[Article] Western Rail Corridor Rail route numbers low

[comcor]

But wouldn't the number of trains be double that as they make return trips

i.e. 10 trains per day

[Colm Moore]

Originally Posted by comcor

But wouldn't the number of trains be double that as they make return trips

i.e. 10 trains per day

You're correct. I've adjusted the above.

[Mark Gleeson]

Numbers using rail route ‘falling short’ of predictions
By Gordon Deegan
Thursday, March 10, 2011
PASSENGER numbers on the long-anticipated first phase of the Western Rail Corridor are falling far short of the projections made for the route.

a d v e r t i s e m e n t


In March of last year, the €106 million route from Ennis to Athenry — connecting Galway to Limerick by rail — was opened after years of lobbying in the west.

However, figures provided by the Department of Transport in response to a Freedom of Information request show passenger numbers between May and September last year averaged 4,800 per month.

An Irish Rail official wrote: "This translates into an annual figure of between 62,400 and 67,158, which is well below the 100,000 trips assumed in the business case."

A separate note states: "31,000 passenger journeys completed for periods four to nine, compared to 109,000 on the Glounthaune/Midleton line in the same period."

The Irish Rail business case anticipated the service would require an ongoing annual subsidy of €2.4 million to operate.

Separate figures provided by Irish Rail show passenger numbers between October and the end of December dropped to a monthly average of 4,330. The schedule timetables five journeys each way daily and the monthly average of 4,330 between October and November translates to an average 15.5 passengers per train journey.

The business case of February 2006 conceded the opening of the route "cannot be justified by the standard socio-economic analysis required by the Dept of Finance appraisal guidelines, the merits of the project must be looked at in the context of significant wider national and sub-regional planning benefits and social inclusion".

A spokesman for Irish Rail said the difference between the passenger numbers projected in the business case and those travelling can be accounted for by a number of factors.

He said: "We are operating five services each way daily — the business case is based on seven services each way daily; the dramatically changed economic environment since the publication of the business case and Oranmore Station has not yet opened and development elsewhere has, as with most development, come to a halt."

He said the numbers travelling were in line with what was envisaged .

Records released through the FOI Act show the WRC generated €133,000 in a five-month period in revenues, but it blanks out the costs of running the line as the department’s FOI unit deemed it commercially sensitive.

This appeared in the printed version of the Irish Examiner Thursday, March 10, 2011


Read more: http://www.examiner.ie/ireland/numbe...#ixzz1GCD066L5

Same story more details.

For reference annual operating cost is approx 2.75 million with a loss of 2.4-2.5 million which fits the revenue numbers

[comcor]

That Glounthaune-Midleton figure is only around 16 people per train.

Although, it misses out on the fairly substantial numbers using the service from Cork-Glounthaune.

[finnyus]

Originally Posted by comcor

That Glounthaune-Midleton figure is only around 16 people per train.

Although, it misses out on the fairly substantial numbers using the service from Cork-Glounthaune.

Is that a headcount or based on actual revenue/tickets?

I was at Kent station the other night, and a crowd of ppl came off the Midleton train. Now, where they started their journey, I do not know, but, an IE guy with a ticket checker, next to the exit for platform 1 & 2, decided his phone was more important than actually checking tickets... waste of space, never mind money!

[Mark Gleeson]

Originally Posted by comcor

That Glounthaune-Midleton figure is only around 16 people per train.

Although, it misses out on the fairly substantial numbers using the service from Cork-Glounthaune.

But Cork has a lower per passenger subsidy than Dublin commuter trains and on paper could make a surplus if the extra stations were added in.

Due to the length of journey on all routes in Cork (Mallow, Cobh and Midleton are all 25 minutes from Cork) you can get an hourly service very cheaply. Its in a sweet spot in terms of running costs and thats why Youghal is a no go

Total commuter carryings in Cork are over 600k for an operating cost not much more than the entire WRC

[Thomas Ralph]

Originally Posted by comcor

That Glounthaune-Midleton figure is only around 16 people per train.

That might be how many tickets are sold, but I can assure you passenger numbers are quite a bit higher.

[Inniskeen]

Usage on the WRC may well be relatively modest. Possible reasons include service frequency, low end railcars, uncompetitive journey times and recession.

There are many other services and facilities which are very modestly used including Dunboyne/M3 (average off peak load maybe 3 or 4 passengers per train). The huge KRP stations at Adamstown, Clondalkin and Parkwest have loadings per train on a par with the now closed South Wexford line. Many off-peak DARTs carry barely a handful of passengers for much of their trip, especially in the evening.

[Colm Moore]

Originally Posted by Inniskeen

Usage on the WRC may well be relatively modest. Possible reasons include service frequency, low end railcars, uncompetitive journey times

Surely this is the actual basis of the complaints about the WRC, not reasons to support it.

There are many other services and facilities which are very modestly used including Dunboyne/M3 (average off peak load maybe 3 or 4 passengers per train).

We'll see what the figures are like when they come out. However, the M3 passengers are being carried only a few km and then the train fills with Blanchardstown passengers.

The huge KRP stations at Adamstown, Clondalkin and Parkwest have loadings per train on a par with the now closed South Wexford line.

Those stations need a few things before they come into their own - proper stopping services by using the 4 tracks and ultimately, direct services to the city centre and rest of the DART network via the interconnector. And those stations are funded by development along the line compared to almost all the funding for the WRC coming from central government (except the land for Crusheen and Oranmore stations).

Many off-peak DARTs carry barely a handful of passengers for much of their trip, especially in the evening.

And many will carry a thousand or more during the peak, with people getting on and off at each station. Overall those thousands pay for the less used services. That said, having off peak services does two thing (a) it takes pressure off some of the peak services (b) it encourages people to use the system by providing them with a guarantee of choice of services and greater comfort.