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The All Island Strategic Rail Review in Ireland proposed a number of rail re-openings but not the line from Cork to Limerick. Given these are two largest cities outside Dublin in the Republic this seems rather strange. The missing gap from Charleville to Limerick is about 40km. If that was restored it would enable direct services from Cork to Galway that should lead to much greater use of this corridor.
Are there any reasons why this link could not be restored?
The All Island Strategic Rail Review in Ireland proposed a number of rail re-openings but not the line from Cork to Limerick. Given these are two largest cities outside Dublin in the Republic this seems rather strange. The missing gap from Charleville to Limerick is about 40km. If that was restored it would enable direct services from Cork to Galway that should lead to much greater use of this corridor.
Are there any reasons why this link could not be restored?
Given the alternative route already exists, capacity woudl be stretched on the Foynes Branch, connectivity at Limerick Jn, and the higher linespeeds via the existing route, why would they? Their resources aren't limitless and other proposals have a far bigger positive impact on the network at large.
The old line from Cork to Limerick
Was promised for reopening nice and quick
But there was much dismay
When subject to spiralling cost and delay
And turned into one big gimmick.
Given the alternative route already exists, capacity woudl be stretched on the Foynes Branch, connectivity at Limerick Jn, and the higher linespeeds via the existing route, why would they? Their resources aren't limitless and other proposals have a far bigger positive impact on the network at large.
Because it would save around 30mins and remove a change. Given a key aim is to rebalance the economy away from Dublin its not clear what other projects could provide better returns that are not Dublin centric.
They have decided to double Limerick to Limerick Junction instead, and eliminate most if not all of the permanent speed restrictions on the Cork line south of Limerick Junction.
Frankly the Irish rail network is in such poor state that simply establishing a semi-frequent Limerick-Cork service over the existing route ought to be the first step, before reopening 40km of track! The best journey time currently is 1hr33, typically 1hr38-1hr44, with a change at Limerick Junction. That could be 1hr23 with a direct service without any engineering works, assuming there's sufficient capacity on the single-track sections. This compares favourably with 1hr30 on CityLink coaches.
As for other projects which could provide better returns - re-doubling of track (or passing loops) to permit significantly more services between Limerick-Galway (currently 5tpd), to enable re-establishment of through services Waterford-Limerick (currently 2tpd Waterford-L.Junction), and permit regular Cork-Limerick via Limerick Junction as above, seem to me to provide vastly more value for money. An extra pair of platforms on the Limerick-Waterford line seems obvious, too, though I know this has been done to death. A reasonable aim ought to be:
1tph Galway-Limerick (timed to arrive with Cork service to permit Galway-Cork journeys)
1tph Limerick-Cork (timed to arrive with Limerick to permit Galway-Cork journeys)
1tph Limerick-Waterford (via new high-level Limerick Junction platform(s)) or 1tp2h Limerick-Waterford and 1tp2h Cork-Waterford
Option also to extend Galway service through to Cork though this feels likely to have knock-on effects in case of disruption. Existing Galway-Cork is under 4 hours via Limerick which beats the Dublin connection, though less frequent. CityLink coach is 2hr50 which isn't beatable without significant linespeed upgrades.
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They have decided to double Limerick to Limerick Junction instead, and eliminate most if not all of the permanent speed restrictions on the Cork line south of Limerick Junction.
The change can be removed by running the existing Limerick-Limerick Junction service through to Cork (which is I believe a firm intention). I'm not convinced that the secondary route would save the times you are claiming once you've accounted for the various improvements also proposed to the existing routes.
Given a key aim is to rebalance the economy away from Dublin its not clear what other projects could provide better returns that are not Dublin centric.
Waterford-Wexford if you're after reopenings. There's also lots of proposals for the Limerick-Galway corridor including commuter networks around both cities.
Frankly the Irish rail network is in such poor state that simply establishing a semi-frequent Limerick-Cork service over the existing route ought to be the first step, before reopening 40km of track! The best journey time currently is 1hr33, typically 1hr38-1hr44, with a change at Limerick Junction. That could be 1hr23 with a direct service without any engineering works, assuming there's sufficient capacity on the single-track sections. This compares favourably with 1hr30 on CityLink coaches.
As for other projects which could provide better returns - re-doubling of track (or passing loops) to permit significantly more services between Limerick-Galway (currently 5tpd), to enable re-establishment of through services Waterford-Limerick (currently 2tpd Waterford-L.Junction), and permit regular Cork-Limerick via Limerick Junction as above, seem to me to provide vastly more value for money. An extra pair of platforms on the Limerick-Waterford line seems obvious, too, though I know this has been done to death. A reasonable aim ought to be:
1tph Galway-Limerick (timed to arrive with Cork service to permit Galway-Cork journeys)
1tph Limerick-Cork (timed to arrive with Limerick to permit Galway-Cork journeys)
1tph Limerick-Waterford (via new high-level Limerick Junction platform(s)) or 1tp2h Limerick-Waterford and 1tp2h Cork-Waterford
Option also to extend Galway service through to Cork though this feels likely to have knock-on effects in case of disruption. Existing Galway-Cork is under 4 hours via Limerick which beats the Dublin connection, though less frequent. CityLink coach is 2hr50 which isn't beatable without significant linespeed upgrades.
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That's a much quicker summary than my uninformed rambling.
The layout at Limerick Junction is nuts, how it ever ended up like that I've no idea. Platforms for the Waterford line should definitely be constructed but high level? Are you talking about grade separation here? Though depending where you site them there would be a bit of a walk for interchange purposes. Also they should re-open the recently abandoned Waterford to Wexford/Rosslare line and extend any Limerick to Waterford's to create another full East-West line. My understanding is that a large amount of money needs to spent on the Barrow Bridge (which is I believe what did for the poorly-served line in the first place.)
The old line from Cork to Limerick
Was promised for reopening nice and quick
But there was much dismay
When subject to spiralling cost and delay
And turned into one big gimmick.
One issue with the revived Foynes Branch is that it will not run directly into Limerick Colbert but Limerick Check, thus requiring a reversal. This also complicates matters for any proposal to run a passenger service to Adare. There was once a sharply curved direct link, but it has long since gone.
The layout at Limerick Junction is nuts, how it ever ended up like that I've no idea. Platforms for the Waterford line should definitely be constructed but high level? Are you talking about grade separation here? Though depending where you site them there would be a bit of a walk for interchange purposes. Also they should re-open the recently abandoned Waterford to Wexford/Rosslare line and extend any Limerick to Waterford's to create another full East-West line. My understanding is that a large amount of money needs to spent on the Barrow Bridge (which is I believe what did for the poorly-served line in the first place.)
Oh I had it in my head that it was a bridge. Clearly not! The best site for minimal transfer time would therefore have to be south of the Dublin-Cork line, with the platform on the west side of the single track, and an extension of the existing footbridge over the railyard. However that might be costly.
Oh I had it in my head that it was a bridge. Clearly not! The best site for minimal transfer time would therefore have to be south of the Dublin-Cork line, with the platform on the west side of the single track, and an extension of the existing footbridge over the railyard. However that might be costly.
One issue with the revived Foynes Branch is that it will not run directly into Limerick Colbert but Limerick Check, thus requiring a reversal. This also complicates matters for any proposal to run a passenger service to Adare. There was once a sharply curved direct link, but it has long since gone.
The old line from Cork to Limerick
Was promised for reopening nice and quick
But there was much dismay
When subject to spiralling cost and delay
And turned into one big gimmick.
Speculating on the poem is more important than speculating on the railway line.
The rhymes are excellent here but the rhythm is important too. Here it is with the rhythm slightly tweaked. I'm still not sure that I have the rhythm quite right.
The old line from Cork to Lim'rick
They promised would reopen quick
But there was much dismay
At the cost and delay
And it turned out to be just a gimmick
The CIE sports and social club is the only building in the way I can see. I'm sure they could do a deal for a replacement site somewhere else on railway land, if there was a series case for the link.
The Social Club shouldn’t be a problem as it has been closed for several years. What might be more of a problem is that the bridge opposite over Lower Carey’s Road had only limited clearance and a new one would probably have to be a fair bit higher. A smaller problem is that trains are unlikely to be able to use any but the southernmost platform due to the sharp curve.
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