[Article] Western Rail Corridor Rail route numbers low

[Mark Gleeson]

Rail route numbers low
GORDON DEEGAN

PASSENGERS NUMBERS on the long-anticipated first phase of the Western Rail Corridor are falling far short of projections made in the business case for the route.

In March 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 that passenger numbers between May and September last year averaged 4,800 a month. “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,” an Irish Rail official wrote.

The Iarnród Éireann business case anticipated the service would require an annual subsidy of €2.4 million to operate. Figures provided by Iarnród Éireann show passenger numbers from October to the end of December dropped, with a monthly average of 4,330.

© http://www.irishtimes.com/newspaper/...291779125.html

[Colm Moore]

Assuming 67,158 passengers and 3,546 trains per year, thats 19 passengers per train.

A coach will carry 48-54 passengers.

[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.

[Inniskeen]

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

I don't understand this comment

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 services I was refering do to not stop at "Blanchardstown". Peak loadings on M3/Dunboyne trains (which do stop at Blanchardstown) are fairly modest with spare seats generally available on even the busiest services. Incidentally, if I recall correctly, the cost of the few km from Clonsilla to M3/Dunboyne was similar to the cost of re-instating the 60 km forming phase 1 of the WRC.

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).

Yes some of these things may improve numbers although direct services beyond Heuston will be required to generate significant usage. It may be some time before the country can afford projects like the DART interconnector and in the interim these stations will continue to represent a significant burden on Irish Rail resources both in terms of staffing and maintenance.

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.

The number of DARTs carrying a thousand or more passengers are few and far between. The heaviest loading trains these days are generally Maynooth and Drogheda/Dundalk services. If anything DART takes up far more track capacity than is justified by current loadings. Perhaps a third of the DART fleet is normally idle at peak periods.

[dowlingm]

Originally Posted by Irish Rail

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."

Gee, if only someone had thought of building Oranmore before a station like, say, Craughwell.

[Mark Gleeson]

The fact is there are some trains on the WRC carrying effectively nobody at all as the average is 15.5 per train. The subsidy per passenger is 36 euro

The average number of passengers carried on each DART service on a weekday is 480 at a subsidy of less than 1 euro. (70,000 over 143 services) As there is very good turn over en route the number is high. I'd say 15-20 services daily exceed 1000 onboard. I've been on several peak hour trains recently were we have left people behind which implies a load of over 1300 onboard

The WRC failed to meet the criteria laid down by the department of finance for funding but the government overruled it. All other rail projects comply with the rules and show a positive net return

The investment program in Dublin projects that the rail network in the greater Dublin region will make a net profit as numbers increase even on very pessimistic economic conditions

[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

Originally Posted by Colm Moore

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

Originally Posted by Inniskeen

I don't understand this comment

It can be expected that the recession has affected customer numbers with any business. We can't really blame the WRC for that.

However, service frequency was always going to be poor given the single track and lack of passing places.

The (refurbished) low end railcars have the required maximum speed to avail of the maximum speed on most of the track. Higher performance trains wouldn't deliver a substantially faster service. The extra cost of faster / longer / more sophisticated (catering / first class) trains.

The journey times were always going to be uncompetitive unless there was a huge upgrade to the route. That would have just been throwing good money after bad.

[Inniskeen]

Originally Posted by Mark Gleeson

The fact is there are some trains on the WRC carrying effectively nobody at all as the average is 15.5 per train. The subsidy per passenger is 36 euro

The average number of passengers carried on each DART service on a weekday is 480 at a subsidy of less than 1 euro. (70,000 over 143 services) As there is very good turn over en route the number is high. I'd say 15-20 services daily exceed 1000 onboard. I've been on several peak hour trains recently were we have left people behind which implies a load of over 1300 onboard

The WRC failed to meet the criteria laid down by the department of finance for funding but the government overruled it. All other rail projects comply with the rules and show a positive net return

The investment program in Dublin projects that the rail network in the greater Dublin region will make a net profit as numbers increase even on very pessimistic economic conditions

According to the CSO DART carried 19,865,000 passengers in 2008. As far as I can see there are currently approximately 1010 DART services per week. Doing the maths and assumming no decrease in DART usage since 2008 the average no of journeys generated by each service is 378. Given that the contents of a DART train (especially an off peak service) substantially refreshes as it passes through the city centre the average loading would be substantially less.

There may be a handfull of DART services that occasionnally carry 1000 or more passengers, but I am not aware of any DART service that routinely does so on a daily basis.

There has been much talk about doubling DART capacity but precious little evidence that usage has significantly increased. As I said around 30% of the DART fleet is idle at peak periods with many trains being formed of six rather eight cars.

In any event none of this negates my point that many off peak evening DART services are very lightly loaded, that off peak Dunboyne services are barely used at all and that the KRP stations are not much busier than the recently closed South Wexford line.

The re-opening of the WRC may well have been a political decision. Nonetheless given an appropriate level of service, more competitive journey times, decent rolling stock and a proper marketing effort I believe it can make a worthwhile contribution to balanced regional development.

[dowlingm]

Having seen some of the FOI material posted on boards, there are inconsistencies in the data. One document says
"59K journeys period 4-5, compared to 87K Glounthaune-Midleton"
The other says
"31K journeys period 4-9, compared to 109K Glounthaune-Midleton"
a period being 4 weeks.

An additional point of interest is that the boardsies were jumping all over West on Track about a release posted on their site about 16,000 journeys made on the new section when the FOI data says only about 7,000 - thing is, WOT didn't write the release, they reposted one that IE Corporate Comms did - in fact it's got their info right at the bottom of it.

[jacko]

high frequency to Little Island and Glounthaune due to both Midleton and Little Island is certainly attracting higher numbers.

Peak time there is a train every 15 minutes.

Cobh line also benefits enormously from tourism (liner passengers etc) in the summer season.

Connections to/from Dublin trains are also good.

All in, an excellent template for a non Dublin commuter line

[Thomas J Stamp]

I really do not understand how the DART and KRP have anything to do with the WRC figures. The main point surely is that this was all predicted.

What I want to know is what percentage of these figures relate to social welfare subsided passengers, I for some reason am of the opinion that that shouldnt really count as revenue, as its just all part of the same state pot.

[Mark Gleeson]

Midleton is doing very very well by all accounts and runs for vastly lower cost than the WRC, it is the model to be followed

If only we were talking about a Athenry Oranmore Murrough Merlin Park etc Galway service...