The 48-year-old was named as Joseph Connolly of Knowth Court, Poppintree, Ballymun.

He was attacked outside a pharmacy on the Ballymun Road at around 9pm on Thursday night. He died the next day after being hospitalised for what Gardai described as critical injuries.

Gardai say that a post mortem examination was carried out and a number of people have been interviewed in connection with the attack.

Sergeant Brian Whelan said last last night: “A post mortem was carried out today by the assistant State Pathologist Dr Curtis on the body of Joseph Connolly, who died following an incident on the Ballymun Rd on Thursday, March 17, 2011. The results of the post mortem have been supplied to the investigation team and investigations are ongoing.”

He added: “Gardai would like to thank witnesses for coming forward and are still appealing for witnesses or anyone with any information to contact them in Ballymun on 01 6664400 or any Garda station.”

“The man critically injured following an assault in Ballymun yesterday was pronounced dead this afternoon,” said Sergeant Damian Hogan.

Sergeant Hogan said it was understood that up to two men were involved in the assault.

The man was attacked outside a pharmacy on the Ballymun Road at around 9pm last night. He died in Beaumont Hospital after receiving serious injuries. RTE Radio One reports that the men were believed to have gotten in an argument in a chip shop before the attack.

Witnesses are asked to contact Ballymun Garda Station at 01 6664400, the Garda Confidential Line 1800 666111 or any Garda station.

Dublin Bus says routes 13 and 13a will be merged into the 13. Route 19a will be renamed the 19 and the current 19 will be merged with the 83.

It says that the 11/a/b will also operate as the 19, but it appears that this effectively means that the route will no longer operate as the 19 only serves a small portion of the 11 routes.

The new 19 will extend to serve Charlestown Shopping Centre, and Route 140 will be extended cross city to Rathmines, Terenure, Tallaght (The Square) and Kiltipper.

Some streets and areas will no longer be covered, see dublinbus.ie for details.

Dublin Bus continues to list the cuts in the no 4 bus as an “improvement”; it said it is including the no 4 to inform customers for changes already made. However, it would not answer in what context it sees a frequency cut of 30% on weekdays and 66% on Sundays as an improvement.

The following buses (some routes part of previous changes) at the below frequencies are due to serve the areas covered by the above mentioned buses:

Route/Peak/Off Peak
4         15          15
13       10          15
17a     10          20
19       10          20
83       15          30
140     10         20

MORE: Finglas, Glasnevin, Drumcondra changes on dublinbus.ie
MORE: Dublin Bus Network Review on Boards.ie

John Ward was last seen at 1pm yesterday in the Clontarf area. He is from Ballymun.

“John is described as 5’ 6”, slim build, with short blonde/ light brown hair and blue eyes. When last seen he was wearing a blue jacket, navy Adidas track suit bottoms and white runners,” said Sergeant Damian Hogan.

Anyone with information is asked to contact the Gardai at Ballymun 01 666 4400, the Garda Confidential Line 1-800-666-111 or any Garda Station.

Labour leader Eamon Gilmore said yesterday that his party will not be going around to every cross roads and promise a railway station or hospital.

He was responding to a question from Newstalk presenter Ivan Yates on the proposed Metro North light railway between Dublin and Swords.

Gilmore said: “This is a very different election. This is not going to be an election where the Labour Party is going to go around to every cross roads in the country and promise a railway station here or a hospital there or whatever the case might be.”

The Labour Party told Dublin Observer today that it is its policy to “strongly support” Metro North but it would be unwise to proceed without all of the facts.

“We recognise that it is an enormous construction project that has long-term benefits for public transport and for development in Dublin. However in the current economic climate, given the enormous damage that Fianna Fail has inflicted on the economy and on the public finances, it would be extremely unwise to give a blank cheque to the Metro North project without all the facts in our possession,” said Dermot O’Gara at the Labour Party press office.

He said the party wants a clear and transparent cost-benefit analysis to be undertaken before a final decision can be made.

The business cases released to date have key cost figures blacked out. Estimates for the project range from €5 billion, a number of years ago, to €2.5 billion leaked by government sources to a newspaper recently.

The Department of Transport, the National Transport Authority and the Railway Procurement Agency all say that the cost of the project will not be released before final bids have been made by the two groups of companies looking to build and run Metro North.

Eamon Gilmore yesterday said the railway line would be reviewed and repeated that the party wants focus on the projects which will deliver the most employment.

“We would do a complete review of the National Development Plan and we will bring forward those projects which are capable of delivering employment in the immediate term. We have already said that Metro is one of the projects that we are going to revisit and relook at,” said Gilmore.

Although, the Railway Procurement Agency says the metro line construction is expected to create 4,000 direct construction jobs and thousands more indirect jobs over the years of construction.

The redacted business case for the line says that when ‘spin off’ jobs are included, “Metro North is expected to generate approximately 6,000 jobs during the three years of peak construction, and in excess of 3,000 during the remaining years.” Construction is expected to last around five years.

Those against Metro North say that most of the jobs will go to foreign companies. However, supporters say that — as with the Dublin Port Tunnel – normal construction workers would get the bulk of jobs created, even many of the specialised workers are already living in the country, and nearly as many jobs could be created in the wider economy.

As we reported recently, more advanced enabling works are due to start within months and the RPA are to seek permission for a new depot location in April after its original location was rejected. Monuments are due to be removed from O’Connell Street as part of the enabling works.

For Breakfast on Newstalk’s interview with Eamon Gilmore in full, click below (new window pops up):

An RPA image of what enabling works hoardings could look like

The Railway Procurement Agency says it expects to spend less than €50 million on enabling works, but said that further costs of enabling works are currently ‘confidential.’

Enabling works for Metro North — which started last April — are soon to move up a gear. The enabling works includes clearing sites, moving statues, and diverting utilities away from work sites (such as ESB lines, communication cables, and water and gas pipes).

Asked how much enabling works would cost this year and beyond, Tom Manning at the Railway Procurement Agency (RPA) said: “Less than €50m in 2011. Remaining figures confidential in advance of tender processes.”

An Bord Pleanala last year granted the RPA a railway order – the project’s planning permission – to build Metro North. However, one of the main conditions given was that no stops are to be built north of Swords and that the planned depot above the town is to be relocated.

The planning authority said that main construction, such as tunnelling, must not begin before permission for a new depot was granted, but enabling works are allowed to continue.

Manning said the agency will make an application for a new depot in April, but the time frame for a decision on that issue lies with An Bord Pleanala. The public consultation for the depot is due to end next week.

An Bord Pleanala also said that bored tunnelling should be looked as an alternative to the current planned ‘cut and cover’ build method along the Ballymun Road, between DCU and Ballymun. But that condition – the RPA says — leaves the decision to the Metro North contractor. Two ‘preferred bidders’ remain interested in that Public Private Partnership contract. Boring a tunnel is less disruptive, but more expensive than ‘cut and cover’, which is cutting a trench in the ground and effectively building a tunnel by putting a roof on the trench.

Manning said the selection of the winning bidder for full construction is now due in 2012, with that construction due to start in mid 2012.

The final decision the government has said can only be made when bids are finalised. Both the government and the RPA refuse to reveal the estimated costs of Metro North. Figures from €5 to €15 billion have been repeated in the media, although a ‘government source’ was quoted recently by the Irish Independent saying that the metro would cost €2.5 billion.

The project’s funding transferred from the Department of Transport to the National Transport Authority (NTA) in December 2009. Before that happened, costs had toped €127.2m – this was broken down: €64.9m on project management and development, €24m on land acquisition, and €38.3m on enabling works.

Once enabling costs are paid for, the Private Public Partnership is expected to spread the cost of the project over 25 years, and payable only once passengers are on the metro after 5-6 years of construction. The European Investment Bank has said it would loan up to €500m of the cost. Although a report late last year says that the bank is looking at funding up to €1 billion, leaving a smaller amount to be raised by the preferred bidders.

The amount of under €50m to be spent on metro enabling works this year comes from the NTA capital expenditure budget of €240m, which is given down from a total Department of Transport budget for €2.12 billion. The rest is set to be spend on finishing the Citywest Luas line, traffic management, bus priority, and other projects and programmes.

View Metro North in a larger map

Luas depot in Sandyford: Metro North depots are to look much like the current Luas depots

Public consultation for possible new depot locations for Metro North is to end next Wednesday.

One site of around 13 hectares is to be picked from three options. The three options outlined by the Railway Procurement Agency (RPA) include two sites between the Dublin Airport and the M50 and one site just north of the airport.

An Bord Pleanala has given permission for Metro North, but excluded a planned depot and stops north of Swords. The RPA must now reapply to An Bord Pleanala for permission for the depot.

Tom Manning at the State’s light railway agency, said it will make an application for a new depot in April, but the time frame for a decision on the issue lies with An Bord Pleanala. Enabling works are due to continue in the meanwhile.

View Metro North depot options in a larger map

Closing date for submissions or observations to the RPA on the depot is January 12, 2011. Details here.

Further details can be found in the draft environmental impact statement, and the RPA describes the options as below:

IMAGE: Luas depot in Sandyford, which the Metro North depot will look like. Some rights reserved by infomatique

One of the main Dublin business groups has welcomed the approval of Metro North.

An Bord Pleanala yesterday gave the Railway Procurement Agency (RPA) approval for the segregated light railway line from St Stephens Green to Swords via Dublin Airport.

Fine Gael transport spokesman Simon Coveney also welcomed the approval for Metro North. But he warned that there was an ‘information deficit’ about the project’s business plan.

“For some time Fine Gael has been in favour, in principle, of the Metro North project. It makes sense to dramatically upgrade public transport infrastructure on the northside of the city,” said Coveney.

Costs

He said he looked forward to the RPA publishing the business plan which says the project will generate €2 for every euro spent.

“At such a critical time for the economy, it is essential that taxpayers know exactly how much major projects will cost, and what they will gain from them. At this moment, we have only limited information about the project. We need an honest discussion as to whether we can afford it, even under a Public Private Partnership (PPP) structure,” said Coveney.

The RPA said today that a PPP deal could be finalised by the end of next year. However, it said it wanted to start works on diversion of utilities in the city centre and heritage works in March 2011. The Government have yet to give the final go-ahead for the project.

See more details of how Metro North is planned to be paid for here.

Conditions

Giving approval, An Bord Pleanala attached a number of conditions. The most significant change is that the metro route would go no further than Swords.

The conditions imposed means two stops – Lissenhall and Belinstown – will now be removed from the plans. It is proposed that a new park and ride be placed close to the planned Estuary Stop, between the Estuary Roundabout and the N1 interchange north of Swords. The planned depot will also be relocated from Belinstown to the open land between Dublin Airport and the M50 around where Metro North is planned to link with Metro West.

Disruption

“The Dublin business community welcomes today’s decision as it provides clarity on how Metro North will be built,” said Gina Quin, chief executive of the Dublin Chamber of Commerce.

She added: “We would now call for the RPA to invest in a high profile marketing campaign to communicate this to the general public and key stakeholders as there has been a lot of discussion about the project. It is vital that people understand what changes will be in place and ultimately how Metro North will improve the city.”

Only a small section of Dublin businesses have been against Metro North, most has just called for strict traffic management arraignments.

An Bord Pleanala said that it acknowledged the construction phase of the proposed development would result in serious impacts on the Dublin region, but it said, “It was considered that such impacts were an inevitable consequence of the scale and nature of the project and that the applicant had demonstrated that comprehensive mitigation measures would be employed.”

It said: “The Board accepted that the long term benefits of the scheme would outweigh the short term impacts due to construction.”

Dublin City Council said that the city would remain open at all times for all activates.

Need for infrastructure

“A public transport friendly city is a key feature of the top performing cities in Europe. Therefore infrastructure such as Metro North is crucial for Dublin’s future economic growth. We have the opportunity to develop the most modern system in Europe within five years. It is value for money and funding is structured in an affordable way,” John Tierney, manager of Dublin City Council.

Ciaran Cuffe, the Minister of State for Sustainable Transport, pointed out that over the construction period there are due to be 4,000 direct construction jobs created as well as 2,000 indirect jobs.

“Metro North, a vital piece of infrastructure; ten years in the planning, will benefit the city of Dublin and its inhabitants for generations to come. It represents integrated transport and land-use planning. I am now hopeful that the Government will give final approval to the project so that the works can proceed without delay,” said Cuffe.

Gina Quin of the Dublin Chamber of Commerce added: “Failing to address our sub-standard transport infrastructure with the proper capital investment will only benefit our competitors. The delivery of Metro North is essential to Dublin in attracting international business.”

Quin said: “We have an inadequate public transport system as people are still choosing to drive to the city centre. The project will lead to improved commuting times for the capital’s workforce to the city centre and the surrounding Greater Dublin area.”

Meanwhile consultation on changes to Finglas West and South routes started last Thursday, October 21, and will run until Sunday November 14 2010.

The changes are part of the Network Direct plan to reform and cut Dublin Bus routes.

Central to the proposals for both Ballyfermot and Finglas is a merger of current routes 40 and 78/a to make a new 40 r0ute which will link the two area via the city centre. It’s planned to operate at a frequency of 10 mins peek and 12 mins off-peek.

The new 40 will serve Finglas, Glasnevin, Phibsboro, Drumcondra, Dorset Street, O’Connell Street, Dame Street, St James’s Hospital, Inchicore, and Ballyfermot and the Liffey Valley Shopping Centre.

Another high frequency route will also serve each route.

Ballymun is to get a merged 79/a which will be called 79 (10 mins peek and 15 mins off-peek). It will run from Park West to Beaumont Hospital on the northside, via Heuston Rail Station, O’Connell Bridge, Connolly Rail Station and Fairview.

On the Finglas consultation, a new high frequency orbital route 17a will be formed from merging the 17a and 220 buses. At 10 mins peek and 20 mins off peek, it will link the Blanchardstown Centre, Connolly Hospital, Ballycoolin, Cappagh Hospital, Finglas, Ballymun, DCU, Santry, Beaumont Hospital and Howth Junction & Donaghmede railway station.

For Finglas commuters travelling into the city, the new 40 route will be supported by capacity from a 40D route to Parnell Street running every 15mins at peek and 30mins off-peek.

For details on other changes and further details of the Ballyfermot route changes here and Finglas changes here.