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071 class

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Comments

  • #122
    parsi
    Site Banned Posts: 5,904 ✭✭✭parsi


    It seems to be a constant failing of the company alright - they love "shiny and new" but don't seem to be bothered maintaining it once the newness has worn off. Cork station is a case in point - loads spent on dickying up the concourse and putting in doors to the platforms but they all seem to have broken with nary a sign of replacement.


  • #123
    Losty Dublin
    Registered Users, Registered Users 2 Posts: 13,270 ✭✭✭✭Losty Dublin


    corktina wrote: »
    i didnt say replace the seats, i said major overhaul.

    oh and you'dneed just the same number of locos to use the m3s in push pull mode as you would with the mk4s,

    your post doesnt make sense and looks like an attempt to justify IEs actions whilst ignoring the point made.

    I know you didn't mean just new seats but the amount of work involved is costly. To compare the price of the last wholesale refurbishment, the DART cost over €60 million for the 8100/8300 sets. When you remember that 22000 sets are also replacing withdrawn Mark 2's and Cravens (Plus releasing other DMUs), you can do your own sums to see just how much it would reasonably cost to refurbish what they have replaced let alone run them; this is another side of the argument as to why they were called into service.


  • #124
    dermo88
    Closed Accounts Posts: 1,000 ✭✭✭dermo88


    1. Locomotive haulage is more efficient for trains of 6 coaches or more.
    2. Locomotive haulage works for heavy long distance services with a journey time of 2 hours+ or greater than 200km.
    _______________________________________________________________

    1. Refurbishing the Mark 3's:

    (a) Rewiring the vehicles to be Push/Pull configuration E250,000
    (b) Doing the complete refit that Losty Dublin mentions
    - Contained WC tanks
    - Probable new bogies
    - Rewiring and replacement of air conditioning units
    - New braking equipment
    - Renewal of self contained power generators for the PP sets

    By the time you are finished, you are not looking at much change from E600,000 per coach, and this keeps you in the game for another 15-20 years.
    (c) I recall that there were 86 Regular MkIII and 30 P/P fitted Mk III, also 9 x MkIIIa (Cu Na Mara) acquired in 1984-1985, 1988 and 1995 respectively.
    (d) The experience with the MkIId set was not a good one, even though it has to be stated that the MkIII was light years ahead of that again.
    _______________________________________________________________

    2. Locomotives:

    The 071's are pretty much close to being down to a net book value of "0".
    The 201's on the other hand, cost IEP2.2 Million (*2.8 Mln Eur) in 1994-1995, and had a projected lifespan of 40 years. 10 are in storage (Non P/P equipped) with a net book value of 16.76 Mln EUR
    ________________________________________________________________

    3. DMU's/Railcars

    They won't last as long - 25-30 years at most.
    Operational costs are substantially lower.
    Staffing costs are lower.

    Win-win in my eyes.

    Verdict - it was a wise move to buy the 22K's. While its sad to see the MkIII's go prematurely, its a reality that the mixed traffic Passenger by Day and Freight by Night system they were used on at their conception no longer exists. There was a synergy between the fusion of passenger and freight that lead to economies of scale under CIE and Iarnrod Eireann. But that system no longer exists with the decline of many railfreight flows. Some do remain.


  • #125
    corktina
    Closed Accounts Posts: 17,733 ✭✭✭✭corktina


    thsts a red herring though. We are (i thought ) discussing whether mk3s should have been replaced by Mk4s. Whether 22 class units on other lines are a good move is another kettle of worms. (I quite like them btw)

    Problem is, isnt all this new stuff going to need refurbishing or (knowing IE) replacing at more or less the same time?

    Rail in the UK is much more accountable finacially and if they thought it cost effective to refurb mk3s then Im sure it was a cheaper option than buying new (and had they bought new, they would have bought a better product NOT an inferior one)


  • #126
    dowlingm
    Registered Users, Registered Users 2 Posts: 5,349 ✭✭✭dowlingm


    The Mark 3 rewiring should have been done with a view to Enterprise (which supports more than 6 car length demand) perhaps with a tweaked CAF DVT design and powered by PPed NIR 111s (071s) as intended for the Gatwicks. Unfortunately the dysfunctional nature of that service and its constituent companies impeded an outcome like that, not to mention Dick's drive to DMUise and NIR's expensive dalliance with the Gatwicks and DBSO. There were also rumours of sale of some 201s which came to nothing. Instead they may get some extra 22K services because of lack of demand on the rest of the network but only all economy (only 3 car sets were TPWSed).


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