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The DART at 25

2944 Views 2 Replies 2 Participants Last post by  odlum833
Probably Ireland's greatest public transport success story, and I'm sure the DART underground (and the various extensions also planned: to Drogheda, Maynooth and Kildare) will replicate this success. :cheers:

Also, if anyone can dig up any of the original plans from 1987, before they were cancelled, it'd be interesting to see. :)
Follow this train of thought

FRANK McDONALD Environment Editor

Sat, Jul 04, 2009

A quarter of a century after the inauguration of the Dart, the Government is still trying to devise a public-transport solution for the capital, and the next stage could take the Dart underground.

It was described in an Irish Times headline as “CIÉ’s new weapon to confound the begrudgers”. And in truth, the Dart did. On the Sunday after it started running between Howth and Bray in July 1984, more people travelled on the new electric trains than on any day since the railway line opened in 1834. There was something symmetrical about the Dart being inaugurated in the year of the 150th anniversary of Ireland’s first railway, the Dublin to Kingstown (Dún Laoghaire) line. And despite criticisms that it only served the “gold coast” around Dublin Bay, it gave the city its first whiff of continental Europe.

For months, Dubliners had been stopped in their tracks by the sight of brand-new, German-built electric trains gliding up and down the line on test runs. They were so different to the old diesel engines, which hauled probably the most obsolete rolling stock on wheels in this part of the world. That the new trains were electric was entirely due to Des O’Malley, then minister for industry and energy, who recognised the importance of not relying so much on imported oil; had it been left to his cabinet colleague, Prof Martin O’Donoghue, all Dublin would have got was a cheap and cheerful set of new diesel trains.

The Dart brand-name was chosen after sifting through numerous alternatives (such as “Bayline”). As Cartan Finegan, then marketing director of CIÉ, said at the time: “Finally, we settled for Dart because it seemed to say everything.” Dart is an acronym for Dublin Area Rapid Transit, which implied that electrifying the Howth-Bray line was merely the first phase of a much more ambitious plan to turn it into a network, with lines serving Tallaght and Blanchardstown via an underground link in the city centre. But that never happened.

When work on the electrification project started in 1980, David Waters, the engineer in charge, took personal responsibility for everything – he never bulldozed the project through, and instead negotiated with residents’ associations and other interest groups on issues such as rebuilding bridges.

There was some controversy about the cost of this EU-funded project, which worked out at £113 million (€143.5 million). Economists such as Seán Barrett of Trinity College thought it was wildly extravagant; like Martin O’Donoghue, they would have preferred to see a simple upgrade of services on the existing line. The most shocking thing was that the Department of Finance purloined £27 million (€34 million) in EU funding for the Dart, leaving CIÉ to borrow money to make up the difference. This saddled the company with repaying both capital and interest on a debt that should never have arisen, and vastly inflated the cost.

Even before the new service was inaugurated on July 24th, 1984, the price of houses along the line was going up; had CIÉ been able to “recapture” some of these gains, it could have repaid the capital outlay over time. The Dart also facilitated major commercial development, contributing to an office-building boom in Blackrock, for example. Land located near the line shot up in value, even in the bleak 1980s. It took a long time before CIÉ cashed in on this upward trend by promoting a major office scheme at Connolly Station, for example.

The company’s plans for a new transportation centre in the middle of town ran into trouble. Since 1976, CIÉ had been acquiring property on both sides of the River Liffey for this mammoth project, which would have incorporated an underground train and bus station topped by an array of office blocks, hotels and shopping malls. An Taisce was first into the breach, calling in January 1986 for a “complete reassessment” of this scheme on the basis that it would destroy the Temple Bar area. Ironically, the emerging “left bank” culture of the area had been unwittingly encouraged by CIÉ’s policy of renting out its buildings on short-term leases.

Liam Skelly, a firebrand Fine Gael TD for Dublin West, was having none of it, however. In late 1986, he claimed to have lined up a Canadian company to develop the proposed transportation centre. But the “Skelly Plan” bit the dust and Temple Bar was later designated as Dublin’s “cultural quarter”.

The plan to extend the Dart to other parts of the city was scuppered in October 1987 by the then Fianna Fáil minority government, led by Charles J Haughey. Not only did it rule out investment in anything other than buses and “diesel-based options” for rail, it also abolished the Dublin Transport Authority, which had been set up just six months earlier.

Eventually, as a result of the Dublin Transportation Initiative in the early 1990s, we were offered the Luas – although the city became the first in the world to build two free-standing light-rail lines. This was the outcome of a cowardly decision in May 1998 by ministers who couldn’t get their heads around the Luas running up and down Dawson Street.

When the Dart service started in 1984, a fleet of 80 carriages carried about 35,000 passengers per day. Government parsimony meant that not a single extra carriage was added during the next 16 years, even though passenger numbers were climbing to 80,000 per day. As a result, overcrowding during peak periods became unbearable.

Since 2001, major improvements have been made. The Dart line was extended to serve both Malahide and Greystones, new rolling stock was bought, real-time passenger information screen have been installed in all stations, platforms have been lengthened to cater for eight-carriage trains, and new stations were opened at Portmarnock and Grand Canal Dock.

Maintenance is poor, however. Dún Laoghaire station is grungy and confusing, despite its new look. Station nameplates are flimsy, their colour scheme a residue of Iarnród Éireann’s orange period; it’s a long way from the original “total design concept”.

The most serious problem is capacity. Due to constraints in and around Connolly Station, only 12 trains per hour can be accommodated on the Loop Line – too few to cater for the 90,000 passengers a day using the Dart and thousands of others on diesel trains.

Now, two decades after being ruled out, a Dart underground line is back on the agenda. This would connect Heuston Station to the Docklands, via Christchurch, St Stephen’s Green and Pearse Station, linking up with both the Tallaght and Sandyford Luas lines as well as the existing Dart line, to give Dublin a rail network.

Last December, the Minister for Transport Noel Dempsey described the proposed rail tunnel as the “most critical piece” of public-transport infrastructure in the State, and pledged that it would proceed, notwithstanding the Government’s yawning budget deficit. The estimate for the “Dart Underground” is €2 billion – considerably less than the still-secret cost of Metro North, which would provide a single, 18km Luas line from Swords to St Stephen’s Green. Given that the CIÉ plan would integrate existing suburban rail services, it seems better suited to serve Dublin’s sprawl than the metro.

What’s not included in the €2 billion estimate, however, is the cost of electrifying lines to Kildare, Maynooth and Drogheda so that trains could use the tunnel; clearly, diesel engines could not be allowed through because of the fumes they emit. The question remains of whether a cash-starved Government will have the stomach to go ahead with this.

© 2009 The Irish Times
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25 years of DART! Join in the celebrations!

by Corporate Communications

Iarnród Éireann has announced a series of events to celebrate the 25th anniversary of the DART service.

On 23rd July 1984, the DART service began operating, and since that date, it has become one of the country’s greatest public transport success stories. It is an icon of Dublin, and has played a crucial role in the life of Dubliners over the 25 years, with almost half a billion passenger journeys made.

Because DART is such a significant part of the daily lives of so many people, Iarnród Éireann is marking 25 years of DART in ways that involve our commuters and will speak of the unique place DART has in Dublin’s landscape. Fun, music, poetry, dining and celebration will all feature throughout the summer months.

A unique advertising campaign to mark 25 years, featuring the work of renowned artists Graham Knuttel and Rasher, has just been launched across billboards around the city.

A series of special concerts entitled The Platform will be held at Pearse Station on Fridays throughout the summer, to allow commuters to share in the celebrations. These begin this Friday 10th July at 17.00hrs, with Captain Magic Wonderland.

Commuters also have the opportunity every day to win free travel on the DART for a month, with the Evening Herald, in Railing in the Years, which tests your knowledge of news and events across the 25 years of DART. A draw will take place amongst daily winners for free travel for a year!

The actual day of the 25th anniversary, Thursday 23rd July, will be one of celebration and goodies galore for commuters, and a unique event entitled DART 25 Live, with prominent contemporary Irish music acts and comedians will be held on board a special DART train in the evening. Acts performing will be Jerry Fish and the Mudbug Club, David Kitt, The Chapters, and comedian Eric Lalor. Tickets for this unique event will be available as part of a joint promotion with radio station Dublin’s 98.

DART will also team up with the Restaurants Association of Ireland in August to host Dining by DART in city centre stations, allowing commuters sample the signature dishes of some of Dublin’s best loved restaurants at their stations.

The popular Poet’s Corner feature, which has entertained DART customers for 22 years, is now giving budding poets amongst commuters the opportunity to be featured in Poet’s Corner, alongside Nobel Laureates and other renowned writers. Details are available here.

If you haven't seen it, here's a chance to watch RTÉ's special edition of Capital D, from 2nd July, marking the 25th anniversary of DART.

With 25 years under its belt, DART is set to embark on a new phase of expansion over the coming years. Under Transport 21, DART is set to be extended to the Northern line, Maynooth and Hazelhatch between now and 2015. Also in 2015, DART Underground, a 7.5 kilometre line running underground from Docklands to Inchicore, serving underground stations at Docklands, Pearse, St Stephen’s Green, Christchurch and Heuston, will open. This will allow the number of trains on all lines to increase dramatically, as well as connecting all rail modes together – DART, Commuter, Intercity, Luas and Metro - into an integrated network.
The Anniversary of the DART

July 24, 2009

TWENTY-FIVE years ago this week, the first delighted passengers stepped aboard new electric trains running between Howth and Bray around Dublin Bay. The Dart – an acronym for Dublin Area Rapid Transit – had been inaugurated and, with it, a new era for public transport in the capital. It could not have been more welcome. After all, we had abandoned the city’s extensive tramway network in 1949, closed down the Harcourt Street railway line and the wonderfully atmospheric Howth tram in 1959, and came to rely on cars, buses and increasingly dilapidated diesel trains in the years that followed.

So the arrival of the Dart represented a quantum leap in the delivery of reliable public transport in Dublin – at least for those fortunate enough to live along the line. That the new service started in very grim times made it all the more remarkable, and it was also one of the early building blocks in helping to redefine Dublin as a European capital city.

Recession in the 1980s, combined with public spending cutbacks, put paid to CIÉ’s plans to extend the Dart to Tallaght and Blanchardstown, with the then Fianna Fáil minority government deciding that future investment in public transport would be limited to buses and diesel trains. This was unfortunate. Although this 1987 decision ultimately spared the Temple Bar area from demolition, it deprived Dublin of the possibility of acquiring a suburban rail network that would have served significant catchment areas of the city. Since its main rail stations were built in the mid-Victorian era, each by a different railway company, the city has been without the essential element of interconnection that would transform disparate regional rail services into an integrated system. This missing link is finally being addressed by CIÉ’s plans for “Dart Underground”– a tunnel linking Heuston Station with Spencer Dock, at an estimated cost of €2 billion. Even in these difficult times, this project must be progressed.

While Dubliners are waiting for it to materialise, perhaps in 2015, they can still enjoy what the Dart has to offer – not just for daily commuting to and from work or school, but also for leisure trips to the seaside at Malahide, Portmarnock, Howth, Killiney, Bray and Greystones. It is also by far the most attractive way of introducing visitors to Dublin Bay, with the Hill of Howth dominating panoramic views from trains between Merrion Gates and Dún Laoghaire. Dart’s cultural impact has been significant too, whether in popularising poetry or giving its name to a new type of accent peculiar to the southside that Ross O’Carroll O’Kelly would find awfully familiar.

Coincidentally, this year also marks the 175th anniversary of Irish railways. It would be ironic if the railway anniversaries this year were to be marked by a Government decision to accept the McCarthy Report’s recommendation to close three more lines, serving Ballina, Nenagh and every town between Limerick Junction and Rosslare, merely on the basis that they are “lightly used”.
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