Transport For All Areas provides the following
- Direct Access. In line with principle of movement which is Direct Access to all areas
- Suiting Users. Most important item in transport planning is suiting the users.
- Choice. Gives users options if one route or line is out of order.
- Transport For All Areas. Vital that all areas are facilitated with public transport.
- Direct Changing. Where users change trains without crossing rail tracks. Vital for work as changing adds to delays, Direct Changing with rail is done with Island platforms, its not considered changing as it incurs no delays. Many stations have Island platforms.
- Split travel. A new concept to maximise public transport usage and puts public transport vehicles where needed.
- Land Use. Vital in public transport planning for any city, ensuring all occupants now and in the future (as all houses can’t be built at once) can access all areas directly and avoid
- Time. Any new concept must consider the time users take to complete their daily trips. False Usage main flaw in public transport where users are taken via centre unnecessary to go out again to outside destination and the time this adds to their daily journey.
- Costs. Time is also cost, forcing users via the centre. This adds extra cost for transport operators by requiring extra staff and vehicles, it also reduces frequency. This is very inefficient, mainly caused by radial system and user movements, most into centre at morning peak, out at evening time. Home working adds to costs, less users some days.
- Congestion. New public transport plans must ensure traffic congestion is alleviated.
Land use so important. There are up to ten areas around Dublin (see Newtown plan on map 3) that has available lands for house building and the extra house building in adjoining counties, have potential for over 250,000 homes, all need transport. All these sites are near rail lines in line with planning guidelines. The problem is all these rail lines go to Dublin city centre, with radial system that results in up to 50% seat wasted with underused lines and false usage. Up to half of workers from these homes won’t need to go to the city centre but to areas around Dublin. By taking these users via centre unnecessary uses up vital seat capacity and adds to their travel. These major problems are addressed in Newtown plan with direct access to all areas like a car.
Property Costs. No justification in aiding property values increases with critical costs. This happens when a few areas get a major advantage over another, like radial Metro Link when property values go sky high. Has big consequences for self-employed and new homeowners, high mortgages, repayments further pushed out to forty years making total payments massive. This problem addressed in Newtown Plan, as no area gets a major advantage over another.
Risks. In major projects like Metro Link underground an alternative should be available, as so many problems can occur, delays, cost and world upheavals can come at any time. The Alternative is here it should be looked at to ensure Dublin finally gets a great transport solution. G-Link an orbital Luas line in city centre (5 in map 3, also on Pull Up Banner) to disperse the big influx of users arriving in the city by bus and rail close to all areas around the city centre. City Centre Public Transport Interchange at Custom House Quay to connect all public transport modes together at no extra costs for conveniences, for visitors and tourists. Quay Bus Contraflow. A vital part of the bus transport system for Dublin. Made possible by lay of Dublin and river Liffey. (Received a reward for this idea in1995 TN).
Delays. This one rail line in Dublin on M50 edge addresses travel and construction delays.