Frequently Asked Questions

DART+ West

The preferred option has been configured to maintain and enhance the pedestrian and cycle experience along Ashtown Road, encouraging people to use the existing route along the desire line to access facilities on both sides of the railway. A high quality urban architectural character is proposed to be implemented, promoting an avenue feel to Ashtown Road. This overbridge will also provide a greater level of passive surveillance in the vicinity of Ashtown station.
Today in Ashtown there are quiet and isolated pockets of land, including the existing Mill Lane north and south of the railway and canal. We are also aware of incidents of unsociable behaviour along the canal in the vicinity.
The revised preferred option diverts vehicular traffic off Ashtown Road and along a well-lit roadway on Mill Lane making such areas more public and accessible. The proposed roadway provides additional escape routes for those who might feel threatened. The provision of CCTV at the bridge should also deter unsociable behaviour. This configuration is a significant improvement on the existing conditions along the western extremity of Ashtown village.

Feedback from the public consultation related to a wide range of issues including community severance, public safety, mobility impaired users and access. It became apparent from the feedback that Ashtown Stables represented a significant cross community resource.
The evident value of this resource to the local community and the broader issues raised required a reassessment of options to account for this feedback and this led to consideration of other possible options which might better meet the needs of the community. The revised preferred option resulted from the MCA process taking account of the new information received to determine the best option for the project and the local community.
The revised Preferred Option for Ashtown now avoids significant impacts on Ashtown Stables. However, the provision of the vehicular underpass further to the west does significantly impact on a different commercial wholesale enterprise. DART+ West is committed to working with all potentially affected landowners during the design development of the project.

The pedestrian/cycle bridge comprises stairs for direct movement across the railway and also a universal access ramps. The design of the structure is driven by standards for ease of movement for all persons (pedestrians, mobility impaired, cyclists, etc). The ramps are designed to 1 in 20 (5%) gradient with 2 metre landings every 9 metres. The 4.9 metre clear width will consist of 2 metres for pedestrians / mobility impaired users and 2.9 metres for cyclists. The total length of the bridge is 387 metres, whilst the parapet height varies between 1.40m to 1.80m maximum

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 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.

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

The DART+ West project is an exchequer funded railway improvement project specifically intended to improve public transport for communities along the route. This in itself is a significant local community benefit.
DART+ West programme is seeking to significantly increase the frequency and capacity of train services on the Maynooth and M3 Parkway lines. 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 railway corridor between Maynooth Station and M3 Parkway Station to Connolly Station and Spencer Dock Station 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.

Information on the Dart+ West Project and Public Consultation can be found on www.dartplus.ie. All public consultation launches are further highlighted through in-station posters and a leaflet drop along the project route, briefing of elected representatives, email notification to the project database, targeted digital advertising and advertising in print media and on radio where appropriate. Public feedback will be accepted during all stages of the design development and can be submitted through the project website, e-mail address, phone or by written correspondence. For further details see the How to Engage / Contact Us section on www.dartplus.ie.

There are a number of existing level crossings along the route where rail traffic and road traffic (cars, pedestrians and cyclists) interface. These are located at (east to west) Ashtown, Coolmine, Porterstown, Clonsilla, Barberstown and Blakestown. The level crossings constrain train frequency. For example, Coolmine level crossing is closed for approximately 40 minutes between 08.00-09.00 each weekday for 6 trains per hour per direction. In order to achieve the project objectives of significantly higher train frequencies it is not viable to retain the level crossings. (i.e. increasing from 6 trains per hour per direction to 12 trains per hour per direction)
The removal of the level crossings will improve train efficiencies, will enhance safety, and will remove the delays caused by the road / rail interface. Their closure will also remove the periodic blockages on the road system, which are currently very pronounced, especially in the morning and evening peak commuter periods
Where existing usage patterns of the level crossings exhibit significant activity, alternative equivalent access is proposed in the form of bridges and roadworks. We are proposing the following interventions at each of the existing level crossings:

Ashtown level crossing – Permanent closure with provision of a new vehicular underpass beneath the canal and railway together with a new universal accessible bridge for pedestrians, vulnerable users and cyclists at Ashtown Station.
Coolmine level crossing – Permanent closure with diversion of vehicular traffic to existing bridge crossings of the railway and canal at Castleknock Road (east of Coolmine) and Diswellstown Road (west of Coolmine) with associated road junction improvements. A new pedestrian and cyclist footbridge will be provided at the existing level crossing.
Porterstown level crossing - Permanent closure with diversion of vehicular traffic to existing crossing points at Diswellstown Road and the new road bridge at Barberstown with associated road junction improvements. A new pedestrian and cyclist footbridge will also be provided at the existing level crossing.
Clonsilla level crossing - Permanent closure with diversion of vehicular traffic to existing crossing points at Diswellstown Road and the new road bridge at Barberstown with associated road junction improvements. A new pedestrian and cyclist footbridge will also be provided at the existing level crossing.
Barberstown level crossing – Permanent closure with provision of a new vehicular bridge over the canal and railway linking the Barnhill – Ongar Link Road to the R121 Kellystown Road.
Blakestown level crossing – Permanent closure. Levels of pedestrian and vehicular traffic do not justify provision of replacement infrastructure.

As well as Iarnród Éireann being committed to this project, it is provided for in the Programme for Government, the National Development Plan and the Transport Strategy for the Greater Dublin Area. Ultimately all projects are dependent on Exchequer funding for financing. Government approval of the DART+ Programme Business Case and authorization for submitting the Railway Order application for DART+ West was given at the end of 2021. Subject to receipt of Railway Order approval from An Bord Pleanála, the project will go ahead.

Maynooth line customers will benefit from more frequent and reliable services after the project is finished. There is currently a maximum of 6 trains per hour in each direction. After DART+ West is completed, services will have the ability to increase to 12 trains per hour per direction, subject to demand. The capacity projections have been amended since public consultation no.1, based on more detailed railway operating modelling. Also, the type of train you will be travelling on will be different. They will be a DART type electric trains. These trains carry more passengers and are more environmentally friendly than the current diesel-powered trains, contributing to reducing greenhouse gas emissions from the transport sector and supports the Government’s Climate Action Plan. The utilisation of DART trains on the Maynooth Line will increase the passenger carrying capacity from c.5,000 to 13,200 passenger per hour per direction subject to passenger demand.

The project will link good quality public transport to sustainable land use management and can also assist in local regeneration, economic development and support the development of new communities along the route. This is a key objective of Project Ireland 2040 and the National Planning Framework. The integration of public transport with sustainable land use planning will reduce the dependency on private car use and ultimately support reductions in greenhouse gas emissions from the transport sector. DART+ West will integrate with other public transport modes (Bus, Luas and the proposed MetroLink) as well as walking and cycling infrastructure. This will have a positive effect on transport patterns and lifestyle choices. The provision of sustainable transport network supports options for where people live, work, study, access services and use public amenities. It can promote more active and healthy modes of travel by supporting people to walk or cycle to public transport links for onward transfer to their end destinations.

We will endeavour to maintain weekday passenger services during the construction phase. However, some of the construction works will be undertaken during night time and weekend periods in order to maintain day time passenger services. The public will be advised in advance of any planned disruptions to services and alternative bus services/connections that will be provided when passenger services are impacted. Details of the likely phasing and any potential disruptions to services will be identified as the project progresses.

A multi-criteria analysis (MCA) mechanism was developed on the basis of “Department of Transport Tourism and Sport (DTTAS), Common Appraisal Framework (CAF) for Transport Project and Programmes March 2016” for options assessment. It includes the following six appraisal criteria as follows:
•   Economy,
•   Safety,
•   Integration,
•   Environment,
•   Accessibility and Social Inclusion, and
•   Physical Activity.
Multi-Criteria Analysis – MCA can be used to describe any structured approach to determine overall preferences among alternative options, where the options should accomplish multiple objectives. The term covers a wide range of techniques that share the aim of combining a range of positive (benefits) and negative (costs) effects in a single framework to allow for easier comparison of alternative options in decision-making (CAF, 2016). The Options assessment process for DART+ West was a two-stage multi-criteria analysis. The first stage, MCA1, identifies options that are not feasible and options which are obviously inferior to others based on the six appraisal criteria. The second stage, MCA 2, is a more detailed assessment of the higher ranked (feasible) options from MCA1. In the case of the Coolmine Level Crossing, eight Options, in addition to the Do Nothing and Do Minimum options, were assessed as part of MCA 1. Four of these options were deemed feasible and more advantageous compared to other options based on the CAF criteria. The Do Nothing and Do Minimum options were not deemed feasible. The options brought to MCA 2 were Option 1, Option 3 with Footbridge, Option 4 and Option 6. Following a detailed MCA 2 assessment it was deemed that Option 3 with a footbridge was the emerging preferred option on the balance of the CAF criteria compared to other options considered.

Construction Phase
In order to maintain services during the day, the majority of on track 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 level crossing replacements, the construction of the depot, 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 for 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/your property. However, there will be general linear works required along the full length, 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 such as modifications to the structure, track lowering or a combination of both.
Substations will be required at a number of specific intervals along the rail line to provide power to the network.
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.

Operational Phase
During the operational phase, trains will operate at a higher frequency, but greenhouse gas emissions will reduce significantly. As part of the environmental impact assessment, all likely significant effects during both the construction and operational phases will be identified and detailed. Where necessary mitigation measures will be introduced if deemed necessary.

The objectives of the DART+ West project is to increase capacity and electrify the line. Additional car parking facilities are not within the scope of the DART+ West project. However, Iarnród Éireann’s Network Enhancement Division and the National Transport Authority’s Park & Ride Development Office are working on other projects to deliver enhanced parking at stations, for cars and bicycles in parallel to DART+ West.

The DART+ West project team has considered the feedback received from the first round of public consultations and has continued the option selection process. Additional options have been considered and refinements have been made to previous options. A new multi criteria analysis (MCA) was conducted on all options taking account of the submissions received from the public, further studies and surveys undertaken and design development. The outcome of this exercise has resulted in the determination of a new preferred option for the Coolmine level crossing replacement. The outcome of this exercise resulted in the determination of a few preferred option for Coolmine which was presented during public consultation no. 2. This option for Coolmine level crossing proposes to divert vehicular traffic to existing crossings at Castleknock and Diswellstown Road with associated road junction improvements, to maintain traffic flows for current and future growth projections. The preferred option also involves the construction of a new cycle/foot bridge over the railway and canal at the level crossing.

Public participation during the design development process is a key element to the delivery of major infrastructure projects such as DART+ West. This process allows public feedback to be assessed and used in developing the design with knowledge of all issues. The Webinars are there for you to hear directly from the project team on the latest project design updates and ask any questions that you may have. A clear understanding of the project status and design will help you in preparing your submission on the project. View the ways in which you can send in your submission on the How to Engage page on dartplus.ie.