NEW PLAN, short for NEWTON Transport Plan, a Metro, overground system, using mainline gauge, like existing Dart rail, to link whole rail network in Dublin & Ireland. It’s a Metro Dart. All Dublin lines will be Dart. Using different rail gauge undermines solution. A Dart link from Spencer Dock to Connolly Station on North Quays to maximise rail use.
Metro Dart. METRO – Modern Environmental Transport Radial Orbital. Stage one can be completed quickly at little expense. Creates city Public Transport Interchange at no cost
Stage 1
Bus. Quay Bus Contraflow.
Allows bus to operate along the Quays contraflow to existing traffic, with train track effect, not obstructed or hindered by any other traffic, benefiting all, especially users with a disability by linking up to city centre buses and closer to junctions. Doesn’t push car problem somewhere else, allows the city to function for the benefit of all, particularly for users with a disability.
Split Travel (puts buses where needed).
A new concept to maximise bus use. Each bus route operating into Dublin splits in two, one trip completes full route, second trip goes approximately half- way and returns to outer destination, this is repeated throughout the day. The short trips, links up with a full trip from another route. Example route C3 from Maynooth, bus 1 goes all the way, bus 2 goes to Liffey Valley Interchange on N4. Bus 2 (short trip) links up with Adamstown bus C1 that is going all the way. This concept increases the frequency further out at no extra cost or extra drivers. Local links also help.
Country and M50 buses.
The hard shoulder on all motorways into Dublin would be converted into bus lanes with bus priorities on the M50. This would start immediately and continue over time.
G-Link Luas. An orbital Luas in the city centre, most of it already built. This is needed to disperse all users around the city that arrive by bus and for the extra volume of users arriving at the three main stations, Heuston, Connolly and Spencer Dock due to Dart upgrade. Map 2.
Airport Link. By building a rail line from Glasnevin to Dublin Airport (4 miles) and then to Belfast line at Donabate via Swords. This links up the whole rail network in Ireland. All areas of Dublin and all Ireland with rail have direct access to Dublin Airport and to all stations on any line. This short inexpensive link benefits all Ireland, all North Dublin and Malahide line. This can only happen by using standard rail gauge as in existing Irish gauge, using a different gauge repeat past mistakes.
Cycling. Priority for cyclists on all roads. If cyclists are seen, they are safer. This is why Bus Contraflow on the Quays is so important for safety. Cyclists are fully visible to all drivers and car drivers view are not blocked or hidden from seeing cyclists by large vehicles (buses). Buses and cyclists are away from each other and facing each other (fully visible). Buse won’t be turning right that cause blind spots, a dangerous monover. Buses won’t be crossing cycle lanes to get to bus stop. More will cycle if they system is safe, and they feel safe. This is the greatest safety measures of all.
Stage 2
Rathfarnham Luas is essential. Southwest Dublin is a very large area badly serviced by any form of transport, no bus corridors, no Luas or rail and no suitable roads like other areas. Not viable for a Metro underground because of 50% efficiency or one way efficiency, full at morning peak inwards to city centre only, full at evening peak outwards only. Areas like southwest Dublin need direct access to all areas. This area has more benefits in stage 3.
Lucan Luas. A vital part of the full Luas network mainly along the N4, See map 3.
Santry Luas, along Dorset Street. Essential to the Luas network at this stage, map 3.
All the other Luas lines can be completed over time.
Stage 3
Many areas will have additional benefits from linking up the full rail network in Dublin. Benefiting all areas of Dublin and Ireland that has access to rail, made possible with Airport Link.
M50 Rail. (map 3)
A rail line on the M 50 is essential for a full transport solution for Dublin, there is ample space with several options available for this to happen. (all considered), new ideas welcome. The city centre will be reasonably well severed by public transport, it’s access to the outer areas that need to be improved, and it must be direct and not having to go via the centre as in most plans. Users further out and from the country areas face the bigger problems. Easy enough to access the city centre, but it takes up to an extra hour each way (2 hours) to access most areas on outskirts. With a rail line on the M50 they can access most areas on the outskirts in same time as it takes to reach the city centre.
New Dart Link for balance & M50 Road Link.
A new Dart Line to maximise outer rail use for balance and aid country rail use. This line would run from Spencer Dock rail station via Sandymount Strand Beech with M50 road Link beside it. (it would act as a sea buffer) to M 50 via Drommartin Link Road on reserved lands beside UCD. This would service all Southwest Dublin, Sandyford and motorway rail, particularly for Wexford line. A short section of this line would be on the North Quays to link into Connolly rail station.
Motorway Rail.
An inexpensive way to build rail, on centre median of Motorways. Most important on M 11 as the Wexford line is single line and this line faces risks of rock falling near Bray. There is also massive growth along this line. There are two other motorways that can accommodate rail M 1 & M 7. Many areas in this plan are ear marked for Park/Ride for bus and rail.
Flaws.
Main flaw with Metro Link (underground) all via the city centre, serving too many people near the city centre that have several options, and reduces efficiency for other modes of transport with so many users coming into the centre, to go out again to reach destination. Cost of underground is extremely expensive and not been able to link to other areas with different rail gauge will cause more problems in the years ahead. Using different rail gauge may become the biggest problem of all. There is no need, or demand for a different gauge, why insist with it.
Funding
By not building Metro Link, the efficiency of the Metro Dart overground, Tolls, savings, using existing spare rail line, and reducing waste dead-ends transport routes. Metro Dart (Airport Link) has extra line to the centre from Glasnevin. Now G-Link (above) is so vital for a solution.
Conclusion
The Dart system has been very successful, no clamour ever heard for an underground Metro for that area. The new Dart trains are beautiful further enhancing that area. All the rail lies in Dublin will be Dart. It makes no planning sense not to link up the Dart network with the Airport Link that benefits All Dublin and all parts of Ireland both north and south that has rail.
Dead-end routing is the most inefficient system of all for bus and rail, this is why this new plan is an orbital system. It effects Trains more, requiring more station space. All the rail stations in this new plan will have thru rail. Dead end usage is also inefficient for buses with one exception the city centre. Cross city buses are ineffective. New plan addresses this with split travel concept.