Proposals are due to be published later this month setting out a far-reaching vision for developing rail links across the island. The plans don't lack ambition, and include connecting George Best Belfast City, Belfast International and City of Derry airports to a new train network which will also see railways return to Derry and Tyrone.
Correcting these glaring omissions in our public transport infrastructure and expanding our train network makes enormous sense. The environmental, economic and social arguments are compelling.
The proposals follow an all-island review of Ireland's railway network which was jointly commissioned in 2021 by the north's infrastructure at the time, Nichola Mallon of the SDLP, and the Republic's environment minister, Eamon Ryan.
This has become yet another area where the spectre of Stormont's collapse looms large. It seems the report cannot be properly published until power-sharing returns; in the meantime, the Dublin government will publish the report in draft form.
Mr Ryan has already confirmed that the review recommends a new line splitting from the current Belfast to Dublin route which will head to Derry via Dungannon, Omagh, Strabane and Letterkenny.
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There will also be an Atlantic railway 'spine', connecting Ballina in Co Mayo to Rosslare in Co Wexford.
This expanded rail network will also benefit from faster line speeds. As well as better connecting towns and people with efficient public transport, a major goal of the entire initiative will be to shift freight transport from roads and lorries to railway lines and trains.
Making plans is one thing; implementing them is quite another. The idea of railways returning, for example, to Tyrone is appealing but given the many years of difficulties encountered in attempting to get the A5 upgraded, it would seem wise to temper optimism with realism. The review itself envisages a 30-year development window, with different short, medium and long-term targets.
Cost is another essential consideration. The parlous state of Northern Ireland's public finances is well known. Nor has the Stormont executive a glittering track record in delivering major infrastructure projects. Even with its forecast €65 billion cash surplus, the Republic will be wary of how it funds new railway lines. "It will not be cheap," as Mr Ryan has said.
He has suggested that making the new lines follow the routes of the old railways closed in the 1950s, such as those in Tyrone, is worth considering – an approach long advocated by the Into the West campaign group.
They, and others, will be closely watching how the proposals move towards reality. It is yet another reason why the Stormont executive needs to return.
