NI Railways

NI Railways, also known as Northern Ireland Railways (NIR; and for a brief period Ulster Transport Railways; UTR), is the railway operator in Northern Ireland. NIR is a subsidiary of Translink, whose parent company is the Northern Ireland Transport Holding Company (NITHCo), and is one of ten publicly owned train operators in the United Kingdom, the others being Direct Rail Services, Caledonian Sleeper, Northern Trains, Transport for Wales Rail, Southeastern, LNER, ScotRail, South Western Railway and TransPennine Express. It has a common Board of Management with the other two companies in the group, Ulsterbus and Metro (formerly Citybus).

The rail network in Northern Ireland is not part of the National Rail network of Great Britain, nor does it use standard gauge, instead using Irish gauge in common with the Republic of Ireland. Also, NIR is the only commercial non-heritage passenger operator in the United Kingdom to operate a vertical integration model, with responsibility of all aspects of the network including running trains, maintaining rolling stock and infrastructure, and pricing. Since the Single European Railway Directive 2012, the company has allowed open access operations by other rail operators, although no operator has started such a service.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> In 2019, NI Railways carried over 15 million passengers.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

NIR jointly runs the Enterprise train service between Belfast and Dublin with Iarnród Éireann. There is no link to the rail system in Great Britain; proposals have been made, but allowances would have to be made for the different rail gauge in use in Britain (standard gauge) and Ireland (Irish gauge).

History

From the early 20th century until 1948, the three main railway companies in Northern Ireland were the Great Northern Railway Ireland (GNRI), which had around one half of its network north of the border; the Northern Counties Committee (NCC), owned by the Midland Railway of England and later the London, Midland and Scottish Railway (LMS); and the small Belfast and County Down Railway (BCDR). The Transport Act (Northern Ireland) 1948 created the Ulster Transport Authority (UTA), which took over the BCDR later that year, followed by the NCC in 1949 as a result of the Ireland Act 1949. In 1958, the GNRI was dissolved and its lines north of the border were also taken over by the UTA. Under the UTA's management, the railway network of Northern Ireland shrank from 900 miles (1,450 km) to 225 miles (362 km). The UTA was split into rail and road operations in 1967, and the rail operations were taken over by the present company Northern Ireland Railways (NIR).<ref>Template:Cite book</ref> Suffering frequent disruption and damage to infrastructure caused by the Troubles and starved of investment by successive political administrations, the NIR network had become badly run down by the 1960s, with old rolling stock and poorly maintained track. NIR's last steam locomotives were withdrawn in 1970.Template:Citation needed In 1970, NIR re-launched the once-popular Enterprise between Dublin and Belfast with three new NIR Class 101 diesel locomotives built by Hunslet in England and Mark 2B carriages built by British Rail Engineering Limited (BREL). Despite frequent interruptions due to bomb scares, the service has remained a more or less constant feature of the NIR network.Template:Citation needed

As older trains became obsolete in the 1970s, the Class 80 slam-door diesel-electric multiple unit was introduced. BREL built these units between 1974 and 1977 to British Rail's Mark 2 design with some trailer cars rebuilt from hauled stock. The power cars were powered by an English Electric 4SRKT engine, nicknamed 'Thumpers' due to their characteristic sound, and had two English Electric 538 traction motors. These entered service on the suburban lines around Belfast, becoming a stalwart on the whole network. They remained in service until 2012, latterly primarily on the Larne-Belfast line and the Coleraine-Portrush Line. In the early 1980s, NIR purchased one of the prototype LEV Railbuses built to test the railbus concept. This was intended for the Coleraine-Portrush branch, but was withdrawn due to the capacity constraints of a single car. A plan was mooted to use it on the Lisburn-Antrim line to prevent it from being closed. This proposal failed, again because of the limited capacity.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

NIR has three EMD class 111 locomotives, 111–113, for freight and passenger use, built in October 1980 (111–112) and December 1984 (113). During the eighties it was apparent that additional trains would be needed. BREL built nine 450 Class sets on former Mark 1 underframes between 1985 and 1987. The power cars had an English Electric 4SRKT engine recovered from former 70 Class units (except 459, which used the engine recovered from 80 Class power car 88) and had two English Electric 538 traction motors. The sets were three-car diesel-electric multiple units, based on a more modern British design, with air-operated sliding doors. They were withdrawn from service in 2012 and replaced by new 4000 Class diesel multiple units. In 1994, NIR bought two EMD 208 Class locomotives identical to Iarnród Éireann's 201 Class. These haul the cross-border Enterprise dedicated trains of modern carriages.Template:Citation needed

Since 2002, NIR has modernised its rolling stock, with a full fleet replacement of new trains built by the Spanish company CAF.<ref>Template:Cite news</ref> 23 Class 3000 diesel multiple units made up the first batch of trains ordered at a cost of £80Template:Nbspmillion. They offered greater capacity, performance and accessibility than their predecessors when they were delivered in 2004 and 2005.<ref name=":0">Template:Cite news</ref> The next order was for 20 Class 4000s, built 2010–2012. These offered similar benefits to the Class 3000s and completed the fleet replacement.<ref name="New Trains" /> Additionally, NIR has purchased 23 new carriages, via an option in the existing Class 4000 train procurement contract, these are to be used to extend Seven trains from three cars to six cars, which will add much more capacity and will also allow only one guard to be needed on a six-car train, which required two before.<ref name=":1">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> In 2021, Translink announced it would change all of its iconic logos (used for the previous 25 years in the Translink brand and sub brands such as NI Railways, Ulsterbus & Metro) to a new design. The design was intended to focus to "modernise and simplify the brand presence". The creation of the logo cost £15,000 and was created by Belfast-based company McCadden Design in partnership with Translink.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Performance

Translink's performance statistics for the 26 weeks up to 30 March 2025 noted an average punctuality for rail services of 96.2 %, with the Portadown/Newry Line showing the greatest average punctuality at 97.8 %, and the Portrush Line the least at 94.2 %.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Among other accolades, NIR won the UK Rail Business of the Year Award for 2008.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

File:Northern Ireland Railways.png

Logo used from 1987 to 1996

NIR carried 13.4Template:Nbspmillion passengers in 2014–15 (up from 10.4Template:Nbspmillion in 2010Template:Ndash2011), representing 417Template:Nbspmillion passenger-km and earning £43.6Template:Nbspmillion in ticket sales.<ref name=":2">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

In 2018Template:Ndash2019, NIR recorded 15.8Template:Nbspmillion passenger journeys, the largest in the company's 50-year history.<ref name=":3">Rail Express 284 January 2020 p 96 published 20 December 2019</ref>

NIR Passenger Numbers Since 2010

Year	Total
2010 - 2011	Template:Increase 10.4 million<ref name=":2" />
2011 - 2012	Template:Increase 10.7 million<ref name=":4">{{#invoke:citation/CS1|citation	CitationClass=web }}</ref>
2012 - 2013	Template:Increase 11.5 million<ref name=":4" />
Final ageing 80 and 450 Class trains are replaced with modern C4K railcars
2013 - 2014	Template:Increase 12.5 million<ref name=":5">{{#invoke:citation/CS1|citation	CitationClass=web }}</ref>
2014 - 2015	Template:Increase 13.4 million<ref name=":2" />
2015 - 2016	Template:Increase 13.5 million<ref name=":5" />
2016 - 2017	Template:Increase 14.2 million<ref name=":5" />
2017 - 2018	Template:Increase 15.0 million<ref>{{#invoke:citation/CS1|citation	CitationClass=web }}</ref>
NI Railways' 50th Anniversary
2018 - 2019	Template:Increase 15.8 million<ref name=":3" />
COVID-19 pandemic begins, bringing with it long periods of travel restrictions
2019 - 2020	Template:Decrease 15.1 million<ref name=":6">{{#invoke:citation/CS1|citation	CitationClass=web }}</ref>
2020 - 2021	Template:Decrease 3.3 million<ref name=":6" />
2021 - 2022	Template:Increase 8.7 million<ref name=":6" />
End of COVID-19 travel restrictions
2022 - 2023	Template:Increase 11.5 million<ref>{{#invoke:citation/CS1|citation	CitationClass=web }}</ref>

Rolling stock

Current fleet

Class	Image	Type	Top speed		Number Delivered	Routes operated	Built
			mph	km/h
Passenger fleet
Class 3000	File:Seahill (1) (cropped).jpg	Diesel multiple unit	90	145	23	Belfast – Derry~Londonderry Belfast – Newry Belfast – Bangor Belfast – Larne Coleraine – Portrush Belfast – Dublin (Enterprise){{#if:a|a|[1]}}	2003–2005
Class 4000	File:Coleraine railway station 3.jpg				20	Belfast – Derry~Londonderry Belfast – Newry Belfast – Bangor Belfast – Larne Coleraine – Portrush	2010Template:Ndash2021
Infrastructure fleet
111 Class	File:Ballast Train, Antrim.JPG	Diesel locomotive	90	145	3	Infrastructure duties	1980Template:Ndash1984
201 Class	File:209, Moira.JPG	Diesel locomotive	102	164	2	Belfast - Dublin (Enterprise) Infrastructure duties	1994Template:Ndash1995
MPV	File:NIR MPV, Adelaide.jpg	Diesel multiple unit	62	100	1	Sandite duties	2016
{{#if:a|a|[2]}} Only 6 Class 3000 units are equipped with CAWS, which allows them to operate in the Republic of Ireland.

File:NIR 3000-4000.jpg

NI Railways Class 4000 (left) and Class 3000 (right); side by side at Great Victoria Street Station, Belfast, October 2022.

NIR also owns half of the 28 De Dietrich stock coaches used by Enterprise, the international service between Belfast and Dublin. These units have their own unique livery, and do not operate under NIR branding or on any other services in Northern Ireland or the Republic. In 2005, NIR investigated obtaining seven Class 222 DEMUs built for British operator Midland Mainline to use for Enterprise, but these entered service with their intended operator. They would have required significant modification to enable NIR to use them, including conversion from standard gauge to Irish gauge.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

NIR retained one Class 80 unit (three power cars and two driving trailers) as its sandite train during the 2012-2017 leaf fall seasons. It was planned that a Class 450 unit was to be used for this role.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> However, in 2015, Translink awarded a contract to Windhoff Bahn AG to procure a new double ended multi-purpose vehicle to undertake sandite and high-pressure water spraying, as well as weed killing operations.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

"New Trains" fleet replacement

File:NIR C4k no. 4017 at Portadown.jpg

Extended train 4017 at Portadown.

In 2004/2005, NIR received 23 Class 3000 diesel multiple units from CAF of Spain in an £80Template:Nbspmillion order.<ref name=":0" /> The final unit, 3023, arrived in Belfast Harbour on Monday 18 July 2005.<ref>Translink Press Release: Last New Train lands at Belfast Harbour Template:Webarchive</ref> All units had entered service by 24 September 2005. A maintenance contract with CAF for these vehicles was extended in May 2020 for another 15 years.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

In 2007, NIR announced plans to purchase up to 20 trains under its "New Trains 2010" proposal following the confirmation of its expected budget. This fleet replaced the remaining Class 80 and Class 450 trains by March 2012. Renamed as "New Trains Two", this project went out to tender in late 2007.<ref name="New Trains" /> In March 2009 it was announced that CAF had been selected to build the new fleet, named Class 4000.<ref>Template:Cite news</ref> The first units were delivered in March 2011, with entry into service in September 2011<ref>C4Ks start running to Larne Template:Webarchive – Railway Gazette, 04/10/11</ref>

In December 2018, NIR, announced that 21 additional carriages would be purchased from CAF at the cost of £50Template:Nbspmillion, via an option in the existing Class 4000 train procurement contract. The first of the new carriages arrived in Belfast in March 2021, they were integrated onto Unit 4017 and tested throughout the summer, until being put into service on 29 September 2021.<ref name=":1" />

Past fleet

Class	Image	Type	Built	Withdrawn	Notes
Class Z	File:Lough Erne, Whitehead.JPG	Steam locomotive	1949	1969	Ex-SLNCR Lough class.
Class WT	File:NCC WT Class loco no 4.JPG		1946Template:Ndash1950	1969Template:Ndash1971	2-6-4 tank engines nicknamed "Jeeps" due to their general purpose traffic ability. Used for Spoil trains from Magheramorne to shores of Belfast Lough as well as shunting, passenger and freight. Arguably the last steam locomotives in mainline operation in Ireland and the British Isles.
AEC	File:Lambeg station (1971) - geograph.org.uk - 991887.jpg	Diesel multiple unit	Template:Nowrap	1972	10 Inherited from the UTA.
BUT	File:BUT railcar, Lisburn - geograph.org.uk - 1442604.jpg		1956Template:Ndash1958	1975Template:Ndash1980	Nine vehicles converted to hauled stock over the 1970s, these lasted until 1980.
MED	File:Delayed train, Lisburn - geograph.org.uk - 1087236.jpg		Template:Nowrap	Template:Nowrap	Intended for local services around Belfast.
MPD	File:Railcar at Crumlin - geograph.org.uk - 1087272.jpg		1957Template:Ndash1962	1981Template:Ndash1984	Intended for longer distance former NCC routes and Enterprise.
70 Class	File:Permanent way train, Larne - geograph.org.uk - 1088463.jpg		1966Template:Ndash1968	1985Template:Ndash1986	Passenger DEMU. Engines recovered for use in 450 Class units. One intermediate is preserved at the Downpatrick and County Down Railway. One driving trailer was also preserved, but was destroyed.
80 Class	File:Sandite At Helen's Bay.JPG		1974Template:Ndash1979	2011Template:Ndash2017	Passenger DEMU affectionately nicknamed 'Thumpers'. Operated on all routes. Also used for Sandite until 2017.
101 Class	File:101 NIR enterprise service - dublin - 15-09-1980.jpg	Diesel locomotive	1970	2002	Intended for loco hauled Enterprise services.
104 Class	File:Ballast train, Whitehead - geograph.org.uk - 1630002.jpg		1956Template:Ndash1957	1997	Originally operated under CIÉ; six transferred to NIR in 1986.
450 Class	File:A Passing train - geograph.org.uk - 395636.jpg	Diesel multiple unit	1985Template:Ndash1987	2011Template:Ndash2012	Passenger DEMU nicknamed the Castle Class by enthusiasts. Power cars named after Northern Ireland castles. Initially designed for commuter or branch line traffic but could be found over the entire network. One example is preserved on the Downpatrick and County Down Railway.
RB3	File:Railbus, Portrush.jpg	Diesel railcar	1980	1990	Prototype built for British Rail; transferred to NIR in 1983. Preserved at the Downpatrick and County Down Railway.
Class 1	File:Broken-down train at Ballyrobert - geograph.org.uk - 1021197.jpg	Diesel locomotive	1969	1989	Shunters. Since withdrawal two have been rebuilt for work in Sri Lanka; one is in storage in Wales.
Mark 2 'Gatwicks'	File:8113 passing Broomhedge - geograph.org.uk - 334827.jpg	Passenger Carriage	1973	2009	Bought from Gatwick Express in 2001 and later used on the Belfast-Portadown route once a day until 2009.

Routes

File:Northern Ireland Railways Routemap 24.svg

A map showing the modern map of Northern Ireland Railways Network

NIR maintains the following lines:

• Bangor Line. Commuter line running northeast from Belfast. Travels along the north Down coast to the seaside town of Bangor. The only remaining line from the historical Belfast & County Down Railway.
• Derry~Londonderry Line. The only inter-city line located entirely within Northern Ireland. Longest route by time and length. This line is sometimes referred to the Maiden City Flyer, joining the two main cities of Northern Ireland.
• Dublin Line. Inter-city line running south over the Irish border to Dublin. All services operate under the brand Enterprise. This service is operated in conjunction with Iarnród Éireann, who are responsible for the line south of the border.
• Larne Line. Commuter line running north from Belfast. Most of this line is coastal, with a terminus at Larne Harbour, allowing interchange with the ferry service to Cairnryan.
• Newry Line. Commuter line running southwest from Belfast. Travels through several urban centres in Counties Down and Armagh.
• Portrush Line. A generally-rural branch line connecting the Causeway coast towns of Coleraine and Portrush. The shortest line on the NIR network, with only four stations, and the only line not to enter Belfast.
• Lisburn–Antrim line. The former route for Derry~Londonderry Line trains south of Antrim between 1976 and 2001. Currently mothballed, with no scheduled passenger service operating since 2003. Has rarely been used as a diversion for Derry~Londonderry Line trains. A study is now underway to understand the feasibility of reopening the track with a link to Belfast International Airport.

The track from Grand Central to Template:Stnlink is shared by the Bangor, Derry~Londonderry and Larne lines. Beyond this, the Derry~Londonderry and Larne lines share track as far as Template:Stnlink. On the other side of the city, the track from Grand Central to Template:Stnlink is shared between the Dublin and Newry lines. The Portrush Line shares a small amount of track with the Derry~Londonderry Line at Template:Stnlink.

Signalling is controlled from Coleraine (Coleraine to Portrush), Portadown (the border to Lisburn), and Belfast Lanyon Place (From Lisburn to Belfast and the rest of the network).

Services

NIR operates regular passenger trains along the following routes during the weekday inter-peak:

Northern Ireland Railways File:Logomark NI Railways.svg
Route	Template:Abbr	Calling at
Belfast – Template:Rws	2	Template:Rws, Template:Rws, Template:Rws, Template:Rws, Template:Rws, Template:Rws, Template:Rws, Template:Rws, Template:Rws, Template:Rws, Template:Rws, Template:Rws
Belfast – Derry~Londonderry	1	Template:Cslist
Belfast – Template:Stnlink and Template:Stnlink	2	Template:Cslist Template:Abbr extended from/to Newry, calling at Template:Cslist
Belfast – Template:Rws and Template:Rws	2	Template:Cslist Template:Abbr extended to/from Larne Harbour, calling at Template:Cslist
Coleraine – Template:Rws	1	Template:Cslist
Enterprise
Route	Template:Abbr	Calling at
Belfast – Template:Rws	1	Template:Cslist 1 Train on a Sunday from Belfast also calls at Lisburn and Lurgan Services operated jointly with Iarnród Éireann

Suspended routes

Following the re-opening of the Template:Convert Antrim – Bleach Green line in June 2001,<ref>Antrim – Bleach Green: Rebirth of a Railway Line Template:Webarchive</ref> which had been closed since 1978, NIR ceased passenger operations between Lisburn and Antrim on 29 June 2003. Combined with the new Dargan Bridge across the River Lagan in Belfast, the Bleach Green route offered faster journeys between Derry, Coleraine, Ballymena, Antrim and Belfast.

The Lisburn-Antrim railway line is still maintained, and occasional crew training operations are performed. While it is also available as a diversionary route, Knockmore, Ballinderry, Glenavy, Crumlin stations remain closed to the public. The passing loops at Ballinderry and Crumlin have been removed.

Future

File:Ballasting the track at the Maze Station - geograph.org.uk - 334822.jpg

Track ballasting on the NIR system.

The development of railways in Northern Ireland has been linked to the future economic growth of the region, and as a way of reducing road congestion.<ref>Ulster rail expansion needed Template:Webarchive – Railwatch, 08/2000</ref> One of the major challenges that NIR has faced is the limited number of trains available for service at peak times. The limited fleet size has led to services being cancelled due to failures or delays. This can lead to widespread disruption across the network and potentially a huge loss in revenue. Upon its establishment in 1998, the Northern Ireland Assembly put in place an investment programme costing £100Template:Nbspmillion to bring about major improvements. This saw projects including the purchase of the 3000 Class trains, the complete relaying of the Belfast-Larne line and the construction of a new maintenance depot.<ref>An 'enterprising' future for Northern Ireland. Template:Webarchive</ref> Following completion of this, as part of its long-term investment programme for NIR Translink conducted a "Strategic Rail Review" in 2004, an independent review of rail services to determine its funding request under the Comprehensive Spending Review. This report determined that so-called "lesser used lines" were an important and economically viable part of the total network, and that investment should be consistent rather than in the "stop-go" manner of previous years.<ref name="Core Programme: Better Rail Services">Core Programme: Better Rail Services Template:Webarchive</ref>

A debate in the Northern Ireland Assembly on Monday 14 May 2007<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> raised several proposals as to how the railway network could be improved:

• Reopening of existing but closed infrastructure, notably the Lisburn-Antrim line
• Improvement of the infrastructure on the Belfast-Derry~Londonderry line through, at the very least, the installation of passing loops to allow service frequency to be increased, and upgrading the track to allow higher speeds.

Pressure groups have advocated the protection of former routes, where the track has been lifted but the trackbed remains intact, to enable these to be reinstated for commuter traffic as an alternative to increased road building.<ref>Rail21: Protection of the Former Railway Trackbed from Kingsbog to Ballyclare Template:Webarchive</ref>

In October 2007, following the CSR that provided funding allocation to the Northern Ireland Executive, the Department for Regional Development announced its draft budget. Conor Murphy, the Regional Development Minister, stated that approximately £137Template:Nbspmillion could be allocated from for investment in the railways for the period 2008–2011.<ref name="Draft Budget" />

In June 2008, Brian Guckian, an independent transport researcher from Dublin, presented a wide-ranging proposal to Translink for a £460Template:Nbspmillion expansion of the network called Northern Ireland Network Enhancement (NINE). This proposes the return of the network to several towns that have not had access to rail services for many years; the main part of the proposal would see the Derry~Londonderry-Portadown line re-opened, which would link Omagh, Strabane and Dungannon, with branches to Enniskillen and Armagh. However, none of these enhancements are programmed to go to planning over the course of the next decade as of early 2013.Template:Citation needed

Translink have plans to introduce a new ticketing system in 2018 similar to the system utilised by Irish Rail. This includes the introduction of ticket vending machines, allowing customers to purchase tickets via an electronic interface at the station (as opposed to the current system in which customers must pay staff for the ticket, who in turn print the customer's ticket for them), a 'smart card' 'tap on, tap off' system similar to the Leap Card and contactless payments.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Infrastructure

File:Rail transport infrastructure map - Northern Ireland.svg

Map of Northern Ireland's rail transport infrastructure, showing number of tracks and maximum speed. Due to poor infrastructure, trains are generally slower in Northern Ireland than in Great Britain or the Republic of Ireland.

File:Belfast Great Victoria Street.jpg

Class 3000 units at former station Great Victoria Street

The rail network is focused on Greater Belfast. Both the Bangor and Larne lines have been re-laid in recent years, enabling timetable improvements to be delivered.<ref name="Northern Corridor Railways Group">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The only significant "inter-city" routes are the main line between Belfast and Dublin, which covers services to Newry; and the Belfast-Derry line. This line is single track with crossing loops north of Mossley West and single track only west of Template:Stnlink, which limits the service in both frequency and speed; in the current timetable the train takes 2hr4m<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> while the bus takes 1hr50m.<ref>[3]Template:Dead link</ref> The pressure group Into the West, which campaigns for improved rail links to the North West region, has stated that the need for a quality rail service, as part of a larger integrated transport policy, is vital to the economic development not just for the city of Derry but for the wider cross-border region.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

On 21 November 2007, the Regional Development Minister announced that the investment strategy being considered by the NI Executive included the relaying of the Belfast-Londonderry line north of Coleraine, planned to include new signalling and a new crossing loop, allowing more trains. The total cost was £64Template:Nbspmillion, and began in 2011, lasting five years. Prior to the major relaying of the Coleraine-Londonderry section, £12Template:Nbspmillion was spent on improving the section between Ballymena and Coleraine.<ref>New Intercity train fleet starts on fastest-growing routeTemplate:Dead link</ref> This saw the stretch between Ballymena and Coleraine closed completely for four months, with a replacement bus service. Trains continued to run between Derry~Londonderry, Coleraine and Portrush, with a small fleet stabled at Coleraine<ref>Template:Cite news</ref> – four trains were stabled instead of the three previously reported. Once the project was completed in 2016, there is a further proposal to add two trains per day, enabling journey times between Belfast and Derry~Londonderry to be reduced by up to 30 minutes.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> As part of this plan, Translink envisages an hourly service to Derry~Londonderry, half-hourly to Ballymena. There have been proposals to improve the Belfast-Dublin line between Knockmore and Lurgan, enabling journey times to be reduced and frequency increased.<ref name="Draft Budget" /> This will improve NIR's services and allow an hourly Enterprise service to Dublin.<ref name="Northern Corridor Railways Group" />

In May 2008, the Regional Development Minister announced that his department would commission a study, in conjunction with Donegal County Council, to investigate the effects a resurrection of railway services in the north-west of Ireland with a long-term projection of building a railway line connecting Derry~Londonderry with Sligo through County Donegal.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

As part of NIR's original plans for its new rolling stock, it has built a new traincare depot next to Adelaide station on the site of the old freight yard. As a means of improving timings of its services, it would have seen former station Belfast Great Victoria Street undergo a major refurbishment that will see the platforms lengthened and the curves reduced, together with the addition of a new fifth platform, all planned to bring about the transfer of Enterprise services from Template:Stnlnk.<ref>Template:Cite journal</ref>

Further plans are afoot to double the track from Monkstown to Templepatrick, to further increase capacity on the Derry~Londonderry line.Template:Citation needed

Portadown to Armagh

In 2013, the then Minister for Regional Development, Danny Kennedy, indicated that a restoration of the route between Template:Stnlnk and Template:Stnlnk was under active consideration in the long term, pointing out the commercial opportunities for the city of Armagh and its hinterland to be reconnected to the railway network.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

File:Remains of an old Railway Bridge, Ballybrannon Road, Armagh - geograph.org.uk - 582611.jpg

Remains of an old railway bridge, Ballybrannon Road, Armagh awaiting reconstruction.

Airport links

File:Ballinderry Railway Station.jpg

Template:Stnlnk on the disused Lisburn-Antrim line

SpeculationTemplate:Who remains that the Lisburn-Antrim route could re-open, potentially to offer an alternative Antrim – Lisburn – Belfast service. The line is maintained both for crew training and as a diversionary route, and passes close to Belfast International Airport at Aldergrove. For a number of years there have been suggestions for a station to serve the airport.<ref>Template:Cite news</ref> The airport has marked the building of a new station in its list of future plans,<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> while EasyJet, which is the largest operator into Belfast International, have been strong in advocating an airport rail link.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The reopening of the Lisburn-Antrim line is seen not simply in terms of provision of a link to the airport – it would also allow for the further economic development of the area, which has seen increases in population as people use the towns in South Antrim as dormitory settlements for Belfast.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> In May 2009, the Minister for Regional Development stated that a proposal had been received from a private developer, the Kilbride Group, to restore the Knockmore line, indicating that he would be prepared to part fund a study into this if the local authorities provided the rest of the funding. The route was also included in a wider study of the development of the Northern Rail Corridor published at the end of 2009<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

The Belfast Metropolitan Area Plan 2015 identifies the need to improve transport links to George Best Belfast City Airport from the city centre. The BMAP proposed a light rail line from the city centre that would have interchanged with a new railway station at Tillysburn, serving both the airport and the Holywood Exchange retail development.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> However, in April 2008 the decision was taken not to proceed with the light rail project, with the DRD choosing to implement a new bus-based network.<ref>Template:Cite news</ref><ref>Template:Cite news</ref> The pressure group Rail 21 has stated that the Tillysburn proposal is insufficient for what the new station is expected to provide – a link to the airport, transport provision for Holywood Exchange and a park and ride facility. Instead it proposes a dedicated airport station, similar to Template:Stnlnk, connected directly to the terminal, with Tillysburn half a mile away serving Holywood Exchange, instead of Tillysburn providing the link to the airport.<ref>Rail 21: New Railway Station at Tillysburn Template:Webarchive</ref>

There have also been calls,Template:Who as part of the wider upgrade of the rail route to Derry, for a railway station connecting to City of Derry Airport, which is close to the railway line. However, the Government has determined that the number of passengers using the airport is not sufficient to justify a station.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Rolling stock

Although the introduction of the Class 3000 trains was a success, they were a like-for-like replacement for the Class 80 units rather than an expansion of the fleet. Due to the limited number of new units, some of NIR's older rolling stock was retained, notably the entire Class 450 on the Belfast-Larne route. To enable NIR to maintain its levels of service, it upgraded some of its older rolling stock. In 2005, the Class 450 fleet was refurbished to a standard close to that of the Class 3000 units, which saw them through to their withdrawal in 2012. Three four-car Class 80 units were refurbished and a number of locomotives and coaches were converted to push-pull operation with the addition of the DBSO obtained from 'one', to ensure that passenger rolling stock levels were maintained up to the introduction of new rolling stock in 2011 and 2012.<ref name="NIR News 164">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

One of the major projects instigated by Translink was "New Trains Two" (formerly "New Trains 2010"), which saw the purchase of a new batch of rolling stock. At minimum, this was to be like-for-like replacement of the Class 450 trains, which were withdrawn in 2012. However, it was determined that to deliver improved frequency of service on the network the size of NIR's fleet had to be increased, and with that must come associated infrastructure improvements.<ref name="Core Programme: Better Rail Services" /> The announcement of the investment programme confirmed "New Trains 2010", which procured 20 new trains to both replace the remaining Class 80 and Class 450 units and provide additional capacity.<ref name="Draft Budget">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The specification given by the DRD stated that the new trains are to provide both inner and outer suburban commuter services and express services between Belfast and Dublin.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The Class 4000 fleet entered service on Thursday 29 September 2011.<ref name="New Trains">Template:Cite news</ref> Twenty three-car units have been specified with an option to purchase an additional 20 vehicles, allowing the units to be lengthened to six cars.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

In 2021, following the procurement of 21 additional vehicles purchased to extend a number of its Class 4000 units to six-cars, Translink published a new strategy indicating its intention to provide a zero emission service by 2040. As part of this, NI Railways will begin a process to purchase new rolling stock from 2026 to 2027. The intention is to procure or part procure two fleets - a total of 15 three-car units planned to be either bi-mode or tri-mode for NI Railways' own domestic services, and a fleet of 9 eight-car sets for use by Enterprise, the business case for which will be based on zero- or low-carbon technologies.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

See also

• Rail transport in Ireland
• History of rail transport in Ireland

External links

• Template:Commons category-inline
• Template:Official website