MINISTER FOR Communications Eamon Ryan has strongly defended plans to build Metro North, describing the proposed €5 billion project as a key element of Dublin’s economic future.
Mr Ryan told the annual conference of the Irish Planning Institute (IPI) it would be “blind stupidity” not to recognise that the development of a metro and the proposed Dart underground link between Heuston and Docklands were essential for Dublin to compete in the world economy.
“Failing to make that investment, losing our bottle, will leave us with a car-based transport system. So it has to go ahead, even in these difficult times.”
Equally, failing to build an electricity grid to cater for a huge increase in wind energy along the western seaboard would render Ireland insecure. He said it wasn’t technically feasible to put this underground, so “by and large, it will be overhead power lines”.
IPI president Andrew Hind said reform of the “almost crazily fragmented and confused” local government system in Ireland was needed to make the country more competitive.
“We need a planning system that itself is efficient, effective and sustainable and, in turn, will deliver an economy that is more competitive and more sustainable in the future.”
He told the depleted ranks of planners attending the conference – down by 50 per cent since the peak of the boom – that Ireland needed a planning system that stopped bad development but also placed fewer impediments in the way of good development.
Many people saw the current system as “nothing but unnecessary red tape” because it sometimes put at least as many obstacles in the way of development that should be encouraged as it placed in the path of the development that should be refused.
“There will be significant benefits both to users of the planning system and to the rebuilding of our economy if we can remove impediments to sustainable development without compromising our ability to resist development that is inappropriate or unsustainable,” he said.
Referring to the fact that 88 of the 114 local authorities exercise planning functions, Mr Hind said this was “too many” for a population of just over four million. As a result, users of the system found it “almost crazily fragmented and confused”.
“What signal is this giving to those who want to invest in the development of our country,” he asked, saying this needed to be tackled “if we are to present a coherent front” to investors creating sustainable employment and economic growth.
He suggested that the process of making local area plans should be improved.
If this was done, “then it might be possible to allow planning applications that were consistent with them to be approved without the risk of appeal by a third party”.
In order to achieve this, there would need to be an independent assessment by An Bord Pleanála of objections made by the public as well as elements of any plan changed by elected members against official advice, on land rezoning, for example.
Referring to the fact that processing of even an average planning application is subsidised by €1,500, Mr Hind said the cost should be met by the charges paid by applicants, “thereby releasing taxpayers’ money for purposes that are more urgent”.
Dealing with transport, Mr Hind said “we seem to think we get better value for money from lavish road schemes directed almost exclusively at the private car” than by investing in low-cost projects to improve accessibility for those walking or cycling to work.
Irish Times
www.buckplanning.ie
Friday, April 24, 2009
Wednesday, April 15, 2009
Private car use in Dublin city rises
The number of cars in Dublin city rose last year, according to figures from Dublin City Council.
The Canal Cordon Count, which monitors the number of vehicles crossing into the cordon formed by the Royal and Grand canals around the city during peak morning hours, found more private cars came into the city centre in 2008 than the previous year, representing rise of close to 0.4 per cent.
This is despite an increase in the number of buses during the same period.
However, over a 10-year period, the number of cars coming into the city fell. In 1998, more than 71,000 cars crossed the canal cordon, compared to almost 63,976 in 2008.
Cycling was also on the rise, with 8 per cent more people choosing to cycle in the peak morning hours in 2008 than a year earlier. This follows general upward trends in recent years, with a 30 per cent increase over the five year period 2003 to 2008, and a 34 per cent rise over the 10 years to 2008.
Dublin City Council cycling officer, Ciarán Fallon, welcomed the rise in the number of those cycling in the city during morning peak hours.
"We have a lot of work to do to improve cycling conditions in the city but these numbers are encouraging," he said.
"Over a third of commuting journeys into the canal cordon area are less than 5km long. Most people can cover this distance by bike in about 20 minutes. There is great potential to grow walking and cycling numbers in Dublin City in the coming years."
Mr Fallon said the increase in people cycling could be attributed to the reduction in the number of heavy goods vehicles in the city centre.
Since the introduction of a ban on some heavy goods vehicles in the city centre, the number of commercial vehicles crossing the canal cordon during morning peak hours has fallen 54 per cent between 2003 and 2008.
The number of pedestrians crossing into the city centre fell 1 per cent on last year's figures.
Between 2003 and 2008, Dublin Bus accounted for a daily average of 80 per cent of the buses that crossed into the city centre. During that time, the number of buses from the company rose 17 per cent, while independently operated services rose 13 per cent.
In the 12-month period to 2008, 11 per cent more Dublin Bus vehicles were recorded in the city centre, but independent services fell 17 per cent.
Fine Gael Seanad transport spokesman Senator Paschal Donohoe said the Government’s attempts at encouraging public transport use had "clearly failed".
"The city is now grinding to a halt, with further chaos likely if the bus strike goes ahead. Traffic congestion is
strangling the city’s commercial and social life. Congestion is costing Dublin’s businesses at least €650 million a year," he said.
“We need simple and effective steps to get the city moving again in the short term, especially if work on Metro North gets underway."
He called for new bus routes to be opened up in areas with growing populations, the extension of the city's co-ordinated traffic light system and the roll-out of the live information system for Dublin Bus.
He also suggested that the new Dublin transport authority should be fast-tracked to allow for centralised planning and traffic management.
“As a city already suffering from serious congestion, Dublin simply cannot afford for further rises in car use," Mr Donohoe said.
Green Party transport spokesman Ciarán Cuffe said the increase in cyclist numbers was welcome, but said radical reform of bus services and traffic management in Dublin city was needed.
"The next step must be the creation of a network of safe cycle routes all across the city. Many people are afraid to cycle in traffic because of the fear of being struck by a lorry or car. I also want the gardaí to apply more
resources to enforcing the speed limits, as speeding cars are a danger to vulnerable road users," he said.
Mr Cuffe called on Fine Gael to support the proposals for the provision of a bus gate at College Green
Dublin city councillors are due to vote on the plan, will create a public-transport-only route from Dame Street across College Green to Westmoreland Street, with restrictions for traffic coming from D’Olier Street around College Green and into Dame Street.
"Fine Gael cannot call for improvements in public transport while their own councillors oppose the bus gate proposal," he said.
Irish Times
The Canal Cordon Count, which monitors the number of vehicles crossing into the cordon formed by the Royal and Grand canals around the city during peak morning hours, found more private cars came into the city centre in 2008 than the previous year, representing rise of close to 0.4 per cent.
This is despite an increase in the number of buses during the same period.
However, over a 10-year period, the number of cars coming into the city fell. In 1998, more than 71,000 cars crossed the canal cordon, compared to almost 63,976 in 2008.
Cycling was also on the rise, with 8 per cent more people choosing to cycle in the peak morning hours in 2008 than a year earlier. This follows general upward trends in recent years, with a 30 per cent increase over the five year period 2003 to 2008, and a 34 per cent rise over the 10 years to 2008.
Dublin City Council cycling officer, Ciarán Fallon, welcomed the rise in the number of those cycling in the city during morning peak hours.
"We have a lot of work to do to improve cycling conditions in the city but these numbers are encouraging," he said.
"Over a third of commuting journeys into the canal cordon area are less than 5km long. Most people can cover this distance by bike in about 20 minutes. There is great potential to grow walking and cycling numbers in Dublin City in the coming years."
Mr Fallon said the increase in people cycling could be attributed to the reduction in the number of heavy goods vehicles in the city centre.
Since the introduction of a ban on some heavy goods vehicles in the city centre, the number of commercial vehicles crossing the canal cordon during morning peak hours has fallen 54 per cent between 2003 and 2008.
The number of pedestrians crossing into the city centre fell 1 per cent on last year's figures.
Between 2003 and 2008, Dublin Bus accounted for a daily average of 80 per cent of the buses that crossed into the city centre. During that time, the number of buses from the company rose 17 per cent, while independently operated services rose 13 per cent.
In the 12-month period to 2008, 11 per cent more Dublin Bus vehicles were recorded in the city centre, but independent services fell 17 per cent.
Fine Gael Seanad transport spokesman Senator Paschal Donohoe said the Government’s attempts at encouraging public transport use had "clearly failed".
"The city is now grinding to a halt, with further chaos likely if the bus strike goes ahead. Traffic congestion is
strangling the city’s commercial and social life. Congestion is costing Dublin’s businesses at least €650 million a year," he said.
“We need simple and effective steps to get the city moving again in the short term, especially if work on Metro North gets underway."
He called for new bus routes to be opened up in areas with growing populations, the extension of the city's co-ordinated traffic light system and the roll-out of the live information system for Dublin Bus.
He also suggested that the new Dublin transport authority should be fast-tracked to allow for centralised planning and traffic management.
“As a city already suffering from serious congestion, Dublin simply cannot afford for further rises in car use," Mr Donohoe said.
Green Party transport spokesman Ciarán Cuffe said the increase in cyclist numbers was welcome, but said radical reform of bus services and traffic management in Dublin city was needed.
"The next step must be the creation of a network of safe cycle routes all across the city. Many people are afraid to cycle in traffic because of the fear of being struck by a lorry or car. I also want the gardaí to apply more
resources to enforcing the speed limits, as speeding cars are a danger to vulnerable road users," he said.
Mr Cuffe called on Fine Gael to support the proposals for the provision of a bus gate at College Green
Dublin city councillors are due to vote on the plan, will create a public-transport-only route from Dame Street across College Green to Westmoreland Street, with restrictions for traffic coming from D’Olier Street around College Green and into Dame Street.
"Fine Gael cannot call for improvements in public transport while their own councillors oppose the bus gate proposal," he said.
Irish Times
Monday, April 6, 2009
Pyrite shivers Ballymun timbers
Over 100 houses under construction as part of the regeneration of Ballymun in north Dublin are being tested for the presence of pyrite, a substance that when it reacts with water can expand and cause cracks in walls and floors.
Just last month, Ballymun Regeneration Ltd (BRL) announced its ambitious plans to build 5,000 houses to replace Ballymun Towers and apartment blocks will be delayed by at least two years after its funding was cut from €80m last year to €45m this year.
Mary Murphy, spokeswoman for BRL confirmed builder James Elliot Construction has started tests on 124 houses in Ballymun after suspicions were raised that the houses may be contaminated.
Murphy said the same builder started repair work this month on the newly built recreation centre in Ballymun which was confirmed as being contaminated with pyrite.
In the meantime, Elliot has constructed a temporary recreation centre at the back of the damaged building which is used by close to 1,000 residents every week.
The use of pyrite is currently the subject of a separate multimillion euro damages claim at the High Court. Menolly Homes and other developers are suing the Lagan group claiming around 750 houses it built have been structurally damaged after using pyrite-contaminated infill from a Lagan Group quarry in north Dublin.
Sunday Tribune
Just last month, Ballymun Regeneration Ltd (BRL) announced its ambitious plans to build 5,000 houses to replace Ballymun Towers and apartment blocks will be delayed by at least two years after its funding was cut from €80m last year to €45m this year.
Mary Murphy, spokeswoman for BRL confirmed builder James Elliot Construction has started tests on 124 houses in Ballymun after suspicions were raised that the houses may be contaminated.
Murphy said the same builder started repair work this month on the newly built recreation centre in Ballymun which was confirmed as being contaminated with pyrite.
In the meantime, Elliot has constructed a temporary recreation centre at the back of the damaged building which is used by close to 1,000 residents every week.
The use of pyrite is currently the subject of a separate multimillion euro damages claim at the High Court. Menolly Homes and other developers are suing the Lagan group claiming around 750 houses it built have been structurally damaged after using pyrite-contaminated infill from a Lagan Group quarry in north Dublin.
Sunday Tribune
Capital’s controversial €5bn metro could be on track by 2015
DUBLIN’S metro system could be fully operational by 2015 if planning permission for the e5 billion project is granted this year.
A public hearing of An Bord Pleanála yesterday heard that the controversial underground light rail system is the biggest public infrastructural project in the history of the state.
The Railway Procurement Agency (RPA) — overseeing the planning of the metro — said it would create 4,000 jobs during the construction phase, and another 2,000 indirectly. "If approved, it will bring a myriad of benefits to our capital city," said James Connolly SC, for the RPA.
Separately, Transport Minister Noel Dempsey hit out at critics yesterday who suggested the project should not go ahead due to the economic downturn.
Addressing a conference in north Dublin, Mr Dempsey said opponents of the metro had made "ill-informed" and "ignorant" remarks in claiming it required future growth to justify its construction. Mr Dempsey said he would be recommending that the Government approve funding. .
"I can assure you that I’ll be recommending it go ahead if it represents good value for the taxpayer. Every analysis, internal and external, says there is a very strong economic case," said Mr Dempsey.
The minister pointed out that average car journey time between Swords and the city centre was 81 minutes, compared with around 30 minutes by the metro.
Meanwhile, Mr Connolly told the hearing it was hoped construction could begin next year, with completion of the metro by 2015. The 18-km route will run from St Stephen’s Green to Belinstown, 2km north of Swords.
"It will be a fast, reliable regular and efficient transport option for north Dublin," he said, adding that the metro would carry 35 million passengers in its first year and would be staffed by 350. Trains will generally operate from 5am-1am and run at four-minute intervals at peak period, carrying 20,000 passengers in each direction on an hourly basis.
The RPA said the metro would reduce traffic congestion, while creative a positive image of Dublin.
Mr Connolly said a comprehensive traffic management plan would have to be introduced to facilitate work on the construction of the metro. However, the RPA has predicted average peak-hour bus speeds will increase as a result of restrictions on private cars around College Green.
Several statues on O’Connell Street, including those of Daniel O’Connell and Jim Larkin, will be temporarily removed to the National Museum, while 20% of space in St Stephen’s Green will also be required for storage work which will result in the temporary removal of the Fusiliers’ Arch.
A temporary bridge will also be built over the River Liffey between Eden Quay and Burgh Quay, while 150 bus routes will be altered.
Addressing the fears of residents, Mr Connolly said the RPA was satisfied that the tunnel (at a general depth of 20 metres) will be sufficiently deep that its construction should not adversely affect any buildings directly overhead. However, he said the RPA had introduced a fast-track protection scheme for property owners along the route providing compensation of up to e30,000.
Mr Connolly said it was not releasing any estimate about its projected cost for commercial reasons.
The hearing is expected to last around eight weeks.
Irish Examiner
A public hearing of An Bord Pleanála yesterday heard that the controversial underground light rail system is the biggest public infrastructural project in the history of the state.
The Railway Procurement Agency (RPA) — overseeing the planning of the metro — said it would create 4,000 jobs during the construction phase, and another 2,000 indirectly. "If approved, it will bring a myriad of benefits to our capital city," said James Connolly SC, for the RPA.
Separately, Transport Minister Noel Dempsey hit out at critics yesterday who suggested the project should not go ahead due to the economic downturn.
Addressing a conference in north Dublin, Mr Dempsey said opponents of the metro had made "ill-informed" and "ignorant" remarks in claiming it required future growth to justify its construction. Mr Dempsey said he would be recommending that the Government approve funding. .
"I can assure you that I’ll be recommending it go ahead if it represents good value for the taxpayer. Every analysis, internal and external, says there is a very strong economic case," said Mr Dempsey.
The minister pointed out that average car journey time between Swords and the city centre was 81 minutes, compared with around 30 minutes by the metro.
Meanwhile, Mr Connolly told the hearing it was hoped construction could begin next year, with completion of the metro by 2015. The 18-km route will run from St Stephen’s Green to Belinstown, 2km north of Swords.
"It will be a fast, reliable regular and efficient transport option for north Dublin," he said, adding that the metro would carry 35 million passengers in its first year and would be staffed by 350. Trains will generally operate from 5am-1am and run at four-minute intervals at peak period, carrying 20,000 passengers in each direction on an hourly basis.
The RPA said the metro would reduce traffic congestion, while creative a positive image of Dublin.
Mr Connolly said a comprehensive traffic management plan would have to be introduced to facilitate work on the construction of the metro. However, the RPA has predicted average peak-hour bus speeds will increase as a result of restrictions on private cars around College Green.
Several statues on O’Connell Street, including those of Daniel O’Connell and Jim Larkin, will be temporarily removed to the National Museum, while 20% of space in St Stephen’s Green will also be required for storage work which will result in the temporary removal of the Fusiliers’ Arch.
A temporary bridge will also be built over the River Liffey between Eden Quay and Burgh Quay, while 150 bus routes will be altered.
Addressing the fears of residents, Mr Connolly said the RPA was satisfied that the tunnel (at a general depth of 20 metres) will be sufficiently deep that its construction should not adversely affect any buildings directly overhead. However, he said the RPA had introduced a fast-track protection scheme for property owners along the route providing compensation of up to e30,000.
Mr Connolly said it was not releasing any estimate about its projected cost for commercial reasons.
The hearing is expected to last around eight weeks.
Irish Examiner
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