The Dublin metro line, a project initially proposed roughly 50 years ago, endured a series of stops and starts amidst economic fluctuations and governmental turnovers. However, the project began to materialise about two years ago when Transport Infrastructure Ireland (TII), a state entity, lodged an application to An Bord Pleanála.
In September 2022, TII proposed an 18.8km metro line, predominantly subterranean, running from Swords to Charlemont, near Ranelagh. The planned line, serviced by 16 stations, would connect areas of interest such as Dublin Airport and the core of the city. The expected timeline for planning was within 12 to 18 months. In August 2023, An Bord Pleanála announced public hearings for the project, commencing on 19th February and wrapping up as planned on 28th March.
Despite the media hype around Metrolink this week, no definitive decision was made. Just 48 hours shy of the hearing’s conclusion in March, board inspector Barry O’Donnell declared a need to reissue the project advertisement, prompted by nearly 200 documents of new information submitted by TII mid-hearing.
Public consultations resumed in August and concluded earlier this month, resulting in 41 new submissions to the board, most of them from residents or their representative groups. Most concerns related to property damage compensation and transparency about traffic management during construction, issues likely within TII’s handling capacity.
TII’s significant challenge pertains to the firm opposition by the Office of Public Works (OPW), another governmental organisation, against the construction of the St Stephen’s Green Metrolink station.
In its recent proposal, the OPW states that it has come to an agreement with TII regarding most of its properties along the proposed line. Nonetheless, the OPW is of the view that the plans for the St Stephen’s Green station could result in serious and irreversible harm. It falls on the board to examine how this input, as well as others, influence its ultimate conclusion. The board also has the autonomy to evaluate if the new proposals necessitate a resumption of the verbal hearing for more in-depth questioning of TII.
There is a likelihood of this happening. Nevertheless, potential passengers on the suggested route, many of whom are caught up in everyday traffic with limited alternatives, anticipate an imminent resolution and final construction of the metro. It is essential for those impacted to be involved in the planning process for substantial projects – and in some circumstances, these projects may be rejected – but for the major investments forecast in the future, a more efficient decision-making process is paramount.