Time to bring in the French to run the Enterprise?

[This is taken from A Note from the Next Door Neighbours, the monthly e-bulletin of Andy Pollak, Director of the Centre for Cross Border Studies in Armagh and Dublin]

I make no apologies for returning to one of my pet subjects: the woeful state of the Belfast-Dublin rail service. We all know what happened on 20 August when the viaduct carrying the line across the Malahide estuary collapsed, narrowly avoiding a major disaster. We know something of what preceded that: as long ago as 1998 International Risk Management Services had identified sections of the viaduct as being the most unsafe stretches of rail track in the Republic, assigning them a 60% security risk on a scale where 5% is ‘best practice'(1) ; five days before the collapse a local sea scout leader had contacted Irish Rail to report erosion damage on one of the arches supporting the viaduct, along with “massive” increases in the water flows going under those arches(2).

What is not so well known – except to the passengers who have to travel on that line – was the chaos that ensued in the days and weeks after the viaduct collapsed. I am one of those passengers and this is my experience. In the 10 days after 20 August I travelled on the Dublin-Newry service (bus from Connolly station to Drogheda and train to Newry) three times, and the train arrived in Newry between an hour and an hour and 20 minutes late on each occasion (this was at a time when Irish Rail was telling the public that there would be, on average, 30 minute delays on the Belfast line).

The main problem was at Drogheda, where trains coming from Belfast had to take a circuitous route in order to refuel on the far side of the marshalling yards and then return southwards by the same route, circling around to pick up long-suffering northbound passengers. This could take up to an hour and a quarter. Perfectly serviceable local diesel railcars parked at the station were ignored. Their utility was shown on the return journey one evening about a week after the viaduct collapse when a smooth transfer from a Northern diesel railcar to a bus at Drogheda got us into Connolly Station precisely 18 minutes behind schedule.

It took two and a half weeks for a new timetable to be introduced (with so little advance publicity that the first time I turned up at the newly-opened Newry station on 8th September to take the last train to Dublin, I was told by the surly and unapologetic man at the ticket barrier that a revised timetable meant that my homeward train had left 90 minutes earlier).

Little wonder then that people are deserting the train in their hundreds to travel by bus and car. This time last year when I took the Dublin-bound evening train from Newry there could be up to 50 passengers – most of them Southern shoppers – waiting to board it. Now I am often the only person to get on at Newry. Similarly, when I took the early Monday morning train to Newry a month after the viaduct collapse I counted precisely seven passengers in the two First Class carriages, when before nearly every seat would have been taken. I dread to think how much money these lost passengers are costing Irish Rail and Translink. Many of those lost passengers are forced to take buses. Ulsterbus and Bus Eireann now provide an efficient, if sometimes crowded, round-the clock hourly service (including buses right through the night). This takes two hours 30 minutes to two hours 40 minutes (with ‘rush hour’ services taking two hours 55 minutes), similar times to the interrupted ‘bus connection to Drogheda’ Enterprise rail service.

However the cross-border bus service has its own problems. A Dundalk mother has written to us complaining that her daughter, who recently took up a new job in Belfast, will have to pay €4550 for 12 months of commuting to Belfast by bus (€87.50 per week). This is compared to €2600 if she was commuting nearly the same distance to work in Dublin, where she would be able to avail of a €50 Bus Eireann weekly commuter ticket. Her mother says such a ticket does not exist on the Dundalk-Belfast route, mainly because Ulsterbus uses a ‘smart card’ multi-journey ticket which cannot be ‘swiped’ on Bus Eireann buses.

This is utterly absurd. Is it beyond the wit of our transport companies on this small island to devise an integrated ticketing system for cross-border travellers? Such systems have existed for many years all over Europe. In fact, is it not time to radically recast the whole public transport system in the Belfast-Dublin corridor and integrate it so that buses and trains and tickets for both make connections and are interchangeable for the first time. My long experience of the Belfast-Dublin line is that Irish Rail and Translink are low morale, poor service operators who are constantly teetering on the brink of breakdown. Why not invite the French, who know how to operate a modern rail system, in to run our premier railway line? Veolia from France has made a great success of the Luas trams in Dublin, as well as of integrated rail, bus and even taxi systems all over the world. Let’s be smart Europeans for a change and get the economically vital east coast of this island moving again.

Andy Pollak

¹ ‘Quick fix might be a bridge too far as engineers consider complex repair job’, The Irish Times, 24 August 2009
² ‘Alert on possible bridge damage given five days before collapse’, The Irish Times, 26 August 2009

  • slug

    The Londonderry line is in a worse state. There the extent of “double track” only extends as far as Newtownabbey, and after that up-trains have to wait for down-trains at certain passing loops. As such speed and frequency is compromised and what could be a busy end to end Derry-Belfast service taking 90 minutes takes instead 120 minutes and is much too infrequent. NIRs first priority shoudl be to invest in this line which has real potential.

  • Nordie Northsider

    Well, for the French at least, the phrase ‘joined-up public transport’ is more than just jargon. I’ve just been in Nice where the mayor Christian Estrosi has introduced a standard one euro fare on all the city’s bus routes. There are attractive, worthwhile deals on multi-journey tickets and the bus tram and bus system use the same cards. 15 euro will get you unlimited travel within the city for 7 days.

    Back in Dublin there are disparate ticketing systems for Dublin Bus, Luas and DART services. There are no real bargains to be had on multi-journey tickets (the savings are minimal), there are different ‘zones’ within bus routes with different fares for each (not even the drivers know what zone they’re in at any given time)and you have to give the exact fare or else be given one of those vouchers that you can only redeem at Dublin Bus offices. (I have a drawer full of them at home). There really is no point exhorting Dubliners to use public transport while it remains so poorly organised.

  • DC

    It’s not just cross-border

    2. The Belfast-Bangor project was approved in January 2001 with a budget of £14.7 million and scheduled for completion by December 2001. However, the project experienced a number of difficulties, which resulted in a very significant overspend and late delivery. The final cost of the project was almost £34 million and it was completed nine months later than planned in September 2002.

    3. In taking evidence, the Committee focussed on a number of issues raised in the C&AG;’s report. These were:

    the lack of appropriate control and oversight by the Department for Regional Development;
    the capability of Translink to undertake major capital investment projects; and
    the absence of proper records management and ineffective corporate governance.

  • Rory Carr

    In a rail service such as we have in the United Kingdom where the return to investors is always paramount over the service to rail users short-term greed will always win out, not only causing frustration, discomfort and delay to passengers but also disregarding safety on the basis of cost thus endangering the very lives of passengers.

    To the very sensible argument that it might be it the interests of investors in the shambolic multiplicity of rail service provision for closer co-operation to drive efficiency and investment to ensure safety so that rail users are not deterred for reasons of safety from using the service thus driving up usage and profits in the long run the answer comes back with an echo – short-term greed trumps all!

    Even Thatcher shied away from nationalising the railways believing that it was madness knowing full well the havoc that greedy capitalists would bring to a national system when it was carved into bite-sized chunks for them to fatten upon.

  • j

    I used to get newry to dublin train both ways. Tried the bus transfers for a week or two but have switched to car now.

    Extremely tiring and irritating having to drive but that is the only way I can keep my journey times down below 3 hrs total which is my self imposed limit.

    It is unbelievable how bad Dublin/Belfast line is.

    On the plus side, Newrys new station looks well and has plenty of car parking.

  • Driftwood

    I think you meant de-nationalising there Rory, but the point is valid. British Rail, for all the jokes about the food etc, provided a national service but was seen as a golden opportunity for New Labour to show off its capitalist credentials with knobs on.
    The Royal Mail was next.

  • kensei


    I think you meant de-nationalising there Rory, but the point is valid. British Rail, for all the jokes about the food etc, provided a national service but was seen as a golden opportunity for New Labour to show off its capitalist credentials with knobs on.
    The Royal Mail was next.

    I might be wrong here, but wasn’t the Tories thata ccomp-lished the balls up thatw as the rail privitisation?

  • Rory Carr

    I did of course intend to say “de-nationalising” (or “privatising” if you like, Driftwood). By the way it was a Tory government under Major that privatised British Rail. Not that Blair would have been averse to it but it was easier for Major to do it as Blair might have had some difficulties with his back-benchers not that that’s a problem with the current lot of yes men.

    It’s bad enough with the railways and the postal service but, as those of you who watched last night’s Panorama special on the outsourcing of health provision to private “health care” concerns may have gleaned,our lives are really going to be at risk on a daily basis when these butchers get to grab the whole bag. The health service may be “safe in our hands” as each of the parties unconvincingly assure us but we are not at all assured that we will be safe in the hands of a privatised-by-stealth health service where profit will always take precedence over patient care.

    It is not simply a case that these private companies are run by cold-blooded monsters it is simply that investment will desert from those whose patient care drives up costs to those whose lack of it drives up profit.