Irish Railway Record Society

Journal 172 - Infrastructure

DART UNDERGROUND

In May, CIÉ sought “prequalification submissions from interested candidates” for the provision of the DART Underground. CIÉ “intends to award the successful tenderer ("PPPCo") a single Design, Build, Finance and Maintain contract (the "DBFM Contract") with PPPCo to be remunerated predominantly through availability payments. It is anticipated that the DBFM Contract will have a duration of between 25 and 30 years, following the completion and bringing into use of the DART Underground infrastructure.”

“The scope of the DBFM Contract may include the following and related elements:

·  civil engineering and associated design and construction services, including: tunnelling; construction of embankment, elevated sections, track-bed and track laying; signalling, control and communications systems and other mechanical and electrical works including overhead traction power supply; construction of underground and over-ground stations and associated structures; construction of related service facilities, including depots, maintenance facilities and control rooms; and construction of car-parks

“Note that independently of the DART Underground Project, IÉ will be responsible for the procurement and maintenance of any rolling stock required for the operation of train services on DART Underground and the wider DART network and its drivers will operate the rolling stock and its signallers will control the trains. Note also that CIÉ will be responsible for obtaining the Railway Order and the acquisition of permanent land required for the project.”

IÉ commissioned UK consultants Colin Buchanan to provide a cost benefit analysis of the proposed Dart Underground. They found that it would return benefits about 2.5 times greater than its cost.

In March, it was reported that IÉ were deferring submission of the application for a Railway Order for DART Underground from March until late June in order to respond to issues raised by An Bord Pleanála at preplanning meetings. Issues related to the detailed design and alignment of the route.

Earlier this year CIÉ advised the NTA that the project completion date would be delayed from 2015 to 2018 due to “a longer than expected planning and design process.” The Minister for Transport only heard of this delay on Wednesday 5 May. He told the Dáil “I became aware of this statement around lunchtime ... Although I met the board of CIÉ earlier this morning, this was not mentioned to me. I am unaware of any change the company has proposed on this matter. If it has decided off its own bat to re-order government priorities, it will be hearing from me.” Until recently, CIÉ reported to the Department of Transport on a monthly basis but now reports to the NTA. CIÉ said “Obviously there was a breakdown in communication along the way, which we regret, but we reported within the system that had been set up for us.”

CLONSILLA-NAVAN

Clonsilla-Pace Work on installing track took place in the early part of the year. All materials except rails were delivered by road. On 16 February, tamper 741 was packing track between Clonsilla and Hansfield. On Wednesday 24 February, 077 arrived in Dunboyne at 10:45 with the Long Welded Rail (LWR) train to drop rails between Dunboyne and Pace. This was the first train in Dunboyne for 47 years, causing quite a stir with the local population. It had earlier run round in Clonsilla and propelled towards Dunboyne. The empty train departed Dunboyne for Portlaoise at 13:00. At this time track was only installed on the down line through Dunboyne. The up line was laid to Pace in the following week.

On Wednesday 3 March, points and crossing tamper 751, was packing a newly installed crossover just to the south of Pace station. On Saturday 6 March, tampers 741 and 751 were noted between the Royal Canal Bridge and Hansfield. On Wednesday 10 March, 087 worked the final LWR train to the Dunboyne branch dropping the last of the welded rails at Pace station and the siding beyond it at the Navan end. Next day, 087 worked the empty LWR train back to Portlaoise. A total of four LWR trains visited the branch, two in December 2009 and the two noted above.

Track work had been substantially completed by March, except for the second turnout at Clonsilla. This will be installed before the new signalling is commissioned. Clonsilla-Dunboyne-Pace is expected to re-open for traffic in the autumn.

Pace-Navan In March, IÉ said work would start on preparing for a Railway Order for the Pace-Navan section following allocation of €15.5m in funding. IÉ said that the Railway Order would be made by mid-2011 with the line scheduled for completion in 2015, subject to the phasing of funding.

WESTERN RAIL CORRIDOR (WRC)

Ennis-Athenry In late February, driver training was interrupted for a period after damage was discovered to the Upper Fergus Bridge, north of Ennis. Further work continued on the line. UB153 at Craughwell was stitched and pointed. On 13/14 March, culverts UB97a, 101b and 105 were renewed. Crew training continued throughout February and March. On Friday 4 February, 147+162 and 2701/02 were used between Ennis and Athenry. In March, training included operating to the timetable schedules. These proved very generous with trains ‘waiting for time’.

On Monday 29 March, the line was officially re-opened to passenger services. A special train consisting of 2709/2710 + 2708/2707 operated from Limerick to Galway at 10:30 with the Minister for Transport, four other Government Ministers, eight Mayors, politicians, railway officials and guests. It stopped at all stations en route where large crowds welcomed the re-opening of the line. It returned to Limerick at 15:45. A special train, 3-car 22012, operated at 16:05 from Galway to Dublin Heuston to return guests to Dublin.

The Minister for Transport said: "I believe this Western Corridor is particularly important as it connects the two gateways of Limerick and Galway with the hub of Ennis. Long-term strategic planning is even more important today to ensure that we learn from the lessons of the past. The next step will be for Iarnród Éireann to undertake a detailed evaluation of phases two and three with a view to arriving at precise costs to undertake the works. I know there have been calls for work on these phases to commence immediately. However, we all have to face the reality that the current funding environment is very difficult and it will not be possible to progress all projects in Transport 21 in accordance with the ambitious timescale envisaged at its launch."

There was some criticism of the slow journey time, which is about 30 minutes slower that the existing road and will be even slower when a new motorway opens. The fastest journey time of 58 minutes between Ennis and Athenry compares with 55 minutes in 1963 on jointed track. The line speed is 60-mph, but there are numerable speed restrictions associated with sighting for unattended level crossings. There were 143 crossings, but 102 have been closed with 14 more planned by end of year.

The project represents an investment of €106m, covering new track, bridges (over 100 repaired and improved), signals, level crossings and stations at Sixmilebridge, Gort, Ardrahan and Craughwell. Gort has two 90m long platforms connected by a wheelchair accessible footbridge, while the other stations each have a single 90m platform. All the stations are equipped with ticket vending machines, CCTV and car parking. There was an indication of the possible provision of stations at Oranmore and Crusheen at the re-opening ceremony.

Timetabled services began next day, with 5 trains each way per weekday and four on a Sunday. Early indications were that traffic was good and the two-car 2700-class was inadequate on many occasions and had to be replaced by a four-car set. The 09:35 Limerick-Galway and 17:25 Galway–Limerick are particularly good loaders. On Tuesday 6 April, there were more than 230 passengers departing Galway on the 17:25 Galway-Limerick. On Thursday 22 April, there were 107 passengers departing Galway in the two-car set on the 17:25 Galway-Limerick. On Saturday, 24 April there were approximately 165 passengers on the four-car 17:25 Galway-Limerick departing Galway, with about 120 continuing onwards from Athenry. This was much more than on the 15:30 Dublin-Galway, which arrived into Athenry shortly afterwards.

On 30 April, IÉ issued a statement “The first month’s operations have exceeded expectations, with significant demand experienced from day one. The 16,000 passenger journeys recorded are on top of the existing 14,400 monthly journeys on the Limerick-Ennis service, meaning the through route has seen over 30,000 passenger journeys in its first month... This is a strong and encouraging start for this new service. While the initial interest was a great start, we are now seeing daily demand being sustained. There is little doubt that as summer approaches, new demand – in the form of domestic and overseas tourists – will also see new rail customers taking to the line. It is clear that the support which existed from the community for this line to reopen is translating into passenger demand.”

Limerick-Ennis Dr Martin Mansergh, Minister of State at the Department of Finance with special responsibility for the Office of Public Works, advised that the OPW's environmental consultants for the Ennis Flood Relief Scheme were requested to submit a proposal for a flood study of the area at Ballycar. The Minister said that “A proposal and quotation to undertake a flood alleviation study of the flooding at Ballycar was subsequently received from the consultants and that the OPW have referred the consultant's study proposals to IÉ for their consideration”.

IÉ subsequently told Clare County Council that funding had been made available by the Department of Transport for a study to see if flooding can be prevented at Ballycar, but that cost will be a considerable factor in any decision on what will be done.

Future In April IÉ released a press statement “Further investment is planned for the Western Rail Corridor, including:

IÉ also said “A local developer is prepared to make some land available for a station and car park [at Crusheen], and Clare County Council has agreed to cooperate with the scheme. The Department of Community, Rural and Gaeltacht Affairs have indicated that they may provide CLÁR funding for the station and IÉ has submitted a formal application for the funding this year".

Copyright © 2010 by Irish Railway Record Society Ltd.
Revised: August 28, 2010 .