Frequently Asked Questions

The Maynooth Line Transport Study (CSEA/Systra, July 2019) is the reference document in relation to the traffic impact appraisal of level crossing closures and the traffic mitigation provided by providing additional bridges across the rail/canal corridor. This is provided in Annex 3.1 of the Preliminary Option Selection Report provided on the Public Consultation website. Section 3 of this report (Page 32) provides information on all automatic traffic counts (35 No.) and junction turning counts (48 No.) undertaken. Figure 3.1 and Figure 3.11 shows the locations of each automatic traffic count and junction turning count. This information was used to calibrate and validate the local area model, to provide an accurate representation of traffic movements within the study area. Section 4.2 of this report (Page 56) details the overall methodology followed in the road based assessment.

A number of temporary and permanent compounds are required along the length of the project. Temporary compounds are generally located adjacent to the site of individual elements of infrastructure that are being constructed, the depot or where major bridge or station works are required. It is envisaged that these compounds will only be required during the construction phase of the project. In addition to the existing maintenance compounds along the route, a requirement for new permanent maintenance compounds have been identified at Navan Road Parkway and the depot whilst the existing maintenance compound at Docklands will be retained but modified.
 

A total of twelve electrical substations are necessary at specific locations along the DART+ West route corridor to supply electrical power along the line. The locations are as follows:

It is not proposed to provide a station at Croke Park under the DART+ West project. 
A number of physical and operational constraints exist on the existing railway lines in the Ballybough area reduce the potential for an additional station, and these are presented below:
Physical Constraints 
On the line to the north of Croke Park the railway is in a restricted area heading east of Ballybough Road towards Connolly and is elevated on a series of bridges and arches and not suited for location of a station. West of Ballybough Road the current gradient and tight curvature of the existing track geometry is not in accordance with standards for the provision of a station. Siting stations and platforms on tight curves introduces large stepping gaps and creates accessibility issues. Furthermore, the elevated nature of the existing railway, which is on a 4-metre-high embankment in this area, would raise issues regarding overlooking and visual impact on adjacent residential properties. 
On the line to the south of Croke Park (adjacent to the Royal Canal), the railway east of Ballybough Road is in a tight cutting parallel to the Royal Canal alongside Clonmore Terrace where there is limited space to the railway boundary and is not a suitable place to locate a station. West of Ballybough Road and towards Coke Park there is again a steep gradient issue identified. Impact on surrounding properties would also be an issue with limited space available.
Operational Constraints 
This section of the railway is a highly congested area with services from the Sligo line, Maynooth line, M3 Parkway line and Phoenix Park tunnel lines all converging on the city centre and it would be particularly disruptive to place a suburban stop in this area on the approach to the city. While some trains currently get held here on approach to the station to stop all suburban services so close to Connolly, an area where we have capacity issues would cause operational disruption impacting on other movements around the Connolly area for example on the northern line. Drumcondra station is only 550m from Croke Park.

 

In order to support the DART+ West project, a new depot needs to be provided. The new depot will service and maintain the new DART+ electrical carriages. 
Iarnród Éireann estimate that there will be approximately 100 staff employed at the depot to support the maintenance functions, together with accommodating approximately 50 drivers. All buildings will be designed to Nearly Zero Energy Building (NZEB) design code. This will result in very low (if not zero) energy consumption. The design will incorporate energy efficiency, renewable energy sources and environmental improvement measures to a high industry standard. 

The transport assessment undertaken for the Maynooth Line level crossing closures concludes that a vehicular/cyclist/pedestrian bridge to serve Coolmine communities and the wider area (north and south of the railway/canal corridor) is very important to existing and future traffic management. If the level crossing is closed without the provision of a new relief bridge, then the capacity of Diswellstown Road/Dr Troy Bridge would be significantly adversely impacted. Journey times for road users would be increased and future land use development potential would be impacted.