2026-05-12

I will raise with the Minister of State the issues my constituents are facing in relation to the Limerick to Ballybrophy rail line, which travels through north Tipperary and stops in Birdhill, Nenagh, Cloughjordan and Roscrea. I will begin by acknowledging the North Tipperary Community Rail Partnership, which has highlighted the potential of this line and the issues facing it for many years. I will start with some of the issues facing the line. According to local media, commuters in Nenagh were recently locked out of the railway station because the gate to the station was locked. The gate is locked when the station is not in use. The station is actually rarely in use, which is one of my biggest issues. Those trying to travel that day missed their train and their connections. There are also other issues. No real-time information is provided. Services are cancelled and replaced by buses. Journey times are excessively long and travel times on this regional line are mind-bogglingly inconvenient. It is now 10.30 p.m. on a Tuesday night. Before I came down to the Chamber, I decided to look at what my travel times would be like if I were travelling on the rail line tomorrow. If I wanted to depart Nenagh for Dublin tomorrow, the earliest I could arrive in Dublin, if using local rail, is 9.53 a.m. That is not much use if you are commuting for work. If I wanted to depart Dublin tomorrow to get home to Nenagh, I would have two options. I could choose the 3 p.m. or 6 p.m. service. The 6 p.m. brings me back by the Ballybrophy line but the 3 p.m. brings me from Dublin to Limerick Junction, Limerick Junction to Limerick Colbert and then Limerick Colbert back out the Ballybrophy line. If I wanted to travel from Cloughjordan or Roscrea to Limerick, the earliest I could arrive in Limerick in the morning is 10.08. Again, that is not much use if you are trying to commute for work. If I wanted to depart Limerick, the only time I could leave that is any bit convenient, but not really, is 5.10 in the evening. My other option is to leave at a quarter to six and travel from Limerick to Limerick Junction, Limerick Junction to Ballybrophy and then back out again. I say that at the risk of sounding like one of the D'Unbelievables while I give that example. The programme for Government states many things about public transport, particularly on rail lines. One of those points is a commitment to develop additional track capacity, electrification, increased line speeds and new routes to enhance and develop rail services. We already have the track in place on the Ballybrophy line but we want increased speed times and faster journey travel across north Tipperary, and that is a very reasonable request. We do not need a new route. The route is already there. We need faster travel times, more frequent services, more reliability of services and better infrastructure at our stations. That infrastructure point is important because Nenagh could have a transport hub at Nenagh railway station if we could get the investment. It is key to all of this, to getting the station open when it should be open, getting the physical station open and so that those commuting are not facing that locked gate as we saw previously. On top of that, a transport hub in Nenagh railway station would allow the bus stops to move out of the centre of the town and up to the train station to create a real transport hub for Nenagh. Back in January, Councillor J.P. O'Meara and I met the NTA in its headquarters in Dublin to discuss that transport hub. One of the key points to that is funding. It is a large investment, but Tipperary County Council has the plans, and we deserve that investment in north Tipperary for a key transport hub.

I thank the Deputy for raising this important matter. I am taking it on behalf of the Minister for Transport, who sends his apologies. The Government is strongly committed to providing all citizens with reliable sustainable mobility options. Public transport plays a key role in the delivery of this goal. Improving public transport services and infrastructure is central to improving all people's quality of life. As the Deputy mentioned, the Limerick-Shannon metropolitan area transport strategy sets out the framework for the delivery of the transport system required to further develop that whole Limerick region. A key principle of the strategy is to reduce dependency on the car while increasing the appeal of sustainable transport options. Proposed projects such as double tracking the line from Limerick Colbert to Limerick Junction and improving the frequency of services on the Limerick-Nenagh-Ballybrophy line as demand for travel increases will help to achieve this. Investment in the Ballybrophy line is provided for under the infrastructure manager multi-annual contract, the contractual arrangement between the Minister for Transport and Iarnród Éireann for the protection and renewal of the rail network. The current contract runs for four years from 2026 to 2030 and will see over €2 billion invested in the rail network over this period. The funding will increase service reliability and punctuality, improve journey times and ensure continued safety of rail services across the network. As an example of the type of works funded, in 2021, an enhanced programme of track re-laying on the Ballybrophy line was supported by this programme. Iarnród Éireann invested €22.8 million between 2011 and 2020 on improvements and upgrades to the infrastructure on the Ballybrophy to Limerick rail line. The upgrades were made up of a range of infrastructural improvements across the track, bridges, signalling systems and other structures that comprise the assets on this route. Irish Rail has invested further in the line between 2020 and 2022, which ha seen the route upgraded from jointed track to continuous welded rail, yielding journey time improvements of 15 minutes. Any further journey time improvements would be dependent on further investment in level crossings and other infrastructure. There are 12 staffed level crossings on the Limerick-Ballybrophy branch and there are no plans to automate these in the short to medium term. A re-signalling scheme for this branch will likely be required to facilitate the automation of these level crossings. An estimate in 2023 suggested it would cost in the region of €58 million to re-signal the line and automate these level crossings, but further studies would be required to produce a definitive current estimate. The high number of user-operated crossings, including farm crossings, would also need to be addressed to further improve journey time. As well as addressing gatekeeper resources, one of the most significant issues currently is fleet availability. While new trains entering service from 2027 onwards as part of the DART+ programme will initially have direct benefit within the greater Dublin area, the secondary effect of these new trains will be to free up intercity and commuter trains currently operating on the northern line to be used on other routes around the network. Their deployment will be subject to review with, and the approval of, the National Transport Authority, subject to demand and infrastructure capacity at the time. The Minister of State, Deputy Canney, the Minister and I look forward to working closely with the NTA and Iarnród Éireann in the coming years to increase the number of trains in operation on regional lines across the country. Deputy O'Meara's points are well made about the commuter line, the servicing of it and the need for a uniformity of approach. I will bring his remarks back to the Minister. I thank the Deputy for meeting with the NTA and for his ongoing advocacy and the work he is doing. His points are well made and are part of what we will be the national rail framework in the coming years.

In his answer the Minister of State touched on a number of points I had intended to raise. There are the issues concerning the amount of time it takes to travel the line or the limitations on the speed of trains in the line. The first is level crossings and the second the signalling system, which is not out of the past century but the century before that. Some Members in the House might know but the Fianna Fáil Ard-Fheis is on this coming Saturday, and it will be 100 years old on 15 May. One hundred years ago, when Countess Markievicz, Eamon de Valera, Seán Lemass and others were planning the foundation of Fianna Fail, the signalling system on the Ballybrophy line was not new technology then, and yet we are still using that technology today. The answer to the issues facing the Ballybrophy line is investment. It is serious investment, but it is long-term investment with a long-term vision for north Tipperary and commuter accessibility to north Tipperary. The argument for many years for people in Birdhill, Nenagh, Roscrea and Cloughjordan was about keeping the line open because there was so much discussion about closing it. That argument is over. It is done. The line is open and it is not going anywhere, but the argument now has to be on future investment and future viability of the line. It is only viable with major investment from the Government. We have to have ambition for our future and ambition for the future of north Tipperary. There is major potential for commuter transport in north Tipperary out of Birdhill, Nenagh, Roscrea and Cloughjordan. Nenagh is already a satellite town of Limerick. Roscrea has huge potential to be that and so much more. Birdhill is already close to Limerick and Cloughjordan, while being a rural village, has major sustainability principles with the eco-village there. However, Irish Rail has said it is going to invest massively over the coming 25 years, with billions going into the rail infrastructure across this country. In north Tipperary, Nenagh, Cloughjordan, Roscrea and Birdhill deserve their fair share of investment in our regional line.

I share the Deputy's point that the Department and the Minister and Minister of State are fully supportive of investment in rail. The Deputy's ambition for north Tipperary and the areas he has mentioned is correct. The All-Island Strategic Rail Review will be the pillar on which we will outline our approach, that is, the Department's approach, to sequencing and optimising the recommendations in the coming years. The important point is that, in the short term to 2030, the prioritisation strategy specifies a number of early interventions to be delivered in the coming years, which include a new platform at Limerick Junction, which will support through services between Cork and Galway via Limerick and more movements from Cork to Limerick. It also includes a passing loop at Clonmel, which will achieve that two hourly service between Limerick and Waterford. In addition, there are the pieces around electrification and line speed on the Dublin-Cork, Dublin-Belfast and Belfast-Limerick Junction lines. Under the All-Island Strategic Rail Review, in the context of Limerick-Ballybrophy, the ambition is to increase the service frequency to a two hourly service in each direction on that line. It should also be noted that projects referred to in the rail review and prioritising strategy will be advanced by Government in the context of the infrastructure guidelines. Again, the points made by the Deputy are pertinent. The ambition the Deputy speaks about is one that we have as a Department. The Minister, Deputy O'Brien, the Minister of State, Deputy Canney, and I look forward to the progression of the recommendations of the rail review over the coming years in the Limerick region. I certainly hope that our successors here, whether they are celebrating 200 years of Fianna Fáil or whatever, will not have to have this conversation about the important point the Deputy makes. The argument has been won. He is right, and I thank him for his contribution. It is our job to make sure that we make improvements on the line, for increased travel and shorter times, so that the next generation and this generation can have commuter rail, which is what we all badly need.