Irish rail fleet and infrastructure plans

RE: reference above to the Stadler / UK Class 99 and Irish 201, plenty of discussion about Euro locomotives, and track weight limits etc. here:

Enterprise refurbishment comes closer? - Page 9 — boards.ie - Now Ye're Talkin'

Also, any word on how the Irish Rail trials are going for the hybrid battery ready, new engines for the new, and older 22000s, started 2023 and 2024, and separately for transmissions potential upgrades? Presume could be applicable if desired/finances, to the 29000s aswell, though looked expensive, 800k-1m Euro per train (or carriage! - both indicated) for new engines etc.

Some interesting bits here in the only later article i've come across (others are from the manufacturers etc. c.2019 before the trials started).

To cut fuel use and pollution, Irish Rail adds new transmissions and batteries to its trains - Dublin Inquirer

I've have read from this article that Irish Rail are seeking funding for replacing the 1984 Dart Fleet which is being sought outside of the Dart+ budget. Will Irish Rail get approval for seeking that funding for replacing the 1984 fleet from the Government or will they have to stick to their current arrangements that is in place with Alstom?

Im not going to lie, I have heard that a few times now and I am a bit confused by what it means. I don't really understanding a lot of the behind the scenes finances that IE deals with, but I have a guess for what it means.

Assuming replacement of the 8100s is accounted for by the 750 carriage/150 set framework, I don't think it means "they don't have funding for replacing the 8100s." Rather they don't have funding specifically for it, and if it comes to it they can use D+ funding to replace the original fleet. If possible they want funding specifically for it so that it doesn't take away funds for D+ itself, which in this case might mean ordering more of the framework than they otherwise would have been able to.

But it is sounding more and more like the third order might not go towards replacing the 8100s, rather a later order might.

The framework agreement just basically means they have a contract for the trains, but can draw them, down in various stages, rather than being tied to a particular delivery date, right?

I understand that much, I know the key wording of the framework is "up to 750 carriages." So if they don't get the funding for 150 sets they aren't required to purchase 150 sets.

Plus also as Jim Meade explained it, they use the frame work so it is just about finding the funds, not getting permission for each order.

What I am confused by and was refering to is the "seeking funding outside of the D+ budget" part, and rather why its not "seeking funding as part of D+."

Posted this in the Dart+ Infastructure thread earlier, forgot this one was a thing!

Looking through it seems that entire report is reflecting on their investments in 2023, and unfortunately I don't think there was much to report on for D+ coastal south. Honestly even throughout 2024 there hasn't been much to say, Though I am hoping we might get something before the end of the year.

Various works, points renewal, overhead lines, ballast cleaning.

Tender issued on etenders this morning;

CfT: 8736 Train Protection System ETCS Level 1-Trackside National Rollout

European Dynamics - View CfT Workspace (etenders.gov.ie)

From the PQQ document

DESCRIPTION OF THE CONTRACT BEING PROCURED

Iarnród Eireann’s existing train protection system, which is fitted to rolling stock operating over the network is facing obsolescence. The current systems include:

Automatic Train Protection (ATP), and

Continuous Automatic Warning System (CAWS).

ATP is deployed on approx. 5% (99 track-km) of the IÉ network and is confined to the DART Electric Multiple Units (EMUs), which operate on the electrified route in the Dublin region between Greystones and Howth/Malahide. Where ATP is in operation the system automatically applies brakes if a driver fails to obey a restrictive signal aspect or a speed limit.

A further c.42% (900 track-km) of the IÉ network is equipped with CAWS, which provides train drivers with an in-cab indication of signal aspects. All IÉ trains other than EMUs are equipped to work with CAWS, and this requires a driver approaching a restrictive signal aspect to acknowledge a warning.

Both ATP and CAWS systems in use in IÉ network are classified, in EU interoperability terms, as Class B systems.

In December 2021 the first fleet order for the new DART+ rolling stock was placed. This fleet will be equipped with an ETCS Class A system and will commence testing on the IE network in 2024. To facilitate the new fleet IÉ is fitting the section of track between Greystones and the Northern Ireland border with ETCS L1, in addition to test this area IÉ is fitting one 3 car DMU with ETCS L1.

In June 2022 IÉ commenced the TPS National Rollout of an ETCS Level 1 system for Onboard and Trackside, both of which are separate projects and are not dependent on one another.

The TPS National Rollout will provide a single, nationwide train protection system across all fleets and routes (except for freight-only lines). The proposed system will deliver the following functions - Speed supervision, Signal protection, Buffer protection, degraded operating modes, Shunting movement protection, Reverse movement protection, Roll away protection, Temporary Speed restriction warning messages. The Trackside NRO project will provide this functionality by deployment of an ETCS Level 1 TPS across the IÉ network (see the map and division of sections in table below).

Phase No.	Phase Description	No. of Signals	Length (km)

1	Cherryville Junction to Waterford	101	125
2	Maynooth to Sligo	128	192
3	Portarlington to Galway	126	145
4	Athlone to Westport / Ballina	171	167
5	Wicklow to Rosslare Europort	80	136
6	Mallow to Tralee	114	99
7	Limerick to Athenry	81	95
8	Limerick Junction to Limerick	33	35
9	Hazelhatch to Mallow	190	216

Out of scope:

• Drumcondra – Maynooth – M3 Parkway

• Heuston - Hazelhatch

• Cork - Cobh / Midleton

• Limerick Junction – Waterford

• Killonan Junction - Ballybrophy

Also

DURATION OF CONTRACT AND FORM OF CONTRACT

The Contract the subject of this competition is a contract to upgrade the IÉ trackside network with ETCS Level 1 system providing inter alia Train Stop and Speed Supervision functionality. The expected completion date for all, is 2031. A Maintenance Contract will follow in line with the implementation plan, and it is expected to be for a duration of up to 20 years. Both contracts will be subject to the terms and conditions of the contract and at IE discretion.

The form of Contract will be issued with the Invitation to Tender (ITT) at the ITT stage of this procurement process, to all Applicants who pre-qualify for the ITT stage of the process, under this PQQ, subject to IE’s decision (in its sole discretion) to proceed to the ITT stage of the competition. The type of contract will be formalised at the Tender Stage of this competition, but it is likely to be NEC 4 - Option C.

The DART+ network and the Cork area are not part of the scope for obvious reasons. Limerick Junction – Waterford and the Ballybrophy line also not included. Phasing seems odd, I would have thought Cherryville Junction to Waterford would be bottom of the priorities list and that the Cork line would be a higher on the list.

They are still manually signalled.

That would require a decision from government to invest significantly in both lines.

Framework is basically a procurement mechanism that means you don't have to keep running tenders and drawing up new contracts every time you want to buy the same thing again. The carrot for the supplier is that there's usually an initial order built into the tender but everything after that is at the discretion of the buyer.

Could that a brand new terminus station is currently being build in Waterford have anything to do with doing Cherryville Junction to Waterford first? Seems very odd as the line which that line connects to will be last for ETCS which I would have thought would seriously limit the benefits.

I wonder are they leaving Hazelhatch to Mallow to last in the hope that funding might be made able to combine new signalling with electricification of the line by the expected completion date?

Limerick - Limerick Junction & Mallow - Hazelhatch already have cab signalling fitted so the cost/risk benefit is lowest. The CRR is pushing for a TPS where there is no current TPS at all, i.e the mini CTC single track routes.

Nenagh and Waterford Rosslare is legacy ETS but within that the old fashioned must have the correct token to move is extremely effective and the low traffic density is a factor, i.e what odds you will hit something

ETCS L1 is an overlay on existing signalling so same block sections remain

Benefits? Safety for a start, especially on those parts of the network without real train protection, i.e outside the CAWS area. This is more important now as the network is carrying far more traffic. Second, as far as I am aware, the existing ATP on the DART lines is very basic and restrictive, as is evident from the very slow crawl when a DART train approaches a red signal.

At present we have a mixture of protection systems, some of them 40 years old, which is prpbably a recipe for high maintenance costs and less than ideal reliability.

commonality of equipment, parts and software as well most probably.

possibly allows for greater competition within the EU in terms of suppliers too.

Union Switch & Signal which was a devision of WABCO provided the signalling

Its 1930's tech, it could support ATP like capabilities, it depends how the on how the train kit reacts to the codes transmitted, you could catch going through a red signal if you had a specific red code (by default no code is red)

A little hidden CAWS info is originally there was a transponder system fitted, when you entered a CAWS area the train had to report its CAWS status and if it didn't you get a red signal. If you already have the kind of kit fitted, a hard stop for passing a red could be implemented

226 in Carrick on Suir has its transponder fitted

I know this is "Irish" rail fleet and plans. But I was reading about the British Class 66 "replacement" the Class 99. It was unveiled at Innotrans earlier this year. It's a Stadler Euro Dual loco.

The interesting thing about this loco is that it comes in at a weight of 113 tones and comes with 6 Axles, so it could be able to run on Irish railways (given that the Original Class 66 is closely related to the the IE 201 Class and the axle load is 18.8T).

Seems GBRF have ordered 30 of them, main desire being to move away from Diesel.

If Ireland ever get serious about electrifying the main lines, these locos could be used with existing coaches without the need for a power car. although given the power output of these and their tractive effort it could be complete over kill.

Launch video if anyone is interested.

6 axles, while allowing lower axle weights on heavy locomotives, are used more for freight and are rarely operated on high speed service - I think the longer trucks create more track wear around curves. Metra in Chicago acquired some refurbed 6 axle freight locos (SD70MACH) for hauling commuter trains and some US rail fans almost needed fainting couches.

GO Transit in Toronto is to implement ETCS Level 2, but leaving provision for long blocks to allow permit non-equipped freights and intercity to operate through that territory. I assume that similar provision will be made to allow NIR and heritage train movements in the IE system implementation - I assume this project is not cross border?

Looking at the way things are going all over Europe, I would imagine that passenger operations will become 100%MU, and in nearly all cases 100%EMU in the long run. In Ireland that will incluse Cork-Dublin-Belfast. So locomotives will be for freight and other non-passenger work, and in that case 120 kph should be sufficient.

Even in a comprehensively electrified netweok, you will need limited battery power to cope with container terminals. (try lifting and stacking containers with 25kv OHLE all around!)

I agree, that's true for big container yards. But if you look at the likes of Ballina (assuming that electrification gets there sometime in the next century 😉), you need a versatile loco, which can do both train haulage and a little shunting,

What do they currently use for shunting? 071s and 201s not occupied with hauling freight? I would be interested to see if IE decided to buy dedicated shunting locos, hasn't it been 40-50 years since there were any shunters in service? Though I can't imagine we will see IE make a decision about future locos until its decided what to buy for the Enterprise.

When the resignalling is complete, will this allow speed increases on the likes of the Cork - Dublin line or is the main constraints left for speed increase the curvature of the line? I'm talking about the speed limit/Max Speed potentially being raised from 160km/h to 200km/h

They have cheap diesels. The 071 class. And they'll have 201 class when they are no longer required for passenger services.