Guidance suggests that every minute of lateness should be multiplied by 3 to estimate the effect on user disutility. On this basis, a train arriving 10 minutes late is equivalent to an additional journey time of 30 minutes – this is quite a significant penalty.
This has consequential effects on trip planning, where rail users will make an allowance for lateness, thereby incorporating this effect into all journeys – not just those which are late. It can therefore be concluded that achieving a reliable service is more important than reducing journey time, and hence there is a practice of allowing extra time in rail schedules to ensure timely arrival at destinations, at the expense of a faster timetabled journey time.
cgcsb wrote: »
the plan is to operate a bus services to connect cork and galway trains to the airport via the new parkway station.
The later parts of their plan are to run Galway and Cork Services to the airport via a spur line to the airport(which IÉ has been told several times won't happen). This depends on the electrification of the Cork and Galway lines (which will not happen before 2025 as the document suggests). It will require quad tracking of the northern line from Connolly to Clongriffin (not happening) it would be quicker to change at parkway for bus connection to the airport via M50 than to continue through DARTunderground and proposed new spur.
Also IÉ ignores the fact that DART underground is a double track system and will become a bottle neck very quickly if they try to force intercity + DART services through
spacetweek wrote: »
Probably need to change the thread title