Frequently Asked Questions
Following feedback received during public consultation no. 2 and reassessment by the project team, DART+ West published a revised preferred option for Ashtown in March 2022. This revised preferred option provides for reconstruction of Ashtown Station and provision of a new universally accessible pedestrian/cyclist footbridge and ramps, largely occupying the footprint of the existing station. The design is proposed to embrace high architectural and aesthetic value and will use steel construction to minimise the visual impact of the proposed works.
Direct stepped access will be provided across the railway at the Ashtown Road for mobility enabled users. Shallow ramps with segregated cycle access are proposed in addition to the stepped access. The proposed new substation will be provided for within the footprint of the station. Access over the railway will be available on a 24hr basis. High quality urban landscaping will be provided on the approaches to the station and throughout.
In addition to replacement non-motorised access at the location of the level crossing, it is proposed to construct a roadway and cycleway passing along Mill Lane, west of the existing mill and associated outbuildings to pass under the canal and railway. This proposed roadway will link into Mill Lane north of the Canal and will accommodate vehicular connectivity between Rathborne/Pelletstown and the Navan Road/M50. The design has been configured to be as open as practicable, incorporating shallow landscaped sideslopes where possible. Furthermore, the heritage setting of Ashtown will be reflected in the finishes to structural elements through the use of masonry to match existing walls.
Topographical surveys are currently being undertaken along the length of the DART+ West project. These surveys involve taking direct measurements, levels and recording of features. This information will be used to assist in the design and environmental assessment of the project.
Murphy Geospatial have been appointed to undertake these surveys, which are non-intrusive but will require access to public and private lands. Where access to private lands are required contact will be made in advance.
Should you have any queries or concerns regarding these surveys please contact the Community Liaison Officer for this Project Garry Keegan at (01) 823 5127 or by email at DARTWest@irishrail.ie
The Transport Strategy for the Greater Dublin Area (2016-2035) has concluded that the DART+ will extend to Maynooth / M3 Parkway. The outer areas of the Greater Dublin Area and the outer Regions will continue to be served by numbers of diesel train services, albeit at increased frequency. These train services will be augmented by the M4 / N4 regional bus network.
At present, Kilcock Station is a single platform station. Continuation of the DART+ West to Kilcock would require construction of double track along a very narrow railway corridor, necessary overbridge modifications and the reconstruction of Kilcock Station to provide the necessary train infrastructure.
The NTA have commenced a review of the Transport Strategy, which will consider the existing and future demand and changes in demand since the last strategy. It will consider all options for servicing demand along the corridor including rail-based options. Electrification of the Sligo line beyond Maynooth remains an objective of Iarnród Éireann. It has been agreed that the NTA will consider the next phase of electrification on the Sligo Line and the required service levels to meet passenger demand in a review of the Transport Strategy for the Greater Dublin Area. This review is scheduled for the end 2021. It is important to note that the works now proposed along the Maynooth Line will not preclude future electrification of the line to Kilcock and further west.
The journey time from Connolly to Maynooth will not be significantly different than today’s travel time of approx. 40 minutes whilst M3 Parkway to Spencer Dock travel time will be approx. 30-35 minutes DART+ West is about increasing capacity and transitioning to electrical traction power. Whilst new rolling stock will be deployed, the operational pattern is for all DART+ trains to stop at all stations. Therefore, whilst there may be some efficiency in travel time over today, travel time improvements are unlikely to be significant.
In general, the track layout will remain unaltered, therefore trains will be no closer to property boundaries than at present. There will be a track realignment to the west of Maynooth on the approach to the depot.
A 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 (EIAR) and Appropriate Assessment (AA). The railway order application will include a number of technical documents and project drawings and an EIAR and AA. 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 An Bord Pleanála website