Ceisteanna Coitianta a bhaineann go sonrach le Tionscadail

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

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.