Dublin’s MetroLink project is often dubbed a transformative leap in Irish public transport; a high-capacity, fully automated metro line connecting Swords to the city centre via Dublin Airport. Yet, over two decades since its inception, the project remains mired in delays, spiralling costs, and limited connectivity. In stark contrast, alternative proposals like Metro Dublin offer a more integrated, scalable, and cost-effective vision for the capital’s transit future.

 MetroLink Logo

Problems with the Project:

Too Expensive for What it Offers

First proposed in the early 2000’s, Metro North (now MetroLink) has become symbolic of Ireland’s infrastructure inertia. Despite over €150 million spent by the end of 2023, primarily on design and planning, no significant construction has commenced. Originally estimated at €3 billion, the projected cost has ballooned to over €23 billion, with a 40% budget overrun anticipated. Furthermore, the project is not expected to become operational until around 2038.

Delays

the time it’s taken to deliver MetroLink is staggering. Initial planning began over 20 years ago, and as I said the line has a completion goal of 2038. In stark contrast, Madrid Metro Line 12 (MetroSur), a 41-kilometre, 28-station circular line, was completed in just four years (1999–2003) at a cost of roughly €2.5 billion. That’s under €30 million per kilometre, showing what’s possible when political will, streamlined planning, and efficient delivery align. The Irish approach, by comparison, reflects decades of delay, overengineering, and institutional caution.

One Single Line Isn’t Enough

The current plan envisions a single 18.8 km line with 15 stations, connecting Swords to Charlemont. While it promises a 25-minute end-to-end journey and peak-time trains every three minutes and up to every 90 seconds, the limited scope raises questions about its ability to address Dublin's broader transit needs.

Moreover, while the National Transport Authority (NTA) and Transport Infrastructure Ireland (TII) often highlight the benefits of MetroLink, these will primarily be experienced by a small fraction of the population, tourists and residents directly along the planned route. The vast majority of Dubliners and commuters from across the region will remain reliant on congested roads or fragmented public transport, reinforcing existing inequalities in transport access and urban mobility. Think of all the areas that badly need metro lines like Rathfarnham, Blanchardstown, Beaumont Hospital and so on. Just serving the Airport, City Centre and Swords isn’t nearly enough. Additionally, the taxes people in unserved areas pay are going towards this line that’s overbudget and won’t even serve them anyway.

Lack of Integration

MetroLink’s design offers minimal integration with existing transport networks. It connects to only one Luas stop (Charlemont) and two train stations (Tara Street and Glasnevin). Whilst these are okay connections, they provide limited synergy with Dublin’s broader public transport system. This lack of connectivity undermines its potential to alleviate congestion and serve as a backbone for Dublin’s transit infrastructure.

Another issue that will affect MetroLink’s integration is that it will operate on a completely different track gauge from the Irish Rail network. This incompatibility means no direct through-running, no shared maintenance infrastructure, and limited future network integration, locking Dublin into a siloed system that may hinder long-term connectivity and coordination across transport modes. And you can’t really run luas trams on the line as they don’t have the capacity that the metro will have (around 7000 people per peak hour compared to around 20000) even though they will have the same gauge.

It Won’t Help Housing in the Bigger Picture

Beyond its infrastructural shortcomings, MetroLink also poses serious challenges for housing. Far from addressing Dublin’s chronic housing shortage, the project risks exacerbating it. The areas along the MetroLink corridor, particularly in north Dublin, are expected to see significant property value increases, driven by speculation and limited supply. This surge in prices may benefit existing homeowners and investors, but it will make homeownership even more unattainable for young people and working families. Crucially, the project does little to stimulate large-scale housing development along the line. Unlike transit-oriented development models seen in cities like Copenhagen or Vienna, MetroLink lacks a comprehensive plan to integrate affordable housing or encourage dense, mixed-use communities. As a result, it may reinforce inequality rather than alleviate it, concentrating infrastructure benefits in a narrow zone without delivering the housing capacity Dublin so desperately needs.

 Metrolink Train

How The Metro Dublin Project will Complement Metrolink:

In contrast, the Metro Dublin project proposes a more comprehensive and interconnected approach. It proposes a 95km 6-line metro system that will be in place by 2032. It should be noted however that Metro Dublin doesn’t intend to replace the government’s transport plans but complement them. The lines will seamlessly connect existing services like Luas, DART, and Busconnects to create a transport web that draws passengers in. By focusing on connectivity and phased development, Metro Dublin aims to provide a more flexible and responsive solution to Dublin’s evolving transit needs, providing up to 80,000 houses per year during its construction period.

While the MetroLink project has gained attention as Dublin’s long-awaited metro line, its scale and efficiency pale in comparison to the broader vision proposed by Metro Dublin. MetroLink is currently projected to cost up to €23 billion for just 18.8 kilometres of track and around 16 stations, working out to over €1.2 billion per kilometre.

In contrast, the Metro Dublin proposal offers a dramatically larger and more cost-effective solution: 95 kilometers of network spanning the city and suburbs, 61 stations, and a total cost of €21.5 billion, less than MetroLink’s projected upper budget. This puts the cost per kilometre at around €226 million, offering far more value per euro while covering a wider area and serving many more communities.

This comparison highlights not only the scope but the economic efficiency of Metro Dublin's approach to sustainable urban transit.

Metro Dublin Map

MetroLink’s protracted delays, escalating costs, and limited scope highlight the need for a reassessment of Dublin’s transit strategy. Alternative proposals like Metro Dublin offer a more integrated and adaptable framework that aligns with the city’s growth and mobility demands. As Dublin continues to grapple with congestion and inadequate public transport, embracing a more holistic and interconnected approach is key to unlocking a more efficient and sustainable transit future; Just one metro line isn’t enough. Metro Dublin will complement and increase the business case for Metrolink, allowing for more and better-connected journeys across the city.