lxflyer wrote: » It has been done to death. No there isn't a date yet - probably October/November. You won't be able to get a train from Athlone to GCD - it would require multiple changes. Galway trains generally run non-stop between Portarlington and Heuston, which would mean changing onto a Portlaoise-Heuston stopper at Portarlington and again at Newbridge or stations closer to Dublin onto a train for GCD and there's no guarantee of a direct connection - I'd expect the Portlaoise and GCD trains to be half an hour apart to provide two trains an hour from commuter stations. Also, GCD will still probably close around matches. This service is designed as a commuter service - not really for Intercity passengers.
guylikeme wrote: » Apologies if this q has been done to death but... Is there an opening date yet for this? Would love to be able get the train Athlone-GCD direct for the Ireland matches, bypassing Luas
savagethegoat wrote: » it all sounds very interesting. Where will be the best place to go to witness the peak hour rush?
lxflyer wrote: » The city centre resignalling will allow for more than 12 trains an hour - if that's all it delivered it would be fairly pathetic.
The project will provide Iarnród Éireann with the ability to operate 20 trains in both directions through the Howth Junction to Grand Canal Dock line, which caters for Howth DARTs, Malahide DARTs, Northern Commuter trains, Belfast Enterprise services, Sligo Intercity and Maynooth commuter services, as well as other services in the Connolly to Grand Canal Dock area. Signalling on train lines regulate the safe movement of trains, and currently the system’s capacity stands at 12 trains per hour each way. The Project has also taken in to consideration the need to modernise signalling equipment. Computer based interlocking will be used to replace the existing Relay based signalling systems in Howth/Howth Junction/Killester /Connolly and Pearse.
Vic_08 wrote: » It will all depend on how confident they are that the timetable can be consistently adhered to. With 10 min DART there will be 6 slots/hour in between that could reasonably be used. The question is what recovery time is going to be required; a 7-8 min turnaround at most would be required to allow 6 reversals per hour. With the same driver on an 8 car it will take 3-4 mins minimum so 4 minutes leeway at most before a delay starts to cascade to following services. Next step would be to fit in after a second DART so add 10 minutes recovery to that and GCD has 3 slots per hour with more chance to recover a late running inbound service.
lxflyer wrote: » I'd find that slightly difficult to believe - there's no reason certainly off-peak for all three routes not to use the turnback at GCD.
GM228 wrote: » The draft plan is for all Kildare services to operate to/from GCD and existing services to continue as normal. I have that from a good reliable source.
lxflyer wrote: » We can't say that for sure yet - no timetable has been published. Off peak they may all use GCD, but at peak times I don't think the capacity will be there for them all to use GCD.
GM228 wrote: » Only Kildare services will turn back from GCD, whilst Maynooth and Drogheda/Dundalk services will continue to operate to/from Pearse as normal.
MrMorooka wrote: » Interesting, thanks. Are all Maynooth/Northern Line services currently terminating at Pearse planned to move to GCD? Because if so I can't see Boston sidings and the line connecting to them being very useful as it would require a double shunt to get to and from a platform. Or is the GCD terminus only for the new Kildare/PPT services and peak time use?
lxflyer wrote: » I can't see everything using GCD - There will still have to be some use of the Boston Sidings with trains starting & finishing at Pearse
lxflyer wrote: » Not quite. Down DARTs will continue straight on along the running lines, only using the loop if there is a commuter train waiting to access GCD. Up DART trains will cross over to the line coming out of the turnback platform immediately after GCD. The rest of the line you have marked as Dart in the up direction will be for commuter trains to come out of the Boston Sidings or to store them as at present.
MrMorooka wrote: » So am I right in my thoughts that the layout will be something like this?
Sam Russell wrote: » Thank you for the update. Is the platform 2 still going to connect as it does now? In other words will North bound Darts still be able to use Platform 2 as well as Platform 1 when the job is completed?
GM228 wrote: » The last stage of the current phase of the CCRP will see connecting up GCD platform 1 and turning platform 2 into a bay platform and is scheduled to be completed during the August bank holiday weekend. The PPT project should be completed by October.
Sam Russell wrote: » They still have not connected Grand Canal Dock platform 1 to the Dart line from Lansdown. I would have thought that would be done by now.
lxflyer wrote: » As I've repeatedly told you here - the project is being done in stages - re-routing the running lines will require another weekend closure - you don't really seem to grasp that remodelling a railway and completely resignalling it, whilst maintaining the current railway in full operation every day is exceptionally complex. Just because you expect things to be done a particular way does not follow that the civil and signalling engineers are going to do things in the manner you expect. The project is, as I understand it, still on time - so why keep making these critical comments? The project is not due to come into operation (I'd guess) until late October or November - people are just going to have to wait.
Paddico wrote: » Any update on this? Surprised no paper has given an update
Sam Russell wrote: » Glad to hear it. I am only a casual observer, passing GCD very occasionally and not able to see exactly what work is being done.
lxflyer wrote: » With respect, by making a statement like that, you clearly don't appreciate the amount of work involved in completely resignalling a busy railway line and remodelling it, while keeping the railway fully operational. It's massive, and far more restrictive than working on renewing a road for example. The work is staged, with implementation of each stage only taking place when engineers can get a full extended possession of the track (i.e. closure). If there is a problem with the equipment they would have to postpone the implementation until they can get another extended possession. They only get one chance. We're now at completion of about the eighth stage of the current works (which stretch from Connolly to Sandymount) as I understand it. Initial clearance works started in August 2014, with full works commencing in early 2015. Each of those stages have involved track alterations, signalling alterations and revised layouts to allow different works be carried out. These have included slewing both running lines at different points in time. There has also been significant work in strengthening the support structures beneath the unused platform track bed. All of this was carried out whilst one of the busiest sections of railway in the country remains fully operational. The project is on schedule for completion on time this Autumn.
Sam Russell wrote: » How many years is it taking to get this work done? There was a connection there and it was completely ripped out - that must be at least two years ago.
haulier wrote: » As far as I am aware, the connection from the UP MAIN, SOUTH END, into the new Platform [1] @ GCD will not be laid in this phase. Connections from the PSE end into both PI @ GCD & BOSTON SDGS will be commissioned, but will not be available for use until further notice.
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