Ceisteanna Coitianta a bhaineann go sonrach le Tionscadail

Underground soil anchors are metal rods that are inserted underground at an angle. They are designed to provide support to retaining walls to prevent movement, which protects the railway line and adjoining properties. For the DART+ South West project, underground soil anchors will need to be installed under the ground on either side of the railway line to support the retaining walls between the railway lines and adjacent properties. 

Retaining walls are required to support the raising of the road levels to accommodate the electrification infrastructure and wider tracks.

Underground soil anchors are an established solution employed internationally, including for motorways and LUAS lines in Ireland.
Iarnród Éireann will own the soil anchors installed underneath the property.
Examples of future works that might impact underground soil anchors include:

• Digging foundations for a house extension 
• Installation of wells or any other deep installations that may conflict with the anchor’s system
• Installation of underground structures such as a basement carpark or gym

The DART+ South West project aims to commence commercial service in 2029, further to completion of construction works, testing and commissioning, which are subject to the availability of funding.
 

Track layout will remain unaltered between Hazelhatch & Celbridge Station and the Park West
& Cherry Orchard Station and no trains will be closer than at present to property boundaries in between these stations. Four locations are identified for substations along and adjacent to this section of the railway corridor at Hazelhatch, Adamstown, Kishoge and Park West; and may be new railway infrastructure development for the immediate locality.
Between Park West & Cherry Orchard Station to Heuston Station widening of the railway corridor and completion of four tracking will move some tracks closer to properties boundaries. For this section, design development is currently in progress and specific property boundaries that may be moving close are yet to be finalised. Two locations are also identified for substations along this section at Kylemore and Islandbridge / Heuston Station; and may be new railway infrastructure development for the immediate locality.
If your property has been identified as potentially impacted by the proposals, a letter will have been delivered to your property. A dedicated landowner specialist will be available to meet with individual property owners and provide regular updates on the project. In addition, a community liaison officer will also be available to provide regular updates on the project.

If you have a query, please contact the project team. Our contact details are available here

In order to minimise construction impacts, the majority of works will be carried out within the existing rail corridor, where possible.  
The retaining wall solution along both the north and south sides of the rail corridor where it is to be extended to four tracks may require the temporary acquisition of lands in third party ownership the duration of the works to facilitate the construction of retaining structures. Further design development and construction related solutions will seek to minimise this impact.
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.
•    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.
A number of construction compounds are required to facilitate construction works.  Where possible construction compounds are located on lands owned by Corás Iompair Eireann 
Constructions compounds also include those required to facilitate localised work, especially at bridges. Temporary acquisition of lands in third party ownership will be required. 
During the operational phase, the frequency of service will increase from the current 12 trains per hour per direction to 23 trains per hour per direction (i.e. maintain the existing 12 services, with an additional 11 train services provided by DART+ South West).