of the runway and the waters of Sligo harbour near the east end, there was no affordable alternative.
Under the Transport 21 plan funding, Ireland West airport in Knock will receive €27m. Kerry Airport will receive €17.7m to provide better terminal facilities to cope with the increase in tourist numbers, while Waterford, Galway and Donegal airports will receive €22.3m.
Michael Brennan
© Irish Independent
Sligo Airport is one of six regional airports to benefit from €86m capital grants package. It will use the funding to extend its runway to meet safety and aviation requirements.
In 2002, a Euro Celtic plane overshot the airport's runway on landing and ended up with its nose in the sea. None of the 36 passengers, which included the members of the Dublin band Aslan, was injured.
Local shellfish farmers have raised concerns about the plan to extend the runway by building a platform over mudflats. But the airport has said that with the Atlantic Ocean close to the west end of the runway and the waters of Sligo harbour near the east end, there was no affordable alternative.
Under the Transport 21 plan funding, Ireland West airport in Knock will receive €27m. Kerry Airport will receive €17.7m to provide better terminal facilities to cope with the increase in tourist numbers, while Waterford, Galway and Donegal airports will receive €22.3m.
Michael Brennan
© Irish Independent
Tuesday, 20 February 2007
A SLEEK new streetcar was unveiled by Bus Eireann yesterday
The 12-metre long 'bus tram', which runs on an electric/bio-fuel hybrid engine, is to be introduced to cities across the country in the coming months.
Bus Eireann unveiled the new BRT (Bus Rapid Transit) system in Waterford where the company hopes to pilot the new streetcar.
Bus Eireann plans to overhaul the service in the Waterford area over the next two years.
Dr John Lynch, chairman of CIE, said that the new streetcars would run "at one-tenth of the cost of traditional tram and present light rail".
He added: "We would envisage trying out at least one of these bus trams on the streets of Cork, Galway, Limerick and Waterford in the coming year."
He said the bus trams, which are manufactured by Wrights in Ballymena, Co Antrim, cost just €200,000 each to put on the road.
"The BRT system can be implemented at a fraction of the infrastructure cost of the LUAS or other traditional tram alternatives," said Mr Lynch.
The CIE chairman also spoke of the company's plans to replace the entire local fleet of buses serving Waterford city and the introduction of 35 new buses by 2009.
Environment Minister Martin Cullen, a Waterford TD, gave assurances to the company that their plans would be factored in under the Transport 21 initiative.
"The attractiveness of Bus Rapid Transit lies in its potential to deliver a very high frequency service at a fraction of the cost of designing, building and maintaining a full-scale tram system," said Mr Cullen.
"These streetcars can operate on ordinary road space and are capable of running on alternative and more environmentally friendly fuels," he said
Mr Cullen stated that the streetcars fall in line with work currently being carried out as part of a new 'Government taskforce strategy on climate change' to be launched before Easter.
"A sustainable transport action plan will be prepared as part of this overall strategy," he said. "It will address a range of issues and forecast how the transport sector will significantly contribute to reductions in carbon emissions by 2020.
"The public transport sector will be expected to show strong leadership in this regard and I am prepared to support proposals to move the fleet to a more sustainable basis as speedily as it is feasible," he said.
CIE are currently looking at government proposals to move all Bus Eireann and Dublin Bus vehicles to a 5pc bio-diesel blend and to plan to achieve a 30pc bio-diesel blend in all new buses.
Yesterday's launch also heard from John Clancy, chief architect with CIE, who unveiled plans for a €10m redevelopment of Waterford's main railway station.
The plans, which have been lodged with the local authority, allow for a 340-space multi-storey carpark on the existing Plunkett station site and a new exit on to the N9 road.
Dara deFaoite
© Irish Independent
Bus Eireann unveiled the new BRT (Bus Rapid Transit) system in Waterford where the company hopes to pilot the new streetcar.
Bus Eireann plans to overhaul the service in the Waterford area over the next two years.
Dr John Lynch, chairman of CIE, said that the new streetcars would run "at one-tenth of the cost of traditional tram and present light rail".
He added: "We would envisage trying out at least one of these bus trams on the streets of Cork, Galway, Limerick and Waterford in the coming year."
He said the bus trams, which are manufactured by Wrights in Ballymena, Co Antrim, cost just €200,000 each to put on the road.
"The BRT system can be implemented at a fraction of the infrastructure cost of the LUAS or other traditional tram alternatives," said Mr Lynch.
The CIE chairman also spoke of the company's plans to replace the entire local fleet of buses serving Waterford city and the introduction of 35 new buses by 2009.
Environment Minister Martin Cullen, a Waterford TD, gave assurances to the company that their plans would be factored in under the Transport 21 initiative.
"The attractiveness of Bus Rapid Transit lies in its potential to deliver a very high frequency service at a fraction of the cost of designing, building and maintaining a full-scale tram system," said Mr Cullen.
"These streetcars can operate on ordinary road space and are capable of running on alternative and more environmentally friendly fuels," he said
Mr Cullen stated that the streetcars fall in line with work currently being carried out as part of a new 'Government taskforce strategy on climate change' to be launched before Easter.
"A sustainable transport action plan will be prepared as part of this overall strategy," he said. "It will address a range of issues and forecast how the transport sector will significantly contribute to reductions in carbon emissions by 2020.
"The public transport sector will be expected to show strong leadership in this regard and I am prepared to support proposals to move the fleet to a more sustainable basis as speedily as it is feasible," he said.
CIE are currently looking at government proposals to move all Bus Eireann and Dublin Bus vehicles to a 5pc bio-diesel blend and to plan to achieve a 30pc bio-diesel blend in all new buses.
Yesterday's launch also heard from John Clancy, chief architect with CIE, who unveiled plans for a €10m redevelopment of Waterford's main railway station.
The plans, which have been lodged with the local authority, allow for a 340-space multi-storey carpark on the existing Plunkett station site and a new exit on to the N9 road.
Dara deFaoite
© Irish Independent
Thursday, 15 February 2007
Irish drivers feel unsafe and unhappy ... news?
Treacy Hogan in the irish Indo' writes - IRISH motorists are the unhappiest in Europe and do not feel safe on our roads.
An unpublished report obtained by the Irish Independent reveals that drivers are feeling increasingly worried while driving, both day and night.
They are fed up with dangerous road surfaces, according to the 'European Road User Survey 2006' report, which graphically shows how Government expenditure of billions of euro still has not provided a top-class, safer network.
There is stinging criticism for the hopelessly inadequate number of facilities at which to stop and recover from driving fatigue.
The report also found concerns about road surfaces, signs, rest places and general safety on the roads had actually worsened since a similar survey in 2004.
Hundreds of motorists in Ireland were interviewed on 11 key aspects of the road network, and the results were compared with those of other countries.
"The quality of the road surface is considered to be the main issue in Ireland," it says. "Compared with the surrounding countries and the European average, in Ireland relatively fewer drivers feel secure." It finds that:
* Almost half of all drivers here do not feel safe on the road, day or night.
* Most drivers are unhappy with road surface quality, in contrast with English and French counterparts.
* Drivers feel far less satisfied, particularly about the lack of rest places and the availability of 'variable message signs' (providing regular information updates) along major motorways.
* Despite the Government spending billions on roads, satisfaction actually fell over the past three years since a similar survey was carried out.
* Over half of Irish drivers (54pc) regularly experience delays, compared with France (38pc), England (45pc) and an average of just 40pc across Europe.
Other issues were better visibility of road signage, more regular replacement of road markings, more road lighting and better winter maintenance. The National Roads Authority (NRA) said yesterday its investment programme was addressing concerns in the survey.
Confidence
Sean O'Neill, NRA spokesman, said: "With over €4bn of new roads already on the ground and an additional €1.5bn starting this year, we are confident we will be changing the road users' experience for the better."
The survey was conducted by the Dutch-based Trans European Road Network, representing national roads networks across the EU.
Meanwhile, work has begun on a 24km stretch of new motorway along one of the country's busiest and most dangerous routes.
Transport Minister Martin Cullen turned the first sod of Phase 2 of the Waterford-Dublin road project in South Kilkenny yesterday, due for completion in 2009.
An unpublished report obtained by the Irish Independent reveals that drivers are feeling increasingly worried while driving, both day and night.
They are fed up with dangerous road surfaces, according to the 'European Road User Survey 2006' report, which graphically shows how Government expenditure of billions of euro still has not provided a top-class, safer network.
There is stinging criticism for the hopelessly inadequate number of facilities at which to stop and recover from driving fatigue.
The report also found concerns about road surfaces, signs, rest places and general safety on the roads had actually worsened since a similar survey in 2004.
Hundreds of motorists in Ireland were interviewed on 11 key aspects of the road network, and the results were compared with those of other countries.
"The quality of the road surface is considered to be the main issue in Ireland," it says. "Compared with the surrounding countries and the European average, in Ireland relatively fewer drivers feel secure." It finds that:
* Almost half of all drivers here do not feel safe on the road, day or night.
* Most drivers are unhappy with road surface quality, in contrast with English and French counterparts.
* Drivers feel far less satisfied, particularly about the lack of rest places and the availability of 'variable message signs' (providing regular information updates) along major motorways.
* Despite the Government spending billions on roads, satisfaction actually fell over the past three years since a similar survey was carried out.
* Over half of Irish drivers (54pc) regularly experience delays, compared with France (38pc), England (45pc) and an average of just 40pc across Europe.
Other issues were better visibility of road signage, more regular replacement of road markings, more road lighting and better winter maintenance. The National Roads Authority (NRA) said yesterday its investment programme was addressing concerns in the survey.
Confidence
Sean O'Neill, NRA spokesman, said: "With over €4bn of new roads already on the ground and an additional €1.5bn starting this year, we are confident we will be changing the road users' experience for the better."
The survey was conducted by the Dutch-based Trans European Road Network, representing national roads networks across the EU.
Meanwhile, work has begun on a 24km stretch of new motorway along one of the country's busiest and most dangerous routes.
Transport Minister Martin Cullen turned the first sod of Phase 2 of the Waterford-Dublin road project in South Kilkenny yesterday, due for completion in 2009.
Tuesday, 6 February 2007
Feasibility study for Luas line
Transport Minister, Martin Cullen T.D. has announced that the feasibility study as contained in Transport 21 - on the establishment of a Luas line from Rathfarnham, Terenure and Harold's Cross to the city centre - is to be undertaken in the coming weeks.
Currently, Dublin has two Luas lines in operation -
* the Green Line - going from St Stephen's Green to Sandyford - and
* the Red Line - going from Connolly Station to Tallaght.
Under Transport 21 - the Government's investment programme for transport - seven Luas projects are being planned at this time. These are -
* Luas Sandyford to Cherrywood;
* Luas Cherrywood to Bray;
* Luas extension from Tallaght to Citywest;
* Luas from Connolly station to the Docklands (The Point);
* Lucan Luas line;
* Luas from St Stephen's Green to the city centre (O'Connell Street) - and
* the city centre out to Liffey junction.
Currently, Dublin has two Luas lines in operation -
* the Green Line - going from St Stephen's Green to Sandyford - and
* the Red Line - going from Connolly Station to Tallaght.
Under Transport 21 - the Government's investment programme for transport - seven Luas projects are being planned at this time. These are -
* Luas Sandyford to Cherrywood;
* Luas Cherrywood to Bray;
* Luas extension from Tallaght to Citywest;
* Luas from Connolly station to the Docklands (The Point);
* Lucan Luas line;
* Luas from St Stephen's Green to the city centre (O'Connell Street) - and
* the city centre out to Liffey junction.
Monday, 1 January 2007
Transport 21 and the Strategic Infrastructure Act
This December 2006 Parliamentary Question is interesting as it tells us planners the reasons why we have the Act, as though we didn't already know ...
Dáil Question
No: 144
*To ask the Minister for Transport the impact of the Critical Infrastructure Act 2006 on the development of projects contained in Transport 21; and if he will make a statement on the matter.
- Tom Hayes. (Nominated by: Olivia Mitchell).
Answered by the Minister for Transport
(Martin Cullen)
The primary purpose of the Planning and Development (Strategic Infrastructure) Act 2006 is to improve the efficiency of the development consent process for specific types of strategic infrastructure, including major transport projects of the type provided for in Transport 21. It restructures An Bord Pleanála to create a special named division of the Board to deal exclusively with strategic infrastructure projects and provides for a 'fast track' procedure for planning applications for major infrastructure projects directly to the new division.
An Bord Pleanala will also replace the Minister for Transport as the consenting authority for Railway Orders. The effect of this is that proposals for rail infrastructure, which are subject to the Railway Order procedure, will be submitted directly to the Board.
The Act also provides for a number of significant improvements to the consent process for strategic infrastructure, including further provisions regulating judicial review; the removal of the obligation to hold an oral hearing in all cases; pre-application and pre-approval actions by An Bord Pleanala and the requirement on the Board to have regard to the national interest. These improvements will apply, inter alia, to strategic transport infrastructure projects, thereby ensuring their delivery as quickly as possible consistent with good planning and environmental assessment.
Commencement of the relevant provisions of the 2006 Act, is a matter for the Minister for the Environment, Heritage and Local Government.
Dáil Question
No: 144
*To ask the Minister for Transport the impact of the Critical Infrastructure Act 2006 on the development of projects contained in Transport 21; and if he will make a statement on the matter.
- Tom Hayes. (Nominated by: Olivia Mitchell).
Answered by the Minister for Transport
(Martin Cullen)
The primary purpose of the Planning and Development (Strategic Infrastructure) Act 2006 is to improve the efficiency of the development consent process for specific types of strategic infrastructure, including major transport projects of the type provided for in Transport 21. It restructures An Bord Pleanála to create a special named division of the Board to deal exclusively with strategic infrastructure projects and provides for a 'fast track' procedure for planning applications for major infrastructure projects directly to the new division.
An Bord Pleanala will also replace the Minister for Transport as the consenting authority for Railway Orders. The effect of this is that proposals for rail infrastructure, which are subject to the Railway Order procedure, will be submitted directly to the Board.
The Act also provides for a number of significant improvements to the consent process for strategic infrastructure, including further provisions regulating judicial review; the removal of the obligation to hold an oral hearing in all cases; pre-application and pre-approval actions by An Bord Pleanala and the requirement on the Board to have regard to the national interest. These improvements will apply, inter alia, to strategic transport infrastructure projects, thereby ensuring their delivery as quickly as possible consistent with good planning and environmental assessment.
Commencement of the relevant provisions of the 2006 Act, is a matter for the Minister for the Environment, Heritage and Local Government.
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