A recent feasibility study advocates the construction of a 15km light railway transit (LRT) route within the vicinity of Galway City. The study, authorised by the National Transport Authority, deduces that the proposed LRT pathway (commonly known as Gluas within the local community) has the potential to decrease automotive travel by a minimum of 10 per cent. However, this project doesn’t come cheap, as it’s projected to cost between €1.23 billion and €1.34 billion based on 2023 estimates.
Expectations are that the project costs will naturally escalate due to anticipated future increases in construction price inflation. Atkins-Réalis, an internationally recognised consultancy firm in the domain of transport, formulated the 46-page report. It explored four potential corridors, favouring a 14.8km course that stretches from Knocknacarra suburb in the city’s West, goes through Eyre Square, and extends to the eastern territories of Parkmore and Doughiska.
The study suggests that if park-and-ride features were introduced at each end of the route, the LRT could accommodate commuters from regions such as Connemara on the West, along with Oranmore, Athenry and other eastern commuting towns. The report adds that the chosen route is strategically planned to pass through the city’s highly frequented locales encompassing University Hospital, the University of Galway, the city centre, and the eastern business and industrial regions.
Peak hour daily passenger requirement might escalate up to 1,800 per hour for the western suburbs and 1,500 per hour for the eastern side. Off-peak hours could see demand drop to about 500 an hour. Given the most favourable models, total demand could ascend to an estimated 7.5 million passengers annually.
The study offered two transport alternatives: a conventional LRT, similar to Dublin’s, or the proposal of a Very Light Rail (VLR), an innovative system utilising lightweight and compact trams with a maximum capacity of 70 passengers.
The conclusion has been reached that Galway doesn’t require extended trams in any scenario. It’s unlikely that Galway would need such lengthy trams, with manufacturers capable of offering smaller configurations suitable for less crowded routes or smaller cities.
Take Frankfurt for instance, where a recent order was placed for trams measuring 31.5m in length, with a maximum capacity of 190 passengers. VLR systems don’t depend on catenerary systems (overhead electric cables). Instead, each locomotive is powered by a rechargeable battery. Moreover, the groundwork involved with the Very Light Rail is not as demanding; it is less invasive, does not go as deep, and doesn’t mandate moving underground utilities. It’s currently being pilot tested in Coventry, plus the VLR’s construction costs are considerably lower than those of the LRT.
Despite this, there are some hurdles when it comes to laying tracks through the narrow streets of Galway’s city centre. Also, the Salmon Weir Bridge might need reinforcing if utilised. The consultants asserted that a system able to handle a 10 percent incline would require meticulous planning to handle Galway’s numerous hills.
The report proposed an elevated structure to prevent impacting traffic if the line went through the University Hospital. This would however, demand 200 metre long ramps on both ends.
Reacting to the report’s publication, Green Party Senator Pauline O’Reilly, a firm supporter of the LRT for Galway, asserted that ”Gluas” would revolutionise the city. She stated that the fascinating part of this feasibility study is that it suggests ”Gluas” would serve better and impact a larger population if other sustainable transport plans were expedited.