Despite being one of the wealthiest and most vibrant capitals in the European Union, Dublin remains the only major Western European metropolis without a metro system. Nearly a quarter-century after plans were first floated, the proposed MetroLink—an 18.8 km underground line—continues to stall, plagued by delays, escalating costs and political resistance. The project now rests in the hands of An Bord Pleanála, Ireland’s national planning authority, which is expected to reach a decision later this year.
Euro-philosopher Dermot Hodson draws inspiration from James Joyce’s Leopold Bloom, the everyman protagonist of Ulysses (set in Dublin on 16 June 1904), to illustrate the deep frustration felt by Dubliners. Bloom, an advertising canvasser, spends much of his day walking the city—and dreaming of public transport improvements, including an extended tramline from the cattle market to the quays. His musings, disappointed by repeated power outages, overcrowded trams, congested streets and inefficient routes, foresaw many of the same issues plaguing modern metropolis Dublin.
For Bloom, the trams aren’t merely vehicles—they are symbols of progress, national pride and infrastructural ambition. His fictional tram proposals are animated by a deep-seated vision of Dublin as a forward-looking European capital. He imagines not only practical transit improvements but also social innovations—“funeral trams” to Glasnevin cemetery, funded through targeted fees and managed by private capital. Despite his idealism, those hopes remain unrealized.
Fast-forward to 2025, and Dublin finds itself amidst intensifying gridlock. Studies now rank it among Europe’s slowest major cities for traffic and among its least affordable for public transport. While other European cities—like London (Crossrail) and Paris (Grand Paris Express)—forge ahead with large-scale transit projects, Dublin lags behind, constricted by centralized governance that limits local autonomy.
The MetroLink aims to connect key hubs—from Glasnevin in the north, via Dublin Airport, through the city centre, to Charlemont in the south—serving up to one million people and supporting over 250,000 jobs within walking distance of stations. The project, now estimated at €9½ billion (far above early estimates), promises underground tunnels, driverless trains, platform screen doors, high-frequency peak service and a 25‑minute end‑to‑end travel time from Swords to the city centre. But friend and critic alike acknowledge two realities: disruptive construction, and whether years of political inertia can be overcome .
Community opposition adds fuel to the delay debate. Homeowners, heritage advocates and businesses argue that € billions in upheaval could damage property values, displace public assets—such as statues or sections of Stephen’s Green—and disrupt urban life for years.
Much like Bloom’s hands‑on civic imagination, metropolis Dublin’s would-be metro has come to symbolize broader questions over its national identity and developmental maturity. Is MetroLink simply another stalled ambition, or could it spark the kind of transformational progress that Bloom once envisioned? The verdict may hinge on An Bord Pleanála’s decision—and whether politicians finally heed the clarion call for serious reform or succumb to déjà vu paralysis.
