Submission to the NTA about Waterford-Rosslare?

dermo88 · 15-08-2010, 07:29

In reply to Alan French.

From memory, the Waterford to Mallow line was a thrice weekly service, running twice daily (Rosslare to Cork Express) in Winter, and Daily in Summer, morning and evening. It was a limited Stop service, stopping only at Waterford, Dungarvan, Lismore, Fermoy. There was a once daily stopping service at all stations.

It was another route that had all the classic "rundown" to closure applied to it, by both the Great Southern and CIE. It did not integrate with the Dublin services at either end, so the connections were inconvenient. No attempt was made to maximise usage.

Also, often forgotten was that the line from Waterford to Dungarvan on to Mallow was festooned with speed restrictions, level crossings, steep gradients, tight curves, despite an effective speed limit of 60mph, for all intensive purposes, average speeds were closer on 25mph end to end. It was the hardest of all the mainlines to operate, and fixed expenditure was always very high. The track was not superelevated either.

If Rosslare to Waterford is to survive, then onward connections are crucial. These seem to have always been badly catered for.

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15-08-2010, 07:29	#32
dermo88 Member Join Date: Dec 2005 Posts: 136	In reply to Alan French. From memory, the Waterford to Mallow line was a thrice weekly service, running twice daily (Rosslare to Cork Express) in Winter, and Daily in Summer, morning and evening. It was a limited Stop service, stopping only at Waterford, Dungarvan, Lismore, Fermoy. There was a once daily stopping service at all stations. It was another route that had all the classic "rundown" to closure applied to it, by both the Great Southern and CIE. It did not integrate with the Dublin services at either end, so the connections were inconvenient. No attempt was made to maximise usage. Also, often forgotten was that the line from Waterford to Dungarvan on to Mallow was festooned with speed restrictions, level crossings, steep gradients, tight curves, despite an effective speed limit of 60mph, for all intensive purposes, average speeds were closer on 25mph end to end. It was the hardest of all the mainlines to operate, and fixed expenditure was always very high. The track was not superelevated either. If Rosslare to Waterford is to survive, then onward connections are crucial. These seem to have always been badly catered for.