Enterprise replacement and Connolly station based trains generally.

Paul_798

I think IÉ and NIR are the parties to the action. I don't w the at the ratios were between them in funding the venture so I presume any damages award would be shared between them pro rata.

Ultimately it's likely to come out of taxpayers pockets on both sides of the border.

Jamie2k9

https://www.railwaygazette.com/traction-and-rolling-stock/electro-diesel-stadler-flirt-trains-selected-to-renew-dublin-belfast-enterprise-fleet/70100.article?utm_source=rss&utm_medium=Sendible&utm_campaign=RSS&fbclid=IwdGRleAOj-hxleHRuA2FlbQIxMQBzcnRjBmFwcF9pZAo2NjI4NTY4Mzc5AAEeFNqLwAFFrgFsazifyprGwU4zRmBTxYustUV0rbH5NJpxEgsDg4m6YIbhMWs_aem__B0ovzbXK3KaCARYYFd6Fg

A1ACo

The same article in the Belfast Telegraph today too. Interesting-ish that they have gone for a power end car, and as opposed to a mid-car power car which seems to be a feature of the UK Stadler tri-mode and bi-modes.

Also states only 2 diesel engines with one expected to be sufficient to be able to '…maintain performance…' so hinting may be at large enough diesel engines?

That and it looks fairly snazzy!

PlatformNine

https://www.boards.ie/discussion/comment/124059672#Comment_124059672

Interesting-ish that they have gone for a power end car, and as opposed to a mid-car power car which seems to be a feature of the UK Stadler tri-mode and bi-modes.

Having seen pictures of what the interior of the power packs look like, it's for the best! They are very narrow and would be bad for accessibility (wheelchairs or crutches), a snack trolley, or even just someone with baggage. But that's assuming they would even be open to the public, they could also be locked and that has its own issues.

Having them out of the way at the ends will just be more practical.

Also states only 2 diesel engines with one expected to be sufficient to be able to '…maintain performance…' so hinting may be at large enough diesel engines?

It sounds like it. I think normal DMU engines tend to be smaller and under the floors (open to correction), but even despite the smaller size it's difficult to get the floors low enough for level-entry with the platforms. However because they are under the floors, I believe their tends to be more of them so this is just the trade off.

It will also hopefully have the benefit that when they go to retrofit the 25kV powerpacks, it will be just swapping the cars out.

loyatemu

what's the plan for Cork electrification, 25kV? i.e. is there going to a route with 1500V, 25kV and no electrification at some point?

goingnowhere

25kV for Cork and any electrification beyond the DART+ area

outlyer

https://www.boards.ie/discussion/comment/124060177#Comment_124060177

Is there any reason the 25kV electrification cannot run all the way into Heuston? as far as I can make out the Dart+ SW, with the 1500V DC, will be effectively segregated on the two northern tracks. The intercity then being returned to the two southern tracks.

spark23

https://www.boards.ie/discussion/comment/124060904#Comment_124060904

I imagine it will, 25kV will become the standard nationally as it is more efficent for speeds plus multi trainsets on lines, pity Dart Underground didnt happen might have provided an opportunity for 25kV to become the standard All Island

OisinCooke

https://www.boards.ie/discussion/comment/124060904#Comment_124060904

I reckon they might keep all railway lines within the Greater Dublin Area as 1.5kV, just for ease. Using 25kV would mean that DARTs either couldn’t use Heuston, or that platforms 6, 7, and 8 if electrified at 1.5kV like planned in DART+ SW, wouldn’t be compatible with intercity stock.

Plus having even the two fast tracks on the Heuston approach provides operational complications with needing to get a DART into Inchicore, which happens occasionally, and if it’s easy for the Enterprise units to be dual 1.5kV and 25kV then you may as well have all outside-Dublin trains be dual voltage.

I reckon that all DART trains will be 1.5kV and then all other trains will be dual-voltage. It just eases flexibility meaning that DARTs can operate on any track available to them, (they wouldn’t be going outside Dublin anyway) and other trains can operate on all tracks full stop.

The only thing is, if the DART gets potentially extended to Sallins, or even Newbridge after the Dublin-Cork line has been electrified, would they re-electrify that stretch (especially if they end up building a Naas bypass route for intercity trains), or maybe just have the DARTs run on batteries?

Or would they add a third and fourth track and just use 1.5kV on the new slow lines alongside 25kV on the existing fast lines for just that short section?

Bottom line is I do really think that it makes the most sense to have all lines into Dublin be electrified at 1.5kV so as to maximise operational flexibility.

bk

https://www.boards.ie/discussion/comment/124059769#Comment_124059769

Yes the ones with the PowerPack car in the middle are the FLIRT 160 models, which are more of a regional trains model, they are limited to just 4/5 carriages, so obviously too short for intercity service.

The FLIRT 200 appear to be the intercity models. So far non of the FLIRT 200 trains have Diesel gen’s, so this would be pretty unique and new from Stadler.

With just 2 Diesel gens, they most be much larger then the typical underfloor or PowerPack gens found on DMU’s. For instance the Hitachi Class 801 bimodes in the UK, have 5 diesel gens under the floor on 9 carriage trains.