NI Railways

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).{{cite book|last1=Hollingsworth|first1=Brian|title=Railways of the World|date=1984|publisher=W.H Smith & Son Limited|isbn=0-86124-023-5|page=79}}

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 NIR's last steam locomotives were withdrawn in 1970.{{Citation needed|date=February 2021}}

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.{{Citation needed|date=February 2021}}

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.{{cite web|url=http://www.downrail.co.uk/railbus.htm |title=Railbus to Drive out of Retirement in Downpatrick |publisher=Downrail.co.uk |date=30 March 2001 |access-date=24 August 2012 |url-status=dead |archive-url=https://web.archive.org/web/20120306032337/http://www.downrail.co.uk/railbus.htm |archive-date=6 March 2012 }}

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.{{Citation needed|date=February 2021}}

Since 2002, NIR has modernised its rolling stock, with a full fleet replacement of new trains built by the Spanish company CAF.{{Cite news|url=http://news.bbc.co.uk/2/hi/uk_news/northern_ireland/1829446.stm|title=New trains to boost rail network|date=2002-02-19|access-date=2019-04-05|language=en-GB|archive-date=12 July 2018|archive-url=https://web.archive.org/web/20180712224435/http://news.bbc.co.uk/2/hi/uk_news/northern_ireland/1829446.stm|url-status=live}} 23 Class 3000 diesel multiple units made up the first batch of trains ordered at a cost of £80{{nbsp}}million. They offered greater capacity, performance and accessibility than their predecessors when they were delivered in 2004 and 2005.{{cite news|url=http://news.bbc.co.uk/1/hi/northern_ireland/4038729.stm|title=New trains make first journey|date=24 November 2004|access-date=24 August 2012|publisher=BBC News|archive-date=12 March 2007|archive-url=https://web.archive.org/web/20070312061159/http://news.bbc.co.uk/1/hi/northern_ireland/4038729.stm|url-status=live}} The next order was for 20 Class 4000s, built 2010–2012. These offered similar benefits to the Class 3000s and completed the fleet replacement. 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.{{cite web|url=http://www.translink.co.uk/Latest-News/-translink-signs-50m-contract-with-caf-for-supply-of-21-new-train-carriages/|title=Translink signs £50M contract with CAF for supply of 21 new train carriages - Translink|website=www.translink.co.uk|access-date=16 December 2018|archive-date=24 September 2021|archive-url=https://web.archive.org/web/20210924143920/https://www.translink.co.uk/corporate/media/pressnews|url-status=live}}

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.{{Cite web |last=Hughes |first=Brendan |date=2021-09-29 |title=Cost to public confirmed of Translink's new logo design |url=https://www.belfastlive.co.uk/news/northern-ireland/cost-public-revealed-translinks-new-21710802 |access-date=2023-08-07 |website=BelfastLive |language=en |archive-date=26 November 2022 |archive-url=https://web.archive.org/web/20221126012817/https://www.belfastlive.co.uk/news/northern-ireland/cost-public-revealed-translinks-new-21710802 |url-status=live }}{{Cite web |title=Translink unveils a new logo style with a focus on the future |url=https://logos-world.net/translink-unveils-a-new-logo-style-with-a-focus-on-the-future/ |access-date=2023-08-07 |language=en-US |archive-date=7 August 2023 |archive-url=https://web.archive.org/web/20230807225854/https://logos-world.net/translink-unveils-a-new-logo-style-with-a-focus-on-the-future/ |url-status=live }}

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 %.{{Cite web |title=Delay-Repay Scheme {{!}} Translink |url=https://www.translink.co.uk/delay-repay-scheme |access-date=2025-04-20 |website=www.translink.co.uk}} Among other accolades, NIR won the UK Rail Business of the Year Award for 2008.{{cite web|url=https://www.translink.co.uk/Corporate/About-Us/Publications/Monitoring-Results/NIR/|title=Monitoring Results - Translink|last=Translink|website=www.translink.co.uk|access-date=4 April 2016|archive-date=10 April 2016|archive-url=https://web.archive.org/web/20160410201547/http://www.translink.co.uk/Corporate/About-Us/Publications/Monitoring-Results/NIR/|url-status=live}}

File:Northern Ireland Railways.png

NIR carried 13.4{{nbsp}}million passengers in 2014–15 (up from 10.4{{nbsp}}million in 2010{{ndash}}2011), representing 417{{nbsp}}million passenger-km and earning £43.6{{nbsp}}million in ticket sales.{{cite web |url=https://www.drdni.gov.uk/sites/default/files/publications/drd/northern-ireland-transport-statistics-2014-2015-public-transport.xlsx |archive-url=https://web.archive.org/web/20160105072935/https://www.drdni.gov.uk/sites/default/files/publications/drd/northern-ireland-transport-statistics-2014-2015-public-transport.xlsx |url-status=dead |archive-date=5 January 2016 |title=NI Railway Stats }}

In 2018{{ndash}}2019, NIR recorded 15.8{{nbsp}}million passenger journeys, the largest in the company's 50-year history.Rail Express 284 January 2020 p 96 published 20 December 2019

File:NIR 3000-4000.jpg

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.{{cite web |url=http://www.irrs.ie/Journal%20157/157%20News%20NIR.htm |title=NIR News 157 |publisher=Irrs.ie |date=23 August 2005 |access-date=24 August 2012 |archive-date=8 February 2012 |archive-url=https://web.archive.org/web/20120208083903/http://www.irrs.ie/Journal%20157/157%20News%20NIR.htm |url-status=live }}

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.{{cite web |url=http://www.irrs.ie/Journal%20183/183%20NewsNIR.htm |title=Journal 183 NEWS TRANSLINK – NORTHERN IRELAND RAILWAYS |date=4 July 2014 |website=IRRS |access-date=26 April 2015 |archive-date=14 August 2014 |archive-url=https://web.archive.org/web/20140814223021/http://www.irrs.ie/Journal%20183/183%20NewsNIR.htm |url-status=live }} 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.{{cite web|url=http://ted.europa.eu/udl?uri=TED:NOTICE:138917-2015:TEXT:EN:HTML&src=0|title=Supply Contract – United Kingdom-Belfast: Railway and tramway locomotives and rolling stock and associated parts 2015/S 078-138917|date=22 April 2015|website=Tenders Electronic Daily|publisher=Official Journal of the EU|access-date=20 July 2015|archive-date=12 November 2017|archive-url=https://web.archive.org/web/20171112192640/http://ted.europa.eu/udl?uri=TED:NOTICE:138917-2015:TEXT:EN:HTML&src=0|url-status=live}}

File:NIR C4k no. 4017 at Portadown.jpg

In 2004/2005, NIR received 23 Class 3000 diesel multiple units from CAF of Spain in an £80{{nbsp}}million order. The final unit, 3023, arrived in Belfast Harbour on Monday 18 July 2005.[http://www.translink.co.uk/050721LastNewTrainLandsAtBelfastHarbour.asp Translink Press Release: Last New Train lands at Belfast Harbour] {{webarchive|url=https://web.archive.org/web/20060603234125/http://www.translink.co.uk/050721LastNewTrainLandsAtBelfastHarbour.asp|date=3 June 2006}} 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.{{cite web|url=https://www.railjournal.com/fleet/translink-extends-caf-train-maintenance-contract/|title=Translink extends CAF train maintenance contract|date=4 May 2020 |access-date=7 May 2020|archive-date=8 May 2020|archive-url=https://web.archive.org/web/20200508063406/https://www.railjournal.com/fleet/translink-extends-caf-train-maintenance-contract/|url-status=live}}

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. In March 2009 it was announced that CAF had been selected to build the new fleet, named Class 4000.{{cite news|url=http://news.bbc.co.uk/1/hi/northern_ireland/7963296.stm|title=Contract signed on trains for NI|date=25 March 2009|access-date=24 August 2012|publisher=BBC News|archive-date=24 September 2021|archive-url=https://web.archive.org/web/20210924143830/http://news.bbc.co.uk/2/hi/uk_news/northern_ireland/7963296.stm|url-status=live}} The first units were delivered in March 2011, with entry into service in September 2011[http://www.railwaygazette.com/nc/news/single-view/view/c4ks-start-running-to-larne.html C4Ks start running to Larne] {{Webarchive|url=https://web.archive.org/web/20111006140607/http://www.railwaygazette.com/nc/news/single-view/view/c4ks-start-running-to-larne.html |date=6 October 2011 }} – Railway Gazette, 04/10/11

In December 2018, NIR, announced that 21 additional carriages would be purchased from CAF at the cost of £50{{nbsp}}million, 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.

{{More citations needed section|date=February 2021}}

File:Northern Ireland Railways Routemap 24.svg

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 {{stnlink|Lanyon Place}} is shared by the Bangor, Derry~Londonderry and Larne lines. Beyond this, the Derry~Londonderry and Larne lines share track as far as {{stnlink|Bleach Green}}. On the other side of the city, the track from Grand Central to {{stnlink|Newry}} is shared between the Dublin and Newry lines. The Portrush Line shares a small amount of track with the Derry~Londonderry Line at {{stnlink|Coleraine}}.

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).

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

Following the re-opening of the {{convert|15|mi|km|adj=on}} Antrim – Bleach Green line in June 2001,[http://www.nirailways.co.uk/antrimbleachgreen.asp Antrim – Bleach Green: Rebirth of a Railway Line] {{webarchive |url=https://web.archive.org/web/20090625103101/http://www.nirailways.co.uk/antrimbleachgreen.asp |date=25 June 2009 }} 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.

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

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.[http://railwatch.org.uk/backtrack/rw85/rw085p13.pdf Ulster rail expansion needed] {{Webarchive|url=https://web.archive.org/web/20160117090229/http://railwatch.org.uk/backtrack/rw85/rw085p13.pdf |date=17 January 2016 }} – Railwatch, 08/2000 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 £100{{nbsp}}million 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.[http://www.encyclopedia.com/doc/1G1-154460103.html An 'enterprising' future for Northern Ireland]. {{webarchive |url=https://web.archive.org/web/20090616131332/http://www.encyclopedia.com/doc/1G1-154460103.html |date=16 June 2009 }} 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.[http://www.nirailways.co.uk/coreprogbetterrailservices.asp Core Programme: Better Rail Services] {{webarchive |url=https://web.archive.org/web/20081006040637/http://www.nirailways.co.uk/coreprogbetterrailservices.asp |date=6 October 2008 }}

A debate in the Northern Ireland Assembly on Monday 14 May 2007{{cite web |url=https://www.theyworkforyou.com/ni/?id=2007-05-14.3.60 |title=Northern Ireland Assembly: Development of the Rail Network |publisher=Theyworkforyou.com |date=14 May 2007 |access-date=24 August 2012 |archive-date=13 October 2012 |archive-url=https://web.archive.org/web/20121013020339/http://www.theyworkforyou.com/ni/?id=2007-05-14.3.60 |url-status=live }} 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.[http://www.pacni.gov.uk/bmapstage2/objector/BMAP%202917-1.pdf Rail21: Protection of the Former Railway Trackbed from Kingsbog to Ballyclare] {{webarchive |url=https://web.archive.org/web/20080229130419/http://www.pacni.gov.uk/bmapstage2/objector/BMAP%202917-1.pdf |date=29 February 2008 }}

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 £137{{nbsp}}million could be allocated from for investment in the railways for the period 2008–2011.

In June 2008, Brian Guckian, an independent transport researcher from Dublin, presented a wide-ranging proposal to Translink for a £460{{nbsp}}million 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.{{Citation needed|date=February 2021}}

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.{{cite web|url=http://www.translink.co.uk/also-on-our-site/translink-future-ticketing-system/|title=Translink Future Ticketing System - Translink|last=Translink|website=www.translink.co.uk|access-date=22 November 2017|archive-date=1 December 2017|archive-url=https://web.archive.org/web/20171201034309/http://www.translink.co.uk/also-on-our-site/translink-future-ticketing-system/|url-status=live}}

File:Rail transport infrastructure map - Northern Ireland.svg

File:Belfast Great Victoria Street.jpg

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.{{cite web |url=http://www.colerainebc.gov.uk/content_gfx/other/NCRG%20Final%20Report%20A4.pdf |title=Northern Corridor Railways Group: Northern Corridor Railway Renaissance |access-date=24 August 2012 |archive-url=https://web.archive.org/web/20120823052313/http://www.colerainebc.gov.uk/content_gfx/other/NCRG%20Final%20Report%20A4.pdf |archive-date=23 August 2012 |url-status=dead }} 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 {{stnlink|Castlerock}}, which limits the service in both frequency and speed; in the current timetable the train takes 2hr4m{{cite web |url=http://www.translink.co.uk/Documents/timetables/spring%202016/DB20171121.pdf |title=Archived copy |access-date=11 March 2017 |archive-url=https://web.archive.org/web/20170312072448/http://www.translink.co.uk/Documents/timetables/spring%202016/DB20171121.pdf |archive-date=12 March 2017 |url-status=dead }} while the bus takes 1hr50m.[http://journeyplanner.translink.co.uk/ext_webpdf_desk/TTB/20170308-115112/nir/EFA01__070212y15_TP.pdf]{{Dead link|date=August 2018|bot=InternetArchiveBot|fix-attempted=yes}} 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.{{cite web |url=http://www.derryjournal.com/gerry-murray/Ships-and-boats-and-trains.2958531.jp |title=Ships and boats and trains |publisher=Derryjournal.com |date=15 June 2007 |access-date=24 August 2012 |archive-date=19 June 2009 |archive-url=https://web.archive.org/web/20090619235341/http://www.derryjournal.com/gerry-murray/Ships-and-boats-and-trains.2958531.jp |url-status=live }}

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 £64{{nbsp}}million, and began in 2011, lasting five years. Prior to the major relaying of the Coleraine-Londonderry section, £12{{nbsp}}million was spent on improving the section between Ballymena and Coleraine.[http://www.railnews.co.uk/2008/01/news/international/200801_intercity.html New Intercity train fleet starts on fastest-growing route]{{Dead link|date=August 2012}} 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{{cite news |last=McKimm |first=Mike |url=http://news.bbc.co.uk/1/hi/northern_ireland/7900379.stm |title=Downsized rail network 'speedier' |publisher=BBC News |date=19 February 2009 |access-date=24 August 2012 |archive-date=23 February 2009 |archive-url=https://web.archive.org/web/20090223090212/http://news.bbc.co.uk/1/hi/northern_ireland/7900379.stm |url-status=live }} – 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.{{cite web |url=http://www.northernireland.gov.uk/news/news-drd-211107-open-letter-to |title=Open letter to media from Conor Murphy on Londonderry railway line |publisher=Northernireland.gov.uk |date=21 November 2007 |access-date=24 August 2012 |archive-date=9 February 2012 |archive-url=https://web.archive.org/web/20120209012434/http://www.northernireland.gov.uk/news/news-drd-211107-open-letter-to |url-status=live }} 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. This will improve NIR's services and allow an hourly Enterprise service to Dublin.

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.{{cite web |url=http://www.derryjournal.com/journal/North-West-railway-study-announced.4120652.jp |title=North West railway study announced |publisher=Derryjournal.com |date=26 May 2008 |access-date=24 August 2012 |archive-date=19 June 2009 |archive-url=https://web.archive.org/web/20090619235353/http://www.derryjournal.com/journal/North-West-railway-study-announced.4120652.jp |url-status=dead }}

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 {{stnlnk|Belfast Lanyon Place}}.{{cite journal |last1= Ferris|first1= Cyril|year= 2009|title= Enterprise moving to Great Victoria Street?|journal= Today's Railways|issue= 97|page= 37}}

Further plans are afoot to double the track from Monkstown to Templepatrick, to further increase capacity on the Derry~Londonderry line.{{Citation needed|date=February 2021}}

In 2013, the then Minister for Regional Development, Danny Kennedy, indicated that a restoration of the route between {{stnlnk|Portadown}} and {{stnlnk|Armagh}} 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.{{cite web|url = http://www.portadowntimes.co.uk/news/local/kennedy-has-rail-hopes-for-armagh-line-restoration-1-5364856|archive-url = https://archive.today/20130821102625/http://www.portadowntimes.co.uk/news/local/kennedy-has-rail-hopes-for-armagh-line-restoration-1-5364856|url-status = dead|archive-date = 21 August 2013|title = Kennedy has hopes for Armagh line restoration – Portadown Times|access-date = 21 August 2013}}

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

File:Ballinderry Railway Station.jpg]]

Speculation{{who|date=October 2021|reason=Who is speculating? Cite or remove}} 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.{{cite news |url=http://news.bbc.co.uk/1/hi/northern_ireland/6947326.stm |title=Fresh call for airport rail link |publisher=BBC News |date=15 August 2007 |access-date=24 August 2012 |archive-date=24 September 2021 |archive-url=https://web.archive.org/web/20210924143830/http://news.bbc.co.uk/2/hi/uk_news/northern_ireland/6947326.stm |url-status=live }} The airport has marked the building of a new station in its list of future plans,{{cite web |url=http://www.belfastairport.com/en/content.asp?area=5&id=238 |title=Belfast International Airport Master Plan |publisher=Belfastairport.com |date=17 August 2012 |access-date=24 August 2012 |archive-date=7 February 2012 |archive-url=https://web.archive.org/web/20120207142331/http://www.belfastairport.com/en/content.asp?area=5&id=238 |url-status=live }} while EasyJet, which is the largest operator into Belfast International, have been strong in advocating an airport rail link.{{cite web |last=Smith |first=Colletta |url=http://news.bbc.co.uk/1/hi/northern_ireland/7252638.stm |title=Disused track 1 mile from airport |publisher=BBC News |date=19 February 2008 |access-date=24 August 2012 |archive-date=16 August 2021 |archive-url=https://web.archive.org/web/20210816103454/http://news.bbc.co.uk/1/hi/northern_ireland/7252638.stm |url-status=live }} 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.{{cite web |url=https://www.theyworkforyou.com/ni/?id=2007-07-02.5.1 |title=Northern Ireland Assembly: Antrim to Knockmore Railway Line |publisher=Theyworkforyou.com |access-date=24 August 2012 |archive-date=22 October 2012 |archive-url=https://web.archive.org/web/20121022015127/http://www.theyworkforyou.com/ni/?id=2007-07-02.5.1 |url-status=live }} 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{{cite web |url=http://www.irrs.ie/Journal%20170/170%20News%20NIR.htm |title=NIR News 170 |publisher=Irrs.ie |access-date=24 August 2012 |archive-date=24 February 2012 |archive-url=https://web.archive.org/web/20120224203313/http://www.irrs.ie/Journal%20170/170%20News%20NIR.htm |url-status=live }}

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.{{cite web |url=http://www.planningni.gov.uk/AreaPlans_Policy/Plans/BMA/draft_plan/02Part4/volume2/Harbour/Transportation_pfv.htm |title=BMAP Transport Proposals |access-date=30 October 2007 |archive-url=https://web.archive.org/web/20051229105035/http://www.planningni.gov.uk/AreaPlans_Policy/Plans/BMA/draft_plan/02Part4/volume2/Harbour/Transportation_pfv.htm |archive-date=29 December 2005 |url-status=dead }} 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.{{cite news |last=Cassidy |first=Martin |url=http://news.bbc.co.uk/1/hi/northern_ireland/7335313.stm |title=City to get rapid transit network |publisher=BBC News |date=8 April 2008 |access-date=24 August 2012 |archive-date=9 April 2008 |archive-url=https://web.archive.org/web/20080409114158/http://news.bbc.co.uk/1/hi/northern_ireland/7335313.stm |url-status=live }}{{cite news |url=http://news.bbc.co.uk/1/hi/northern_ireland/7336238.stm |title=No light rail system for city |publisher=BBC News |date=8 April 2008 |access-date=24 August 2012 |archive-date=24 September 2021 |archive-url=https://web.archive.org/web/20210924143831/http://news.bbc.co.uk/2/hi/uk_news/northern_ireland/7336238.stm |url-status=live }} 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 {{stnlnk|Glasgow Prestwick Airport}}, connected directly to the terminal, with Tillysburn half a mile away serving Holywood Exchange, instead of Tillysburn providing the link to the airport.[http://www.pacni.gov.uk/areaplan/document.asp?docID=227&filetype=Objector Rail 21: New Railway Station at Tillysburn] {{webarchive |url=https://web.archive.org/web/20090620014227/http://www.pacni.gov.uk/areaplan/document.asp?docID=227&filetype=Objector |date=20 June 2009 }}

There have also been calls,{{who|date=October 2021|reason=Who has been calling? Cite or delete}} 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.{{cite web |url=https://www.theyworkforyou.com/ni/?id=2008-10-13.6.19 |title=Northern Ireland Assembly: Derry/Londonderry to Belfast Rail Service |publisher=Theyworkforyou.com |date=13 October 2008 |access-date=24 August 2012 |archive-date=22 October 2012 |archive-url=https://web.archive.org/web/20121022005120/http://www.theyworkforyou.com/ni/?id=2008-10-13.6.19 |url-status=live }}

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.{{cite web |url=http://www.irrs.ie/Journal%20164/164%20News%20NIR.htm |title=NIR News 164 |publisher=Irrs.ie |access-date=24 August 2012 |archive-date=8 February 2012 |archive-url=https://web.archive.org/web/20120208083858/http://www.irrs.ie/Journal%20164/164%20News%20NIR.htm |url-status=live }}

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. 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.{{cite web |url=http://www.northernireland.gov.uk/news-drd-251007-regional-development-minister |title=Regional Development Minister welcomes draft Budget allocations |publisher=Northernireland.gov.uk |date=25 October 2007 |access-date=24 August 2012 |url-status=dead |archive-url=https://web.archive.org/web/20110520114317/http://www.northernireland.gov.uk/news-drd-251007-regional-development-minister |archive-date=20 May 2011 }} 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.{{cite web |url=http://www.irrs.ie/Journal%20165/165%20News%20NIR.htm |title=NIR News 165 |publisher=Irrs.ie |date=31 March 2008 |access-date=24 August 2012 |archive-date=8 February 2012 |archive-url=https://web.archive.org/web/20120208083916/http://www.irrs.ie/Journal%20165/165%20News%20NIR.htm |url-status=live }} The Class 4000 fleet entered service on Thursday 29 September 2011.{{cite news |url=http://news.bbc.co.uk/1/hi/northern_ireland/7230078.stm |title=Railway line to get new trains |publisher=BBC News |date=6 February 2008 |access-date=24 August 2012 |archive-date=9 February 2008 |archive-url=https://web.archive.org/web/20080209113730/http://news.bbc.co.uk/1/hi/northern_ireland/7230078.stm |url-status=live }} 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.{{cite web |url=https://www.publictenders.net/tender/575725 |title=Tender Details for NIR Class 4000 |publisher=publictenders.net |access-date=4 April 2016 |archive-date=21 April 2016 |archive-url=https://web.archive.org/web/20160421162024/https://www.publictenders.net/tender/575725 |url-status=live }}

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.{{cite web |url=https://www.railwaygazette.com/uk/ni-railways-targets-zero-emissions-by-2040/59056.article |title=NI Railways targets zero emissions by 2040 |author= |date=6 May 2021 |website=Rail Business UK |publisher=Railway Gazette |access-date=14 May 2021 |quote= |archive-date=14 May 2021 |archive-url=https://web.archive.org/web/20210514143017/https://www.railwaygazette.com/uk/ni-railways-targets-zero-emissions-by-2040/59056.article |url-status=live }}{{cite web |url=https://railcolornews.com/2021/04/08/uk-caf-to-supply-additonal-cars-for-translinks-class-4000-dmus/ |title=CAF's {{sic|addit|onal|nolink=y}} cars for Translink Class 4000 |author= |date=8 April 2021 |website=Rail Color News |publisher= |access-date=14 May 2021 |quote= |archive-date=14 May 2021 |archive-url=https://web.archive.org/web/20210514143015/https://railcolornews.com/2021/04/08/uk-caf-to-supply-additonal-cars-for-translinks-class-4000-dmus/ |url-status=live }}

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

{{reflist}}

{{wikivoyage|rail travel in Ireland}}

• {{commons category-inline|Northern Ireland Railways}}
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{{Railway stations served by NI Railways}}

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Category:Passenger rail transport in Northern Ireland

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