Iarnród Éireann Dublin Integrated Rail Plan Presentation to Institution of Engineers of Ireland. 17 th November

Transcription

1 Iarnród Éireann Dublin Integrated Rail Plan Presentation to Institution of Engineers of Ireland 17 th November

2 Contents Overview of current suburban rail network Projects underway to increase capacity Issues driving demand for commuter rail Short term measures planned to meet demand Iarnród Éireann s plan for an integrated network of commuter rail services Interconnector tunnel Business case and timescales Questions and discussion 2

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4 Rail Commuter Journey Times Train From To No. of Stops Travel Time Balbriggan Connolly 5 41 Mins Dundalk Connolly 1 68 Mins Maynooth Connolly 8 37 Mins Newbridge Heuston 4 36 Mins Less than 1hr to City Centre Bray Pearse Mins Car Journey Times for these trips are very significantly longer (often double the time) 4

5 Expanding Commuter Belt Dundalk OUTER Longford INNER Drogheda y e Mullingar Athlone Maynooth Clonsilla Balbriggan Howth Connolly Heuston Portarlington Kildare Greystones Portlaoise Athy Wicklow Ballybrophy Carlow Arklow Kilkenny Gorey 5

6 Population Growth in Commuter Rail Catchment Areas SOUTH EAST (to Greystones) SOUTH EAST (beyond Greystones) SOUTH WEST (to Kildare) SOUTH WEST (beyond Kildare) WESTERN (to Maynooth) WESTERN (beyond Maynooth) NORTHERN (to Balbriggan) NORTHERN (beyond Balbriggan) Catchment Population 2002 Population 2016 Forecast Source : Regional Planning Guidelines / DTO Rail plans are developed to cater for these demands 6

7 The Existing Network Has Key Limitations Only one line into City Centre - this cross-city line from Connolly to Pearse is operating at capacity. It is not possible to provide for more frequent commuter services on the Kildare line, without major disruption to InterCity services. Heuston itself is remote from the city centre and main business districts. 7

8 Maynooth Drogheda Rail Network Dublin Area Howth Phoenix Park Tunnel Heuston River Liffey Connolly Tara St Kildare Pearse Bray 8

9 Sligo IC Longford / Maynooth Malahide DART Howth DART Dundalk Drogheda Belfast IC Intercity SW Commuter Kildare Heuston Connolly Bottleneck Pearse South City Centre and Suburbs 9

10 Progress to Date DART Extensions, Maynooth Upgrade, New Stations, Heuston Re-development. Modern and higher capacity commuter fleet Fleet Capacity

11 DART In carriages only on most peak trains In carriages on all peak trains Major upgrade project to enable operation of 8 car trains at peak to be completed by end 2005 Customer Information Systems at all DART stations Real time information now available to customers on mobile phones All DART Stations will meet accessibility requirements in 2006 Ticket vending machines and exit validation being installed 11

12 DART Upgrade Project Cost for Phase million Enhancing the DART network for catering for 8 car DART trains instead of the old 6 car length platforms Enhancing the power supply system Increasing capacity through the city centre by 30% Phase 2 will provide an additional 30% capacity 12

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15 Proposed New Bayside Station 15

16 Other Commuter Services House price increases driving commuter demand beyond city For rail commuting, four key lines to Dublin are o Drogheda o Maynooth/Mullingar o Kildare/Portlaoise o Arklow/Gorey Major capacity constraint one line to/from centre of Dublin The short term solution has been to increase capacity of trains to 8 cars and improving infrastructure to cope Fleet of Diesel Railcars has been increased from 17 to 144 over the past 6 years A further 36 Railcars will be added to the fleet in late 2005 New 24 hour maintenance depot at Drogheda provided 16

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19 Commuter Demand Strategy for 2009 Demand Levels Phase 1 o Maximise existing train capacity DART Upgrade 8-car DARTs Phase 2 o Expand capacity to bring more trains into central area Resignalling to give 30% capacity increase More city terminal capacity o Kildare Route 4 tracking of key section onew stations o Possible Spur to Dunboyne 19

20 Potential New Stations Dublin Area Malahide Grange Road Howth Jctn. Howth Maynooth Phoenix Park Pelletstown Porterstown Connolly Tara St Kildare Adamstown Fonthill Road Park West Heuston Pearse Grand Canal Dock Reference Stations on existing network New Stations on existing network Electrified Network Non-electrified Network Greystones 20

21 DART & Commuter Capacity Growth Capability DART SouthEast SouthWest Western Northern 21

22 Population Growth in Commuter Rail Catchment Areas SOUTH EAST (to Greystones) SOUTH EAST (beyond Greystones) SOUTH WEST (to Kildare) SOUTH WEST (beyond Kildare) WESTERN (to Maynooth) WESTERN (beyond Maynooth) NORTHERN (to Balbriggan) NORTHERN (beyond Balbriggan) Catchment Population 2002 Population 2016 Forecast Source : Regional Planning Guidelines / DTO Rail plans are developed to cater for these demands 22

23 Demand Analysis Beyond 2009 Populations based on Strategic Planning guidelines DTO model used to predict demand Problems - Access to central area - Capacity on Northern line in particular Interconnector Tunnel provides second access route through central area linking existing services including LUAS Very significant flows predicted for each phase and major uplift with Interconnector Tunnel 23

24 What is the Interconnector? The Missing Link in the network. A railway tunnel (5.2kms), linking Connolly / Spencer Dock with Heuston 5 underground stations Heuston High Street Stephens Green Pearse Docklands 24

25 HIGH STREET 25

26 Cohesive And Decongested Network 26

27 Greater Dublin Integrated Rail Network 27

28 Peak Hour Inbound Commuter Route Maximum Point Flows Maximum Point Flows South East South West Western Northern 2003 Actual Projected Projected

29 4,000 3,500 3,000 Traffic Volumes at M50 - N7 exit Average Hourly Directional Volumes on Weekdays (Monday - Friday) in 2002 Inbound car / van Outtbound car / van Inbound HGV Outbound HGV Vehicle numbers per hour 2,500 2,000 1,500 1, Hour ending 29

30 Traffic Volumes at M50 - N7 exit, and Kildare rail commuter capacity Average Hourly Directional Volumes on Weekdays (Monday - Friday) in ,000 Vehicle numbers per hour 12,000 10,000 8,000 6,000 Road traffic volume: Inbound Outbound Kildare rail commuter capacity: proposed 4,000 2, Hour ending 30

31 3,500 Traffic Volumes at M50 - N4 exit Average Hourly Directional Volumes on Weekdays (Monday - Friday) in ,000 2,500 Inbound car / van Outbound car / van Inbound HGV Outbound HGV Vehicle numbers per hour 2,000 1,500 1, Hour ending 31

32 Traffic Volumes at M50 - N4 exit, and Maynooth rail commuter capacity Average Hourly Directional Volumes on Weekdays (Monday - Friday) in ,000 Vehicle numbers/ Rail passenger numbers (per hour) 12,000 10,000 8,000 6,000 Road traffic volume: Inbound Outbound Maynooth rail commuter capacity: proposed 4,000 2, Hour ending 32

33 4,000 Traffic Volumes at M50-N3 exit Average Hourly Directional Volumes on Weekdays (Monday - Friday) in 2002 Vehicle numbers per hour 3,500 3,000 2,500 2,000 Inbound car / van Outbound car / van Inbound HGV Outbound HGV 1,500 1, Hour ending 33

34 Traffic Volumes at M50-N3 exit and N3 Spur rail capacity Average Hourly Directional Volumes on Weekdays (Monday - Friday) in 2002 Vehicle numbers/ Rail passenger numbers (per hour) 14,000 12,000 10,000 8,000 6,000 Road traffic volume: Inbound traffic Outbound traffic N3 Spur rail commuter capacity: Commuter capacity - proposed 4,000 2, Hour ending 34

35 Airport Connection Two Options available if required Northern DART connection Spur from Maynooth line DART connection preferred - cost, ease of construction. Wide ranging National, regional and local rail access to Airport with Interconnector. 4 years delivery timescale 35

36 Integrated Plan Total Costs Maximising use existing network New spurs (Airport, N3) Interconnector Ancillary Works incl. electrification Rolling Stock Grand Total (incl. VAT) 0.7bn 0.4bn 1.3bn 0.3bn 0.7bn 3.4bn 36

37 Business Case Potential annual carryings of up to 100m per annum Will cover direct operating costs without added subvention if funded by the Exchequer Significant time savings, accident and environmental savings and road decongestion benefits Each phase yields an IRR of in excess of 10% The overall plan has an IRR of 16% 37

38 Integrated Plan Benefits Facilitate total restructuring of network of services: Fully integrated network Serving almost all major towns within 100kms commuter belt Very attractive central penetration Through running, one point of transfer More attractive rail services: - Competitive rail journey times Easy interchange (InterCity, Commuter, LUAS) Wider access to more affordable housing Phased delivery with each phase adding value 38

39 Conclusions The development and expansion of the existing rail network can make a major contribution to solving commuting problems. This can be achieved in stages, depending on funding availability. The key to developing a fully integrated commuter rail system is the construction of a 5.2km interconnector tunnel from Spencer Dock to Heuston 39

40 Conclusions - II It would also Provide full connectivity with the LUAS network. Make a major contribution to reducing M50 congestion Help reduce housing costs Help reduce harmful environmental emissions Could be delivered by 2013 and possibly earlier, if the National Infrastructure Act shortens permission and land acquisition lead times Can be effectively project managed to ensure delivery on program and budget 40

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