Louth

Same with me. Always helpful and the best of service both in the shop and with online orders

This issue has been highlighted locally for many years now. Virtually all the Louth TDs and Councillors are in favour of better rail infrastructure in Louth but to date nothing has been even planned. Currently the car parks in Drogheda and Dundalk stations are full from about 7.15 am on weekdays and there is little room for expansion. DART+ and the new Enterprise services are projected to double passenger numbers in coming years. However the transport planners seem to have ignored the question of parking for all the additional passengers. The ideal location for a new Drogheda North station (as suggested by Darrman), is at the intersection of the Northern line and the Port Access Northern Cross Route. Currently this road is incomplete and has yet to cross the railway line so the allocation of space for a station now would be sensible. The Louth Chief Executive recently had a meeting with Irish Rail on improved rail infrastructure and services but it remains to be seen whether this will produce results. The ideal location for a mid-Louth station is just north of Dunleer outside the village (reopening the old station would be impractical as there is little space for parking and the extra traffic would create gridlock in Dunleer village in the morning and evening). An alternative is reopening the old Castlebellingham station at Junction 15 on the M1. A Dundalk South station could be located at the intersection of the Northern line and the N52. In all cases a large Park and Ride would be required. The distance from Drogheda to Dundalk is the same as that between Malahide and Drogheda. This latter stretch of line has 6 stations at present. The Drogheda-Dundalk stretch has none. For anyone who knows the area, there are huge new housing developments both north of Drogheda and south of Dundalk with a rapidly expanding population. Why rail infrastructure isn't keeping pace (as it is in the Cork area) is a mystery. In relation to services, the Enterprise should be left as is and new services provide by extending to Dundalk some of the existing commuter services that currently terminate in Drogheda. As a final comment, Irish Rail state that the matter is for the NTA. In turn the NTA say that it is not in their remit because Louth is not within the Greater Dublin Area. A bit of a merry go round! I'm not holding my breath.

Great video and soundtrack Patrick. I'm sure you have seen the attached IRRS video of the last goods train from Ardee. You have recreated it perfectly in the Clogherhead setting. The video is one from the late Joe St Leger who left such a wonderful film legacy. It also includes shots of the new Hunslet Enterprise in blue/maroon livery and the 1974 Gormanstown accident.

Probably before the real ones are in passenger service!

Well done IRM on yet another magnificent production. Worth waiting for....

There is an opinion piece in this week's Meath Chronicle advocating for the reopening of the line to passenger traffic. Instead of trains running from Drogheda to Dublin, a few could start in Navan, first stop Drogheda then as normal on to Dublin. Same in the opposite direction in the evening. It would require certifying the line for passenger service, a longer platform in Navan and a new platform in Drogheda (already planned). This would be possible without putting further pressure on the Northern line in to Connolly as no new trains would be required. It would not be instead of the much needed new line to Navan, but would provide an interim service and in time would become an established east-west service . Like everything, it would require political will.

Great production Patrick. Very professional and shows your layout and the locomotives to their very best. I assume you played the background music.

You could try Rennick's Modeltune in Portadown. They have paints and other model making material along with a very limited model railway range. Nothing as good as Marks Models or Modellers Corner in Enniskillen.

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.