National Environmental Web Transport, Orbital Network is an acronym. Orbital Web System direct to all areas Trans-Connects connecting all Transport.
Newton Transport Plan, a new concept to address the main flaw in public transport the radial system, all via the centre with a web orbital network by linking up all transport in a balance way. Maximises public transport, efficient, suits user, especially users with a disability by direct access to all areas. Ensures vehicles where needed, priority for bus, Luas, rail, cyclists. Allows city fully function, makes Dublin BEST for Business Entertainment Shopping Tourism. Inexpensive, completed relatively quickly.
Safety is paramount for pedestrians and cyclists with priority cycle Box (CHOB). Cycle Box (like yellow box) for cyclists to move off safely ahead of other traffic. If cyclists are visible, they are safe, visibility includes awareness, moving vehicles and cyclist must be aware of each other. NEWTON plan gives priority to cyclists, as it is not possible to have cycle lanes everywhere. Most dangerous cycle lanes are left hand segregated lanes at junctions, where motorist and cyclist can be unaware of each other. These lanes make cycling dangerous, vehicle lanes narrow to pass, danger in accessing homes or deliveries. Newton plan aims to make public transport as good as car as possible. Public toilets vital. Backtracking, where users go back a stop or two to get bus, big problem for bus users, is addressed.
Climate Change is serious, everybody and all sections should play their part. Our research shows that people are willing to address it. Principle of consumerism is suiting the customer. Public Transport is no different, it must suit the users, otherwise it will fail. Starting times should vary, including colleges. working day must be adjusted to suit public transport, four-day week, extra day off must rotate. A balanced transport system is essential, it’s in Newton plan. High frequency and high-Density usage (where one route become many) makes web network successful for all. Bus loop system provides local and city centre services. Orbital system (not orbital routes) provides directs connections, less waiting, for public transport to compete with car. Isolated or convenient planning undermines solutions, where planners build elements singularly, like building a house, a car, or a computer, all parts must fit into place otherwise, they won’t work, similar for public transport, this is why Bus Connects and local planning must fit into overall plans, otherwise they may undermine a solution.
Concerns of users, unreliable, waiting, changing, buses passing full, addressed in Newton plan. With so many users afflicted with some form of a disability, they are also well catered for in Newton plan.
Bus, workhorse of system, not a railway or Taxi, must be planned as such, flexible and closer to users. Problems with bus, almost two thirds of vehicles, are in wrong place, wrong direction, at wrong time, costly, and wasteful. Newton plan aims for two thirds of buses in right place. Shopping centres won’t work without anchor tenants public transport won’t work successful without Anchor Bus Terminal. City centre, ideal location for anchor terminal, city centre anchor terminal won’t change, terminals on outskirts evolve over time with new estates etc. (Extend Sallins to Naas rail bus, to Blessington). Main reason why public transport fails throughout the world is the lack of the anchor terminal. The Anchor terminal addresses main the flaw in public transport unreliability, caused by Backtracking. Backtracking is the big flaw, where users go back a stop or two to ensure they can get seat or bus, resulting in the bus been full leaving the city centre, passing users waiting along the route, this may continue for several consecutive buses, adding to waiting, unreliable and uncertainty. This problem becomes even greater as more people change over to use public transport; users detest waiting.
Quay Bus Contraflow Loop
(QBCL) is a City Linear Interchange Plan (CLIP). City centre is most important area in any transport solution. Location of river Liffey makes bus Loop contraflow system feasible in Newton plan as there are no activities, housing, or businesses on river. Main advantages of Quay bus contraflow Loop. 1. Creates train track effect no delays, 2. Self-policing, 3. It creates a linear public transport interchange, vital in any city. 4. Creates Anchor Bus terminal, that addresses most bus problems. 5. Safety most important, especially cyclists, where large vehicles (bus) are separated from cyclists. It is also a suitable location to charge up electric buses.
Other bus concepts. 1.Three Turning Points TTP puts buses where needed. 2. Bus Looping maximises bus use throughout Dublin, for users to take shortest route. 3. Orbital M50 bus network, links outer estates to each other with door-to-door service. 4.Outer Bus Orbital OBO (3 IN 1) links bus networks on outskirts directly with high density frequency 5. Provincial bus Loop, 70K of Dublin. 6 Local buses. Frequency importance’s, in Lucan 4 local services with an hourly service, if amalgamated, there can be a ten-minute frequency, requiring no extra buses or staff. Another problem with bus usage is the lack of balanced frequency. If users live in Enfield they have one bus an hour, if they live near Capel St., they have over 40 an hour where they can walk or cycle. Newton plan reduces this imbalance frequency with ABC Alternative Bus Choice. This concept forces nobody to change. High frequency encourages more use, 3 in 1 outer orbital has potential to link up 10 route directions.
Luas is a vital asset to the success of public transport. There is facility for two more Luas lines into the city centre, via Dame St. the Lucan Luas in via Thomas St from Heuston and Rathfarnham Luas. Rest of Luas for the city centre is achieved by extending existing lines. Luas has the most valuable link of all for a city centre solution, the G-Link Luas, (see map). This is an orbital or Loop Luas system for city centre by linking a Luas line from Fatima to Spencer Dock at Docklands via St. Stephen’s Green 5K. creating an orbital. Its far superior to any bus system in the centre as it has access in both directions. It has three major advantages. 1. It takes users within 5 minutes’ walk of any area in city centre. 2. It can accommodate all users arriving at the three main rail stations, no matter how many additional trains. 3. It maximises bus use potential and efficiently in whole bus transport network. Luas has potential to link up all Dublin in orbital form (main ingredient of Newton plan). It now can be done at a relative low cost due to improvements in technology with Trackless or Flexi trams, that don’t need tracks on the road or overhead wires, ideal for port tunnel. There is also a local safe Luas bus for estates. This new system can be implemented in any city in Ireland, quickly, safety and inexpensive.
In Dublin, rail needs to be linked up. THRU rail (Train Hubs Rail Use) less station use. Rail around Ireland for tourism etc can be completed. There is a line from Derry to Belfast, to Dublin to Rosslare, reopen line from Rosslare to Waterford and use existing line from Waterford to Limerick, to Athenry, from there to Sligo via Knock Airport and new section from Sligo to Donegal on centre of motorway. Build cross country rail by reopening Athlone to Mullingar, newline from there to Navan to join APEC Corridor and link Belfast line at Drogheda. Link Shannon Airport. Build Navan line to Dublin, Lucan Adamstown to Leixlip. New stations, Mary’s Lynch Coarlstown (Sligo line), Croke Park, Connolly N. Lucan N. Phoenix Park, Pairc Ui Chaoimh. Youghal line, rail to Foynes. Cork trains stop at Portarlington New corridor, Dublin to Derry, North-West APEC (All-Purpose Economic Corridor). This would include road, rail, ESB pylons and other facilities benefiting areas with no rail. Dublin, to Derry via Meath, Cavan, Monaghan, Fermanagh, Tyrone, Donegal. Mullingar to Navan a vital link especially for freight as Ireland needs another port at Braemore Balbriggan near Drogheda.
M50 Dart- Motorway rail
Motorways, essential to cater for large volumes of moving vehicles, they also hold the key for public transport use, to reduce vehicle use, pollution, prevent traffic congestion and solve climate change. They have potential for extra rail lines to be built quickly and inexpensive, rail piggy backs motorway. Rail runs on centre of Motorway, (access via ground bridge subway), lane capacity taken away is replaced by car users changing to train and service road SR51. M50 best location for vehicles and public transport. M50 rail will be Dart, existing rail lines into Dublin are being upgraded to Dart. An essential line needed to complete M50 Dart orbital, for it to be fully effective, is Missing Rail Section. Missing Rail Section is completed by South-West Metro line, a Dart for linking up purposes. Missing section from M50 Tallaght to city centre via Spa well, Rathfarnham, Rathmines, the only areas that can justify an underground, they have no adequate roads, no Luas or bus Corridors, and have a big population. This missing section benefits not only these areas but most of Ireland. The M50 will be reduced by one lane, M50 Dart will carry the equivalent of two traffic lanes, with new service road SR51 (see roads) on outskirts of city completes traffic capacity balance for the city. M50 Dart reduces travel time by up to an hour each way. Lucan Adamstown, Key station, reduces travel time by up to an hour on both Cork and Sligo lines for many users. Outside M50 Dart, Motorway rail urgently needed on M11 as existing line is under pressure from tunnel erosion and growing demand.
Motorway rail is vital, not because it is feasible and inexpensive to build, but for quicker access to park/ride and other housing developments. Motorway rail to just beyond Kildare and on M1 to Charleville Bridge beyond Drogheda at N33 to facilitate park/ride. It is a vital part for the Newton Plan to reduce car numbers to an acceptable level to reduce congestion, pollution, Climate Change.
Rail can be widely used again, mainly due to Rosslare harbour, a major Port to Europe, with links to Foynes. New rail from Mullingar to Navan for new port near Drogheda for western rail line. To make rail freight feasible, a section of closed rail line Athlone to Mullingar must be taken back from cyclists at night-time only from 10.00 PM until 6AM, to facilitate rail repair works on both Galway and Sligo lines to Dublin. Galway freight trains go via Sligo line when rail works on Galway to Dublin line and Sligo freight to Dublin similarly via Athlone line. This line is vital for new cross-country rail and freight.
Plenty of roads one more is needed, outer orbital service road SR51, with Luas from Intel Interchange to Clonee Interchange 8K completes outer orbital. This serves Outer Industrial Corridor network, reduces traffic on M50 and opportunity congestion. It allows M50 to be used for public transport. It takes pressure off M50 as one incident or accident has potential to bring all Dublin to a standstill.
The web network in Newton Transport Plan maximises land use potential in all areas, it facilitates all land areas for housing needs, including Edge city on Naas Road alongside Luas line, by moving industrial activities and car showrooms to outer corridor. Self – accommodating new city between Celbridge, Adamstown and Newcastle (CAN City) with all amenities and public transport facilities. Rail can aid accommodation if colleges change starting times from 11AM to 7PM. If shift working is introduced, more working from home, could make rail/bus commuting tolerable for country users.
Civic Plaza essential for Dublin city, (with River Plaza) vital part of Newton Plan. Its extension (not essential) must not undermine balance in public transport. All users must be allowed to access Plaza including disabled users and elder citizens. Luas vital in Dame St. Newton plan allows more streets to be pedestrianised (Talbot St.) without undermining business or public transport with a pedestrian way from Ballsbridge to Parnell Square via Baggott St. Moving buses from Dame St to the Quays (up to a thousand daily) with no extra passengers would undermine public transport use and balance.
Park/Ride Car sharing/pooling.
With orbital web network, Park/Ride/pooling/sharing is not a problem as parking space is spread out around the city. With Motorway rail and M50 Dart, Park/Ride facilities are equally well spaced. M50 Dart access makes way for 5 major Park/Ride outside Dublin. 1. Outside Kildare town. 2. Charleville Bridge between Drogheda and Dundalk at N33/M1 junction. 3. Outside Kilcock. 4. Beyond Bray. 5. Outside M3 Dunboyne. Shopping centres should share space for Park/Ride at night for big events such as concerts etc, ferried in and out by public transport.
Changing is a big issue for public transport users. There are two types of changing 1. Direct linking, where users don’t have to wait. 2. Blind Linking is where a user must wait. Blind Linking is a major obstacle to get more people to use public transport. Blind Linking is Bus Connects option. The flaws with blind linking are 1. Waiting. 2. Unreliable, 3. Buses passing full, overloaded etc. 4. Safety issues. 5. Weather conditions. 6. Adds to travel time. 7. Difficult for disabled users. 8. Difficult for women with children and prams. 9. Missing connections. 10. Uncertainty of a seat etc. Solution is ABC choice. Alternative Bus Choice, voluntary changing, where every second bus goes all the way.
Metro Link has several major flaws besides being expensive and in wrong location. 1. It is radial, facilitating users nearer centre, undermining cycling, and bus usage. 2. Undermines national rail, different gauge. 3. An unnecessary extra Dart will be needed to facilitate northern trains, resulting in four major rail lines serving eastern side of city, M50 Port Luas. 4. Delays other areas longer from getting a rail link. 5. It creates opportunity congestion and uses up unnecessary capacity by users having to use other transport to get to it. Metro planned before Climate Change became a major issue. Metro Link will have little effect on vehicle reduction, may be as low as one per cent (1%).
Underground, vehicles, operation inefficiencies, the 50% waste, and dead ends are expensive. Route design, duplication, out of service buses, radial systems, ‘press it’ (built in delays), all costly. Cross city routes, cause off too many buses in wrong place, bus duplication, forced duplication, all addressed in Newton plan. Cross city routes reduced to demand levels. Road Pricing can finance plan, tolls etc. Extra business for Taxi in subsidized night service. This puts buses where needed, at night-time for gigs, concerts, football matches, they worked successfully before with Nite Link. Motorway rail, inexpensive way to build rail. M50 Dart and Adamstown rail station can reduce long distance rail time by up to an hour. Orbital network most efficient for public transport, with less dead ends. Plan caters for Dublin as a changing and expanding city with less going to centre, all these, help reduce costs.
City centre is key in any transport solution, by getting the city centre right the rest fall into place. All previous plans have ignored the city centre. Newton plan blends in with all advances in technology. Climate Change is so serious, most people realise this, and want public transport to play its part. An overall plan must be considered immediately, must be implemented in the shortest time possible. The Newton Transport Plan makes this possible. The main sections can be completed in just over a decade, rest follow later. Car will remain part of transport system with electric vehicles EV. E-Scooters electric bikes, and cycling will also play a major role in a transport solution. The E-scooter must be regulated in a safe way. The smaller e-scooter can be used on public transport, it is the vital link for the first and last mile (K) for public transport users, to take users from house to transport stop and the last mile to destination, this is key for public transport usage convenience. Bus Connects may cause a major problem in the city for public transport by rerouting most Dame St. buses onto the Quays (almost 1000 per day for no extra passengers). This capacity should be used for thousands of new users. This would destroy Dublin city with bus congestion for the sake of an extra few yards to Civic Plaza. A compromise can be reached to avoid undermining the whole bus system.
Car is a vital part of city, if omitted it will be replaced by unsocial behaviour, drugs etc, the city will become ugly and a dangerous place to frequent. No justification for transport waste, mainly due to duplication, backtracking. Isolated planning the scourge of society that undermines overall solution. Press-it is a new concept that builds in unnecessary bus delays, it is needed in certain areas only, aggravates users and staff alike, addressed in the Newton Transport Plan. Anti-car no solution.
Penalizing public transport operators for events outside their control makes no sense, such as delays due to accidents, road works, congestion, or strikes etc make operating transport services difficult. Bus is relatively slow and can’t do job on its own, it must work with all forms of transport. Newton Plan allows Bus Connects to blend into an overall solution to complete the web transport network. Terminal space for private buses/ coaches are catered for in city centre. Let CIE groups do their job.Night Services. Newton plan has a different view on night services, as 50% of users are women, who would expect a woman to walk from a bus stop throughout the night, it can also be unsafe for men. Newton plan would subsidise Taxi for outer trips during the night up to 50%. Between 1 and 5 AM. Most this cost would be made up by not operating bus so inefficient throughout the night. Again, key parts of plan, Looping city centre, Bus Loops, G-Link Luas, and linking rail. In any transport plan people with a disability must be catered for. It is vital that the plan suits the user. It must have balance, not having too many buses in some areas and too few buses in other areas. Taxi is very important in Newton solution with suitable bays and for easy accessibility for all. Technology plays a vital role in Newton Transport Plan and working from home etc. helps to get desired result. Buses should take the shortest route where possible. Operators and planners should engage users who have vital local knowledge. Consultation should take place before plan is designed, taking overall situation into account. Amalgamate local routes for higher frequency. Bus Loop system, a new concept to maximise public transport use. Compatible rail gauge is vital for linking and efficiency. Avoid convenient planning, facilitating vested interests and over facilitating users near the centre. Climate Change is a major issue, many projects were designed before Climate Change became such a big issue, these must adjust to reduce effects of Climate Change. Newton Transport Plan designed. to make Dublin a great and safe city. More details later, see maps/designs. Plan not written in stone. If we continue at a slower pace than snail pace than we are not taking Climate Change seriously. Principle of movement is direct. Newton principle. In solving a problem don’t create another. TN 23. If plan is good for disability users, it’s great for all. Creative designs for faster Implementation.