Louth

Looks like 3001

The 16.50 hrs ex-Connolly Enterprise passing OBB99 bridge at Grangebellew Co Louth at 18.05 hrs, running 25 minutes late I think it was the 16.50 hrs!

Flooding often takes place at Grangebellew just south of Dunleer

I stand corrected!! As pointed out by Murphaph, the updated Metrolink route shows it just to the west at Glasnevin rather than at its previous Drumcondra location. And I agree, Metrolink will greatly benefit the capital and will provide indirect connections to the rest of the transport system. But there is nothing like an airport will direct rail links to other parts of the country as found in other European cites. Metrolink is a valid strategic planning choice but has disadvantages as well as advantages. I hope Doctor Pan is correct and that 4North does go ahead. My concern is that Metrolink will use up the transport capital budget to the detriment of other projects. What we all find frustrating is that transport plans are announced and either long-fingered or never delivered. Perhaps the new National Development Plan will provide greater certainty in this respect. Let's hope so. In advocating for better public transport, we are all on the same basic page here despite our differing views and it is good to see such lively debate.

A few points in relation to Metrolink. It will be built to a 1435 mm gauge rather than Irish Rail's 1600 mm so it cannot be integrated into the national rail system. The Elisabeth Line is full integrated into the mainline system and was designed to provide cross-city interconnectivity of existing lines. That said, Metrolink will have a big advantage as it will be driverless. As with any project it is a matter of weighing the balance between it and the alternatives. For Dublin Airport the alternative is a heavy rail line running from the Northern line in the Donabate or Rush/Lusk area skirting Swords, through Dublin Airport and in to Dublin ideally linking to a DART Underground line (connecting the Northern Line to Heuston). This would be made practical by four-tracking the relevant section of the Northern Line (currently being reviewed under the "Four North" study). There is nothing new in this alternative as it was first mooted by CIE in the 1970s. Unfortunately our land-use planning (or lack of) has allowed developments along the route, particularly in Dublin Airport. If Metrolink is given the go ahead, it is likely that neither four-tracking or DART Underground (cancelled in 2016 by the government at the point it was about to start) will proceed. There are pros and cons to all options. The main question is whether spending €9.5-21 billion on Metrolink is the best use of resources. Also keep in mind that a heavy rail line to Dublin Airport is required by the EU under TEN-T policy by 2040.

The Metrolink will go from just north of Swords to Ranelagh and link with Irish Rail at Tara Street and Drumcondra stations only. The latest cost estimate is approx €20 billion. If you live in any place off the route this project will be of very little benefit to you (think of people travelling to Dublin Airport from Belfast, Cork or Galway or indeed Malahide). The net result will be a very expensive piece of transport infrastructure benefiting part of Dublin only. It will also suck funds from all the other transport projects that are so urgently needed in Ireland. That said, I fear our politicians will give it the green light.

A fabulous project Patrick. Looking forward to the photos as the layout and rolling stock develop.

It really looks the job Patrick. And a seagull there to welcome it! Did you fit a sound decoder? To the BUT that is...not the seagull

On a similar issue, the rail freight connection to Dublin Port, I received the attached clarification from the EU Commission (DG-MOVE) last week. It is a ruling on whether a rail connection is required under EU Regulation TEN-T to the proposed new container terminal on the south side of the Liffey (when built, this will be the largest container terminal in Ireland). Unfortunately, the EU Commission say that the existing connection to the north side is sufficient and an extension to the south terminal is not required. You can arrive at your own conclusions! "In accordance with Article 27 of the TEN-T Regulation (EU) 1679/2024, Dublin Port is required by 2030 to be connected with the rail and road infrastructure and, where possible, inland waterways and to offer at least one multimodal freight terminal which is open to all operators and users in a non-discriminatory way, and which applies transparent and non discriminatory charges. If a port listed in Annex II is a multi-site port, compliance with the requirements such as the rail connection at one of its sites would be sufficient, unless both or several “sites” were listed in Annex II as two or several separate ports. The definition of Port cluster is included in the methodology for the trans-European transport network (TEN-T), namely: “Maritime ports which are immediate neighbours and together fulfil the volume threshold, even if individually they would not, may be considered as a cluster, if they have common hinterland connections, except for the "last mile", or if they cooperate closely, e.g. under common management, or supplement each other in function.”

Track access charges for freight are in the lower graph. It looks like Ireland has the highest in Europe so is it any wonder that rail freight has declined.

With regard to the Belfast line, Minister Daragh O'Brien in a reply recently to a PQ from Louth TD Paula Butterly (FG), stated that there are no current plans for a Drogheda North station. This is despite a further 5,000 homes being built on the north side of Drogheda and a new access road which will intersect with the line at an ideal spot for a new station. Currently the car park in Drogheda station is full from 7.45 am on weekdays and there is a large throughput of traffic from the station traversing Drogheda at peak times. One wonders at all the political rhetoric concerning a deficit in infrastructure and the need for better planning. Anyhow, that's my whinge for the day for all its worth!

Let's hope that the NTA, Irish Rail and Cork Co Council are allocating land on either side of the line between Cork and Mallow to allow for future 4 tracking. Does anyone know what is being done on this issue?

CIE 30 ton brake van? The missing link in the wonderful range of wagons produced by IRM

On its return journey it sped through Drogheda just after a packed train from Dublin arrived. The Drogheda fans cheered as it went through! Great to see so many travelling by rail.

As always, you have hit the nail on the head!

The reopening of the 27km Navan-Drogheda line to passenger service has been raised with the NTA/Irish Rail/Minister etc on a number of occasions by local groups (part of the rational is to generate an economic hub in the north east on the Navan-Drogheda-Dundalk triangle which is independent of Dublin). Trains for Dublin that currently start in Drogheda could instead go from Navan without a requirement for new paths on the Northern line. However there is no willingness to progress with the proposal. The longer term solution is the direct Dublin-Navan line.

Unfortunately decisions made over the decades that allowed building up to the boundary of rail lines have resulted in very high costs associated with an increase in track capacity on the Northern line. But we still haven't learned our lesson as witnessed by the construction of a greenway across the Malahide estuary on the piers that were intended for an additional track.

With respect to Point 4, the issue is indeed too many trains and not enough track capacity. With hourly Enterprise services this problem will get worse. DART+ Coastal North will create chaos unless significant upgrades are carried out. Many of you will be aware that the Railway Order consultation phase is currently under way for DART+ and has been extended until 23 October. It is well worth making a submission. Just in case you haven't the detail these are attached below: DART+ Coastal North – Railway Order Update. Given your previous correspondence in respect of the DART+ Coastal North project, I wish to inform you of an important update regarding the Railway Order application for this project, which was submitted to An Bord Pleanála on 12th July last, reference number ABP-320164-24. An error was identified in the pre-application consultation file submitted with the Railway Order application. In compliance with a request from An Bord Pleanála, Córas Iompair Éireann (CIÉ) has now submitted a full and complete version of the pre-application consultation file. As you had previously expressed interest in, and submitted correspondence in respect of, the project, we are notifying you of the update to the documentation. The updated file, along with the draft Railway Order and accompanying documentation, will be available for inspection from September 9th, 2024 to October 23rd, 2024 on our dedicated project website www.dartcoastalnorthrailwayorder.ie. Additionally, these documents can be inspected free of charge during normal office or opening hours at the following locations: • An Bord Pleanála, 64 Marlborough Street, Dublin 1, D01 V902 • Planning Department, Dublin City Council, Civic Office, Wood Quay, Dublin 8, D08 RF3F • Planning Department, Fingal County Council, County Hall, Main Street, Swords, County Dublin, K67 X8Y2 • Fingal County Council, Grove Road, Blanchardstown, Dublin 15, D15 W638 • Planning Department, Meath County Council, Buvinda House, Dublin Road, Navan, County Meath, C15 Y291 • Planning Department, Louth County Council, County Hall, Millennium Centre, Dundalk, County Louth, A91 KFW6 • Donaghmede Library, Donaghmede Shopping Centre, Grange Road, Dublin 13, D13 XW28 • Rush Library, Chapel Green, Rush, County Dublin, K56 ED95 • Balbriggan Library, Saint George’s Square, Balbriggan, County Dublin, K32 TW27 • Drogheda Library, Stockwell Lane, Drogheda, County Louth, A92 PY20 • Iarnród Eireann, Connolly Station, Amiens Street, Dublin 1, D01 V6V6; and • DART+ Coastal North Project Office, CIÉ Inchicore Works, Inchicore Parade, Dublin 8, D08 K6Y3. In light of this update, the period for public submissions has been extended. Submissions can now be made until October 23rd, 2024. We encourage you to review the updated documentation and provide any comments or questions within this extended period. Should you require any further information, please do not hesitate to contact the DART+ Coastal North project team at Tel: (01) 233 4515, or through our email address DARTCoastalNorth@irishrail.ie.

You have hit the nail on the head. Rights of way should have been maintained in many cases but this would have required long term planning, something that Ireland is not good at. Speaking of rights of way, has anyone noticed the new greenway being built on the Malahide viaduct. It takes up the space that was allocated for a third track across the estuary. And this is being done when the new Irish Rail timetable on the Northern line is under severe strain. This position will get even worse when hourly Enterprise services are introduced in a few weeks, not to mention DART+.

Irish Railway Records Society presentation this evening by Irish Rail indicated that DD stock will be withdrawn in 2027 and new tri-mode trains introduced in 2029 (diesel, battery and electric). Electrification to Drogheda will be 1,500 V DC and 25kV north to Belfast. Subject to correction but I think I noted it accurately.

It just gets better and better!

I'd wait for the ICR following on!!!!

Well said. An hourly timetable is certainly to be welcomed but the obvious consequence is a service with even more delays than we have at the moment. This will become even worse with the DART+ extension to Drogheda. An elephant in the living room that must be obvious to all but is being studiously ignored by the NTA.

Great model Patrick and superb photos. Keep them coming!