Project Specific FAQs
Click on a logo below for the Frequently Asked Questions (FAQs) related to that DART+ project.
DART+ South West
The starting principle for the Project is to upgrade the existing railway corridor and to undertake all works, within the railway corridor. This can be achieved over the majority of the route, including building on the groundwork carried out under the original Kildare Route Project, which delivered the existing four track system and several reconstructed bridges from Hazelhatch & Celbridge Station to Park West & Cherry Orchard Station. The last remaining significant constraint is the area between Park West and Heuston Station, where four tracks reduce to two tracks. Extending to four tracks in this area will require an increase in the width of the existing rail corridor and this will have a potential impact on adjoining property owners.
Six substations are proposed at intervals along the rail line to provide power to the network. Four are located on lands owned by CIÉ’s adjacent to the rail corridor. The preferred location for the Park West and Kylemore substations is on third party land, requiring land acquisition.
The DART+ South West project aims to commence commercial service in 2029, further to completion of construction works, testing and commissioning, which are subject to the availability of funding.
Track layout will remain unaltered between Hazelhatch & Celbridge Station and the Park West
& Cherry Orchard Station and no trains will be closer than at present to property boundaries in between these stations. Four locations are identified for substations along and adjacent to this section of the railway corridor at Hazelhatch, Adamstown, Kishoge and Park West; and may be new railway infrastructure development for the immediate locality.
Between Park West & Cherry Orchard Station to Heuston Station widening of the railway corridor and completion of four tracking will move some tracks closer to properties boundaries. For this section, design development is currently in progress and specific property boundaries that may be moving close are yet to be finalised. Two locations are also identified for substations along this section at Kylemore and Islandbridge / Heuston Station; and may be new railway infrastructure development for the immediate locality.
If your property has been identified as potentially impacted by the proposals, a letter will have been delivered to your property. A dedicated landowner specialist will be available to meet with individual property owners and provide regular updates on the project. In addition, a community liaison officer will also be available to provide regular updates on the project.
If you have a query, please contact the project team. Our contact details are available here
In order to minimise construction impacts, the majority of works will be carried out within the existing rail corridor, where possible.
The retaining wall solution along both the north and south sides of the rail corridor where it is to be extended to four tracks may require the temporary acquisition of lands in third party ownership the duration of the works to facilitate the construction of retaining structures. Further design development and construction related solutions will seek to minimise this impact.
In order to maintain services during the day, the majority of the construction works along the railway line itself will take place at night. Works outside of the live railway corridor can progress during the day (i.e. construction of bridges associated with bridge widening, substations, construction compounds). Every effort will be made to avoid, reduce, and/or mitigate negative impacts, however, there is likely to be some disturbance experienced by those in close proximity to the railway line caused by noise, lighting or fencing/hoarding erected associated with the construction activities. The types of construction work required at each specific location will determine the type of impact that may affect the area of your property. However, there will be general linear works required along the full length of the route, such as:
• Overhead electrification equipment along the full extent of the railway line. This will be similar in style to that currently used on the existing DART network.
• Modifications to the existing rail bridges and tunnels, such as modifications to the structure, track lowering or a combination of both.
• Signalling upgrades and additional signalling will be required to the upgraded infrastructure.
Interfaces with existing utilities, boundary treatments, drainage works, vegetation management and other ancillary works will be required along the length of the project. Upon appointment of a construction contractor a dedicated Community Liaison Officer will be put in place to communicate details of upcoming works and every potential mitigation will be put in place to minimise the disruption that may occur.
A number of construction compounds are required to facilitate construction works. Where possible construction compounds are located on lands owned by Corás Iompair Eireann
Constructions compounds also include those required to facilitate localised work, especially at bridges. Temporary acquisition of lands in third party ownership will be required.
During the operational phase, the frequency of service will increase from the current 12 trains per hour per direction to 23 trains per hour per direction (i.e. maintain the existing 12 services, with an additional 11 train services provided by DART+ South West).
Railway Order application is broadly similar to the planning application process. The project is categorised as Strategic Infrastructure Development (SID) and Iarnród Éireann applies directly to An Bord Pleanála for permission. The Railway Order application process is set out in the Transport (Railway Infrastructure) Act 2001 as amended by the Strategic Infrastructure Act 2006. Following two phases of public consultation, we will submit the Railway Order application. Any person or body may make a submission or observation in writing to An Bord Pleanála in relation to the application and / or the Environmental Impact Assessment Report and / or the compulsory acquisition requirements.
The Railway Order application will include a number of technical documents and project drawings and an Environmental Impact Assessment Report. All of these documents and drawings together with any feedback/submissions received from the public as part of the statutory public consultation process will be reviewed and considered by An Bord Pleanála before a decision on the application is made. We expect that An Bord Pleanála will conduct an Oral Hearing before they make a decision. At an Oral Hearing the authors of relevant reports and experts will give evidence on the submissions received and will be available for questioning. Further information on making a submission / observation in writing to the Board and Oral Hearing procedures are available from the Board’s website .
DART+ South West Programme is seeking to significantly increase the frequency and capacity of train services between Hazelhatch & Celbridge and Heuston/Grand Canal Dock. This can be achieved by changing to electrified, high capacity DART trains and increasing the frequency of trains. Delivery of this project will support the existing communities along the railway and support future sustainable development. It will serve all existing stations along the route as well as Kishoge Station in the future, using electrical power that has a lower carbon footprint than the existing diesel trains. The frequency and quality of service that will be provided will provide a viable transport alternative to communities along the route and help encourage people to switch from private car use. This will assist in Ireland reducing greenhouse gas emissions from transport and help combat climate change. The electrification of the rail line will predominantly follow the existing railway corridor.