Iarnród Éireann Dublin Integrated Rail Plan Presentation to Institution of Engineers of Ireland 17 th November 2004 www.irishrail.ie
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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Rail Commuter Journey Times Train From To No. of Stops Travel Time 07.34 Balbriggan Connolly 5 41 Mins 07.57 Dundalk Connolly 1 68 Mins 07.36 Maynooth Connolly 8 37 Mins 07.28 Newbridge Heuston 4 36 Mins Less than 1hr to City Centre 07.40 Bray Pearse 14 38 Mins Car Journey Times for these trips are very significantly longer (often double the time) 4
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
Population Growth in Commuter Rail Catchment Areas SOUTH EAST (to Greystones) 155774 14000 SOUTH EAST (beyond Greystones) 26649 43000 SOUTH WEST (to Kildare) 92488 63000 SOUTH WEST (beyond Kildare) 92892 31000 WESTERN (to Maynooth) 162198 53000 WESTERN (beyond Maynooth) 27714 11000 NORTHERN (to Balbriggan) 139081 80000 NORTHERN (beyond Balbriggan) 70134 17000 0 30000 60000 90000 120000 150000 180000 210000 240000 Catchment Population 2002 Population 2016 Forecast Source : Regional Planning Guidelines / DTO Rail plans are developed to cater for these demands 6
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
Maynooth Drogheda Rail Network Dublin Area Howth Phoenix Park Tunnel Heuston River Liffey Connolly Tara St Kildare Pearse Bray 8
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
Progress to Date DART Extensions, Maynooth Upgrade, New Stations, Heuston Re-development. Modern and higher capacity commuter fleet. 35000 30000 25000 20000 15000 10000 5000 0 Fleet Capacity 1995 2003 2004 10
DART In 2000 4 carriages only on most peak trains In 2004 6 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
DART Upgrade Project Cost for Phase 1 176 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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Proposed New Bayside Station 15
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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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
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
DART & Commuter 2003-2009 Capacity Growth Capability 25000 20000 15000 10000 5000 2003 2009 0 DART SouthEast SouthWest Western Northern 21
Population Growth in Commuter Rail Catchment Areas SOUTH EAST (to Greystones) 155774 14000 SOUTH EAST (beyond Greystones) 26649 43000 SOUTH WEST (to Kildare) 92488 63000 SOUTH WEST (beyond Kildare) 92892 31000 WESTERN (to Maynooth) 162198 53000 WESTERN (beyond Maynooth) 27714 11000 NORTHERN (to Balbriggan) 139081 80000 NORTHERN (beyond Balbriggan) 70134 17000 0 30000 60000 90000 120000 150000 180000 210000 240000 Catchment Population 2002 Population 2016 Forecast Source : Regional Planning Guidelines / DTO Rail plans are developed to cater for these demands 22
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
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
HIGH STREET 25
Cohesive And Decongested Network 26
Greater Dublin Integrated Rail Network 27
Peak Hour Inbound Commuter Route Maximum Point Flows 25000 Maximum Point Flows 20000 15000 10000 5000 0 South East South West Western Northern 2003 Actual 5000 2000 2500 7000 2008 Projected 7000 5000 9000 16000 2016 Projected 14000 12000 14000 22000 28
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 1,000 500 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 Hour ending 29
Traffic Volumes at M50 - N7 exit, and Kildare rail commuter capacity Average Hourly Directional Volumes on Weekdays (Monday - Friday) in 2002 14,000 Vehicle numbers per hour 12,000 10,000 8,000 6,000 Road traffic volume: Inbound Outbound Kildare rail commuter capacity: 2002 2004 proposed 4,000 2,000 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 Hour ending 30
3,500 Traffic Volumes at M50 - N4 exit Average Hourly Directional Volumes on Weekdays (Monday - Friday) in 2002 3,000 2,500 Inbound car / van Outbound car / van Inbound HGV Outbound HGV Vehicle numbers per hour 2,000 1,500 1,000 500 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 Hour ending 31
Traffic Volumes at M50 - N4 exit, and Maynooth rail commuter capacity Average Hourly Directional Volumes on Weekdays (Monday - Friday) in 2002 14,000 Vehicle numbers/ Rail passenger numbers (per hour) 12,000 10,000 8,000 6,000 Road traffic volume: Inbound Outbound Maynooth rail commuter capacity: 2002 2004 proposed 4,000 2,000 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 Hour ending 32
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 1,000 500 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 Hour ending 33
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 2,000 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 Hour ending 34
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
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
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
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
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
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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