IE 222 wrote: »
There is also mention of 20min peek frequency to Gorey.
prunudo wrote: »
Doesn't appear to be any mention of the southeastern line or does this fall under Dart+. Would be nice to see them upgrade as far south as Wicklow if not even further. I know its crossing threads, but as was mentioned (possibly by yourself LXflyer) part of the solution to the n11/m11 upgrade could be to build a park and ride close to Rathnew with good links to the local and national road network.
LXFlyer wrote: »
I think that is exactly what they would plan on using on the outer commuter services.
IE 222 wrote: »
Im open to correction but I'm pretty sure I read before that a section of that line was only single track. It might of been Athenry - Woodlawn rather than Ballinasloe.
IE's published plan above is to double Portarlington - Athlone and Galway - Athenry. I presume that means Athenry- Athlone will remain single track.
cgcsb wrote: »
Hard to see how that could happen without being a bit of a mega project.
CatInABox wrote: »
Yes, without sorting the choke point tunnel at Bray Head, hard to see any major improvement in frequency. Don't they already have a project to reconfigure Greystones station and line, which will achieve something like a grand total of one extra train an hour through the tunnel?
cgcsb wrote: »
Hard to see how that could happen without being a bit of a mega project. I absolutely think that there should be rail mega projects in this country. Afterall look at what we can do with roads, see the mega bypass of the New Ross metropolis, including one of Europe's most elaborate bridge structures. There's even the M11 project to encourage more long distance car commuting. :rolleyes:
roadmaster wrote: »
I wonder long term instead of bimode trains for intercity would Hydrogen powered trains be a better fit for us. They are starting to roll out in Germany but are still very early in developmenthttps://fortune.com/2021/04/23/hydrogen-train-transport-europe-green-rail/
“For longer distances and areas where we need more power, hydrogen has an advantage,” he said. “It seems that battery trains could have an advantage for short distances, but we need to sort this out.”
The costs to an owner of a regional passenger train are cheapest when it is powered by electric batteries, followed by diesel, hydrogen and then electric lines, according to clean energy research group BloombergNEF. The choice between batteries or fuel cells to replace diesel depends on factors like the length of the tracks, frequency of service and number of stops.
patrickbrophy18 wrote: »
I noticed a turn back facility is proposed for somewhere between Blackrock and Dun Laoghaire. Is this for the Maynooth/Drogheda Commuters currently operating to Bray?
Also, are the new fleet additions to the DART still going to be fitted with toilets?
The DART+ fleet wont be fitted with toilets according to the following link:
Not the end of the world. However, those travelling the entirety of the longer jouneys are screwed if they have a particularly weak or sensitive bladder. So, they'll still have to alight at Pearse and Connelly for use of the facilities and resume their journey.
That FAQ also states Fairview is to close (as main maintenance depot at least - 8500s to be moved to Kilcock along with all new ones).
That gives a lot more wiggle room for design for extra tracks, redesign of Clontarf Road etc.
Although I can see it just being sold off for apartments!
Fairview is closing as the main maintenance depot but there's to be no scaling back of services, all it removes really is the empty transfers between Fairview and Drogheda.
Fairview is an EMU depot and Drogheda a DMU depot, why would there be transfers between them?
If all 8100s are gone and 8500s moved to Maynooth, what other work is left to be done in Fairview?
I presume Fairview depot relates to the maintenance building north of the running tracks and that if it closed, the area south of the tracks would still be used for stabling trains overnight?
I would imagine that stabling sidings would be retained on both sides of the running lines.
I would hope they use it as an opportunity to reconfigure Clontarf Road station to something more suitable to its surroundings
Presumably driver change will still happen there, in which case one of the goals of a reconfiguration should be to allow that happen at the station. Always seems so inefficient to have the train stop for one person to get off and one get on, then roll a couple hundred metres forward and have many people get off/on.
Drogheda currently does some heavy maintance on the DART fleet, including when units require a visit to the wheel lathe as Fairview doesn't have the facilities to carry it out. DART units get towed beind 29000s between the depots on weekly transfers.
Fairview is intended to be kept on for light servicing and stabling of sets.