Quality Bus Corridor
Quality Bus Corridors are an initiative to give dedicated road space and traffic signal priority to buses in Dublin, Ireland in order to reduce journey times and improve service consistency. The aim of the initiative is to encourage people to change from cars to buses and thus reduce traffic congestion; the strategy requires close co-ordination between the local authorities, who are responsible for the road changes required, Dublin Bus who operate the vast majority of bus services. This co-ordination is managed by the National Transport Authority; the idea for the creation of QBCs first arose back in 1993 when Dublin Bus launched its "CitySwift" service on route 39 to Clonsilla along the Navan Road. This became. There are sixteen QBCs in Dublin. A 2007 survey by the former Dublin Transportation Office found that bus average journey times in the morning peak were less than the corresponding car average journey times in twelve out of the sixteen QBCs monitored, with it being twice as fast in some cases.
The sixteen Quality Bus Corridors are as follows: Ballymun QBC Blanchardstown QBC Bray QBC Clontarf QBC Crumlin Road QBC Finglas QBC Howth Road QBC Lucan QBC Malahide QBC North Clondalkin QBC Rathfarnham QBC Rock Road QBC South Clondalkin QBC Stillorgan QBC Swords QBC Tallaght QBCAccording to the Dublin Transportation Office, the number of cars entering Dublin's inner city at the canal cordon points reduced by 7849 from November 1997 to November 2004. Conversely the number of bus passengers entering the inner city increased by 15016 during the same period; however between 2003 and 2004 there was a reduction in bus passengers entering the inner city of 7.10%. In part this may be attributable to the introduction of the Luas system, but an increase in car traffic of 5.74% was noted. The effectiveness of the QBCs are compromised at various pinch points along the routes. In particular, the routing of the majority of buses on the Lucan routes through Lucan and Chapelizod villages at peak mean that time savings can be frittered away on narrow congested streets filled with school traffic.
In November 2012, three QBCs were designated for a potential upgrade to bus rapid transit status under the name Swiftway. Public consultation on this matter was carried out during February and March 2014. Planning permission will be submitted to An Bord Pleanála in 2018; the service is expected to be operational by 2020. On 29 May 2017, a new BusConnects plan was launched, with €1 billion being spent over a ten-year period, it involves the implementation of the above mentioned bus rapid transit system, as well as next generation bus corridors, a redesign of the bus route network and a state-of-the-art, cashless ticketing system. Dublin Bus National Transport Authority Department of Transport and Sport
Wright Eclipse Gemini
The Wright Eclipse Gemini is a low-floor double-decker bus body built by Wrightbus since 2001, based on the single-deck Wright Eclipse design. The second-generation Eclipse Gemini 2 was launched in 2009, followed by the third-generation Gemini 3 in 2013. Additionally, the body was available on Volvo Super Olympian chassis in Hong Kong between 2003 and 2005, marketed as the Wright Explorer; the original Eclipse Gemini was launched in 2001 on Volvo B7TL chassis. Since 2008, the body has been available on Volvo B5LH hybrid chassis. Wright Eclipse Gemini bodied buses were mass-introduced on London Buses services from 2001, it has been popular with FirstGroup, who have purchased over 1,200 into service. Dublin Bus and Bus Éireann have acquired a large number of Volvo B9TLs with Wright Eclipse Gemini bodywork; the Eclipse Gemini was launched in 2001 on Volvo B7TL chassis, as a double decker version of the existing Wright Eclipse body. The original Eclipse Gemini, all versions up until the facelifted Gemini 3, have both the upper and lower deck front windscreens forming part of a single oval shape, with the destination blind in between.
In London, as with most buses, Eclipse Geminis have two doors for passenger loading, one at the front and one in the centre. On London examples, the staircase is situated across from the centre entrance, while on single door variants, the staircase is located at the front, directly behind the driver's cab; the staircase itself differs from other modern buses as rather than having a banister, the Eclipse Gemini features a glass panel underneath the handrail, giving a stylish appearance. All Eclipse Geminis are fitted with LED rear lights. Although London and Lothian Buses models retain calico blinds, most Eclipse Geminis are fitted with LED destination screens; as is common on most new buses, stop request buttons appear on both floors and should these be pressed, the word "Stopping" appears in red on a black glass effect panel, much more streamlined than the traditional box housing. The interior of the Eclipse Gemini features curves similar to its exterior, continues the modern feel. In 2006, the Volvo B7TL chassis was superseded by the Volvo B9TL.
The updated styling was confined to the rear of the body, where it has a more rounded appearance compared to the original and a central LED route number panel, housed within a smoked glass effect panel underneath the upper rear window. Other external modifications included the relocation of the rear number plate from its integrated position with the upper rear window to a more conventional siting at the bottom of the bus. Internally, the facelift consisted of an extension of the driver guard panel to include the on-bus vault and a modified staircase separation wall, which featured a glass panel to improve the view of passengers sitting in the seat directly in front of the wall; the Eclipse Gemini was made available on the hybrid Volvo B5LH chassis in 2008. The first six hybrid Eclipse Geminis were delivered to Arriva London in 2009. Of the 2,555 produced between 2001 and 2009, FirstGroup purchased 1,133, Go-Ahead Group 281, Arriva 244, National Express 231 and Lothian Buses 225. Between 2003 and 2005, Wrightbus bodied 100 Volvo Super Olympian chassis for Kowloon Motor Bus in Hong Kong.
The bodywork was modified to fit the Super Olympian chassis, with the most noticeable difference being the tri-axle layout. The last Volvo Super Olympian to roll off the production line received. Subsequently, the Super Olympian was replaced by a tri-axle variant of the Volvo B9TL. Wrightbus offered similar tri-axle bodywork, unnamed and had different rear styling, to the chassis. After the introduction of Euro IV-engined Volvo B9TL, this bodywork became known as the Eclipse Gemini tri-axle, but no bodywork carrying this name were known to have been built; the second generation Wright Eclipse Gemini, called the Eclipse Gemini 2, was launched in 2008 on Volvo B9TL and B5LH chassis. The Eclipse Gemini 2 features front and rear ends facelifted to match the Eclipse 2 single-decker, as part of Wrightbus' new design philosophy. A low-roof version was introduced in 2012. In March 2015, Delaine Buses took delivery of both the last Eclipse Gemini 2 and the last Volvo B9TL to be built for the United Kingdom and Ireland.
Dublin Bus purchased 160. Like the Explorer, the Eclipse Gemini 2 was sold in Hong Kong, including a tri-axle variant that replaced the Explorer. Citybus, Kowloon Motor Bus, MTR Bus and New World First Bus purchasing examples. In 2014, Kowloon Motor Bus purchased. In 2017, the first demonstrator Volvo B8L for Kowloon Motor Bus was fitted with an Eclipse Gemini 2 body. Between 2010 and 2017, Go-Ahead Singapore, SBS Transit and Tower Transit Singapore took delivery of 1,606 Eclipse Gemini 2s, being delivered as knock-down kits and locally assembled by ComfortDelGro; the third generation Wright Eclipse Gemini, now called the Gemini 3, was launched in 2013 for the new Volvo B5TL chassis, the eventual replacement of the B9TL. The Gemini 3 remained available on Volvo B5LH hybrid chassis; some design features were taken from another Wrightbus design. The two most noticeable aesthetic changes were a substantial redesign of the rear end and the introduction of smaller upper deck window
St. Audoen's Church, Dublin (Church of Ireland)
St Audoen's Church is the church of the parish of Saint Audoen in the Church of Ireland, located south of the River Liffey at Cornmarket in Dublin, Ireland. This was close to the centre of the medieval city; the parish is in the Diocese of Glendalough. St Audoen's is the oldest parish church in Dublin and still used as such. There is a Roman Catholic church of the same name adjacent to it; the church is named after St Ouen of Rouen, a saint who lived in the seventh century and was dedicated to him by the Anglo-Normans, who arrived in Dublin after 1172. It was erected in 1190 on the site of an older church dedicated to St. Columcille, dating to the seventh century. Shortly afterwards the nave was lengthened and a century a chancel was added. In 1430 Henry VI, Lord of Ireland, authorised the erection of a chantry here, to be dedicated to St Anne, its founders and successors were to be called the Guild or Fraternity of St Anne called Saint Anne's Guild. Six separate altars were set up in this chapel and were in constant use, financed by the wealthier parishioners.
In 1485 Sir Roland Fitz-Eustace, Earl Portlester, erected a new chapel next to the nave, in gratitude for his preservation from shipwreck near the site. The turbulent events of the 16th century had its effects on the upkeep of the church and in 1630 the church was declared to be in a decrepit state; the Archbishop, Lancelot Bulkeley, complained that "there is a guild there called St Anne's Guild that hath swallowed upp all the church meanes". Strenuous efforts were made over the next few years to repair the roof and pillars of the building, the guild was ordered to contribute its share. Funds were low – there were only sixteen Protestant houses in the parish. In 1671 Michael Boyle, the Church of Ireland Primate, ordered the "annoyance of the buttermilke market" under St Audoen's to be closed. In 1673 an order was made to remove the tombs and tombstones from the church "to preserve the living from being injured by the dead". St Anne's Guild, which had managed to secret away its extensive properties after the Reformation, which had remained under Roman Catholic control, never did give up its holdings, despite several investigations and court orders lasting until 1702.
Although many repairs were carried out to the church and tower over the centuries, finance for the maintenance of the structures was always a problem in the 18th and 19th centuries. By 1825, the church building itself was in a ruinous state and "very few Protestants" remained in the parish; as the finance to carry out substantial repairs was not available, parts of the church were closed off or unroofed. As a consequence many ancient tombs crumbled and memorials were removed or rendered illegible by exposure to the weather. St Audoen's parish was once the most wealthy within the city and the church was for hundreds of years frequented on state occasions by the Lord Mayor and Corporation. At its heyday, the church was connected with the Guilds of the city and "was accounted the best in Dublin for the greater number of Aldermen and Worships of the city living in the Parish"; the Tanners' Guild was located in the tower and the Bakers' Guild in a "college" adjoining the church. In 1467 St Audoen's was made a prebendary of St. Patrick's Cathedral by Archbishop Michael Tregury.
In July 1536 George Browne arrived in Ireland as Archbishop of Dublin, a few years he energetically pushed through the wishes of Henry VIII to be recognized as supreme head of the Irish church. About 1544 the vicar of St Audoen's became the nominee of the Crown. In 1547 the assets of the parish were appropriated by the state church, established following the English Reformation. Queen Mary I, soon after her accession in 1553, restored by Charter the Cathedral of St. Patrick; the Prebendary of St Audoen named in this Charter of Restoration was, in 1555, Robert Daly. However, when Queen Elizabeth I ascended the throne she nominated him Bishop of Kildare. From on, all Roman Catholic ceremonies in the church ceased. After the Reformation the majority of parishioners remained loyal to the Roman Catholic church, in 1615 a new Roman Catholic parish of St Audoen's was established; however the Catholics were obliged to hold their services in secret in nearby Cook Street. In the century celebration of Mass was forbidden and bishops and priests deported, imprisoned or executed.
This troubled period for Catholics lasted until the beginning of the 19th century. Meanwhile, the now Protestant church and parish of St Audoen had to struggle through the seventeenth century and began to decline. Towards the end of the eighteenth century, following a trend in several inner-city parishes, many of the wealthy parish residents moved out to the suburbs, a process, hastened by the Act of Union. Poor Catholics moved into the houses thus vacated, which were turned into tenements. In 1813 the population of the parish was 1,993 males and 2,674 females, the majority of whom were Roman Catholics; the architect Thomas Drew was the first to draw serious attention to the importance of the church, architecturally and in 1866. He produced detailed plans of the church for which he won an award from the Royal Institute of Architects of Ireland, carried out excavations and drew up a paper on the church and its history. In a booklet published in 1873 the rector Alexander Leeper urged reroofing and restoration of the church.
The Volvo B9TL is a low-floor double-decker bus built by Volvo from 2002 until 2018. It superseded the Volvo Super Olympian and the Volvo B7TL; the 2-axle version has been superseded by the Volvo B5TL in 2014 and the 3-axle version has been superseded by the Volvo B8L in 2018. The Volvo B9TL chassis shared the same design of the Volvo B7TL; the key difference from both its predecessor, the Volvo Super Olympian and Volvo B7TL, was a new 9.3-litre engine designed by Renault. The radiator was located at the rear offside, similar to the smaller B7TL; the front module design was shared with other low-floor bus chassis built by Volvo, independent suspension is fitted at the front axle. The B9TL was offered in three-axle format, the two-axle variant was added in 2006 to replace the B7TL; the driveline comprises a Volvo D9A Euro III engine, replaced by the Volvo D9B Euro IV/V/EEV engine, coupled to a ZF 5/6-speed gearbox. Volvo offer the Voith four-speed gearbox as an option; the front wheels of the three-axle B9TL are supplied by Alcoa of the USA, but some buses had all their wheels supplied by Alcoa.
A Volvo B9TL prototype was delivered to Hong Kong in July 2003 for Kowloon Motor Bus as a demonstrator for the Eco-Driveline concept. However, the Volgren CR223LD body had a width of only 2.50 metres instead of the usual 2.55 metres. After months of testing, the bus was registered as LJ7006 and numbered AVD1 in March 2004, it was put into service in April 2004. As a result of these tests, Volvo and ZF adopted the Eco-Driveline system as the primary driveline option on the B9TL, it was confirmed that AVD1 would leave Hong Kong after its evaluation, a farewell tour was held by Bus Fan World on 12 December 2004. The bus left Hong Kong soon after. In August 2005, AVD1 was shipped back to Hong Kong. Pre-October 2005, the bus was kept by Volvo in the Hong Kong United Dockyard. In 2005, the bus was transferred to KMB for installation of service equipment; the bus was re-licensed as MF5119 in February 2006, re-entered service on 24 May 2006. The bus is one of the first two to meet the Euro IV emissions standards in Hong Kong.
In early 2004, a Volvo B9TL prototype with a facelifted version of the TransBus Enviro500 body arrived in Hong Kong. It had a different front and rear design, its rear route box was moved beneath the upper deck rear window. After TransBus International was renamed Alexander Dennis in May 2004, it became the only TransBus Enviro-series bus with a non-Dennis chassis. In the same year, a Wright-bodied B9TL prototype was delivered; the rear design of its Wright body was different from that of the Wright-bodied Volvo Super Olympian, with the number plate moved beneath the rear route box. On 12 January 2005, the TransBus Enviro 500-bodied B9TL was licensed as LU3721 with fleet number AVBE1, the Wright-bodied B9TL was registered as LU3739 with fleet number AVBW1. Both of them entered service on the night of 8 February 2005. In early 2005 KMB ordered 25 B9TL chassis with Wright bodywork, which entered service in 2005/2006. One of them had participated in the EFE Showbus 2005 event in the UK before delivery.
Among these 25 Wright-bodied B9TL, two of them are prototypes - fleet no. AVBW15 and AVBW26. AVBW15 is fitted with a D9A340 engine coupled to a four-speed Voith DIWA864.5 gearbox instead of the D9A300 engine coupled to a six-speed ZF6HP592C gearbox, unique among the whole Wright-bodied B9TL fleet. In late 2005, Kowloon Motor Bus placed a further order of 38 Wright-bodied B9TL and 50 Enviro500-bodied B9TL; the Wright-bodied buses entered service in mid/late-2006, the Enviro500-bodied buses entered service in late 2006/2007. These were followed by another 35 buses with Enviro500 bodywork, they entered service in 2007/2008. In 2009, KMB ordered 175 Wright Eclipse Gemini 2 bodied B9TLs equipped with Euro V D9B-310 engines and Vogelsitze seats, which have begun delivery as of early 2010; these were followed by an order for a further 115 Wright-bodied B9TL in 2010 - AVBWU1-AVBWU290. All these buses entered service between 2010 and 2012. In 2013 a further batch of 50 arrived at Hong Kong as chassis, they were transferred to mainland China for assembling the Wright Eclipse Gemini 2 bodies, which broke the tradition of Wright only assembling bus bodies in their own factory.
A further order of 58 buses were confirmed, following by 50 buses with bodies assembled in Malaysia, bringing the total to 158 buses. They all arrived Hong Kong as chassis in 2014; the prototype and buses from the second batch onwards are equipped with orange Hanover route display board while the first batch are equipped with orange Gorba route display boards. They are the super low-floor buses with the highest capacity in the fleet of KMB 12m buses - AVBWU291-AVBWU448. In 2016, KMB had a latest batch of further 245 buses with Wright Eclipse Gemini 2 were ordered, which will deliver from 2017 onwards, they were
The Volvo B7TL is a low-floor double-decker bus, launched in 1999 and replaced the 2-axle version of the Volvo Olympian. It was built as the British bus operators seemed hesitant to purchase the B7L double decker with a long rear overhang; the B7TL chassis was designed by the Leyland Product Developments consultancy based at the Leyland Technical Centre. It was built in Irvine, North Ayrshire, Scotland. In 2000, production was transferred to Sweden. In mid-2004, production of the MkII version of the B7TL was started. Like the Olympian, the B7TL features a transversely-mounted rear engine and a shorter rear overhang, but the radiator was mounted on the right side of the engine compartment, it was equipped with ZF or Voith gearbox. The B7TL was available with Alexander ALX400 and Plaxton President bodywork followed by East Lancs Vyking and Myllennium Vyking bodies, the Wright Eclipse Gemini; the Volvo B7TL was popular in the United Kingdom, with a large number being purchased by most of the major bus groups such as FirstGroup and Arriva.
Travel West Midlands purchased over 320 B7TLs with Plaxton President, Alexander ALX400 and Wright Eclipse Gemini bodies. Translink of Northern Ireland purchased over 150 B7TLs. Southern Vectis at the end of 2001 beginning of 2002 ordered 7 Volvo B7TLs with Plaxton President Bodywork, they on delivery were registered Under HW52 and carried Go South Coasts 199x fleet numbers, at 16 years of age they are still doing well, it was popular in London, however these buses were phased out since January 2012. London Central AVL1 cited to be the first example of a production B7TL. Arriva London had Alexander ALX400 and Wright Eclipse Gemini bodywork buses First London had Alexander ALX400, Plaxton President and Wright Eclipse Gemini bodywork buses Go-Ahead London had Alexander ALX400, Plaxton President, East Lancs Myllennium Vyking and Wright Eclipse Gemini buses Metroline had Alexander ALX400, Plaxton President and Wright Eclipse Gemini bodywork buses Transdev had Alexander ALX400, Plaxton President, East Lancs Myllennium Vyking and Wright Eclipse Gemini buses Travel London had Wright Eclipse Gemini buses.
It was popular in the Republic of Ireland, Dublin Bus acquired 648 B7TLs between 2000 and 2007, all with Alexander/TransBus/Alexander Dennis ALX400 bodywork. Bus Éireann purchased more than twenty B7TLs. On the other hand, a batch of 150 B7TLs had been delivered to Johannesburg, South Africa in 2002 and were fitted with Marcopolo Viale DD bodywork. A Volvo B7TL with East Lancs Vyking bodywork operated by Lincolnshire RoadCar was involved in an accident in Ingoldmells, Lincolnshire, on 11 April 2004 in which five people died and six more were injured, two critically. Despite the bus being found to have faulty brakes following the accident, this did not contribute to the accident, there have been no further reports of similar braking problems involving Volvo B7TLs; the Volvo B7TL was superseded by the 2-axle version of the Volvo B9TL in late 2006. Competitors Dennis Trident 2 Scania OmniDekka VDL DB250List of buses
Luas is a tram/light rail system in Dublin, Ireland. There are two main lines: the Green Line, which began operating on 30 June 2004, the Red Line which opened on 26 September 2004. Since both lines have been extended and split into different branches further out of the city; the two lines, as of 2017, now connect within Dublin City Centre. The system now has sixty-seven stations and 42.5 kilometres of revenue track, which in 2018 carried 41.8 million passengers, an increase of 11.2% compared to 2017. Luas is operated by Transdev, under tender from Transport Infrastructure Ireland.. The Luas was a major part of the National Transport Authority's strategy. Three extensions to the existing Luas lines have been completed. Construction of a 6 km extension to the Green line to the North city centre and Broombridge, which links both Green and Red lines, began in June 2013 and opened to passengers in December 2017; this is the extension route known as BXD. The idea for a new tram or light rail system for the city of Dublin was first suggested in 1994, by a Dublin Transportation Initiative report, which referenced the original Dublin tramways, once running over 60 kilometres and reaching most parts of the city.
Following this report Córas Iompair Éireann, the state-owned public transport operator in Ireland, was asked to study the different options. They recommended two phases for the construction of a tram system: Phase 1: Tallaght to Dundrum/Balally via the City Centre Phase 2: Ballymun to the City Centre and Dundrum/Balally to Sandyford; the Transport Act, 1996 created a legal framework for CIÉ to build a tram system and in May 1997 the company applied for a Light Railway Order to construct the first phase, as well as the Dundrum/Balally to Sandyford part of phase 2. An inquiry started in July 1997, but was put on hold to investigate the possibility of underground sections in the city centre. In May 1998 the government decided amending the plans; the first was to run from Tallaght to Connolly Station, while the second would run from Sandyford Industrial Estate to Dublin Airport, through the city centre and Ballymun. Part of the second was to be underground through the city centre; the responsibility for developing Luas was transferred from CIÉ to the Railway Procurement Agency, a separate government agency created in December 2001.
Construction work began in March 2001 on the Tallaght to Connolly line, as well as the Sandyford to St. Stephen's Green section of the second line, with Ansaldo of Italy and MVM of Australia getting the contract to build the system; the St. Stephen's Green to Dublin Airport section was dropped before construction began, as it was decided to serve the area by a metro instead; the contract to maintain and operate the system was awarded to Veolia Transport Ireland. The development of Luas Red Line was facilitated by EU funding of €82.5 million under the European Regional Development Fund, part of the cost of some line extensions was raised though levies on development in areas close to the projected route. The original launch date for Luas was to be 2003, but delays in construction saw this date pushed back by a year. An advertising campaign took place to inform the public of the development of the system, while construction was taking place. Construction finished in February 2004 and a period of testing and driver training began.
30 June 2004 was decided on as the official launch date of the Green Line. The first tram went into service for the general public at 3 p.m. Several days of free travel and a family fun weekend took place to launch the system; the Red Line opened on 26 September 2004, with six days of free travel for the general public. By November 2006, over 50 million journeys had been made on the system. Around 90,000 Luas trips are made each day. 28.4 million journeys were made in 2007. 27.4 million journeys were made in 2008. 25.4 million journeys were made in 2009. To date, the busiest day on Luas was Friday, 21 December 2007 when 145,000 passenger journeys were recorded. Luas operates without a state subvention; the service recorded a surplus of €985,000 - an achievement well ahead of an anticipated deficit of €2.5 million. On Tuesday, 8 December 2009 the Red Line C1 Connolly to Docklands extension opened. There are 4 stops: George's Dock, Mayor Square-NCI, Spencer Dock and terminating in Point Village, opposite the 3Arena, this extension however bypasses Connolly.
Construction started at the beginning of June 2007. Test runs began on the line in September 2009 before the opening. On, 16 October 2010 the B1 extension from Sandyford to Cherrywood opened. In June 2010, plans to join the two Luas tracks were finalised. On 20 May 2011 Dublin City Council made submissions to An Bord Pleanála's Oral Hearing into Line BXD stating that the Planning Authority had a serious area of concern with the overhead conductor system in the historical city centre asking for a wire free zone. Luas Cross City is an extension of the Green Line which links with the Red Line, continues northwards to Broombridge in North Dublin; the extension began at the existing St. Stephen's Green Green Line stop. Construction started in June 2013, with services beginning in December 2017. Line BX – City Centre link for Red and Green Lines; the RPA started public consultation on the route in December 2005. In March 2
Go-Ahead Transport Services Limited, known as Go-Ahead Ireland is a bus operator in Dublin that commenced trading in September 2018. It is a subsidiary of the Go-Ahead Group. With the aim of improving efficiency, in 2015 the National Transport Authority put the operation of 24 Dublin Bus routes out to tender. In August 2017 the contract was awarded to the Go-Ahead Group; this represented. Go-Ahead Ireland commenced operating one new route, 175 from Citywest to University College Dublin, on 9 September 2018. A further four transferred from Dublin Bus on 7 October another three on 21 October, four on 2 December, nine on 20 January 2019 and a final three transferred on 24 March 2019 by when the fleet grew to 125 buses after taking over all its services that were scheduled to commence operation on; the contract is for five years with an option for a two-year extension. The services have been well received since operations commenced with some of the services notably improving; this is against a backdrop of initial doubt that a private operator could operate services provided by the semi state operator.
Note: The origin and destination routes are reversed on the return journey Go-Ahead Ireland is scheduled to take over the operation of a further six routes from Dublin to Offaly, Laois and Meath from Bus Éireann in mid 2019. Go-Ahead Ireland commenced operations with nine buses. By the time it takes over its final routes from Dublin Bus in January 2019, the fleet is scheduled to expand to 125 buses comprising 24 new Wright Gemini 3 bodied Volvo B5TLs and 40 Wright StreetLites, with 12 Wright Gemini 2 bodied Volvo B9TLs and 49 Wright Gemini 3 bodied Volvo B5TLs to transfer from Dublin Bus, it was decided that an extra 8 double decker buses were required in order to be able to fulfill the full quantity of routes due to transfer these buses were diverted from an order of Wright Gemini 3 Volvo B5TL buses orginally meant for Dublin Bus bringing the fleet up to 133 buses. Ten Mercedes-Benz Citaros and five Wright Gemini bodied Volvo B7TLs were transferred from Oxford Bus Company and Go-Ahead London as driver trainers.
Go-Ahead Ireland's fleet is managed from its primary depot on the site of a former DHL Express depot in Ballymount