Irish Railway Record Society
Journal 171 Operations
18 September This
was the last week of Mk III working on the 16.15 Dublin-Ballina, 216 + EGV + 6
20 September Final
regular scheduled passenger train Mk III workings took place. The 15:30
Westport-Dublin was worked by 216 + 6 Mk III + EGV. The set consisted of 7115 +
7143 + 7144 + 7157 + 7407 + 7168 + 7607. Later, 207 + EGV + 7 Mk III worked a
20:20 Dublin Heuston - Cork GAA special. The set consisted of 7614 + 7171 + 7404
+ 7103 + 7120 + 7140 + 7149 + 7132.
21 September The
last Mk III working was a 13:45 Dublin Heuston-Cork relief consisting of 219 +
EGV + 5 Mk III. The set consisted of 7602 + 7168 + 7407 + 7157 + 7144 + 7143 +
7115. The train returned empty to Dublin from Cork.
25 September The
first day of ICR operation of the 16:15 Dublin Heuston-Ballina was far from
satisfactory, with passengers left behind in Dublin and many standing as the 190
seat capacity of the 3-car ICR (22017) was a big reduction from the 460 seats of
the Mk III set the previous week. Passengers also had to change to a 2600-class
railcar in Manulla Junction and the ICR worked empty to Westport. This was
because ICRs had not yet been cleared for passenger operation Manulla-Ballina.
Over-crowding also featured the following Friday when 3-car set 22021 worked the
16:15 Dublin-Manulla Junction. Passengers transferred to the 2600-class to
Ballina, and the ICR worked empty to Westport.
were subsequently altered and the 16:15 was diverted to Westport with a
connection at Manulla for Ballina. It also became a 2 x 3-car train.
26 September The
IRRS Cork-Midleton special was worked by 2703/04.
28 September ICRs
now work Dublin-Cork services when Mk IV sets are unavailable. Usually a
first-class 6-car set is provided but on occasion standard-class only sets are
used. On this day the busy 16:00 Dublin-Cork was a 3-car ICR, which had no
first-class or dining car.
11 October The
07:00 Waterford-Claremorris and 17:35 return Knock special was worked by 22040.
4 November 8208
+ 8 Mk IV worked the 18:05 Dublin Heuston-Portlaoise in place of the regular
16 November An
8-car 8100-class (LHB) DART operated for the first time in several months, most
sets being 6-car. It was formed 8120 + 8132 + 8129 + 8105. 8-car sets became a
regular feature of the new timetable.
4 December 3-car
ICR 22016 worked the 11:30 Cork-Dublin and was severely overcrowded, as was the
3-car set working the 11:00 Galway-Dublin. 3-car set 22001 working the 13:15
Westport-Dublin was reported to have had over 60 passengers standing by
Castlerea. The 12:30 Dublin-Westport merited 2 x 3-car ICRs.
28 December Replacement
of what used to be a 460 seat Mk III by a 190 seat 3-car ICR caused overcrowding
on the 13:15 Westport-Dublin. ICR 22015 had standing room only after Castlebar,
the first stop en route. Ballina branch set 2709+2710 worked a relief to Athlone
and this also had standing room only at Roscommon. Next day, 3-car 22026 on the
07:50 Rosslare Europort-Dublin had standing room only from Gorey.
for period 12 (2 Nov - 29 Nov) to within 10 minutes of schedule were: Rosslare
and Limerick 72.6%.
DART within 5 minutes of schedule was 95.23%.
Cement IÉ has ceased to carry any cement by rail with all now being moved by road. After over forty-five years, the last bulk cement train operated on Thursday 17 December. It was composed of 073 + 1 empty timber wagon + 10 empty cement wagons and ran 11:30 Waterford-Limerick. The last laden cement, 084 + 9 laden cement wagons + 2 empty timber wagons, worked 08:30 Limerick-Waterford on Thursday 10 December.
At its peak there were bulk cement depots in Cabra, Belfast, Cork, Sligo, Athenry, Waterford, Tullamore and in Athy for Tegral. In addition bulk cement wagons also operated to Rosslare and Portlaoise for direct delivery. Trains ran from Limerick and Drogheda factories.
Shale IÉ has also ceased hauling shale (large boulders) from Kilmastulla near Birdhill to Limerick cement factory. The last train operated on 18 December and was hauled by 171. This bulk traffic was transported by rail as a requirement of planning permission for the quarry in Kilmastulla. It now goes by road. Reports indicated that shale was once a very profitable traffic for IÉ as all handling was done by others.
November, there was a trial loading of cut logs (timber) onto a 45' ISO open
container in Ballina. This was with the aim of transporting timber to Waterford
on the DFDS liner. However, with issues regarding suitability of the container
and costs, the trial did not proceed and the container was unloaded. The
container ran to Waterford on Friday 11 December. One end of the container would
have to be modified before it could be used.
the withdrawal of cement and shale trains and the reduction in timber traffic
this now leaves the following freight trains:
Mines – 3 trains per day Navan-Dublin
– 2 trains per week Dublin-Ballina
– 3 trains per week Waterford-Ballina
– 2 trains per week Ballina-Waterford
fleet of Container Pocket Wagons (CPW) has been overhauled in Limerick in
advance of their deployment on the IWT Dublin-Ballina container train. They will
carry 9’ 6” containers and have been cleared to operate between
Portarlington and Ballina. The line between Kildare and North Wall has not been
cleared for 9’ 6” containers on standard bogie wagons, although they have
been carried on this route in the past.
AND DEPARTMENTAL OPERATIONS
days of operation and timings of the IWT Dublin-Ballina container train (liner)
from the November timetable are:
& Thur :Ballina 09:25 – North
& Fri : North Wall 10:55 – Ballina 16:57
3 September 171
+ 177 (dead) worked 1 wheel-carrier Limerick-Inchicore; 171 then worked 1 Tara
wagon + 1 wheel-carrier Inchicore-Limerick. 087 + 18 laden wagons worked the
10:55 Dublin-Ballina IWT liner; 085 + 18 empty Barytes (spoil) passed Sallins at
11:30 working Portarlington-North Wall.
7 September 076
+ 18 wagons (9 tanks + 9 MSC containers) worked the Ballina-Dublin IWT train
passing Hazelhatch at 12:10.
8 September 074
+ 9 cement + 3 timber wagons at the rear from Limerick Wagon Works worked
Limerick-Waterford, crossing the 12:30 Waterford-Limerick Junction and being
overtaken by 15:46 Limerick Junction-Waterford in Tipperary.
22 September 080
+ 18 bogies (13 full of which 10 were MSC containers) worked the Dublin-Ballina
IWT liner, passing Clondalkin at 12:25. 073 worked an LWR train
30 September 080
+ 18 bogies worked the Ballina-Dublin IWT liner, passing Glasnevin Junction at
079 worked Limerick-Waterford with 8 cement + 4 timber wagons.
6 October 078
+ 8 wagons worked an empty Waterford-Limerick cement; 082 + 18 laden wagons
worked the Waterford-Ballina DFDS liner, while 081 + 18 bogies worked the
7 October 075
worked 2 bogie wagons of DART bogies from Inchicore to Fairview. Later, 073 + 18
barytes (9 laden with ballast + 9 laden with spoil) worked North
14 October 075
+ 4 bogies worked a train with new points from Portlaoise to the Boston Sidings
at Pearse. It returned to Portlaoise at 12:50 next day.
16 October 081
+ 18 laden wagons worked the Dublin-Ballina IWT liner.
17 October 084
passed Drumcondra at 09:40 with a laden ballast train from North Wall. It
returned empty passing Adamstown up road at 11:45.
20 October 076
+ 18 bogies departed North Wall at 10:45 with IWT liner for Ballina.
21 October 082
+ 9 laden cement + 3 empty timber from Limerick Wagon Works worked 10:15
22 October 081
+ 18 empty Barytes + 1 track panel passed Inchicore at 14:35 heading to North
Wall. 076 worked the Ballina-North Wall IWT liner, switching locomotives at
Inchicore with 071.
23 October 071
+ 18 bogies passed Islandbridge at 10:47 with the Dublin-Ballina IWT liner. 152
worked one Shale round trip.
30 October 075
+ 18 bogies passed Drumcondra at 10:50 with the Dublin-Ballina IWT liner. 080
passed Clonsilla at 15:15 with an empty LWR train heading towards North Wall,
having dropped off rails at the Shannon Bridge at Drumsna.
3 November 075
worked a laden Barytes (spoil) North Wall-Portarlington. 080 was seen passing
Stacumny Bridge at 14:50 with an empty LWR train, which worked from Drumsna the
previous Friday. 086
+ 18 bogies worked the 10:55 Dublin-Ballina IWT liner.
5 November 084
worked a ballast train North Wall-Portarlington. 082 + 18 laden bogies worked
the 10:20 Ballina-North Wall IWT liner, passing Cabra at 15:55.
6 November 075
+ 18 bogies worked the 10:55 Dublin-Ballina IWT liner. 078 worked 2 bogies of
wheels + 1 Tara 06:00 Limerick-Inchicore. 077 worked 1 wheel-carrier 10:05
Inchicore-Limerick. 144 + 2
DART bogie carriers + 1 bogie flat ran North Wall-Inchicore, returning with
1 Tara wagon and passing Glasnevin at 13:10.
11 November 082
worked a DART transfer Connolly-Inchicore with sets 8118 + 8106. It returned
13:05 Inchicore-Fairview with sets 8105 + 8124.
12 November 081
+ 8 bogies of concrete track panels worked Portlaoise-Platin, passing Drumcondra
at 14:25. It stabled in North Wall overnight, departing at 09:00 next morning to
test the re-built Malahide viaduct. 177 was working hard past Inchicore at 11:45
with 11 ballast hoppers and 2 plough vans heading west. It had been the
Inchicore-Heuston staff ‘taxi’ in preceding days. 084
+ 12 bogies worked the 16:40 Westport-Waterford laden timber.
13 November 175
+ 2 CPWs (container pocket wagons) arrived in North Wall at 11:00 for a trial on
for the IWT liner.
16 November 081
worked an empty panel train Platin-Portlaoise, passing Islandbridge at 09:55.
18 November 177+175
worked a laden ballast train North Wall-Portarlington.
20 November 079
+ 18 laden bogies worked the 10:55 Dublin-Ballina IWT liner. 077
+ 18 bogies worked the 07:55 Waterford-Ballina DFDS liner. 084 + 18 (17 full)
worked the 08:15 Ballina-Waterford DFDS liner (Crossed at Portarlington with
worked an empty ballast train Portarlington-North Wall, passing Glasnevin at
24 November 079
+ 10 containers + 8 DANA tanks worked the 10:55 Dublin-Ballina IWT liner. 072
passed Donabate at 13:50 hauling a failed Enterprise
(9004 / 8208). The failure was near Newry and 072 hauled the failed set back to
Newry where the passengers were put on a bus.
26 November 177+175
worked a ballast train North Wall-Portarlington. To free up space in Dundalk,
075 + 18 LK bogie container wagons worked Dundalk-North Wall for storage. 152
+ 2 LX bogie wagons worked 07:00 Waterford-Tipperary and 086 + 2 LX
Limerick-Tipperary. Locomotives were swapped over and each returned with 2
+ 10 cement wagons + 1 empty timber wagon worked 10:15 Limerick-Waterford.
30 November The
first Tara Mines ore train since the Malahide viaduct collapse in August, 072
with 12 bogies, arrived at the Alexandra Rd terminal. A Tara spokesman told The Meath Chronicle that the company was delighted the rail service
was up and running again as, logistically, the loading and unloading process was
better when using trains.
+ 3 empty timber + 10 empty cement operated 07:00 Waterford-Limerick.
1 December 084
+ 18 wagons (8 containers + 20 empty tanks - 2 to each bogie) worked a DFDS
3 December 081
+ 1 rail wagon worked North Wall-Limerick Wagon Works, passing Islandbridge at
10:35. 177+175 departed Heuston Goods south with a laden ballast after having
been stored there since the previous day due to signal problems at Sallins.
4 December 073
+ 8 DANA tanks + 10 containers worked the 10:55 North Wall-Ballina IWT liner. 144
hauled tamper No. 751 Kildare-Portlaoise Traincare Depot at 11:40.
8 December 081
passed Cherry Orchard at 12:00 with a laden LWR train for the Navan branch. 079
+ 18 bogies passed Cherry Orchard at 12:15 with the North Wall-Ballina IWT
10 December 084 + 9 cement + 2 empty timber worked 08:30
11 December 072
+ 18 bogies worked the 10:55 Dublin-Ballina liner. 081 + 11 bogies passed Cabra
at 14:45 with Donelli re-lay gantry (No. 778) train for the Navan branch. It
returned to Portlaoise on Monday.
15 December 144+152
shunted the IWT liner at North Wall. 072 later worked it to Ballina.
22 December 081
passed Islandbridge at 11:55 with a fully laden Barytes (spoil) train working
North Wall-Portarlington. 081 made another visit to the Dunboyne branch with the
LWR train to drop rails on the Dunboyne side of Hansfield. Next day it worked
09:15 empty North Wall-Portlaoise.
rain throughout November resulted in significant flooding at various locations
throughout the country, initially in the south and west but later spreading to
the River Shannon catchment. All forms of transport experienced severe
difficulties with, for example, the city of Galway completely cut-off for a
period except for a train to Athenry. Many areas experienced the highest levels
of flooding in living memory.
operations first experienced difficulties after a minor landslip between Arklow
and Gorey on Saturday 14 November, followed by concerns over the stability of an
embankment just north of Inch, about 3 miles south of
11:35 Connolly-Gorey operated to Arklow, with bus transfer Arklow-Gorey,
although the 13:05 Connolly-Rosslare Europort ran through before the line
Monday 16 November, the 04:10 Connolly-Arklow empty railcar, 4-car set 29026,
ran into a large landslip of mud and a tree immediately south of Wicklow
station. The leading vehicle 29426 was de-railed, but remained upright and the
driver was not hurt. One unfortunate consequence was that passengers in Rathdrum
were left isolated and uninformed that morning as there is no remote public
address system or staff at that station. The Wicklow-Gorey section remained
closed until the morning of Sunday 22 November. With the Arklow-Gorey section
was still closed, 4-car set 29024 provided services between Rosslare and Gorey
until Saturday 21 November when it was exchanged for set 29019 from Drogheda
depot. Both ran empty via the South Wexford line, Waterford and Carlow, with
29024 stabling in Waterford over the Saturday night.
Monday 16 November, DART services were cancelled for a period between Dún
Laoghaire and Bray due to flooding at Sandycove.
line was closed between Carrick-on-Shannon and Longford due to flooding
and remained closed until 11 December. ICRs 22007 and 22018 were trapped in Sligo and provided
19 November brought very heavy rain on top of badly waterlogged ground. The
River Lee experienced flows of over 900 tonnes/second – the equivalent of a
Tara Mines train each second – instead of the usual 70 – 90 tonnes/second
flows. The Limerick-Ennis line was closed from 12:30 to 17:00 due to a landslip.
Railcars 2751+2753 were trapped in Ennis
for several hours as a result. The line was closed again from 06:30 the
following morning due to flooding and remained closed until 17:00 on Sunday
22th. A landslip closed the line at lunchtime next day. It re-opened for a short
period on Tuesday 24th before closing due to flooding. There was flooding in
Ennis station, which IÉ said was the first time this ever occurred. Several new
point motors had to be replaced due to water damage.
on the 19th, full services operated on the Dublin-Cork/Limerick
with delays due to precautionary
speed restrictions as a result of the flooding.
Dublin suburban and DART services also experienced delays. The Athlone-Galway
closed after the
passage of the 11:10 Dublin-Galway due to flooding between Ballinasloe and
Substitute bus services also had to cancelled, as roads were impassable due to
flooding. 3-car ICR 22012 operated Galway-Athenry and this was the only
transport in operation out of Athenry that evening.
Friday 20 November, 22012 operated 07:15 Galway-Athenry and
08:00 Athenry-Galway. Galway-Athlone re-opened at 14:45, but was closed between Athlone and Ballinasloe next day at 16:00. The
River Suck broke its banks east of Ballinasloe station and the only way to
access the station was by boat! Trains operated between Galway and Athenry/Woodlawn. The
line re-opened at 16:30 on Monday 23 November. The
15:05 Galway-Dublin started in Athlone and was delayed awaiting bus transfers
from Galway. However, due to flooded access roads, trains did not initially
serve Ballinasloe station. The station re-opened next day but could only be
reached by army lorries.
Monday 23 November, DART services between Dún Laoghaire and Bray were suspended
from 19:00 to allow for remedial works to take place on a retaining wall
adjacent to the line south of Dalkey. As a result of the line closure 3-car ICR
22013 stabled overnight in Greystones, with a 2900–class and a 4-car
2800-class stabling in Arklow. The Arklow-Gorey section finally re-opened on the
morning of Friday 27 November.
Thursday 26 November, gauges in Athlone showed River Shannon levels at 39.2m,
500mm higher than the previous record. Lough Ree was almost 400mm above its
record height at 39.5m. Gauges on Lough Allen were also reported at 4.28m, 300mm
above the record from 2000, which saw the biggest flood in 40 years. Waterways
Ireland said ‘We are now exceeding all known records’. Next day, this
resulted in closure of the Athlone-Roscommon section due to water above rail
level at MP82 near Kiltoom. Substitute buses were provided and the IWT and DFDS
container trains were cancelled. The 16:40 Westport-Waterford laden timber ran
only as far as Claremorris, where it terminated and was shunted to platform 3.
The Longford-Carrick-on-Shannon and Limerick-Ennis sections were also still
closed at this time.
main N18 Galway-Limerick road at Kiltartan was under 3m of water and the newly
completed WRC was flooded between Kiltartan and Castletown level crossings. IÉ
announced that these floods caused the suspension of driver training and
consequently the opening of the line.
Athlone-Roscommon section re-opened on Monday 30 November after 073 operated
light engine Athlone-Knockcroghery-Athlone to clear the line. From 1 December,
bus transfers operated between Dromod and Sligo and this continued until Friday
11 December when the line re-opened.
Wednesday 2 December, flooding affected axle counter equipment at Sallins on the
Dublin-Cork line and as water levels rose the disruption got worse. Delays
increased from 30 to 90 minutes to some of the evening peak commuter services.
water levels slowly receded in the Shannon catchment area in mid-December the
level rose in the Ballycar area of the Limerick-Ennis line where traditional
flooding occurs. Flooding is due to a blockage where water from a lake passes
underground into a river. The line remained closed, with estimates of a February
re-opening being mooted. Services were suspended for 50 days in February and
March 2008 after the same section of the line was flooded and this cost IÉ over
hiring substitute buses. By Christmas, the Limerick-Ennis section was still
flooded, with water 10” above rail at Ardsollas and 17” above rail at
Ballycar. However, levels had stopped rising.
at Kiltartan was still approximately 15” (375mm) above rail level by Christmas
and signalling equipment had suffered damage. In December, ballast was deposited
by train at MP82 at Kiltoom in order to raise the level of the line above flood
levels. On Thursday 17 December, 146 hauled a ballast train from Roscommon to
Kiltoom. It then ran to Athlone Midland and back to Ballyhaunis for re-loading.
also affected Bord na Mona operations near the River Shannon. Lough Ree and West
Offaly Generating Stations had to reduce output and this continued well into
December as BnM was unable to lay its ‘temporary’ track panels to access
peat stockpiles on the bog. Later, in January when flooding had subsided road
transport of peat to railheads for onwards rail transport to the generating
stations was badly disrupted by snow and station output remained reduced.
at Hazelhatch delayed services on Thursday 31 December as a 5-mph speed limit
was in place through the station. Snow and freezing conditions on 1 January
resulted in severe disruption to transport services in the morning. Dublin
airport was closed, Dublin Bus cancelled all services, as did Bus Éireann out
of Dublin for a period. Most rail services were unaffected but there was some
delay to trains in the Connolly and Pearse areas due to points failures, with a
1 hour delay to the 09:05 Dublin-Sligo. Trains continued to operate throughout
the day while road transport was severely curtailed and motorists were advised
not to travel.
and air travel continued to be badly disrupted daily in early January due to ice
and snow, but rail services continued to operate when other modes had ceased.
Dublin Bus and Bus Éireann services were subject to many cancellations,
including complete withdrawal of all buses in Dublin on several occasions. Snow
and ice affected all parts of the country and road travel was discouraged. For
example, the Bus Éireann 06:30 Rosslare-Dublin bus ran to Wexford only, with
passengers transferring to trains. Other road journeys examples included 5 hours
from Dublin city to Portmarnock instead of 20 minutes by train and 8 hours
Dublin-Portlaoise instead of 1 hour by train. As a result trains were well
filled. On Tuesday 5 January, the 15:35 Dublin-Newbridge, 3-car ICR 22024, left
many passengers behind in Heuston.
suburban and DART services were also in demand. On Wednesday 6 January IÉ said
that ‘rush hour levels of demand have been experienced since 15:00 this
afternoon’. The 16:30 Connolly–Wexford, 4-car 29010, experienced engine
difficulty in Sydney Parade and caused delays. It was terminated and ran empty
to Dún Laoghaire. At this time all Dublin Buses had been cancelled.
dedication during the prolonged period of bad weather was also very notable. One
DART driver who had to walk 7 miles in the snow at 06:00 to work said "If
I don't go in to work, 500 or 600 people would be stuck and the knock-on effect
would just be terrible. People depend on me". Measures taken by IÉ to
ensure trains ran reliably included deployment of PW staff to keep points clear,
keeping level crossings such as Clonsilla which is next to a humpback bridge
clear and extra staff selling tickets in Dublin stations when buses were
cancelled. Docklands station was closed from Wednesday 6 until Monday 11 January
so that the points at Glasnevin Junction could be left set for the Connolly
route and all Dockland trains ran to/from Connolly. However, there were some
cancellations and failures, particularly on the Longford-Maynooth-Dublin route,
due to weather reasons.
On Wednesday 6 January, the 07:10 Dublin Heuston-Waterford was declared a
failure on arrival in Waterford as it was operating on one engine out of three
and there was no train heating. Its return working was a 2-car 2700-class to
Kilkenny where 09:10 ex-Heuston split, with one set returning to Dublin. Later,
the 2700-class operated empty back to Waterford. On Sunday 10 January, the 13:45
Tralee-Dublin was delayed by over 1 hour as points had to be cleared following
heavy snowfall. At this time Bus Éireann had cancelled all Tralee-Cork and
Tralee-Limerick(-Dublin) buses and Cork airport was closed.
a precautionary measure to ensure reliability, IÉ temporarily suspended
‘splitting and joining trains during the day, as extreme cold conditions
outside of the depot environment can expose the control and mechanical systems
of train couplers to faults’. From Monday 11 until Thursday 14 January the
07:10 and 07:40 Waterford-Dublin were combined and operated to the latter
training resumed between Athenry and Ennis on Monday 18 January after water
levels had dropped at Kiltartan. Limerick-Ennis re-opened on Thursday 21
Copyright © 2010 by Irish
Railway Record Society Limited