Irish rail fleet and infrastructure plans

There was some discussion recently about what the life span of the 8500s could look like after D+ over in the D+ thread. And I have been thinking about whether their life could get cut short (say 30-35 years instead of 40 years) to be replaced by low floor stock? As in theory they should be able to last into the 2040s.

And I am also wondering the same for the other "younger" stock we have, the 22Ks and 29Ks, especially the 22Ks.

On one hand I feel like IÉ isn't going to want to replace stock 5-10 years earlier than they need to, but I also feel as though over the next decade (and especially after the Stadlers enter service) converting to low-floor stock to improve safety and accessibility benefits could become a higher priority.

What are people's thoughts?

I noticed the steps of a 29k have a lights installed. Was this installed as part of the PIS "upgrade" or more recently?

That would be assuming they perform and an unknown now is line speed of at least 100mph for Cork on diesel. They might require a more powerful solution for Cork pending electrification and prehaps 110 to 125mph.

If you are referring to the top speed of the Stadlers on Diesel, to be fair now there are plenty of diesel sets that have been capable of 200kmh/125mph, the most iconic probably being the IC125. I see no reason why our Stadlers wouldn't be capable of it on diesel power, let alone 25kV AC power later on. That said I am not actually sure if the design speed of the new sets has even been annonced, along with most other details so there is still a bit up in the air on what to expect.

If you’re referring to the Mk3s that was primarily because IÉ wanted to be able to use railcars instead of locomotives for operational convenience. For the 201s, many units were withdrawn because freight services dried up and 071s costed less to operate. The 8500s are different because there’s not quite as much as an incentive to get rid of them.

I agree 180km/h is a realistic option for Cork pending wires.

I think part of the commissioning of the Stadler fleet will likely see some test runs on part of Cork route anyway for extended running at high speed.

https://www.irishrail.ie/en-ie/news/maintenance-wagons

Another 68 wagons have been ordered, this time to replace wagons used for infrastructure purposes.

That totals to 218 wagons which I think that is enouguh to replace all the wagons currently in service, and this will be great if it means the entire freight fleet is capable of running at 110km/h (compared to the current 80km/h limit)

Also the previously ordered wagons are going to be delivered and enter service in 2027.

Lights on the steps is a RVAR/TSI requirement.

ICR, MK4 and the 8520 DART's all have them

Here's the wheel that manually closes the gates at Clonsilla. A couple of the levers are still in use, one to operate a manual gate stop, so the gates can't be pushed open, and another to let the signalman in NTCC know that it's clear for him to release the signal for trains to pass.

I suspect part of the issue is a lot of crossings on Waterford route don't have any easy alternative access points. Constructing bridges for them is not practical.

Each crossing has a risk rating and the focus is getting rid of the worst ones.

That's a bit why I am surprised so little has been done on the Waterford line, some of them are ranked quite high. It wouldn't be the only line to have high risk LCs that haven't been closed. XC226 just north of Mallow which was and still is in the top 5 for both 2017 and the 2026 list. However, I was expecting them to close at least a few LCs with it being a 160km/h capable line.

It does make me think there are some other factors, including as @Jamie2k9 says possibly not having an easy alternative. This is what happened with XB001, as they just CPOed the land on the other side of the railway as it was cheaper than building a road or bridge for access.

Line speed and service frequency are inputs into the risk model.

On the line speed part, my understanding from reading CRR documents is that user-worked crossings are limited to 130km/h. So I wonder, even though the line speed could theoretically increase to 160km/h on this section, for the risk analysis they would still be treated as 130km/h?

I know there can be exceptions to this if telephones or MWLs are installed, but I am not sure if IÉ/CRR have actually tried to use them to remove speed limits rather than as just a way to minimise risk. (which in fairness is probably the best option, I can't say I am a fan of 160km/h user-worked crossings)

Irish Rail has done an amazing job over the last 25 years the number of closures is incredible

I 100% agree, I did not mean to down play the efforts by IÉ.

i suspect rathdrum isn't actually doable to extend but i can't say for sure, the rest might be but it's not going to happen in your grand children's lifetime if the line is even still open (not likely)

irish rail have made it clear over decades they aren't serious about or interested in the rosslare line, that is never going to change no matter what anyone does because you cannot change an institutional mindset, especially when other organisations involved also buy into it.

look, politicians are not wasting their time trying mind, anything that shows irish rail's hand and their contempt is good by me as people should know about it.

Save money? It's switched off in the original coaches now anyway as far as I'm aware.

The article was about 8-car 29Ks, which I believe needs 165m? Although it seems IÉ has been trying to get 174m on any new stations and platform extensions.

That said I do think that 6-car ICRs is the better long term investment and more what the line would benefit more from in the long term. Plus I believe both Rosslare stations can already support 6-car units, and most of the rest would need only very short extensions (<10m).

Extending platforms for 6-car operation definitely makes sense.

At present, there are only 5 trains per weekday from Wexford (3 on a Sunday), with gaps of over 5 hours between some services, so adding new services before extending platforms seems sensible if its possible.

As discussed by many posters, cascading sets after new DARTs come into operation, and possible interchanging with the DART will enable more frequent services. I think an extra morning peak service plus 2-3 extra services spread out from late morning to the mid-afternoon should address the needs of the line in the short term.

Fully agree that 29k's should be removed from long distance routes. Speed improvements would be very welcome too.

State-owned transport group CIÉ is looking at redevelopment opportunities at both Heuston and Connolly stations in Dublin that could provide for new interchange arrangements between buses and trains as well as housing.

https://www.irishtimes.com/business/2026/03/27/cie-looks-at-redevelopment-opportunities-for-heuston-and-connolly-train-stations/

https://www.irishtimes.com/business/2026/03/27/cies-new-ceo-stephen-kent-we-face-an-existential-threat-over-4bn-pension-liability/