Louth

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!

Is this a hint at a run of blue/maroon stock from IRM along with a Hunslet?

Same with me.

Thanks for putting up the information on the brake van. Lovely model and much appreciated advice. Kevin

It's even worse. An articulated truck causes the same damage as 130,000 cars (UK Campaign for Better Transport). This is rarely mentioned by transport economists and is not charged to the road transport sector. It is effectively subsidised by private car motor tax. Kevin

Marvellous video Patrick. It will be looked at by future generations of rail enthusiasts. With the new station NIR are putting Dublin to shame. I only hope that when people experience the new Grand Central Station they will ask why the government in the south aren't carrying out similar upgrades. Always the optimist!

Speaking of Howth, occasional freight ran to the Parsons factory up to the mid 1970s. Hard to imagine now but there was quite a mix of rolling stock on this branch up to that time, including pigeon trains to the siding at Sutton station. Then came DART!! Just in case anyone was thinking of modelling this branch. Kevin

Interesting letter in last Tuesday's Irish Times. It sums up the overall issues very well.

Excellent discussion on this topic. DoctorPan has summed up the issue very well in his Point 7 and also by Ironroad above. A spur from Clongriffin is not a simple solution and to be fully effective needs to be done in conjunction with other infrastructural upgrades as outlined by DoctorPan. But if carried out correctly it would benefit people travelling to the airport from most population centres on the island. I'm looking forward to being reincarnated in 100 years time (good comment above Ironroad). Whether we would have an Irish Rail connection to the airport by that time or Star Trek teleporting is an open question. Kevin

Yes on Flickr. Put in "Drogheda" on the search and the track diagram will come up along with many useful photos. I'm doing something similar to you with Castlebellingham. Unfortunately only the platforms remain but using photos and taking measurements of the station house in Dunleer I have a reasonably good representation under way. I remember the station well from my youth when trains were still stopping there, and like you it brings memories of my own father. I'm just finishing the Castlebellingham signal box at the moment. You are fortunate that most of Drogheda station is unchanged. You will get great satisfaction from constructing your project and even more by running your rolling stock. Keep us all up to date with your progress as there is huge interest and help out there. Kevin

You have probably seen this track plan on the IRRS website, but just in case... Another source for the original layout is the Ordinance Survey website OSI.ie

I wrote to the Department of Transport recently looking for clarification on their TEN-T policy in relation to Dublin Airport and Dublin Port. The main issue is the requirement under the EU TEN-T transport policy to connect Dublin Airport and the proposed Dublin Port south side terminal to the "long distance" rail network. Dublin Port are proposing a new road bridge linking the north and south terminals but no rail freight facility. The Department are to be complimented in taking the time to reply. However the response is not particularly positive (see below): Re: EU Trans-European Transport Network (TEN-T) Policy Dear Mr. Enright, I refer to your e-mail dated 3 February 2024 seeking clarification on a number of issues relating to implementation of EU transport policy. The Trans-European Transport Network (TEN-T) is a Europe-wide network of roads, rail lines, ports and airports. The network is made up of the ‘Comprehensive Network’ which is required to be completed by 2050. The ‘Core Network’, which is the most strategic part of the TEN-T network, is required to be completed by 2030. The TEN-T policy falls under the remit of the Department of Transport, and the actions which the Department undertakes as part of its role are set out below. Regarding your query on the appointment of a “Designated Authority”, such a designation is not an element of the TEN-T Regulation. However, Directive (EU) 2021/1187, which aims to streamline measures to advance the realisation of the TEN-T network and to clarify the procedural process for project promoters in respect of permit granting and public procurement, does provide for the designation by each Member State of a “Designated Authority”. The Department is currently progressing this designation process. To ensure that the TEN-T policy is implemented in Ireland, the Department of Transport are taking several actions to the implementation of the TEN-T policy. Some of these actions include: 1. Legislation and Regulation: The Department develops strategic plans and policies which align with the objectives of the TEN-T policy. This includes ensuring compliance with EU legislation related to transport infrastructure, services and safety standards. 2. Funding and stakeholder engagement: The Department of Transport collaborates with various stakeholders, including other Government agencies, local authorities, transport operators and potential applicants to maximise the contribution of funding under the Connecting Europe Facility (CEF) to supporting the development of transport infrastructure in Ireland. 3. Coordination: The Department of Transport works closely with the European Commission to provide input to the negotiations on the development of new EU transport legislation (including the recast TEN-T Regulation) and to ensure Ireland is meeting its obligations under same. With regard to the Dublin Port 3FM Project, Dublin Port Company (DPC) is now at the pre-planning consultation stage on its third and final Masterplan (3FM) project, which primarily relates to developments on the south side of the port. This Strategic Infrastructure Development (SID) project will require planning permission from An Bord Pleanála, which is an independent process and does not involve input from the Department. A copy of Dublin Port’s report on the 3FM consultation is available at: 3FM Project - Dublin Port. In terms of the rail requirements of TEN-T, the current regulation states that “Maritime ports of the core network indicated in Part 2 of Annex II shall be connected with the railway and road and, where possible, inland waterway transport infrastructure of the trans-European transport network by 31 2 December 2030, except where physical constraints prevent such connection.” Dublin Port is connected to an operating rail line. While the Department is committed to promoting the development of rail freight, it’s important to note that the TEN-T stipulations relate to the port as a whole, as against rail connectivity to each aspect of the estate. This means that while rail freight is certainly a priority, the broader considerations of the port’s overall efficiency, accessibility and intermodal connectivity must also be taken into account. The EU Commission published its proposal for a revised Trans-European Transport Network (TENT) Regulation in December 2021. The main aims of the revision are to align the development of the TEN-T network with EU climate goals, to better integrate different modes of transport and urban nodes and to increase the resilience of the network. On 18 December 2023, negotiators from the Council and the Parliament reached a provisional final agreement on the text of the regulation and the network maps set out therein. The text of this provisional agreement will now undergo some technical work before it can be finalised and put forward for adoption. Member States and MEPs will then review this finalised text and will be asked to formally approve its adoption as the revised TEN-T Regulation. In relation to Dublin Airport’s plans, the Department has not lodged an objection to the Infrastructure Application as increasing the capacity of Dublin airport is in line with the National Aviation Policy, which recognises the strategic importance of Dublin Airport in meeting national social and economic policy goals and includes a specific objective of developing Dublin Airport as a hub airport with the necessary capacity to connect key existing and emerging global markets. Any proposed developments at Dublin Airport must safeguard the future development of MetroLink. MetroLink will be a transformative high-capacity public transport system, capable of carrying up to 20,000 passengers per hour in each direction, in line with DAA’s growth targets. A Railway Order for MetroLink has been lodged with An Bord Pleanála and is awaiting a decision. In addition to plans for Metro, the All-Island Strategic Rail Review, which is being undertaken by the Department of Transport in cooperation with the Department for Infrastructure, Northern Ireland, is considering rail connectivity to our international gateways. The draft rail review currently lists the spur from Clongriffin to Dublin Airport as a long-term intervention that should be delivered between 2040 & 2050. Work on the Review is now at an advanced stage and a draft report was published for a Strategic Environmental Assessment public consultation last July. The public consultation phase of the SEA process concluded on 29 September and submissions are now under review by officials from both jurisdictions. It is expected that a final report will be submitted for Ministerial approval in both jurisdictions and ultimately for approval of the Government. It is envisaged that a final report will be published by summer. The Department also continues to invest in other sustainable modes of transport options to and from the airport. Yours sincerely, Secretary General

The proposed Metrolink will go from Charlemont (Ranelagh) to Swords with connections to the Irish Rail system at Tara Street and Glasnevin only (not Connolly or Heuston). It will be built to a different gauge to Irish Rail so integration can never be achieved. Consequently rail travellers from most parts of the country will face a convoluted journey getting to the airport. For example, those on the northern line will in effect pass close to the airport travelling into Dublin, transfer to the metro at Tara St and then have to go all the way back north on the metro. At the Bord Pleanala hearing, Duncan Stewart advocated an extension of the DART to the airport as the best solution. This has recently been recommended by Jim Meade of Irish Rail who said it could be completed in 5 years. In the 1970s, CIE proposed a branch off the Belfast line running through Swords and the airport, then into Dublin. If the planners had made provision for this even 10-15 years ago in land-use planning, it could have been built for a fraction of the cost of Metrolink. Ireland seems to adopt very expensive infrastructure projects that are badly thought through and offer poor value for money (the Children's Hospital comes to mind). Sometimes we get what we deserve and only have ourselves to blame!

When I heard of Irish government investment in cross-border infrastructure, I really expected a major upgrade of the Dublin-Belfast rail line. €50 mil for Casement Park and a paltry €12.5 mil for the rail service, not to mention the €600 mil for the A5 road. Metrolink will cost €9.5 billion with a connection to the Irish Rail system at Tara St and Drumcondra only. No joined-up thinking there. It all just doesn't make sense.