Time for Government to take a grip on Navan Railway

Lord Glentoran

From the IRRS Journal June 1981:

During a visit to Inchicore Works on 24 April, the Transport Minister made a surprising announcement - that the board of CIE had decided to institute commuter services on the existing ex-MGWR Galway line as far as Maynooth, serving Blanchardstown, Clonsilla, Lucan, and Leixlip...

In reality, the CIE board were instructed to do this.

If they weren’t, chances are there would be no DART+ as there would be no service to put it on.

If Navan residents are to wait for the NTA to condescend to give them a railway service they will be waiting in a decade’s time, as it has clearly expressed its preference for buses taking endless and unpredictable times to travel between Navan and Dublin.

It is time for Government to govern, and to reinstate passenger services on Navan-Drogheda to give a connection to Dublin and Belfast trains, and to extend the M3 Parkway line to Navan. Enough is enough.

loyatemu

Lord Glentoran wrote: »

From the IRRS Journal June 1981:



In reality, the CIE board were instructed to do this.

If they weren’t, chances are there would be no DART+ as there would be no service to put it on.

If Navan residents are to wait for the NTA to condescend to give them a railway service they will be waiting in a decade’s time, as it has clearly expressed its preference for buses taking endless and unpredictable times to travel between Navan and Dublin.

It is time for Government to govern, and to reinstate passenger services on Navan-Drogheda to give a connection to Dublin and Belfast trains, and to extend the M3 Parkway line to Navan. Enough is enough.

is there a local campaign group?

Lord Glentoran

loyatemu wrote: »

is there a local campaign group?

There was - Meath On Track. No idea if they are still active but according to one of my friends in Meath East it was a live issue at the GE, with a lot of cynicism about the 2010 era “Dempsey Delivers” campaign by FF...

Lord Glentoran

“2015 is too long to wait” - Rail Users Ireland on the Navan line.

http://www.railusers.ie/campaigns/navan/

is_that_so

Lord Glentoran wrote: »

“2015 is too long to wait” - Rail Users Ireland on the Navan line.

http://www.railusers.ie/campaigns/navan/

Isn't/Wasn't there a proposal to extend from the M3 Parkway station by 2030 or something? You need to get onto Eamonn and ask him!

Muahahaha

It didnt get done during the Celtic Tiger when Navan based Noel Dempsey was Minister for Transport and there was money sloshing around. The Navan railway does need to be re-opened but Id say its a long way down a list after the Maynooth and Drogheda lines get electrified.

Pete_Cavan

There isn't even a line to reopen, large stretches of it have been subsumed into fields, converted to roads, had houses built on, etc.

GT89

There is a line already there all they have to do is build and open a station it is as much a no brainer as reopening the ppt to passenger trains.

Run hourly two car shuttle services between Drogheda and Navan to connect with Dublin services Drogheda and Navan are both big enough towns to justify a rail service and when the funding is in place a line direct to Dublin can be built.

CatInABox

GT89 wrote: »

There is a line already there all they have to do is build and open a station it is as much a no brainer as reopening the ppt to passenger trains.

Run hourly two car shuttle services between Drogheda and Navan to connect with Dublin services Drogheda and Navan are both big enough towns to justify a rail service and when the funding is in place a line direct to Dublin can be built.

Pretty pointless when the Northern Line trains stopping in Drogheda are already crammed, and there's no easy ability to add extra trains onto the northern line.

It has to be an extension to the M3 Parkway line, most likely a mix of old and new alignment.

lucernarian

CatInABox wrote: »

Pretty pointless when the Northern Line trains stopping in Drogheda are already crammed, and there's no easy ability to add extra trains onto the northern line.

It has to be an extension to the M3 Parkway line, most likely a mix of old and new alignment.

Navan to Drogheda journeys are a valid objective in their own right? What's your evidence to say this is pointless? There's already a fully functional railway with large portions of continuous welded track well able to take 70mph speed limits.

Also a lot to be said for going further from M3 parkway to Navan.

Pixel Eater

The Navan rail line has be promised/suggested for years. Has there been any basic work done on it, like a feasibility study or initial engineering assessment?

GT89

lucernarian wrote: »

Navan to Drogheda journeys are a valid objective in their own right? What's your evidence to say this is pointless? There's already a fully functional railway with large portions of continuous welded track well able to take 70mph speed limits.

Also a lot to be said for going further from M3 parkway to Navan.

Navan has 30k and Drogheda has 40k both large towns bound to some demand already an hourly BE service between the two. All it has to be is an hourly two car shuttle type service would probably see a greater demand than the WRC for example and potentially a similar patronage to the commuter lines around Cork if done right.

Might encourage people to live and work locally instead of commuting to Dublin also which would reduce pressure on commuter lines.

goingnowhere

Pixel Eater wrote: »

The Navan rail line has be promised/suggested for years. Has there been any basic work done on it, like a feasibility study or initial engineering assessment?

Full railway order was prepared

468 million was the 2004 quoted cost...

AngryLips

CatInABox wrote: »

Pretty pointless when the Northern Line trains stopping in Drogheda are already crammed, and there's no easy ability to add extra trains onto the northern line.

So Dart+ won't do anything for Drogheda?

lucernarian

GT89 wrote: »

Navan has 30k and Drogheda has 40k both large towns bound to some demand already an hourly BE service between the two. All it has to be is an hourly two car shuttle type service would probably see a greater demand than the WRC for example and potentially a similar patronage to the commuter lines around Cork if done right.

Might encourage people to live and work locally instead of commuting to Dublin also which would reduce pressure on commuter lines.

Finally some sense. I cannot get why this isn't more of a political priority than opening rail to Tuam. It would rejuvenate Duleek too which currently doesn't have a lot going for it to be honest. And it would put the pressure on reinstating the Navan-Dublin line if there is latent demand for rail service there.

Pete_Cavan

The old line to Navan is completely gone in a number of locations plus it doesn't serve any meaningful population until it gets to Navan, it's a none runner. Imo the only way to bring rail to Navan is with a new alignment, predominantly following the M3. Continue north from M3PW and cross to the other side of the motorway after the toll. Hug the motorway, deviating to create a station at Dunshaughlin before following the motorway again. Head North at J7, where a P&R is created, new station near Johnstown/Kentstown Road to serve all the houses on that side of Navan, and then join the Drogheda line into the town. 30km of track, three new stations, one major rail bridge over the motorway and avoids motorway GSJs.

The only way I could ever see this being justified was if it was also to serve as a alternative to adding tracks to the Northern line. Drogheda trains could be put on the Navan line to get them off the northern line and free up paths there. Dundalk and possibly Belfast trains could run on it too but that would require a total rebuild of Drogheda Station. Clonsilla to Broombridge could become over congested though but a passing section could be provided around Navan Road Parkway. Hopefully DART+ will free up space for these trains to terminate at Connolly/Docklands.

AngryLips

Pete_Cavan wrote: »

The only way I could ever see this being justified was if it was also to serve as a alternative to adding tracks to the Northern line. Drogheda trains could be put on the Navan line to get them off the northern line and free up paths there. Dundalk and possibly Belfast trains could run on it too but that would require a total rebuild of Drogheda Station. Clonsilla to Broombridge could become over congested though but a passing section could be provided around Navan Road Parkway. Hopefully DART+ will free up space for these trains to terminate at Connolly/Docklands.

You couldn't route Drogheda suburban trains via Navan - there's too much demand along the intermediate stops on the northern line to justify reducing those services. You could maybe route intercity services via Navan and perhaps deal with the congestion of the Maynooth line by building a connection between Maynooth and Hazelhatch and routing Sligo trains to Heuston. But all this is too much crayon drawing for reality.

Lord Glentoran

AngryLips wrote: »

So Dart+ won't do anything for Drogheda?

DART+ would be of huge benefit for Drogheda, but claiming that capacity issues on the Northern line can’t be dealt with is another excuse to do nothing for years, with the ancillary consequence of toll income not being impaired :rolleyes:

Pete_Cavan

AngryLips wrote: »

You couldn't route Drogheda suburban trains via Navan - there's too much demand along the intermediate stops on the northern line to justify reducing those services. You could maybe route intercity services via Navan and perhaps deal with the congestion of the Maynooth line by building a connection between Maynooth and Hazelhatch and routing Sligo trains to Heuston. But all this is too much crayon drawing for reality.

You obviously wouldn't reduce services on the northern line, service patterns would change. The best solution would be to route intercity services via Navan but that would require an extensive rebuild of Drogheda station.

Del.Monte

Lord Glentoran wrote: »

DART+ would be of huge benefit for Drogheda, but claiming that capacity issues on the Northern line can’t be dealt with is another excuse to do nothing for years, with the ancillary consequence of toll income not being impaired :rolleyes:

DART to Drogheda will spell the end of the Belfast/Dublin service as it as for the Rosslare line.

lucernarian

Del.Monte wrote: »

DART to Drogheda will spell the end of the Belfast/Dublin service as it as for the Rosslare line.

To think two cities 100 miles apart with a population of up to and over a million each, can't be served with a reliable and frequent rail service is madness. A third line along some sections of the northern DART service would easily fix this, but there's other threads for that.

GT89

lucernarian wrote: »

To think two cities 100 miles apart with a population of up to and over a million each, can't be served with a reliable and frequent rail service is madness. A third line along some sections of the northern DART service would easily fix this, but there's other threads for that.

Wait a minute that's a sensible idea and this is Ireland. We don't do that here!

Isambard

the route via Drogheda won't happen because it will mean suspending the ore trains for a protracted period and also there is no capacity currently on the existing line to Dublin.

IE 222

Drogheda - Navan is your only likely option and probably the best option even if it means taking 10 mins longer than via M3.

Line is already open and running and is in fairly good condition. Its covers the M1,2 and 3 corridors. The cost savings compared to expending M3 would allow investment into the Northern line. Dart North will likely see Malahide been pulled as a terminating station which is part of the problem also. Dart North will also mean semi fast services been able to run further North before making a stop which will reduce journey times on Navan services.

Some quad tracking sections between Connolly and Harmonstown plus Howth Junction and Malahide and turn back bays at Balabriggan and Donabate will resolve capacity issue. That sould still be cheaper than extending the M3.

IE 222

goingnowhere wrote: »

Full railway order was prepared

468 million was the 2004 quoted cost...

I think the more recent figure was coming in over €600 million. Also the most recent studies were carried out before the more recent jobs boom of 2016-8.

I reckon Navan - Drogheda could be upgraded for less than €200 and reserve the remaining €400 that would've been spent on the M3 line to upgrade the Northern line and they'd still have change left over. Kill 2 birds with 1 stone and all that.

M3 line could be considered for a later extension to Dunshauglin, Ratoath and Ashbourne.

IE 222

Pete_Cavan wrote: »

You obviously wouldn't reduce services on the northern line, service patterns would change. The best solution would be to route intercity services via Navan but that would require an extensive rebuild of Drogheda station.

What intercity services?

Dublin - Belfast via Navan????

GT89

Isambard wrote: »

the route via Drogheda won't happen because it will mean suspending the ore trains for a protracted period and also there is no capacity currently on the existing line to Dublin.

Just run Drogheda-Navan shuttles rather than direct services from Dublin and maybe have some direct trains at peak times like M3 Parkway

IE 222

GT89 wrote: »

Just run Drogheda-Navan shuttles rather than direct services from Dublin and maybe have some direct trains at peak times like M3 Parkway

I think he means Tara's would need to be suspended during upgrade works.

I cant see this been an issue. They were suspended during the Malahide bridge collapse also the works involved here are relatively minor and any processions of the line could be taking over extended weekends, with maybe a small number of weeks of complete closure. It's only freight traffic which can have its service altered.

Pete_Cavan

IE 222 wrote: »

What intercity services?

Dublin - Belfast via Navan????

Yes. It may be a longer distance but it would be on a less congested route so higher speeds could be achieved. The approach to Connolly from that side is already effectively quadtracked from Glasnevin as you have the two lines either side of Croke Park. Also space to allow for overtaking at Navan Road Parkway.

Additional track(s) between Killester and Clongriffin isn't going to happen. Any stretch along there would require a huge number of houses to be CPOed and that would be met with huge resistance.

andrewfaulk

IE 222 wrote: »

I think he means Tara's would need to be suspended during upgrade works.

I cant see this been an issue. They were suspended during the Malahide bridge collapse also the works involved here are relatively minor and any processions of the line could be taking over extended weekends, with maybe a small number of weeks of complete closure. It's only freight traffic which can have its service altered.

Very IE approach to things, it’s only freight traffic.. 1500 tonnes or so a day

L1011

Lord Glentoran wrote: »

with the ancillary consequence of toll income not being impaired :rolleyes:

If the toll income argument had any weight, they would not have:

1: Prepared planning for the line to Navan, which was not in any way cheap to do
2: More recently, introduced the NX bus service


There is a very common trend of trying to blame conspiracies for what is just a combo of funding issues and lack of coherent drive.



As for Navan-Drogheda-Dublin - it would not be time competitive with coach services. Additionally, most people would be connecting to already packed commuter services (so don't give us Enterprise best-case timings!), it is the last of the DART+ upgrades and realistically that capacity is already spoken for.

If it had been introduced when Meath On Track were first calling for it - about 20 years ago and before the M3, M50 junction upgrades, N3 junction upgrades, bus priority measures in the city, etc etc etc - it would have had a purpose. It doesn't now. Any rail service for Navan has to be via Clonsilla. Drogheda-Navan would not justify a train service on its own.

listermint

Driverless cars will murder rail in roughly 15 to 20 years.

It's the investment sound in that period of time.


Note that period of time could be halfed at current run rate.

Lord Glentoran

listermint wrote: »

Driverless cars will murder rail in roughly 15 to 20 years.

It's the investment sound in that period of time.


Note that period of time could be halfed at current run rate.

Shall we just tarmac everything then? Driverless cars could “murder” buses and trains and whatever but where’s the capacity for all those apparently displaced commuters, and with projected increases in population?

Del.Monte

andrewfaulk wrote: »

Very IE approach to things, it’s only freight traffic.. 1500 tonnes or so a day

Their attitude to all traffic is the same that's why we are, where we are.

Del.Monte

listermint wrote: »

Driverless cars will murder rail in roughly 15 to 20 years.

It's the investment sound in that period of time.



Note that period of time could be halfed at current run rate.

Lol! Not worthy of further comment.

AngryLips

In an ideal work they should just electrify everything as far as Dundalk and Navan (via Drogheda). I think this is the busiest line in the country.

L1011

AngryLips wrote: »

In an ideal work they should just electrify everything as far as Dundalk and Navan (via Drogheda). I think this is the busiest line in the country.

Passenger numbers (and indeed train frequency) would not agree with you there.

IE 222

andrewfaulk wrote: »

Very IE approach to things, it’s only freight traffic.. 1500 tonnes or so a day

Well it's not exactly a express delivery service. Trains usually run on any number of paths between particular times. Once the final delivery arrives when needed Bolden don't really care what hour of the day IE move it at or how long they may hold a train at Navan or Drogheda for.

IE 222

Pete_Cavan wrote: »

Yes. It may be a longer distance but it would be on a less congested route so higher speeds could be achieved. The approach to Connolly from that side is already effectively quadtracked from Glasnevin as you have the two lines either side of Croke Park. Also space to allow for overtaking at Navan Road Parkway.

Additional track(s) between Killester and Clongriffin isn't going to happen. Any stretch along there would require a huge number of houses to be CPOed and that would be met with huge resistance.

You'll still be quicker going via Drogheda and not to mention the major track upgrades required for such a routing.

Also once Dart West arrives congestion will be an issue on the Sligo line and Glasnevin Jct.

You could actually leave the Killester - Howth Jct double track and remove that cost completely. It's a relatively short section but likely bears the brunt of the costs.

IE 222

L1011 wrote: »

If the toll income argument had any weight, they would not have:

1: Prepared planning for the line to Navan, which was not in any way cheap to do
2: More recently, introduced the NX bus service


There is a very common trend of trying to blame conspiracies for what is just a combo of funding issues and lack of coherent drive.



As for Navan-Drogheda-Dublin - it would not be time competitive with coach services. Additionally, most people would be connecting to already packed commuter services (so don't give us Enterprise best-case timings!), it is the last of the DART+ upgrades and realistically that capacity is already spoken for.

If it had been introduced when Meath On Track were first calling for it - about 20 years ago and before the M3, M50 junction upgrades, N3 junction upgrades, bus priority measures in the city, etc etc etc - it would have had a purpose. It doesn't now. Any rail service for Navan has to be via Clonsilla. Drogheda-Navan would not justify a train service on its own.

What makes you think the Maynooth line, Glasnevin and North Strand jct will have the extra capacity for Navan traffic once Dart is upgraded. Presumably Sligo/Longford will also naturally see an increase in services over the coming years too. I don't think Spencer Dock is a real option either for a Navan service.

L1011

IE 222 wrote: »

What makes you think the Maynooth line, Glasnevin and North Strand jct will have the extra capacity for Navan traffic once Dart is upgraded. Presumably Sligo/Longford will also naturally see an increase in services over the coming years too. I don't think Spencer Dock is a real option either for a Navan service.

Far less contention issues along the Maynooth line than the Northern line as it stands; both have required increases in services so there is no difference there; plus the issues at Connolly aren't going to go away.

Either they'll be going to Spencer Dock or more Maynooth services will in their stead - there is absolutely nothing wrong with it being a "real option" for a city centre terminal; considering they'll be going through Glasnevin anyway and it will have a Luas line on its doorstep.

Glasnevin is liable to become far, far, far more important than Connolly, Pearse or future Spencer Dock.

Pete_Cavan wrote: »

Yes. It may be a longer distance but it would be on a less congested route so higher speeds could be achieved.

This is quite possible the most ridiculous suggestion anyone has ever made here.

You're adding nearly 30km of track distance on what will be relatively similarly busy tracks (once there are Navan services) with the idea that it would be faster in the end.

You are talking about trying to recover at most 15mins delay behind slower trains Drogheda-Connolly. So the trains will need to be going 120km/h faster than the current line to do that.

That is not possible. At all.

I don't think you realise just how far away Navan actually is from the lines in question.

GT89

listermint wrote: »

Driverless cars will murder rail in roughly 15 to 20 years.

It's the investment sound in that period of time.


Note that period of time could be halfed at current run rate.

Explain to me how driverless won't experience the same problems expierenced with with car transport like traffic, parking etc. If they are able to teleport then they should renamed teleporting cars not driverless cars.

lucernarian

L1011 wrote: »

Far less contention issues along the Maynooth line than the Northern line as it stands; both have required increases in services so there is no difference there; plus the issues at Connolly aren't going to go away.

Either they'll be going to Spencer Dock or more Maynooth services will in their stead - there is absolutely nothing wrong with it being a "real option" for a city centre terminal; considering they'll be going through Glasnevin anyway and it will have a Luas line on its doorstep.

Glasnevin is liable to become far, far, far more important than Connolly, Pearse or future Spencer Dock.



This is quite possible the most ridiculous suggestion anyone has ever made here.

You're adding nearly 30km of track distance on what will be relatively similarly busy tracks (once there are Navan services) with the idea that it would be faster in the end.

You are talking about trying to recover at most 15mins delay behind slower trains Drogheda-Connolly. So the trains will need to be going 120km/h faster than the current line to do that.

That is not possible. At all.

I don't think you realise just how far away Navan actually is from the lines in question.

Just a point of information but the effect on the timetable for enterprise services because of dart is certainly around 20 minutes. I don't think running Belfast trains via Navan is viable for other reasons - not least of which, the stretch from Drogheda to Navan is mostly single track and I'm really not sure it would be cheap to provide much 90 mph running.

But Rail Users Ireland put the cost at 20-something million euro. To provide a shuttle service Drogheda-Navan, basically involves making a platform 3 in Drogheda, rebuilding/reopening Duleek and Navan stations, and... I guess the installation of CAWS? We're gonna have a lot more diesel sets to use when Dart+ comes online too, rolling stock wouldn't be a limiting factor.

Western Rail Corridor cost €100 million or thereabouts for a lot more track and stations. There are also very few level crossings on the Drogheda to Navan line. That official Ireland hasn't at least examined the feasibility of such a service is kinda crazy to be honest.

IE 222

L1011 wrote: »

Far less contention issues along the Maynooth line than the Northern line as it stands; both have required increases in services so there is no difference there; plus the issues at Connolly aren't going to go away.

Either they'll be going to Spencer Dock or more Maynooth services will in their stead - there is absolutely nothing wrong with it being a "real option" for a city centre terminal; considering they'll be going through Glasnevin anyway and it will have a Luas line on its doorstep.

Glasnevin is liable to become far, far, far more important than Connolly, Pearse or future Spencer Dock.

As it stands yes. Maynooth line will lose its capacity and ability to run fast/semi fast services once Dart arrives, not that it has much now. Spencer Dock will take some of the Northern Line services. We've yet to see what upgrades the Northern line will get but capacity, turn backs and overtaking of some kind will likely feature as the line as it is couldn't accommodate an extended DART service. The Maynooth line offers little to no hope of offering overtaking facilities.

Spencer dock works for people who want to go there. Allowing a number services from a high frequency line is ok. Having all Navan trains terminating there wouldn't work same reason only half of Maynooth services are planned to terminate there.

Glasnevin will have its benefits but the vast majority of people passing there now will have no use for it in their current commute. It will attract new users no doubt. Similar with Luas, some will make use of it but we don't see trains empty out at Broombridge in the mornings. Metro link will help win over some users but it wouldn't be a make or break decision for Navan users.

IE 222

lucernarian wrote: »

Just a point of information but the effect on the timetable for enterprise services because of dart is certainly around 20 minutes. I don't think running Belfast trains via Navan is viable for other reasons - not least of which, the stretch from Drogheda to Navan is mostly single track and I'm really not sure it would be cheap to provide much 90 mph running.

But Rail Users Ireland put the cost at 20-something million euro. To provide a shuttle service Drogheda-Navan, basically involves making a platform 3 in Drogheda, rebuilding/reopening Duleek and Navan stations, and... I guess the installation of CAWS? We're gonna have a lot more diesel sets to use when Dart+ comes online too, rolling stock wouldn't be a limiting factor.

Western Rail Corridor cost €100 million or thereabouts for a lot more track and stations. There are also very few level crossings on the Drogheda to Navan line. That official Ireland hasn't at least examined the feasibility of such a service is kinda crazy to be honest.

There is a few user crossings which would need to be upgraded other than that it's just Beauparc. The line would need upgrading/relaying in parts. I don't think there is any SET equipment on the line which would be need along with train radio which as far as I know is not on the Navan line. Stations would also need to be rebuilt in Navan along with a second one.

€20 million seems a bit optimistic but €100 million should allow for basic enough service.

bk

I suspect the issue here is that the capacity of the Northern Line needs to be increased substantially first, DART+ North needs to happen first.

No point in spending in the region of 100 million, only to dump folks onto already overcrowded trains.

Hopefully DART+ adds enough capacity to the Northern line, that this idea becomes possible.

lucernarian

IE 222 wrote: »

There is a few user crossings which would need to be upgraded other than that it's just Beauparc. The line would need upgrading/relaying in parts. I don't think there is any SET equipment on the line which would be need along with train radio which as far as I know is not on the Navan line. Stations would also need to be rebuilt in Navan along with a second one.

€20 million seems a bit optimistic but €100 million should allow for basic enough service.

I don't think any track relaying needs to happen as so much was done in the 2000s. When you say SET, do you mean the likes of CAWS? Would there need to be two stations in Navan? Using the WRC as a comparison, it should cost far less than 100 million.

IE 222

lucernarian wrote: »

I don't think any track relaying needs to happen as so much was done in the 2000s. When you say SET, do you mean the likes of CAWS? Would there need to be two stations in Navan? Using the WRC as a comparison, it should cost far less than 100 million.

There is still some older sections of line around the Navan area. The line speed is restricted to 25mph currently. Presumably this is to reduce maintenance costs but I'm sure parts of line would need work to bring speeds up to passenger standards.

Yeah along with other things. SET, signalling, electrics and telecoms.

Opening the line will still offer a major saving. I don't see any benefit on skimping on costs even further just to add a little branch line shuttle to only upgrade it again at a later date. Build the line as required for future full services. Double tracking would likely need to be extended to Platin or Duleek at least.

goingnowhere

The signalling to Navan is actually track circuit block, just need to check on facing point locks. All passenger movements require facing point locks, freight does not, they might be there already might not.

Manual level crossings could be addressed quickly by staffing them

You don't need a train radio if there is a guard onboard

Issue now is there is no capacity south of Drogheda to accept the additional traffic, 10-15 years ago there was scope.

IE 222

goingnowhere wrote: »

The signalling to Navan is actually track circuit block, just need to check on facing point locks. All passenger movements require facing point locks, freight does not, they might be there already might not.

Manual level crossings could be addressed quickly by staffing them

You don't need a train radio if there is a guard onboard

Issue now is there is no capacity south of Drogheda to accept the additional traffic, 10-15 years ago there was scope.

How many trains an hour can the current signalling handle?

Crossings would need additional signalling regardless as I can't see IE opening the line with user operated crossings. I doubt they'll opt for manual crossings either but who knows so unless bridges are added or crossings are closed it will require some level of funding.

Even if the ball got rolling soon it would still be a number of years before a service would be running. Ideally, it would be tied in with the Dart Northern upgrades to provide the capacity.

lucernarian

goingnowhere wrote: »

The signalling to Navan is actually track circuit block, just need to check on facing point locks. All passenger movements require facing point locks, freight does not, they might be there already might not.

Manual level crossings could be addressed quickly by staffing them

You don't need a train radio if there is a guard onboard

Issue now is there is no capacity south of Drogheda to accept the additional traffic, 10-15 years ago there was scope.

I remember there being a CAWS sign with a line through it at the start of the Navan branch (seemed to signify there was no advanced signalling on the branch, happy to be corrected)

The few manual unstaffed crossings could easily and cheaply be closed I think?

About capacity, I'm still thinking a shuttle would work fine for the purposes of travel between all those places between Belfast and Dublin, not so much as a commuter service. And looking at Limerick/Ballybrophy, I doubt they can even run a commuter service if they tried to time trains.