UP to 2,000 businesses and homes will be forced to live with the threat of their properties being taken over by Iarnrod Eireann for the next seven years.
The state railway company was yesterday granted permission to build the DART Underground line, but has been given up to 2018 to formally tell owners along the route if their land will be needed to build the line. Normally, state agencies taking land under Compulsory Purchase Orders (CPOs) are given 18 months to complete the transaction.
The decision of An Bord Pleanala to allow the railway company seven years to acquire the lands comes because the government has suspended all work on the project. This means that landowners will have difficulty selling or developing their properties until a decision is made on whether the €2bn project will go ahead. Experts last night said that having the threat of a CPO hanging over a property meant it was effectively "unsellable".
Read the article @ The Irish Independent
www.bpsplanningconsultants.ie
Showing posts with label dart underground. Show all posts
Showing posts with label dart underground. Show all posts
Friday, 16 December 2011
Sunday, 14 August 2011
Metro North and Dart Underground 'deferred'
METRO NORTH and Dart Underground are to be dropped by the Government next month following a comprehensive review by Minister for Transport Leo Varadkar of “big ticket” transport projects.
According to well-placed sources, the two schemes will be “deferred” indefinitely on the basis that neither can be funded in the current climate, even under public-private partnership (PPP) arrangements.
Even though construction costs are considerably lower than they were during the boom and estimates for Metro North were a closely guarded secret, it is believed the scheme would cost at least €3 billion.
Given that Dart Underground – billed as the “missing link” that would transform Dublin’s disparate suburban rail services into a network – was likely to cost €2 billion, the combined total would be €5 billion-plus.
For political reasons, the term “deferred” will be used, rather than “abandoned” or “cancelled”, with Mr Varadkar holding out hope that both could be built when economic conditions improve.
CIÉ’s proposal for a rail spur to Dublin airport from the Dart line at Clongriffin in north Dublin is also widely seen as a non-runner. “It’s a daft idea and the cost would be enormous,” one source said.
But the Railway Procurement Agency (RPA) is optimistic that the Government will go ahead with plans for a city centre link between the existing Luas lines, with a spur to Broombridge on the Maynooth line.
The link, known as Luas Line BXD, has already been the subject of an oral hearing by An Bord Pleanála and the board’s approval for a railway order to facilitate its construction could be issued as early as next month.
It would run from St Stephen’s Green via Dawson Street, Nassau Street, lower Grafton Street, College Green, Westmoreland Street, O’Connell Street and then on to Broombridge on a currently disused rail line.
The line would be split in the city centre, with southbound trams running via Marlborough Street across a new bridge to Hawkins Street and College Street before rejoining the main route in College Green.
“If there are no further cutbacks, BXD would fit within the reduced capital spending envelope for transport projects, primarily because of its affordability,” an RPA source told The Irish Times yesterday.
“The Government is keen to stimulate the engineering sector and BXD could be done from its own resources. But the bigger capital projects [Metro North and Dart Underground] will have to be deferred,” he said.
Another source said PPP projects for the metro and Dart schemes would involve “crazy money” to service the debt. Interest rates would be “prohibitive”, especially with the financial markets in turmoil now.
This is recognised by the final two bidders for the Metro North PPP, the Celtic Metro Group, which includes Mitsui and Barclays Private Equity, and Metro Express, which includes Bombardier and Macquarie.
RPA chief executive Frank Allen, whose term of office was due to end this month, has had his contract extended for a further year, pending the agency’s proposed merger with the National Roads Authority.
The RPA has spent nearly €200 million on preparatory work for Metro North, which would run from St Stephen’s Green to Swords, via Dublin airport. The project was finally approved by An Bord Pleanála last October.
Irish Times
www.buckplanning.ie
According to well-placed sources, the two schemes will be “deferred” indefinitely on the basis that neither can be funded in the current climate, even under public-private partnership (PPP) arrangements.
Even though construction costs are considerably lower than they were during the boom and estimates for Metro North were a closely guarded secret, it is believed the scheme would cost at least €3 billion.
Given that Dart Underground – billed as the “missing link” that would transform Dublin’s disparate suburban rail services into a network – was likely to cost €2 billion, the combined total would be €5 billion-plus.
For political reasons, the term “deferred” will be used, rather than “abandoned” or “cancelled”, with Mr Varadkar holding out hope that both could be built when economic conditions improve.
CIÉ’s proposal for a rail spur to Dublin airport from the Dart line at Clongriffin in north Dublin is also widely seen as a non-runner. “It’s a daft idea and the cost would be enormous,” one source said.
But the Railway Procurement Agency (RPA) is optimistic that the Government will go ahead with plans for a city centre link between the existing Luas lines, with a spur to Broombridge on the Maynooth line.
The link, known as Luas Line BXD, has already been the subject of an oral hearing by An Bord Pleanála and the board’s approval for a railway order to facilitate its construction could be issued as early as next month.
It would run from St Stephen’s Green via Dawson Street, Nassau Street, lower Grafton Street, College Green, Westmoreland Street, O’Connell Street and then on to Broombridge on a currently disused rail line.
The line would be split in the city centre, with southbound trams running via Marlborough Street across a new bridge to Hawkins Street and College Street before rejoining the main route in College Green.
“If there are no further cutbacks, BXD would fit within the reduced capital spending envelope for transport projects, primarily because of its affordability,” an RPA source told The Irish Times yesterday.
“The Government is keen to stimulate the engineering sector and BXD could be done from its own resources. But the bigger capital projects [Metro North and Dart Underground] will have to be deferred,” he said.
Another source said PPP projects for the metro and Dart schemes would involve “crazy money” to service the debt. Interest rates would be “prohibitive”, especially with the financial markets in turmoil now.
This is recognised by the final two bidders for the Metro North PPP, the Celtic Metro Group, which includes Mitsui and Barclays Private Equity, and Metro Express, which includes Bombardier and Macquarie.
RPA chief executive Frank Allen, whose term of office was due to end this month, has had his contract extended for a further year, pending the agency’s proposed merger with the National Roads Authority.
The RPA has spent nearly €200 million on preparatory work for Metro North, which would run from St Stephen’s Green to Swords, via Dublin airport. The project was finally approved by An Bord Pleanála last October.
Irish Times
www.buckplanning.ie
Tuesday, 23 November 2010
Developer challenges Dart Underground plan
A BORD Pleanála hearing into plans for the €2 billion Dart Underground project opened in Tallaght yesterday – and was challenged by a legal team acting for companies belonging to Dublin hotelier and property developer Owen O’Callaghan.
Iarnród Éireann is seeking permission from the planning board for a 7.6km tunnel travelling in an southerly arc from Docklands Station through Spencer Dock, to Pearse Station and on to St Stephen’s Green. From there it travels west to Christ Church, Heuston Station and to a new surface Dart station at Inchicore. Along the route the line is designed to connect with Iarnród Éireann’s northern, Kildare and Wexford rail lines. Iarnród Éireann claims the tunnel would increase capacity in the capital’s suburban services from 33 million passenger journeys per year to more than 100 million.
However, as the oral hearing got under way, senior counsel for Mr O’Callaghan’s companies, Colm Allen, said there was a significant legal question about the “jurisdiction of the board to do what it is about to do”.
Mr Allen said the Dart Underground project had the potential to “sterilise” his client’s property for as long as 10 years. He also said “if necessary” he would be prepared to “go elsewhere” to establish his point about the jurisdiction of the board.
Mr Allen said he was attempting to be helpful to the inquiry by flagging this matter now, offering written submissions on the point for consideration by the board. This could, he said, avoid the possibility of a more difficult decision at a later date.
However, Tom Rabbitte, senior inspector with the planning board, said he intended to go ahead with the hearing in the standard format for such oral hearings, but would make a note of Mr Allen’s comments.
Joe Costello TD, Senator Pascal Donohoe, Councillor Kevin Humphreys and East Wall resident Angela Broderick also asked to be heard at the opening of the inquiry as they objected to the venue for the hearing. Ms Broderick said the Tallaght venue represented a difficult and expensive destination for many residents who wished to attend the hearing.
Mr Rabbitte said the board had been unable to secure a suitable venue in the city centre for the expected duration of the hearing, possibly due to the time of year.
In his submission to the hearing, Iarnród Éireann chief executive Dick Fearn said that despite government efforts to achieve sustainable transport in Dublin, the reality was that “trip making has continued to be by private cars”.
Congestion was an “inevitable consequence”, he said.
Michael Reidy, manager of strategic and business planning with Iarnród Éireann, said a number of people had suggested using the existing Phoenix Park tunnel linking Heuston and Connolly stations across the north city, instead of the new project.
But he said a report by consultants Ove Arup had found in 2000 that this was “the least optimal solution” to provide additional capacity into and through the city centre. He said it would add to capacity constraints on the Maynooth line and would isolate Heuston as diverted Kildare services would effectively bypass Heuston to get to the tunnel. The hearing continues today.
Irish Times
www.buckplanning.ie
Iarnród Éireann is seeking permission from the planning board for a 7.6km tunnel travelling in an southerly arc from Docklands Station through Spencer Dock, to Pearse Station and on to St Stephen’s Green. From there it travels west to Christ Church, Heuston Station and to a new surface Dart station at Inchicore. Along the route the line is designed to connect with Iarnród Éireann’s northern, Kildare and Wexford rail lines. Iarnród Éireann claims the tunnel would increase capacity in the capital’s suburban services from 33 million passenger journeys per year to more than 100 million.
However, as the oral hearing got under way, senior counsel for Mr O’Callaghan’s companies, Colm Allen, said there was a significant legal question about the “jurisdiction of the board to do what it is about to do”.
Mr Allen said the Dart Underground project had the potential to “sterilise” his client’s property for as long as 10 years. He also said “if necessary” he would be prepared to “go elsewhere” to establish his point about the jurisdiction of the board.
Mr Allen said he was attempting to be helpful to the inquiry by flagging this matter now, offering written submissions on the point for consideration by the board. This could, he said, avoid the possibility of a more difficult decision at a later date.
However, Tom Rabbitte, senior inspector with the planning board, said he intended to go ahead with the hearing in the standard format for such oral hearings, but would make a note of Mr Allen’s comments.
Joe Costello TD, Senator Pascal Donohoe, Councillor Kevin Humphreys and East Wall resident Angela Broderick also asked to be heard at the opening of the inquiry as they objected to the venue for the hearing. Ms Broderick said the Tallaght venue represented a difficult and expensive destination for many residents who wished to attend the hearing.
Mr Rabbitte said the board had been unable to secure a suitable venue in the city centre for the expected duration of the hearing, possibly due to the time of year.
In his submission to the hearing, Iarnród Éireann chief executive Dick Fearn said that despite government efforts to achieve sustainable transport in Dublin, the reality was that “trip making has continued to be by private cars”.
Congestion was an “inevitable consequence”, he said.
Michael Reidy, manager of strategic and business planning with Iarnród Éireann, said a number of people had suggested using the existing Phoenix Park tunnel linking Heuston and Connolly stations across the north city, instead of the new project.
But he said a report by consultants Ove Arup had found in 2000 that this was “the least optimal solution” to provide additional capacity into and through the city centre. He said it would add to capacity constraints on the Maynooth line and would isolate Heuston as diverted Kildare services would effectively bypass Heuston to get to the tunnel. The hearing continues today.
Irish Times
www.buckplanning.ie
Monday, 22 November 2010
New DART line plan costs €40m
THE State has spent €40m planning and designing an underground railway line that may never be built, new figures reveal.
Iarnrod Eireann has admitted spending tens of millions of euros on the DART underground project, even though the 7.5km line does not yet have planning permission. New figures show that €20m will be spent this year alone planning the line that will run underneath Dublin city centre.
A public hearing into the project, which is expected to last up to four weeks, begins in Tallaght today. But with the Government forced to make huge cuts in public spending, it may yet fall victim to the recession.
Another high-profile rail project for the capital -- Metro North -- has already incurred costs of €135m, and if both are shelved if will mean hundreds of millions of euros of taxpayers' money will have been wasted.
Transport Minister Noel Dempsey has repeatedly insisted the project will be approved if it makes economic sense, and money was set aside in the revised capital spending programme announced last summer.
But a bailout from the International Monetary Fund and the EU could result in all large-scale infrastructure projects being indefinitely postponed.
DART Underground is a 7.5km tunnel linking the Northern line at East Wall to Heuston with new underground stations at Docklands, Pearse St, St Stephen's Green, Christchurch and Heuston; and a surface station at Inchicore.
It will allow for two DART lines in Dublin -- one running from Hazelhatch/Celbridge to Howth, and a second from Maynooth to Bray/Greystones.
It is expected to cost €2.5bn, which includes the tunnel, electrification of lines to Maynooth and Hazelhatch, a depot and 282 new rail cars.
Savings
Iarnrod Eireann said the costs incurred to date were needed to plan a major infrastructure project to the highest international standards.
"This has now been achieved," a spokesman said. "Experience has shown that proper planning at this stage of a project leads to savings later at construction. Subject to planning approval, construction of DART Underground can begin in 2012.
"Considering the scale of the project, and comparing it with other major infrastructure projects, the costs to date represent good value for money."
Four consortia have been shortlisted to build the scheme, and the successful bidder is expected to be announced in 2012. If approved, DART Underground will be finished in 2018.
The business case for the project, published by the National Transport Authority, says the line has a cost-benefit ratio of 2.4. This means that for every euro spent on the project, the State gets €2.40 back in wider benefits such as savings in reduced congestion, costs of dealing with road accidents and fare income.
By 2030, more than 25 million car trips will be removed from the road, meaning there will be 170 fewer accidents a year, it says.
"This is a long-term project with an expected life in excess of 100 years," the business case adds. "It should not be overly affected by short-term economic problems."
DART Underground will allow 20 trains to run in each direction per hour, allowing up to 64,000 commuters to use the line. Up to 7,000 full-time construction jobs will be created.
Paul Melia
Irish Independent
www.buckplanning.ie
Iarnrod Eireann has admitted spending tens of millions of euros on the DART underground project, even though the 7.5km line does not yet have planning permission. New figures show that €20m will be spent this year alone planning the line that will run underneath Dublin city centre.
A public hearing into the project, which is expected to last up to four weeks, begins in Tallaght today. But with the Government forced to make huge cuts in public spending, it may yet fall victim to the recession.
Another high-profile rail project for the capital -- Metro North -- has already incurred costs of €135m, and if both are shelved if will mean hundreds of millions of euros of taxpayers' money will have been wasted.
Transport Minister Noel Dempsey has repeatedly insisted the project will be approved if it makes economic sense, and money was set aside in the revised capital spending programme announced last summer.
But a bailout from the International Monetary Fund and the EU could result in all large-scale infrastructure projects being indefinitely postponed.
DART Underground is a 7.5km tunnel linking the Northern line at East Wall to Heuston with new underground stations at Docklands, Pearse St, St Stephen's Green, Christchurch and Heuston; and a surface station at Inchicore.
It will allow for two DART lines in Dublin -- one running from Hazelhatch/Celbridge to Howth, and a second from Maynooth to Bray/Greystones.
It is expected to cost €2.5bn, which includes the tunnel, electrification of lines to Maynooth and Hazelhatch, a depot and 282 new rail cars.
Savings
Iarnrod Eireann said the costs incurred to date were needed to plan a major infrastructure project to the highest international standards.
"This has now been achieved," a spokesman said. "Experience has shown that proper planning at this stage of a project leads to savings later at construction. Subject to planning approval, construction of DART Underground can begin in 2012.
"Considering the scale of the project, and comparing it with other major infrastructure projects, the costs to date represent good value for money."
Four consortia have been shortlisted to build the scheme, and the successful bidder is expected to be announced in 2012. If approved, DART Underground will be finished in 2018.
The business case for the project, published by the National Transport Authority, says the line has a cost-benefit ratio of 2.4. This means that for every euro spent on the project, the State gets €2.40 back in wider benefits such as savings in reduced congestion, costs of dealing with road accidents and fare income.
By 2030, more than 25 million car trips will be removed from the road, meaning there will be 170 fewer accidents a year, it says.
"This is a long-term project with an expected life in excess of 100 years," the business case adds. "It should not be overly affected by short-term economic problems."
DART Underground will allow 20 trains to run in each direction per hour, allowing up to 64,000 commuters to use the line. Up to 7,000 full-time construction jobs will be created.
Paul Melia
Irish Independent
www.buckplanning.ie
Sunday, 31 October 2010
Public to have their say on underground DART plan
PASSENGERS will be able to give their views on plans to build a railway tunnel underneath Dublin city centre when a public hearing begins next month.
An Bord Pleanala will open an oral hearing into the €3bn DART underground project in November which is expected to last for at least a month.
Almost 280 parties have made submissions including government departments, politicians and residents groups.
If approved by the board, it would result in the capital having two DART lines -- one from Maynooth to Bray, and a second from Hazelhatch/Celbridge to Howth.
And Iarnrod Eireann says if the Government approves the €3bn project, the equivalent of 25 million car kilometres will be taken off the roads and there will be 30 fewer road collisions in the capital.
The confidential business report also says that 2,000 jobs will be located around each of the five underground stations at Spencer Dock, Pearse Street, St Stephen's Green, Christchurch and Heuston "as a conservative estimate".
This is because businesses will be encouraged to cluster together to make best use of the line.
The unpublished Iarnrod Eireann report, obtained by the Irish Independent, also predicts that the DART underground linking rail services between Heuston and Connolly stations will have a major beneficial impact on traffic congestion and will cut pollution from emissions.
The system was to be built by 2015 but has been delayed until 2018 because of a longer than expected planning and design process.
The Government also has to give the final green light to the project.
Treacy Hogan Environment Correspondent
Irish Independent
www.buckplanning.ie
An Bord Pleanala will open an oral hearing into the €3bn DART underground project in November which is expected to last for at least a month.
Almost 280 parties have made submissions including government departments, politicians and residents groups.
If approved by the board, it would result in the capital having two DART lines -- one from Maynooth to Bray, and a second from Hazelhatch/Celbridge to Howth.
And Iarnrod Eireann says if the Government approves the €3bn project, the equivalent of 25 million car kilometres will be taken off the roads and there will be 30 fewer road collisions in the capital.
The confidential business report also says that 2,000 jobs will be located around each of the five underground stations at Spencer Dock, Pearse Street, St Stephen's Green, Christchurch and Heuston "as a conservative estimate".
This is because businesses will be encouraged to cluster together to make best use of the line.
The unpublished Iarnrod Eireann report, obtained by the Irish Independent, also predicts that the DART underground linking rail services between Heuston and Connolly stations will have a major beneficial impact on traffic congestion and will cut pollution from emissions.
The system was to be built by 2015 but has been delayed until 2018 because of a longer than expected planning and design process.
The Government also has to give the final green light to the project.
Treacy Hogan Environment Correspondent
Irish Independent
www.buckplanning.ie
Monday, 20 September 2010
Initial hearings on Dart, Luas lines next week
ALMOST 400 groups and individuals have been invited to An Bord Pleanála preliminary hearings next week on the proposed Dart underground and cross-city Luas lines.
The planning board is holding the meetings to establish how much time it needs to set aside for both hearings and what sized venues will be required. It is expected to announce dates for the full public hearings soon after.
Some 278 parties who made submissions and objections to the Iarnród Éireann Dart underground plan will be invited to address the hearings.
A further 91 letters have been sent to those who made submissions on the Luas line, which is under the remit of the Railway Procurement Agency.
The lower number of submissions does not necessarily indicate a lesser interest in the Luas line, An Bord Pleanála said, as residents often group their submissions and objections together. However, as the Luas is no longer included in the Government’s capital spending programme, it is likely to be of less immediate concern than the Dart underground.
The 7.6km line from the docklands to Inchicore will link Heuston Station to the Dart for the first time. The line will also connect with the planned Metro North at St Stephen’s Green. An Bord Pleanála is due to make a decision on Metro North next month.
The Luas BXD, known as the “missing link”, is a 5.6km line running from the Luas Green line at St Stephen’s Green to the Iarnród Éireann station at Broombridge in Cabra. If constructed, this line would link the Green line from Sandyford to St Stephen’s Green with the Red line from Tallaght to Connolly Station. The lines would meet up at O’Connell Street. The Luas BXD would then run to Parnell Square, Broadstone, Phibsborough and Cabra.
Provision would be made for a future stop at Grangegorman once the DIT campus had relocated to the former hospital site.
Separate hearings for both projects are likely to take several weeks. Tunnelling under residential and historic buildings is likely to be the most contentious issue with the Dart underground.
In relation to the Luas line, Dublin City Council, the Dublin City Business Association and a number of other bodies have already told An Bord Pleanála they consider the use of overhead wires in the heart of the city centre to be unacceptable.
Business interests in the city are likely to raise concerns about the disruption and closure of streets during the construction of the line.
Irish Times
www.buckplanning.ie
The planning board is holding the meetings to establish how much time it needs to set aside for both hearings and what sized venues will be required. It is expected to announce dates for the full public hearings soon after.
Some 278 parties who made submissions and objections to the Iarnród Éireann Dart underground plan will be invited to address the hearings.
A further 91 letters have been sent to those who made submissions on the Luas line, which is under the remit of the Railway Procurement Agency.
The lower number of submissions does not necessarily indicate a lesser interest in the Luas line, An Bord Pleanála said, as residents often group their submissions and objections together. However, as the Luas is no longer included in the Government’s capital spending programme, it is likely to be of less immediate concern than the Dart underground.
The 7.6km line from the docklands to Inchicore will link Heuston Station to the Dart for the first time. The line will also connect with the planned Metro North at St Stephen’s Green. An Bord Pleanála is due to make a decision on Metro North next month.
The Luas BXD, known as the “missing link”, is a 5.6km line running from the Luas Green line at St Stephen’s Green to the Iarnród Éireann station at Broombridge in Cabra. If constructed, this line would link the Green line from Sandyford to St Stephen’s Green with the Red line from Tallaght to Connolly Station. The lines would meet up at O’Connell Street. The Luas BXD would then run to Parnell Square, Broadstone, Phibsborough and Cabra.
Provision would be made for a future stop at Grangegorman once the DIT campus had relocated to the former hospital site.
Separate hearings for both projects are likely to take several weeks. Tunnelling under residential and historic buildings is likely to be the most contentious issue with the Dart underground.
In relation to the Luas line, Dublin City Council, the Dublin City Business Association and a number of other bodies have already told An Bord Pleanála they consider the use of overhead wires in the heart of the city centre to be unacceptable.
Business interests in the city are likely to raise concerns about the disruption and closure of streets during the construction of the line.
Irish Times
www.buckplanning.ie
Wednesday, 1 September 2010
Angry East Wall residents oppose DART Underground plan
OVER 3,500 residents in East Wall are united in their opposition to Irish Rail’s plans for the DART Underground, which will see their area become a building site for the next 10 years due to tunnel boring.
Locals were shocked to learn that East Wall is the only site where tunnel-boring machines will be assembled and launched as part of the construction of twin-bore tunnels.
To add insult to injury, the residents are furious that the area will not even get its own DART station despite having to bear the brunt of the works for the duration of the project should the proposal for the underground rail line go ahead as planned.
Irish Rail had initially proposed that tunnelling would take place at two locations – Inchicore and East Wall. However, tunnelling at Inchicore was dropped for cost saving purposes.
The plans were revealed when Irish Rail recently applied to An Bord Pleanala for a Railway Order.
Angela Broderick, spokesperson for the Protect East Wall action group, said the entire community has been galvanised in its opposition to the plan, which she believes shows a “blatant disregard” for the community.
“The future underground promises to be a comfortable ride for passengers, but for East Wall the delivery of this project means an extremely noisy, vibrating, dust-filled nine-year ride with not even a station provided by way of thanks,” Ms Broderick told Northside People.
“We are absolutely shocked and feel we have been very unfairly treated."
“It seems that East Wall will be dumped with all the tunnelling which will undoubtedly create air and noise pollution, noise vibrations and a constant stream of trucks carrying millions of cubic metres of material through our quiet and settled community.”
Ms Broderick said over 1,000 people have signed a petition opposing the plans and a further 70 group and individual submissions have been lodged to An Bord Pleanala in relation to the plan.
Furious East Wall residents believe the plan for tunnelling at Inchicore was dropped as a result of an intense media campaign by lobby group ‘Inchicore on Track’ prior to the application for the Railway Order.
Members of Protect East Wall have also slammed Irish Rail for a “lack of consultation” on the DART Underground plans.
“Irish Rail would call the meetings we’ve had ‘consultation’ but we would call it more a ‘presentation’ as our voice was not listened to,” Ms Broderick claimed.
However, Barry Kenny, spokesperson for Irish Rail, said there has been “extensive consultation” over the last two years.
“We did a review of the project originally which had four tunnel bores, two from the Inchicore and two from the East Wall side,” Mr Kenny told Northside People.
“There are a number of reasons that we decided against the Inchicore tunnelling.
“Cost saving was the biggest motivation as we will now only be using two tunnel boring machines from East Wall,
“These machines cost tens of millions of euro. Also, the tunnelling would have had a direct structural impact on houses in Inchicore which will not be the case in East Wall, as the tunnelling will take place at the old freight yard."
“Also as a benefit of the freight yard, 75 per cent of the spoil [the material removed as part of the tunnelling] can be taken away by rail, while the remainder can be transported through the [port] tunnel and on the motorways.”
Mr Kenny said the East Wall area does not need a DART station as it is within close proximity to Clontarf and Connolly stations, as well as the Docklands.
“The environmental impact has been very clearly outlined in the environmental report which indicated that the tunnelling won’t have any significant effect on residents,” he added.
“Should there be any type of contamination of the spoil then it will be treated and disposed of appropriately.
“We also feel that in the long-term, human health will be improved as the DART will take vehicles off the roads.”
Dublin Central TD Joe Costello (Lab) and Cllr Emer Costello (Lab) are among those who have made a submission on the plans.
“The original houses in East Wall are almost entirely two-storey and built on land reclaimed from the sea,” a statement from the Costellos read.
“East Wall lies within the curve of the railway line and is isolated from the rest of the city.
“Due to its low-lying location it has been subjected to flooding, the most recent being last year, 2009."
“Householders find it difficult and expensive to get home insurance."
“East Wall needs sensitive treatment from planners and community benefit from major projects that impact on the area.”
Northside People
www.buckplanning.ie
Locals were shocked to learn that East Wall is the only site where tunnel-boring machines will be assembled and launched as part of the construction of twin-bore tunnels.
To add insult to injury, the residents are furious that the area will not even get its own DART station despite having to bear the brunt of the works for the duration of the project should the proposal for the underground rail line go ahead as planned.
Irish Rail had initially proposed that tunnelling would take place at two locations – Inchicore and East Wall. However, tunnelling at Inchicore was dropped for cost saving purposes.
The plans were revealed when Irish Rail recently applied to An Bord Pleanala for a Railway Order.
Angela Broderick, spokesperson for the Protect East Wall action group, said the entire community has been galvanised in its opposition to the plan, which she believes shows a “blatant disregard” for the community.
“The future underground promises to be a comfortable ride for passengers, but for East Wall the delivery of this project means an extremely noisy, vibrating, dust-filled nine-year ride with not even a station provided by way of thanks,” Ms Broderick told Northside People.
“We are absolutely shocked and feel we have been very unfairly treated."
“It seems that East Wall will be dumped with all the tunnelling which will undoubtedly create air and noise pollution, noise vibrations and a constant stream of trucks carrying millions of cubic metres of material through our quiet and settled community.”
Ms Broderick said over 1,000 people have signed a petition opposing the plans and a further 70 group and individual submissions have been lodged to An Bord Pleanala in relation to the plan.
Furious East Wall residents believe the plan for tunnelling at Inchicore was dropped as a result of an intense media campaign by lobby group ‘Inchicore on Track’ prior to the application for the Railway Order.
Members of Protect East Wall have also slammed Irish Rail for a “lack of consultation” on the DART Underground plans.
“Irish Rail would call the meetings we’ve had ‘consultation’ but we would call it more a ‘presentation’ as our voice was not listened to,” Ms Broderick claimed.
However, Barry Kenny, spokesperson for Irish Rail, said there has been “extensive consultation” over the last two years.
“We did a review of the project originally which had four tunnel bores, two from the Inchicore and two from the East Wall side,” Mr Kenny told Northside People.
“There are a number of reasons that we decided against the Inchicore tunnelling.
“Cost saving was the biggest motivation as we will now only be using two tunnel boring machines from East Wall,
“These machines cost tens of millions of euro. Also, the tunnelling would have had a direct structural impact on houses in Inchicore which will not be the case in East Wall, as the tunnelling will take place at the old freight yard."
“Also as a benefit of the freight yard, 75 per cent of the spoil [the material removed as part of the tunnelling] can be taken away by rail, while the remainder can be transported through the [port] tunnel and on the motorways.”
Mr Kenny said the East Wall area does not need a DART station as it is within close proximity to Clontarf and Connolly stations, as well as the Docklands.
“The environmental impact has been very clearly outlined in the environmental report which indicated that the tunnelling won’t have any significant effect on residents,” he added.
“Should there be any type of contamination of the spoil then it will be treated and disposed of appropriately.
“We also feel that in the long-term, human health will be improved as the DART will take vehicles off the roads.”
Dublin Central TD Joe Costello (Lab) and Cllr Emer Costello (Lab) are among those who have made a submission on the plans.
“The original houses in East Wall are almost entirely two-storey and built on land reclaimed from the sea,” a statement from the Costellos read.
“East Wall lies within the curve of the railway line and is isolated from the rest of the city.
“Due to its low-lying location it has been subjected to flooding, the most recent being last year, 2009."
“Householders find it difficult and expensive to get home insurance."
“East Wall needs sensitive treatment from planners and community benefit from major projects that impact on the area.”
Northside People
www.buckplanning.ie
Sunday, 22 August 2010
EAST WALL ATTACKED BY DART UNDERGROUND PLANS
Protect East Wall forwarded the following press release in respect of DART Underground.
A future underground promises a comfortable ride for future passengers, but for East Wall the delivery of this project means an extremely noisy, vibrating, dust-filled 9 year ride - with not even a station provided by way of thanks.
Today the East Wall community voiced its objections to this project with over 70 individual submissions to An Bord Pleanála.
These submissions highlight how, at East Wall, the effects of this project will be long lasting and have devastating consequences for the community’s residents. Issues of main concern relate to air pollution, access, noise, vibrations and a constant stream of traffic carrying over a million cubic metres of spoil through a quiet and settled community with many older residents. The unfairness of this proposal and lack of consideration for East Wall has galvanised the whole community to action.
Angela Broderick, Vice Chairman of local action group; Protect East Wall, a sub committee of the East Wall Residents’ Association said that the community is not “against Dart Underground in principle but it is obvious that the badly planned proposal has not taken in to consideration the impact of Dart Underground on this residential community. Why should all tunnelling start from East Wall? Why Should East Wall experience the removal of all tunnelling spoil? And why wasn’t East Wall properly consulted?”
The Protect East Wall submission has outlined many weaknesses and omissions in the Iarnród Eireann proposal.
Initially, the proposal envisaged tunnelling to commence at both East Wall and Inchicore; however, following an intense media campaign from ‘Inchicore on Track’ before the publication of the railway order, this proposal was overturned and perversely, tunnelling will now only be carried out only at East Wall. The residents of East Wall cannot understand why this decision was made. East Wall, a vibrant and settled community should not have to bear the full impact of tunnelling and construction works which will negatively impact on a whole generation of East Wallers!
Protect East Wall
www.buckplanning.ie
A future underground promises a comfortable ride for future passengers, but for East Wall the delivery of this project means an extremely noisy, vibrating, dust-filled 9 year ride - with not even a station provided by way of thanks.
Today the East Wall community voiced its objections to this project with over 70 individual submissions to An Bord Pleanála.
These submissions highlight how, at East Wall, the effects of this project will be long lasting and have devastating consequences for the community’s residents. Issues of main concern relate to air pollution, access, noise, vibrations and a constant stream of traffic carrying over a million cubic metres of spoil through a quiet and settled community with many older residents. The unfairness of this proposal and lack of consideration for East Wall has galvanised the whole community to action.
Angela Broderick, Vice Chairman of local action group; Protect East Wall, a sub committee of the East Wall Residents’ Association said that the community is not “against Dart Underground in principle but it is obvious that the badly planned proposal has not taken in to consideration the impact of Dart Underground on this residential community. Why should all tunnelling start from East Wall? Why Should East Wall experience the removal of all tunnelling spoil? And why wasn’t East Wall properly consulted?”
The Protect East Wall submission has outlined many weaknesses and omissions in the Iarnród Eireann proposal.
Initially, the proposal envisaged tunnelling to commence at both East Wall and Inchicore; however, following an intense media campaign from ‘Inchicore on Track’ before the publication of the railway order, this proposal was overturned and perversely, tunnelling will now only be carried out only at East Wall. The residents of East Wall cannot understand why this decision was made. East Wall, a vibrant and settled community should not have to bear the full impact of tunnelling and construction works which will negatively impact on a whole generation of East Wallers!
Protect East Wall
www.buckplanning.ie
Wednesday, 4 August 2010
Transport plan would transform green
ST STEPHEN’S Green will be the principal casualty of the Government’s plans to go ahead with Metro North and Dart Underground, it is now clear from the environmental impact statement (EIS) on each of these costly projects.
The current construction cost estimate for Dart Underground, which is planned as the central spine of Dublin’s commuter rail services, is €2.5 billion. No figures are officially available for Metro North, but in 2005 it was estimated to cost €4.58 billion.
The Dart Underground EIS says construction of a shared station below ground at St Stephen’s Green as well as ventilation/intervention structures “will introduce major changes to the landscape and visual character and setting of the park”.
Describing these as the “most significant townscape and visual impacts” of the two projects, it says changes would include the temporary removal of some sections of boundary railings and park features as well as the felling of dozens of mature trees.
“The construction phase will result in significant impact on the landscape and visual amenity of the park, particularly from within the park, where the existing sense of ‘escape from the city’ will be lost” – at least until new semi-mature trees re-establish it.
The “ventilation/intervention” structure, to be built immediately behind the railings on the north side of the green, would be up to 4.2m high and 23.7m long; it would be impossible to provide screening for this building.
As the EIS on Metro North makes clear, most of the northwestern quadrant of St Stephen’s Green would be directly affected by the excavations for the two linked underground stations – including the lake populated by ducks, swans and waterhens.
It is understood that an earlier proposal by the Railway Procurement Agency to remove the Fusiliers’ Arch, facing the top of Grafton Street, has been reconsidered; instead, it would be retained in situ while the area around it is excavated to a considerable depth.
Hundreds of trucks would be needed to remove the spoil from the excavations for underground stations at St Stephen’s Green as well as O’Connell Bridge, Parnell Square East, the Mater hospital and other locations along the route of Metro North.
In the case of Dart Underground, the existing open-air amphitheatre at the Civic Offices on Wood Quay would be replaced by a “new urban civic space” that would include the entrance to an underground station north of Christ Church Cathedral.
This “will change the visual character and function of the space”, as the EIS says. “Nearby, a new ventilation structure will be introduced to the south side of the Church of the Immaculate Conception on Cook Street” – commonly known as Merchant’s Quay Church.
During excavation works for each underground station, spoil would be removed by a fleet of trucks; in the case of St Stephen’s Green, there would be 198 truck movements per day in each direction – and this traffic would continue for 20 months.
It is also clear from the EIS that passengers seeking to connect with the existing Dart line at Pearse Station, Westland Row, would face a long walk as the new underground station is proposed to be built at the junction of Boyne Street and Sandwith Street.
The twin tunnels for Dart Underground, from Inchicore to Docklands, would be be excavated by a tunnel boring machine similar to that used in excavating the Dublin Port Tunnel. Additional excavation work would be required for the five underground stations.
“Significant works” are proposed within the historic Inchicore railway yards, “with the demolition of many existing buildings and the provision of a new station facility that will open up the site to greater public access”. This is being opposed by a local group.
August 18th is the deadline for making submissions to An Bord Pleanála on CIÉ’s application for a Railway Order. The four-volume EIS is available for public inspection at An Bord Pleanála, 64 Marlborough Street, Dublin 1; Civic Offices, Wood Quay, Dublin 8; Heuston Station; Pearse Station; and Inchicore Works, Dublin 8. It may also be viewed on dart undergroundrailwayorder.ie
Irish Times
www.buckplanning.ie
The current construction cost estimate for Dart Underground, which is planned as the central spine of Dublin’s commuter rail services, is €2.5 billion. No figures are officially available for Metro North, but in 2005 it was estimated to cost €4.58 billion.
The Dart Underground EIS says construction of a shared station below ground at St Stephen’s Green as well as ventilation/intervention structures “will introduce major changes to the landscape and visual character and setting of the park”.
Describing these as the “most significant townscape and visual impacts” of the two projects, it says changes would include the temporary removal of some sections of boundary railings and park features as well as the felling of dozens of mature trees.
“The construction phase will result in significant impact on the landscape and visual amenity of the park, particularly from within the park, where the existing sense of ‘escape from the city’ will be lost” – at least until new semi-mature trees re-establish it.
The “ventilation/intervention” structure, to be built immediately behind the railings on the north side of the green, would be up to 4.2m high and 23.7m long; it would be impossible to provide screening for this building.
As the EIS on Metro North makes clear, most of the northwestern quadrant of St Stephen’s Green would be directly affected by the excavations for the two linked underground stations – including the lake populated by ducks, swans and waterhens.
It is understood that an earlier proposal by the Railway Procurement Agency to remove the Fusiliers’ Arch, facing the top of Grafton Street, has been reconsidered; instead, it would be retained in situ while the area around it is excavated to a considerable depth.
Hundreds of trucks would be needed to remove the spoil from the excavations for underground stations at St Stephen’s Green as well as O’Connell Bridge, Parnell Square East, the Mater hospital and other locations along the route of Metro North.
In the case of Dart Underground, the existing open-air amphitheatre at the Civic Offices on Wood Quay would be replaced by a “new urban civic space” that would include the entrance to an underground station north of Christ Church Cathedral.
This “will change the visual character and function of the space”, as the EIS says. “Nearby, a new ventilation structure will be introduced to the south side of the Church of the Immaculate Conception on Cook Street” – commonly known as Merchant’s Quay Church.
During excavation works for each underground station, spoil would be removed by a fleet of trucks; in the case of St Stephen’s Green, there would be 198 truck movements per day in each direction – and this traffic would continue for 20 months.
It is also clear from the EIS that passengers seeking to connect with the existing Dart line at Pearse Station, Westland Row, would face a long walk as the new underground station is proposed to be built at the junction of Boyne Street and Sandwith Street.
The twin tunnels for Dart Underground, from Inchicore to Docklands, would be be excavated by a tunnel boring machine similar to that used in excavating the Dublin Port Tunnel. Additional excavation work would be required for the five underground stations.
“Significant works” are proposed within the historic Inchicore railway yards, “with the demolition of many existing buildings and the provision of a new station facility that will open up the site to greater public access”. This is being opposed by a local group.
August 18th is the deadline for making submissions to An Bord Pleanála on CIÉ’s application for a Railway Order. The four-volume EIS is available for public inspection at An Bord Pleanála, 64 Marlborough Street, Dublin 1; Civic Offices, Wood Quay, Dublin 8; Heuston Station; Pearse Station; and Inchicore Works, Dublin 8. It may also be viewed on dart undergroundrailwayorder.ie
Irish Times
www.buckplanning.ie
Thursday, 1 July 2010
New East Wall site for launch of Dart tunnelling machine
INCHICORE RESIDENTS have given a guarded welcome to a decision to drop plans to assemble and launch a tunnel boring machine for Dart Underground on a sports field in the historic Railway Estate.
According to an application for a Railway Order lodged with An Bord Pleanála yesterday, tunnelling for Dart Underground is now to take place from east to west, with the tunnel boring machine launch site now located at East Wall near Docklands station.
In addition, the Inchicore portal has been moved several hundred yards away from houses and is now to be located within the CIÉ engineering yards. Houses in the Railway Estate date from the mid-1800s and were built for railway workers, including those working in the yards.
The changes mean Dart Underground is set to have a much lower impact on the community of about 700 people in the Railway Estate. While an area of green space will be required for an “intercession and vent shaft” from the tunnel, Iarnród Eireann said yesterday this would be small and not located on the playing pitch.
The Railway Order is the rail equivalent of planning permission and if approved the €2.5 billion project will deliver a high-capacity rail line through the city centre.
The line is 8.6km, 7.6km of which will be in twin-bore tunnels. The tunnels will connect the Northern and Kildare rail lines with underground stations at Spencer Dock, Pearse Station, St Stephen’s Green, Christchurch and Heuston Station, as well as a surface Dart station at Inchicore.
Frequency and capacity on the Dart Northern, Maynooth and Kildare lines will be increased, while the Dart will be extended to Maynooth, Hazelhatch/Celbridge and the Northern line, with Pearse Station acting as a central hub connecting all lines.
Separately yesterday, the chief executive of the National Roads Authority (NRA), Fred Barry, defended its policy of charging taxis to use the Dublin Port Tunnel.
Mr Barry yesterday told the Oireachtas Committee on Transport that the tunnel was just paying its operating costs through toll revenue, and if taxis were allowed to use the tunnel free then taxi drivers may want free passage extended to the rest of the State’s toll roads, bridges and tunnels.
Mr Barry agreed to refer the issue to the NRA board after the chairman of the committee, Frank Fahey, appealed to him to consider it as a way of reducing congestion in the city.
Irish Times
www.buckplanning.ie
According to an application for a Railway Order lodged with An Bord Pleanála yesterday, tunnelling for Dart Underground is now to take place from east to west, with the tunnel boring machine launch site now located at East Wall near Docklands station.
In addition, the Inchicore portal has been moved several hundred yards away from houses and is now to be located within the CIÉ engineering yards. Houses in the Railway Estate date from the mid-1800s and were built for railway workers, including those working in the yards.
The changes mean Dart Underground is set to have a much lower impact on the community of about 700 people in the Railway Estate. While an area of green space will be required for an “intercession and vent shaft” from the tunnel, Iarnród Eireann said yesterday this would be small and not located on the playing pitch.
The Railway Order is the rail equivalent of planning permission and if approved the €2.5 billion project will deliver a high-capacity rail line through the city centre.
The line is 8.6km, 7.6km of which will be in twin-bore tunnels. The tunnels will connect the Northern and Kildare rail lines with underground stations at Spencer Dock, Pearse Station, St Stephen’s Green, Christchurch and Heuston Station, as well as a surface Dart station at Inchicore.
Frequency and capacity on the Dart Northern, Maynooth and Kildare lines will be increased, while the Dart will be extended to Maynooth, Hazelhatch/Celbridge and the Northern line, with Pearse Station acting as a central hub connecting all lines.
Separately yesterday, the chief executive of the National Roads Authority (NRA), Fred Barry, defended its policy of charging taxis to use the Dublin Port Tunnel.
Mr Barry yesterday told the Oireachtas Committee on Transport that the tunnel was just paying its operating costs through toll revenue, and if taxis were allowed to use the tunnel free then taxi drivers may want free passage extended to the rest of the State’s toll roads, bridges and tunnels.
Mr Barry agreed to refer the issue to the NRA board after the chairman of the committee, Frank Fahey, appealed to him to consider it as a way of reducing congestion in the city.
Irish Times
www.buckplanning.ie
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