Frequently Asked Questions

The provision of strategic Park & Ride facilities and car parking at or near existing train stations is not part of the DART+ Programme.  However, the NTA’s Park and Ride Development Office is currently working with Iarnród Éireann to identify strategic locations to develop Park & Ride schemes that will connect with the rail system.  Proposals to develop Park and Ride will be brought forward independently of the DART+ Programme.
 

The strategy for the provision of new stations and other rail infrastructure is a matter for the National Transport Authority(NTA). The Transport Strategy for the Greater Dublin Area 2022 to 2042 was published by the NTA in January 2023. The strategy commits to development of a number of new rail stations including at Cabra and Kylemore Road, Ballyfermot. These stations are outside of the scope of DART+ South West, the design of the project has future proofed its layout to allow the addition of stations at these locations in the future. The NTA has this year provided funding to Iarnród Éireann to commence preparation of designs and planning for stations at Kylemore and Cabra.

Yes, an EIAR will be prepared for the project which will contain detailed analysis of the potential impacts of the proposed project on the existing environment and will included sufficient information to allow the consenting authority, in this case, An Bord Pleanála, to decide on whether consent should be given to the project.

The EIAR will present a description of the existing environment, an assessment of the potential impacts of the scheme, will set out measures to avoid or reduce any adverse impacts and will identify any remaining residual effects. The impacts will be assessed and presented in line with the environmental topics, and in accordance with Transport (Railway Infrastructure) Act 2001 as amended and the EIA Directive 2014/52/EU.

The DART+ South West Project will replace or enhance (where practicable) pedestrian and cycle facilities where bridge reconstruction is necessary. Pedestrian and cycle facilities associated with many of the existing stations were provided as part of the original Kildare Route Project; the facilities are consistently under review and are the remit of the Iarnród Éireann Station Enhancement Programme.

Construction Phase

The starting principle for the Project is to upgrade the existing railway corridor and to undertake all works, within the railway corridor. This can be achieved over the majority of the route, including building on the groundwork carried out under the original Kildare Route Project, which delivered the existing four track system and several reconstructed bridges from Hazelhatch & Celbridge Station to Park West & Cherry Orchard Station. The last remaining significant constraint is the area between Park West and Heuston Station, where four tracks reduce to two tracks. Extending to four tracks in this area will require an increase in the width of the existing rail corridor and this will have a potential impact on adjoining property owners.  
In order to minimise construction impacts, the majority of works will be carried out within the existing rail corridor, where possible.  In order to maintain services during the day, the majority of the construction works along the railway line itself will take place at night. Works outside of the live railway corridor can progress during the day (i.e. construction of bridges associated with bridge widening, substations, construction compounds). Every effort will be made to avoid, reduce, and/or mitigate negative impacts, however, there is likely to be some disturbance experienced by those in close proximity to the railway line caused by noise, lighting or fencing/hoarding erected associated with the construction activities. The types of construction work required at each specific location will determine the type of impact that may affect the area of your property. However, there will be general linear works required along the full length of the route, such as:
•    Overhead electrification equipment along the full extent of the railway line. This will be similar in style to that currently used on the existing DART network.
•    Modifications to the existing rail bridges and tunnels, such as modifications to the structure, track lowering or a combination of both.
•    Substations will be required at intervals along the rail line to provide power to the network.
•    Signalling upgrades and additional signalling will be required to the upgraded infrastructure. 
Interfaces with existing utilities, boundary treatments, drainage works, vegetation management and other ancillary works will be required along the length of the project. Upon appointment of a construction contractor a dedicated Community Liaison Officer will be put in place to communicate details of upcoming works and every potential mitigation will be put in place to minimise the disruption that may occur.

Operational Phase

During the operational phase, the frequency of service will increase.  

Assessment of Impacts

All likely significant effects during both the construction and operational phases will be identified and detailed in the Environmental Impact Assessment Report with a detailed schedule of mitigation measures identified to reduce those potential effects.