Idea to improve level rail service in Connolly area - pie in the sky?

Millem

So this is a bit off the wall, but since it has beencancelled / deferred I’ve had an idea about how Irish Rail could achieve some /a lot of the benefits of Dart Underground, but at a fraction of the cost.Basically I’ve come up with the below plan, which would achieve many of thebenefits which DART Underground, and come in at a costing of €150m based onfigures I have done.
The plan involves rerouting Intercity services from Connollystation to Docklands and Grand Canal Dock (but with excellent connections byrail to Connolly), and using the now free paths to allow Connolly to become aCommuter hub for the Dublin area. Services from Kildare, Maynooth, Drogheda andDART would intersect at Connolly, creating an unprecedented level ofintegration.
I’m not for a second suggesting the plan is perfect, butbased on the economic realities of the day DU isn’t going to happen for a longtime. I believe that with a relatively modest investment of €150m or so thisrepresents a pragmatic idea to revolutionise operations in the Dublin area, andsweat many infrastructure assets that are presently laying underused.

So here goes!
Belfast Line –Services run to / from Docklands Station (Connection to Connolly viaClongriffin Interchange)

As part of this plan Belfast Services would no longer serveDublin Connolly, but instead terminate at Dublin Docklands station. Trainswould come off the mainline at East Wall Junction and finish at Docklands (somepointwork would be needed to facilitate this). Passengers wishing to travel toDublin Connolly and southwards could catch a connecting DART service toConnolly at ‘Clongriffin Interchange’ Station, a hub that would become a vitalpart of the plan. All Belfast services would now stop here, allowing DART linepassengers to catch Belfast trains.
Docklands Station is a three minute motor journey or sixminute walk to Connolly, and has good public transport connections. I wouldargue that the changing of terminal stations for the Belfast service fromConnolly to Docklands would not overly discommode intercity passengers,particularly as there would still be a connection to Connolly at Clongriffin.

By taking Belfast services out of Connolly Stationadditional paths and platforms are made available for enhanced commuterservices into and out of Dublin Connolly, as are detailed below.
Sligo Line – Servicesrun to / from Docklands Station (Connection to Connolly via ClonsillaInterchange)

Similar to Belfast Enterprise services, Sligo trains wouldalso run to and depart from Docklands, with the option for passengers to changeto connecting Connolly / M3 bound services at Clonsilla Interchange. From Clonsilla,Sligo Intercity services would run non-stop to Docklands via Whitworth Road.
By taking Sligo services out of Connolly Station additionalpaths and platforms are made available for enhanced commuter services into andout of Dublin Connolly, as are detailed below.

Rosslare / Gorey Line– Services run to / from Grand Canal Dock (Connection to Connolly via GrandCanal Interchange)
In keeping with the above theme, Rosslare / Gorey serviceswould no longer operate to / from Dublin Connolly, but operate to / from GrandCanal Dock (currently unused platform). In this way, DSER Intercity / Commutertrains are kept away from the Loop line and from congesting the Connolly area.Connections to Connolly from GCD are by virtue of DART, and all Wexford trainscould stable in the Boston sidings. As will be discussed below, the BostonSidings will have been freed up by virtue of no Commuting stock operating overthe Loop Line as part of this plan.

And now having gone through what would be taken out ofConnolly, here is what would be possible to facilitate there as a result:
Platforms 1 & 2Connolly – Northern Line Commuter Services

Northern Line Commuter Services would now solely terminate and depart from ConnollyPlatforms 1 & 2, and no longer operate south of Connolly station. Theseplatforms would become dedicated for Northern Line Commuter trains only. Passengersintending on travelling south or west of Connolly by train can do so easily bycatching a connect train from the adjoining platforms in the station. The removal of northern line services fromthe Loop Line will remove such trains from south of the Liffey but theirremoval will allow for an enhanced DART service over the LL and provide anenhanced connecting service to Northern Line passengers. Another benefit isthat Northern Line services would no longer be affected by congestion /incidents which occur south of Connolly.

Platforms 3 & 4Connolly – Kildare Line Commuter Services via PPT (Galway / Cork / Waterford /Westport / Limerick can connect to Connolly bound services at ParkwestInterchange)
Further to the removal of Sligo, Belfast and Wexford trainsfrom Connolly, it will now be possible to run Commuter trains from the Kildareline via the Phoenix Park Tunnel and Drumcondra station into Connolly. Such aservice would operate exclusively out of Platforms 3 & 4 Connolly, andprovide an unprecedented level of service for Heuston-side passengers intoConnolly station, providing connections to DART, Maynooth and Northern Lineservices.

Central to this plan would be the establishment of Parkwestas an ‘Interchange’ station. Although this new Kildare-Connolly service wouldoriginate in Kildare and serve all stations to Connolly, a major benefit is theuse of Parkwest as an interchange in that all Cork / Limerick / Tralee / Galway/ Westport / Waterford Services would call at Parkwest, allowing a brand newconnection to Connolly for Intercity customers. Kildare-Connolly line serviceswould no longer call at Heuston (not even Islandbridge Junction), and commuterson the Kildare service intending to head to Heuston can switch to an intercityservice at Parkwest to continue their remaining trip to Heuston.
The offering of heavy rail connections from the Kildare lineto Connolly offer excellent revenue and passenger increase opportunities forIrish Rail as many commuters avoid taking the train to Heuston as they feel itleaves them too far from the city centre. Transfer from Parkwest to, forexample Blackrock or Howth Junction would now be possible at peak (with aconnection) within 40 or so minutes.

Platforms 5 & 6Connolly – DART Services
Platforms 5 & 6 will be for the sole use of DARTservices only, and as the platforms will be located close to the centre of allrail activities in the station will offer seamless transfer to and fromMaynooth, Kildare and Drogheda services. As a result of dedicated platforms andthe lack of competition with Commuter / Intercity Services over the Loop Lineand beyond it will be possible to offer a consistent and more frequent DARTservice than as is presently the case.

Platform 7 (& NewPlatform 8) Connolly – Maynooth Services via Newcommen Curve
As part of the plan Maynooth services would no longer serveDrumcondra but use the Whitworth Road / Newcommen Curve Line to terminate atPlatform 7 Connolly and a new Platform 8 (adjacent to Platform 7). No serviceswould continue past Connolly Station and thus Platforms 7 & 8 would becomethe dedicated Maynooth line platforms at the station. The utilisation of theNewcommen line would not cause any conflicts with any other services out ofConnolly (though the Newcommen line would be shared with Sligo services whichterminate at Docklands). A dedicated line in and out of Connolly for Maynoothtrains can offer an enhanced and more reliable service.

The current single track over the Royal Canal at Newcommenwould need to be doubled and thus a new bridge required. Passengers for DART,Kildare and Northern Line services would have an easy interchange at Connollyfor connections. With the lack of competing services over the Loop Line itwould likely be possible to run DART trains at 5 minute intervals in eachdirection over the line.
Platform 9 Connolly –Relief Platform

If possible the construction of a 9th platformshould be considered, to act as a relief terminal platform. This would beadjacent to the new platform 8 on the Amiens Street side of the station.
M3 Parkway Services

M3 services would run as a shuttle service between ClonsillaInterchange and M3 Parkway, or alternatively would continue to Docklands if 1-2extra platforms were constructed.
Sidings / StablingFacilities

Laying over facilities for trains could be provided on thewash road at Connolly, behind Connolly sheds and in the Docklands / Ossory Roadarea.

Benefits

- All Dublin bound / ex Dublin Intercity Serviceswill have a connection into the heart of Dublin city and beyond. Unprecedentedconnectivity in rail travel in Dublin.

- Increased revenue streams as many Kildare,Carlow, Laois and Offaly commuters whodo not presently use rail may now be attracted to a connecting Connollyservice. Additionally patronage on western Intercity services may increaseowing to connections to Connolly and beyond.

- Little or no upgrading required for‘Interchange’ stations. Parkwest and Clongriffin have 4 platforms, Grand CanalDock has three. Clonsilla may not need upgrade from its current setup.

- Although not a like for like alternative to DartUnderground, such a plan would offer many of the benefits of such a project andprovide better connectivity and consistency across services at a relativelysmall cost and utilise better existing infrastructure, some of which is presentlyunderused.

- Dedicated terminal platforms in Connolly for allroutes, as opposed to current setup where some services terminate in Connollyand others use through platforms. The plan would provide a consistency ofservice across all routes.

- Less congestion in Connolly owing to Maynooth serviceshaving dedicated line, limited crossing for Northern Line services. The onlycrossing service is the new Kildare route which leaves Platforms 3 & 4 andheads to Drumcondra line / Glasnevin Junction

- The loop line as far as Grand Canal Dock will bea dedicated DART line only, the eradication of Commuter / Intercity services onthis line will allow for an enhanced DART service. More frequent services,ensuring every station is served. The removal will allow for a much moreseamless DART service.

- Less diesel used. No longer would western /northern commuter trains make the trip south of Connolly, thus using lessdiesel. Better fuel efficiency.

Negatives:

- Belfast, Sligo and Rosslare Services will nolonger serve Connolly direct.

- Maynooth and Northern Line commuter serviceswill no longer travel south of Connolly.

- Ireland does not have a culture of passengersmaking ‘connecting journeys’, the challenge would be to persuade customers ofthe benefits of same, through providing better reliability and less congestionon lines. Initially there would likely be resistance from some commuters asregards to having to change trains, this cultural change could be overcome bydemonstrating the benefits of connecting services – enhanced reliability,little or no service conflictions and a more seamless overall service.

Capital Costs ofProject:

- New platforms 8 & 9 at Connolly Station(located west of current Platform 7 Connolly). This would require landacquisition outlay.

- Doubling of track at Newcommen Curve (new bridgerequired over Royal Canal)

- Possible upgrade of signalling in the Connollyarea

- Upgrading of signalling in the Grand Canal Dockarea (may already be in place as part of DASH)

- East wall branch line to be connected toDocklands station

- Provision of basic maintenance / fuelling facilitiesat Docklands for ICR / DD stock

- Provision of basic maintenance / fuellingfacilities at Boston Sidings for ICR / Commuter stock

- Possible provision of 1-2 extra platforms atDocklands

- Extra rolling stock is unlikely to be required,as there is presently a surplus of DART, Intercity and Commuter trains. In themost extreme scenario mothballed Commuter stock may need to be reintroduced.

- It is likely that such a project could becompleted at a cost of around €150m based on my estimations

So that’s the plan! I know it is a bit off the wall, andunlikely to ever happen, but I do think it offers food for thought as regardshow to streamline services better and make better use of existinginfrastructure. I believe that revenue streams may increase as a result of thisplan.

This is not an alternative for Dart Underground, what itwould be is an option to improve services in the interim while we’re waitingfor DU to come along.

I look forward to your feedback (and sorry for the longpost!!)

Cheers

Millem

Cookie_Monster

1. Nobody wants to have to use Docklands, it's in the middle of nowhere
2. GCD is similar (had they not have destroyed Pierce utterly it could still be used as a 4 or more platform station/terminus)
3. Would see interest in Belfast trains nosedive as they won't serve a central station
4. Capacity over the loop line bridge still a potential bottleneck

CIE

I wonder how familiar the OP is with what CIE/IE has done to Connolly over the years to shrink its capacity? There used to be a few more tracks in that station in the past as there are today, and the ones under the shed have been made shorter for no good reason. The only good thing that CIE did was build the newer Platform 3 in the late 70s, but its usefulness was cancelled out by the removal of Inset Platform 4 (where the Connolly-Howth trains used to depart from). The track currently adjacent to Platform 7 used to be a run-around track to allow DSER suburban tank steamers (and later CIE diesels) to switch ends; instead of making the island platform wider, what should have been done was build a Platform 8 next to the run-around track and not remove the original track next to Platform 7.

I'm still waiting for any proof that the Interconnector DART Underground will improve capacity. I say it won't. It certainly won't create any new railway services. And if IE is currently running four-car DARTs during rush hours, then they certainly aren't going to bother playing musical chairs with existing services anyhow. Not to mention that moving Belfast services out of a central station isn't the only thing that would be a negative with the so-called DART Underground: if Northern Line/Howth services are diverted via Docklands as per the DU plan, they also get moved out of the city centre and will become less popular.

bk

CIE wrote: »

if Northern Line/Howth services are diverted via Docklands as per the DU plan, they also get moved out of the city centre and will become less popular.

Well under DU, that isn't really a problem as Northern Line passengers will have Stephens Green, which would be a far more attractive city centre stop then Connolly.

Captain Chaos

One thing they should do is work on removing the speed restrictions in Clontarf, Killester, Howth Junction and Clongriffin. There are 25mph restrictions all over the place for a long time now. The ones put in place for the port tunnel works were never removed.

I think the loop line has one ever since the check rails were installed.

goingnowhere

Limit at Clontraf was removed some months ago

Loop line was always 30 mph

dowlingm

I think some of this might be a bit previous until DASH2 is commissioned and we see how much is gained from the additional platform at GCD and the extra Loop Line paths. "CIE" above bemoans the removal of terminating platforms at Connolly but in a way he suggests the solution - more trains passing through Connolly and making Pearse and Tara Street better options for those coming in from Connolly-side.

I think Docklands might have actually done all right if the IFSC had continued to expand, some penny pinching on IE's part didn't help in terms of track rationalisation in that area.

It seems to me that the Connolly approach from Fairview where it narrows to two tracks needs to be tackled notwithstanding DU delays, plus a third track north of Fairview towards Killester to allow Enterprise to escape a DART or a Tara which leaves ahead of it - pity about the sheer number of trees that will have to be cleared though.

thisisadamh

Re route all intercity and enterprise services from Connolly to Heuston by using the phoenix park tunnel for enterprise and Wicklow services and build a 9km track connecting maynooth and hazelhatch to allow Sligo services to divert to Heuston.

Making Connolly a commuter and dart only station.

corktina

thisisadamh wrote: »

Re route all intercity and enterprise services from Connolly to Heuston by using the phoenix park tunnel for enterprise and Wicklow services and build a 9km track connecting maynooth and hazelhatch to allow Sligo services to divert to Heuston.

Making Connolly a commuter and dart only station.

a bit of a Ryanair type idea there. Next thing we know, Kildare will be re-named "Dublin Station"

thisisadamh

corktina wrote: »

a bit of a Ryanair type idea there. Next thing we know, Kildare will be re-named "Dublin Station"

Why is it a ryanair idea? I dont understand your reply there?

corktina

thisisadamh wrote: »

Why is it a ryanair idea? I dont understand your reply there?

Moving trains out of Central Dublin to Heuston via a slow perambulation of the Phoenix Tunnel will be like Ryanair claiming to serve certain cities when in reality the airports are 100 km or more away form them

thisisadamh

corktina wrote: »

Moving trains out of Central Dublin to Heuston via a slow perambulation of the Phoenix Tunnel will be like Ryanair claiming to serve certain cities when in reality the airports are 100 km or more away form them

Well its not like Heuston and Connolly are that far apart. It is only 10 mins by luas. And IR could allow free travel on the luas towards Connolly with all intercity tickets.

kc56

thisisadamh wrote: »

Re route all intercity and enterprise services from Connolly to Heuston by using the phoenix park tunnel for enterprise and Wicklow services and build a 9km track connecting maynooth and hazelhatch to allow Sligo services to divert to Heuston.

Making Connolly a commuter and dart only station.

There is also a very akward reversal needed to get from the PPT into Heuston. Think about it; train passes through PPT and heads west past Islandbridge, train stops for several minutes while the driver transfers to the other end of the train. How long would that take? You'd be in Heuston quicker on the Luas.

And you can't get to the PPT without first going close to or into Connolly as another reversal is needed. Overall this option would add up to 30 extra to the Dublin-Belfast run.

The PPT was originally built to give access to the GS&WR to the docks.

dowlingm

Platform 10 could be reinstated. It's not convenient but it's there.

kc56

dowlingm wrote: »

Platform 10 could be reinstated. It's not convenient but it's there.

That would be sure to attract more passengers.

thisisadamh

Could they not demolish platform 10 and make a curve going into the other platforms through a part of the car park.

kc56

thisisadamh wrote: »

Could they not demolish platform 10 and make a curve going into the other platforms through a part of the car park.

Apparently this was looked at a few years ago but there were several issues not least of which would be a loss of most of the sidings that are used to stable trains. Also there would be a gradient issue.

Millem

kc56 wrote: »

thisisadamh wrote: »

Could they not demolish platform 10 and make a curve going into the other platforms through a part of the car park.

Apparently this was looked at a few years ago but there were several issues not least of which would be a loss of most of the sidings that are used to stable trains. Also there would be a gradient issue.

You would lose the sidings for cork services but surely the benefits outweigh the negatives though. Gradient issues could be overcome.

Ideally IMO heuston would become the intercity terminal station for Dublin (inc Sligo, Belfast, Wexford) thus leaving Connolly free to become a commuter hub

goingnowhere

Millem wrote: »

You would lose the sidings for cork services but surely the benefits outweigh the negatives though. Gradient issues could be overcome.

Ideally IMO heuston would become the intercity terminal station for Dublin (inc Sligo, Belfast, Wexford) thus leaving Connolly free to become a commuter hub

Not likely any train from Belfast, Sligo or Wexford has no choice but to pass through Connolly to reach Heuston, so running to Heuston would actually take up more capacity, and seriously why bother Connolly is far more convenient Heuston

dowlingm

If Interconnector had been built then the sidings would probably have declined in value in conjunction with the diversion of suburban services through the tunnel. Now they probably are needed a bit more than that (although from another thread it seems the Mk3s won't be taking up Heuston space for much longer)

kc56

dowlingm wrote: »

If Interconnector had been built then the sidings would probably have declined in value in conjunction with the diversion of suburban services through the tunnel. Now they probably are needed a bit more than that (although from another thread it seems the Mk3s won't be taking up Heuston space for much longer)

MKIII's have not been in Heuston for many months. The sidings in the old freight yard were cleared for the arrival of the new 22K's last year.

Diverting Sligo and Belfast trains to Heuston is a non-starter and would only add to the journey times to arrive at an inconveniently located station. It would also require major construction to build a new curve to allow routing from the northern line to the Maynooth line to bypass Connolly and serious loss of storage capacity at Heuston. We are talking today about shortening journey times not extending them.

The DU offers much greater potential for cross-city transit and actually goes under the city centre rather than skirting around it.

thisisadamh

What about reopening Broadstone station and letting Sligo and Maynooth/Navan/Longford commuter services terminate there?

Granted it would need a lot of money to relay track to Broadstone an renovate the station. But it would be nice.

kc56

thisisadamh wrote: »

What about reopening Broadstone station and letting Sligo and Maynooth/Navan/Longford commuter services terminate there?

Granted it would need a lot of money to relay track to Broadstone an renovate the station. But it would be nice.

1. Broadstone suffers the same problem as Heuston/Docklands: Not in the right place. Diverting Maynooth trains to Broadstone would result is a loss of business.
2. The former station and yards are used by Bus Eireann/Dublin Bus. They would have to be found a new home.
3. No interconnectivity with DART/Luas
4. Track route is already allocated to Luas BXD which has been given the go-ahead with construction starting in 2015.

dowlingm

thisisadamh wrote: »

What about reopening Broadstone station and letting Sligo and Maynooth/Navan/Longford commuter services terminate there?

Kindly familiarise yourself with the route of Luas D.

dowlingm

kc56 wrote: »

2. The former station and yards are used by Bus Eireann/Dublin Bus. They would have to be found a new home.

I would be expecting them to get the push anyway tbh. If Luas D works as expected, gentrifying the Broombridge area and pushing Maynooth commuters onto it, plus if DIT Grangegorman rolls out as planned with private financing then development pressure will be difficult for CIE to resist. In some ways that might be a bigger reason CIE resisted Line D in favour of a notional plan to relay the Broadstone approach - simply not wanting to give up Broadstone yard.

kc56

Broadstone on Google maps
http://goo.gl/maps/BJDFB

thisisadamh

dowlingm wrote: »

Kindly familiarise yourself with the route of Luas D.

Is there a map available? Wikipedia just gives a station list.

EDIT: Nevermind, found one http://www.rpa.ie/Documents/Luas%20Line%20D/Line%20D%20EPR%20December%202008/Line%20D%20Map%201208.jpg

Sligo Quay

thisisadamh wrote: »

What about reopening Broadstone station and letting Sligo and Maynooth/Navan/Longford commuter services terminate there?

Granted it would need a lot of money to relay track to Broadstone an renovate the station. But it would be nice.

This is ''train spotter speak'' it would be nice:D, but on a more serious note, when I worked in Bell lines, I did the longest commute in Ireland, I got a train from Sligo to Waterford, on arriving into Connolly it was 90bus at the top of Connolly ramp to Heuston, no LUAS then, even nowadays, dare I say it, the bus is actually quicker than the tram, the tram is slower making all the stops, don't start about Docklands, Bertie's pet project built instead of his bowl, should have never been built, I HATE DOCKLANDS STATION.
Them days in the 80s and 90s I look back fondly on the Sligo line, I traveled with 1fruitcake who thought CIE should have reopened the entire route from Sligo to Waterford via Tubbercurry Tuam, Gort etc just for us, NOW THAT WOULD BE NICE, but would be silly, thats ''train spotter speak'' which a lot of the time is not very practical, Bell lines did pay my expenses. With present day motorways the train would probably be slower doing that commute, time moves on, the railway is becoming more irrelevant, another excuse to waste another load of money, pie in the sky indeed.