Northern Ireland Railways Revitalisation, United Kingdom

From being in peril of large-scale closures at the start of the present century, the passenger-only railway network of Northern Ireland continues to undergo a resurgence that mirrors the fortunes of this constituent country of the UK.

Unlike the national rail operations elsewhere in the UK, operating body Northern Ireland Railways (NIR) is not subject to franchising arrangements and remains wholly within the public sector.

THE PROJECT

Ultimately controlled by the Northern Ireland Assembly and part of a public corporation, the Northern Ireland Transport Holding Company (NITHC), NIR is one of three public transport subsidiaries along with Metro (the principal Belfast bus service) and Ulsterbus. Operating under the Translink identity, the group's purpose is to provide bus and railway services within and to/from Northern Ireland, with an underlying objective of service coordination and integration.

Many years before Northern Ireland was to attain civil stability, a promising sign for the future of railways had been the opening of the Dargan railway bridge across the River Lagan in 1994. Combined with the 2001 reopening of the Antrim-Bleach Green line, it effectively shortened timings to all stations north of Belfast.

Paradoxically, however, these infrastructure improvements highlighted the fragility of the system. West of Belfast, the Lisburn-Antrim line that had been the previous link to the north was to lose its services, mothballed due to a funding shortage. As late as 2004, fears were being voiced by politicians about the full survival of the Larne line, similarly with any parts not designated as being in the 'core network'.

With subsequent track rebuilding and stock renewal, Northern Ireland's railways appear to have a much better future than previously. However, developments have yet to gain the momentum of those over the border under the ambitious plans of the Irish government's Railway Procurement Agency.

INFRASTRUCTURE

Using the 1,600mm gauge common to NIR and IE, Northern Ireland has six designated routes, all except Portrush-Coleraine at some point serving the capital city of Belfast. Much improved by rebuilding to install better passenger facilities, Belfast Central has the greatest concentration of services.

Its far-from-central position is offset by free onward bus travel to the centre of Belfast for holders of valid rail tickets. There are also frequent services from Great Victoria Street station in the city centre, including those on the key commuter route south towards Portadown and Newry.

Although subject to official enquiry following drastic cost overrun, project delay and a cutback of the original specification, passenger number increases on the rebuilt Bangor-Belfast line demonstrated the appeal of faster and more frequent services by modern rolling stock. Similarly, Carrickfergus on the upgraded Larne line has a twice-hourly Belfast service, albeit still with older stock. Passenger numbers for NIR overall have increased by 34% between 2002 and 2006.

ROLLING STOCK

Representing the system's revival is the 3000-class (C3K), now NIR's largest passenger fleet. Involving a funding contribution from the European Community, the trains were part of an £80m investment in NIR approved by the Northern Ireland Assembly in December 2000.

The 23 three-car diesel units were supplied from 2004 by Spanish company Construcciones y Auxiliar de Ferrocarriles (CAF), with cleaning and basic maintenance carried out at the purpose-built Fortwilliam train care facility beside the Larne/Antrim line. These have substantially raised the standards of passenger accommodation over the DMU types they have largely replaced, classes 80 and 450.

With internal refurbishment of the surviving examples, the latter are retained to work Belfast-Larne services. The principal remaining loco-hauled passenger services relate to NIR's share (with Irish operator Iarnród Éireann) in the Belfast Central-Dublin Connolly 'Enterprise' service.

These use dedicated rakes of push-pull stock from De Dietrich, maintained by NIR, powered by Class 201 diesels (two belonging to NIR), all maintained by IE.

SIGNALLING/COMMUNICATIONS

Automatic Warning System (AWS) is standard on NIR, with some Train Protection Warning System (TPWS) installation. Signalling systems have been part of the upgrading projects for lines like those towards Bangor and Larne.

Although the entire class is cleared to operate with restrictions in Ireland, some of the C3K units have been fully fitted with the Continuous Automatic Warning System (CAWS) and IE communications equipment.

THE FUTURE

Contrary to the NIR's main operations, which have enjoyed greatly increased passenger numbers following recent investments, the Enterprise service has had dips in patronage. Mindful of the symbolic cross-border link and keen to deter road use, the stock is to be upgraded, more promotional pricing has been introduced and a doubling of service frequency to hourly is being considered. This may involve C3K or similar stock.

In early 2008 the NI Assembly approved a budget that should start the procurement process for up to 20 more C3K/equivalent trains; well towards what NIR had indicated was needed to bring the network's frequencies and standards up to market requirements.

With spending restrictions lifted on the line to Derry (also Londonderry, Northern Ireland's second city), a business case is being prepared for relaying and resignalling, plus installation of passing loops to remove the main obstacles for shorter journey times (by up to 30 minutes) and more frequent services.

Likely to again involve EU funds, the forecast cost is £64m. The Government ministry indicates that the scheme is unlikely to begin before 2011, with completion expected in 2013.

If NIR continues to increase passenger numbers and gets sustained funding, there is a possibility of restoring the 20-mile Lisburn-Antrim line, adding a new station to serve Northern Ireland's main airport, Belfast International (Aldergrove), and to complete a circular rail route.

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