In 1958 Andrew was offered and accepted the chairmanship of the Irish transport company Córas Iompair Éireann (CIÉ), which was in a perilous fiscal state. Following on from the findings of the Beddy Report,[3] he drew from his business experience and oversaw a large restructuring of the Irish rail system.. This included the purchase of diesel electric engines from General Motors, the introduction of modern coaching stock, the phased closure of uneconomic services and elimination of slow stopping services, the introduction of new braked good wagons as well as a revamp of ticketing arrangements. He also oversaw the closures of several lines that were perennially uneconomic and loss-making. This included...

• the Bray to Harcourt Street railway line. The line had not been profitable for decades, in spite of it seeing many cost-cutting measures to try and improve business. Electric signalling, AEC railcars and summer special trains to Wicklow and Wexford had been introduced on the line to try and increase its footfall and to lover costs to no avail. On foot of a recommendation of the Beddy Report, the line ceased services on December 31st, 1958 and formally abandoned in January 1959. As the city expanded outwards in the mid and late 70's the route was kept clear and partially reopened as part of the LUAS Green Line.
• the substantial railway network west of Cork city. This included lines to Bandon, Bantry and Macroom, and branch lines to Clonakility, Skibbereen and Kinsale. Again, the lines struggled for business and saw diminishing business as cars, buses and lorries became more affordable and able to address passenger needs more practically.
• the Hill of Howth Tramway, which was inherited from the Great Northern Railway. This anomalous line was built around Howth Head to exploit an expected tourism boom in the seaside village that never came to be. While the line served its sparse locality quite well it never turned a profit and escaped closure several times while under the auspices of the Great Northern Railway Board. However, its infrastructure and rolling stock had not been replaced during its lifetime and, with this weighed against a need for essential cost-cutting, its closure was inevitable giving CIE's poor fiscal state and statutory requirements to become profitable.
• the West Clare Railway. Again, this line's came against a backdrop of cost-cutting but unlike other narrow gauge lines it saw the introduction of a fleet of modern diesel locomotives and railcars. While the new stock improved service levels and economics of the lines considerably they weren't enough to save the line.
• the Cahersiveen, Kenmare and Kanturk lines.

Todd also oversaw the resurgence and modernisation of CIE road transport, provincial and city bus services in Ireland. Issues of Partition often affected the operation of the company; the CIE was forced to introduce additional bus services in border areas upon the withdrawal of the Ulster Transport Authority from cross border services, notably with the GNRB in 1958 and the County Donegal Railway Joint Committee in 1959.

Todd Andrews retired from CIE upon his 65th birthday but before he stood down he became Chairman of the RTÉ Authority at the request of Sean Lemass. Asked the difference between his new job as Chairman of RTÉ and his old job as head of the national transport system, he is reputed to have declared: "RTÉ carries more passengers" (though this was a fairly common joke among Dubliners at that time).[4] He resigned in 1970 when his son David Andrews was appointed Chief Whip to the Taoiseach.[5]

• Dublin Made Me (Lilliput, 2001) ISBN 978-1-901866-65-0
• Man of no Property (Lilliput, 2001) ISBN 978-1-901866-66-7