LUAS
Luas is the light rail transit recently completed in Dublin. Luas operates with a mixture of street running, reserved track and dedicated right-of-way. This will be complemented by a metro system on totally segregated track including underground tunnels in the city centre.
The Dublin Luas system is a state of the art Light Rail Transit (LRT) system. LRT systems offer a unique set of benefits providing an attractive alternative to the use of private cars. A brief look at these benefits and related features will explain why they have become so popular world-wide and why Luas was an appropriate choice for Dublin:
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High capacity services penetrating built-up areas
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Rail guidance is essential where long vehicles are required to carry the same number of passengers as several standard buses and yet penetrate existing street networks.
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Excellent speed and frequency reliability
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The high passenger carrying capacity of trams justifies the provision of dedicated tram paths and priority at junctions which ensure high quality reliability in terms of speed and frequency.
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Convenient stop locations and spacings
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LRT technology allows the development of efficient systems with closely spaced stops. This allows stops to be located conveniently and within reasonable walking distance.
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Excellent comfort levels
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Running on continuously-welded rails with resilient wheels and high specification suspension along dedicated pathways LRT trams provide the smoothest ride in town.
Safe
LRT systems are designed and operated to ensure that trams can mingle safely with city traffic, both pedestrian and vehicular. This is particularly important at junctions and other locations where other vehicles must use the tram path. At the same time other vehicles respect the fact that trams run on a fixed path.
Accessible
LRT stops involve platforms about twice the height of a normal kerb which allow for level boarding of trams by persons in wheelchairs and other persons whose mobility is impaired. Platforms are typically ramped at each end to allow easy access to the platform for boarding.
Environmentally Friendly
Trams are powered by electricity and therefore there are no fumes or smoke emissions. The fact that trams are electrically powered means that modern LRT systems are surprisingly quiet. Beyond these core transportation benefits LRT systems almost inevitably prompt further environmental enhancement and socio-economic revitalisation of the areas that they serve and quickly become important items of civic pride.
Background to LUAS
The Dublin Transportation Initiative (DTI) report of April 1994 included a wide-ranging set of recommendations aimed at realising clearly identified transportation, land use and environmental objectives for the Greater Dublin Area. The report recommended the establishment of a three-line light rail transit (LRT) system linking Tallaght, Ballymun and Cabinteely to the City Centre. The establishment cost was estimated at £300m. In October 1994 the Government requested CIE to begin preliminary work on the establishment of the system and £200m was allocated for this purpose. Reflecting the availability of funding, after careful study, the following phasing was recommended:
Phase 1: Tallaght to Dundrum / Balally via the City Centre
Phase 2: Ballymun to the City Centre and Dundrum / Balally to Sandyford
In July 1996 the Transport (Dublin Light Rail) Act, 1996 was enacted. This Act provided a legal framework within which CIE might apply to the Minister for Public Enterprise for “Light Railway Orders” (LRO’s) granting CIE powers to construct, operate and maintain light railways. In May 1997 CIE submitted an application to the Minister for Public Enterprise for a Light Railway Order for Phase 1 and the Government committed additional funding for the extension of the line from Dundrum/Balally to Sandyford Industrial Estate. A public inquiry was opened in July 1997 but was adjourned pending the findings of a Government commissioned consultant report on the option of constructing the LRT system underground in the City Centre. The consultants were commissioned in October 1997 and reported in April 1998. The report concluded that a surface system would be the most appropriate and cost effective option in meeting the transport needs of the city and providing capacity to meet long-term passenger demands.
In May 1998 the Government decided to proceed with an LRT system comprising a surface line from Tallaght to Connolly Station (based on the CIE preferred surface alignment from Tallaght to O’Connell Street) and a line from Sandyford Industrial Estate to Ballymun and Dublin Airport using the Harcourt Street and Broadstone disused railway alignments. The Government also decided that a section of the LRT system would run underground in the City Centre between St.Stephen’s Green and Broadstone.
In line with the Government’s decision CIE withdrew the application which it had submitted in respect of a line from Tallaght to Dundrum/Balally and a subsequent application which it had made in respect of an extension from Dundrum/Balally to Sandyford Industrial Estate.The CIE Light Rail Project Office now set about implementing the plan for the first phase of the Luas in line with the Government’s decision of May 1998.
In July 2000 the Minister for Public Enterprise announced that the Government had approved in principle the development of a metro system on a Public Private Partnership (PPP) basis. The Minister also confirmed that the St. Stephen’s Green to Sandyford Industrial Estate Line was to be constructed in accordance with the Light Railway Order made in 1999 and, in time, would be integrated with the metro system.
On 28 December 2001 the Railway Procurement Agency (RPA) was established. The RPA has since subsumed the role of the former CIE Light Rail Project Office. The first RPA board meeting was held in January 2002.
In February 2002 the Minister for Public Enterprise announced that Connex was the preferred bidder for the Luas operator franchise.
A number of extensions to the current network are under construction including one from Connolly Station to the Docklands and another 7.5km stretch from Sandyford to Cherrywood and are due for completion in 2009/2010
LUAS - Design
A) Tram Design
Citadis trams, manufactured by Alstom, were selected for the Luas following detailed assessment. Contracts for the supply of 40 trams for Lines A, B and C have been signed and delivery is well underway.
Capacity: - The basic 30 metre tram can carry up to approximately 235 persons - 60 of whom will be seated. Tram extensions and frequency can be combined to offer a wide range of capacities.
Environment: - Trams are electrically powered and therefore there are no smoke or gaseous emissions. A number of design features including resilient wheels, skirting, etc. combined with the fact that trams are electrically powered offer surprisingly quiet trams.
Accessibility: - Trams have been designed with the needs of mobility-impaired persons in mind - features include tram floors at same level as stop platforms to allow level boarding.
Length: - The basic tram is c.30 metres long and can be extended by adding modules of c.10 m to respond to additional capacity requirements. Of the 40 trams 22 are 30 metres long and 18 are 40 metres long
Height: - 3.27 metres excluding pantograph (the pantograph is the arm which reaches above the tram to connect with the overhead power lines).
Power: - Trams are powered by electricity drawn from over-head wires at 750V D.C.
Maximum Speed: - 70 km/hr
B) LRT Pathway (“swept path”)
Width: - The width of the tram pathway (or “swept path”) ranges from approximately 6.2 to 7.3 metres depending on the curvature of the alignment. This width accommodates two tracks (allowing trams to move in either direction along an LRT line independently of each other) and also allows for safety clearances from trams.
Marking: - The LRT swept path is marked out by using distinctive coloured surfacing or materials and raising the path slightly above the adjacent road surface.
Sharing: - Tracks are set flush with the surface of the LRT pathway which means that it is possible for other vehicles to cross the LRT pathway at junctions. To ensure the reliability of the system all other vehicles are in most instances be prohibited or otherwise discouraged from driving along the LRT pathway.
Power: - Power is provided by means of over-head power lines which will be supported by cables attached to poles or adjacent buildings.
Gauge: - The track gauge is 1435 mm. (“gauge” is the spacing between the two rails of a track). This gauge is the standard European gauge.
C) Stops
Stops typically comprise two platforms (one each side of the tracks) raised to about 330 mm above the level of the LRT path surface (i.e. about twice the height of a normal city centre kerb). These platforms are 50 metres long and include two 5 metre long ramped sections at each end to provide easy access to the 40 metre long level section of the platform for persons in wheelchairs and others whose mobility is impaired. At some stops an “island” platform is provided between the tracks instead of the more usual “lateral” platform arrangement referred to above.
Typically stops incorporate:
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shelters similar to those provided at bus stops
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ticket vending machines
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ticket validators and
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a vertical cylindrical drum housing communications equipment, etc.
Park and Ride facilities are provided at a number of stops such as at Red Cow stop on Line A and Sandyford, Stillorgan and Balally stops on Line B.
