IE to lease UK fleet?

GM228 · 04-01-2019 10:25pm

Drifter50 wrote: »

I would agree with that Jamie, can`t see huge expense being sanctioned especially short term when we have a bunch of 2700 units sitting in Limerick gathering dust.

The 2700 project has stop started a couple of times now, they just need to get on with it

There are no 2700s in Limerick, that aside the project has only started (and subsequently shelved) once.

Also the "huge expense" would likely be less than the 2700 project and provide better value for money, any expense in conversion will be borne by the ROSCO, not IE or the NTA.

prinzeugen · 04-01-2019 10:58pm

GM228 wrote: »

The proposal is that any stock to be leased is to bolster commuter services and not for IC work.

Kildare, Maynooth and Northern Commuter lines have been mentioned.

I have been hearing the opposite from several sources. All 22k units for Heuston trains and UK units for Sligo/Rosslare trains and some of the commuter services out of Connolly. Units to be based at Drogheda.

Apparently to make training and maintenance simpler and also because they are already AWS/TPWS fitted for working into NI if needed.

16x 185s should be available if TPE can get its new stock into service on time. The 170s are likely to be snapped up by UK operators.

GM228 · 04-01-2019 11:05pm

prinzeugen wrote: »

I have been hearing the opposite from several sources. All 22k units for Heuston trains and UK units for Sligo/Rosslare trains and some of the commuter services out of Connolly. Units to be based at Drogheda.

Apparently to make training and maintenance simpler and also because they are already AWS/TPWS fitted for working into NI if needed.

16x 185s should be available if TPE can get its new stock into service on time. The 170s are likely to be snapped up by UK operators.

That is not true.

Also note Rosslare and Sligo train lengths would be restricted in size if that were to happen as the 185s are the same length as the ICRs, in fact I heard the ICR centre car order will see 5 car ICRs on the Rosslare in future.

There are no plans to shift the ICRs to Heuston only with the exception of potentially 7 cars being released from Drogheda.

prinzeugen · 04-01-2019 11:18pm

GM228 wrote: »

That is not true.

Also note Rosslare and Sligo train lengths would be restricted in size if that were to happen. There are no plans to shift the ICRs to Heuston only with the exception of potentially 7 cars being released from Drogheda.

Well Several IR staff have told me this. I was also told to expect more 29000 on the Sligo trains soon (travel there on a regular basis).

While train lengths might be shorter, there potentially would be more trains. The evening Sligo train would be full of people going to Sligo and not commuters going to Maynooth or Longford as they would be on earlier trains.

GM228 · 05-01-2019 12:25am

prinzeugen wrote: »

Well Several IR staff have told me this. I was also told to expect more 29000 on the Sligo trains soon (travel there on a regular basis).

While train lengths might be shorter, there potentially would be more trains. The evening Sligo train would be full of people going to Sligo and not commuters going to Maynooth or Longford as they would be on earlier trains.

The 29000 fleet is stretched to the limit and their commuter runs are supplemented by the ICRs.

They are not going onto the Sligo line. Very very few IE staff are privy to the plans, if they are saying this it is pure speculation.

prinzeugen · 05-01-2019 12:42am

GM228 wrote: »

The 29000 fleet is stretched to the limit and their commuter runs are supplemented by the ICRs.

They are not going onto the Sligo line. Very very few IE staff are privy to the plans, if they are saying this it is pure speculation.

Depends who you know in IE!! Time will tell.

GM228 · 05-01-2019 12:46am

prinzeugen wrote: »

Depends who you know in IE!! Time will tell.

I don't think you know the right people though.

Ireland trains · 05-01-2019 12:53am

GM228
do you have any idea when/if IÉ will announce their leasing plans.
Or order the 41 ICR centre cars or order the bi-modes

prinzeugen · 05-01-2019 12:56am

GM228 wrote: »

I don't think you know the right people though.

I am not going to turn this into a "who is the most senior member of IE management you know" competition.

And the ones I know are not platform staff or drivers. Tad higher than that.

GM228 · 05-01-2019 1:00am

Ireland trains wrote: »

GM228
do you have any idea when/if IÉ will announce their leasing plans.
Or order the 41 ICR centre cars or order the bi-modes

Plan to approach the UK ROSCOs was approved by the NTA in November as was the centre car order and bi-mode fleet. I would imagine any definitive announcement on lease will be after Brexit as that may impact plans, it is still very much at scoping stage.

Tender for bi-mode should issue Q1 2019 with contract award Q3/4 2019. ICR order does not require a tender and is expected to be signed Q1 2019.

IE 222 · 05-01-2019 2:13am

Has hual stock been completely ruled out.

Ireland trains · 05-01-2019 2:34pm

I was reading a NTA document and it said that they will either order more diesel coaches (ICR) or second hand trains or potentially both
Note this is not exact wording.

Also said for the DART expansion programme there could be some platform changes.
Could this mean more passing loops to allow intercity and commuter train to overtake.
Finally as it was announced yesterday that IÉ had carried 48 million passengers last year, could anyone say (maby GM228) how many people travelled on the Dublin to Cork train in 2018 and how much people travelled on rosslare line either in 2017 or 2018.
Cheers

Dats me · 05-01-2019 2:49pm

GM228 for the Bi-Mode fleet that was approved is this the big new order for DART stock?

If so, is it going to be the EMU with a diesel engine car in the middle configuration that was talked about on some other thread (sorry for lack of specifics, can't find it now and I'm not an expert). Or could you give any info on exactly the type of "Bi-Mode" that they're ordering, I'm very interested!

Isambard · 05-01-2019 11:15pm

IE 222 wrote: »

Has hual stock been completely ruled out.

answer must be yes due to lack of runround facilites nowadays

Ireland trains · 06-01-2019 6:23pm

As passengers numbers rise again (48million) and no extra trains for a long times how crowded are the trains getting at peak times, especially intercity which passenger numbers are up 12% to 12.4m

Does anyone have the individual route passenger numbers on intercity services (eg Dub-Cork/Galway/belfast/waterford)

In 2017 Dub-Cork carried 3.15M and based on my calculations on an increase of 12% the service carried 3.5M in 2018.

GM228 · 07-01-2019 9:22pm

IE 222 wrote: »

Has hual stock been completely ruled out.

Yes.

GM228 · 07-01-2019 9:26pm

Dats me wrote: »

GM228 for the Bi-Mode fleet that was approved is this the big new order for DART stock?

If so, is it going to be the EMU with a diesel engine car in the middle configuration that was talked about on some other thread (sorry for lack of specifics, can't find it now and I'm not an expert). Or could you give any info on exactly the type of "Bi-Mode" that they're ordering, I'm very interested!

There was talk of the middle car set up, and Engineers Ireland even produced a picture of GAs new 755 which has that set up, but there is no certainty in what option will be taken until the procurement process is undertaken.

What I do know is that the NTA and IE management and engineers have personally looked at the 800s in the UK and were impressed by them.

devnull · 07-01-2019 9:40pm

GM228 wrote: »

There was talk of the middle car set up, and Engineers Ireland even produced a picture of GAs new 755 which has that set up, but there is no certainty in what option will be taken until the procurement process is undertaken.

I would be interested to see how the whole GA situation works out, there is a lot of ambition of what they are doing so you have to give them credit for that, but there is also a lot that could go wrong and if it does, it really will be sit back and eat popcorn time. Wouldn't want to be going down that road until we see how that pans out.

What I do know is that the NTA and IE management and engineers have personally looked at the 800s in the UK and were impressed by them.

Lets hope they go for a better interior spec than specified by the UK DFT if they ever go down that road, because honestly in my opinion whilst they are not bad trains, they are not exactly the height of comfort either and are going to be expensive to boot due to the crazy way they are procured.

goingnowhere · 07-01-2019 9:48pm

Lets be really straight about this, we are looking for a 29k but

Diesel electric transmission
Outer coaches with a large diesel engine 600-700kw
A coach with a transformer and rectifier (only need to add the transformer and AC pantograph if we go with 25kv)
A coach with the traction gear and rheostats and DC pantograph
traction motors split across the two centre coaches
Single toilet
Probably going to need to be aluminum body to get the weight down
Also need some of the new light weight inner frame bogies
You can remove the engines in the future and sub in a battery if you like to recover energy

Weight is the enemy here so got to cut as much out as possible as the performance is going to suck compared to a real DART and probably will have a hard time keeping up with a 29k. The transformer for one is not needed until 25kV appears and thats several tons.

The UK FLIRT has its engines in the middle to meet a contract requirement we can't afford to loose 10-12 m of coach space when we are already stuck with 165m platforms, underfloor is the best option as we don't have to throw away something. There is a huge amount of dead space on those units at the cab ends, completely unsuited to commuter use. The engines have a finite life so will get junked sometime regardless.

Jamie2k9 · 07-01-2019 10:05pm

GM228 wrote: »

There was talk of the middle car set up, and Engineers Ireland even produced a picture of GAs new 755 which has that set up, but there is no certainty in what option will be taken until the procurement process is undertaken.

What I do know is that the NTA and IE management and engineers have personally looked at the 800s in the UK and were impressed by them.

Seriously they are impressed by IEPs, they are terrible in DMU mode. Would even say 22s have much better traction. Then again NTA and IE never buy anything decent prehaps they are impressed because they will be grand doing 80mph.

800s are great on EMU.

Dats me · 08-01-2019 4:08pm

goingnowhere wrote: »

Lets be really straight about this, we are looking for a 29k but

Diesel electric transmission
Outer coaches with a large diesel engine 600-700kw
A coach with a transformer and rectifier (only need to add the transformer and AC pantograph if we go with 25kv)
A coach with the traction gear and rheostats and DC pantograph
traction motors split across the two centre coaches
Single toilet
Probably going to need to be aluminum body to get the weight down
Also need some of the new light weight inner frame bogies
You can remove the engines in the future and sub in a battery if you like to recover energy

Weight is the enemy here so got to cut as much out as possible as the performance is going to suck compared to a real DART and probably will have a hard time keeping up with a 29k. The transformer for one is not needed until 25kV appears and thats several tons.

The UK FLIRT has its engines in the middle to meet a contract requirement we can't afford to loose 10-12 m of coach space when we are already stuck with 165m platforms, underfloor is the best option as we don't have to throw away something. There is a huge amount of dead space on those units at the cab ends, completely unsuited to commuter use. The engines have a finite life so will get junked sometime regardless.

Why waste time and huge amounts of money on these yokes then instead of just electrifying the new DART lines and getting proper EMUs off the shelf?

Am I wrong that electrification is really cheap? Irish Rail's 2030 vision doc said €500k/km, if there's lead time of a couple of years for new rolling stock this should be easily done. I can only assume I'm missing something?

I really appreciate the replies btw, very insightful.

GM228 · 08-01-2019 4:19pm

Jamie2k9 wrote: »

Seriously they are impressed by IEPs, they are terrible in DMU mode. Would even say 22s have much better traction. Then again NTA and IE never buy anything decent prehaps they are impressed because they will be grand doing 80mph.

800s are great on EMU.

Are they though? Yes they had teething problems especially with overheating due to the little space available, but have they not settled down somewhat.

goingnowhere · 08-01-2019 4:34pm

Dats me wrote: »

Why waste time and huge amounts of money on these yokes then instead of just electrifying the new DART lines and getting proper EMUs off the shelf?

Am I wrong that electrification is really cheap? Irish Rail's 2030 vision doc said €500k/km, if there's lead time of a couple of years for new rolling stock this should be easily done. I can only assume I'm missing something?

I really appreciate the replies btw, very insightful.

This is the political solution to kick the can down the road, commit to nothing

It is obvious the electrification could be started and completed for Maynooth in parallel with any new train ordered

GM228 · 08-01-2019 4:40pm

Dats me wrote: »

Why waste time and huge amounts of money on these yokes then instead of just electrifying the new DART lines and getting proper EMUs off the shelf?

Because they won't be limited just to electric lines, they will be more versatile.

Dats me wrote: »

Am I wrong that electrification is really cheap? Irish Rail's 2030 vision doc said €500k/km, if there's lead time of a couple of years for new rolling stock this should be easily done. I can only assume I'm missing something?

I really appreciate the replies btw, very insightful.

That was from a report produced 8 years ago which gave an estimated price based on recent project builds, being 2011 probably based on UK projects, but it was well off the mark.

That would equate to around €16M for the Maynooth and M3 lines, but, the NDP has stated that project will cost €300M, so is more likely to be a little over €9M per KM. I believe at the time the report should have stated €5M, not €0.5M.

GM228 · 08-01-2019 4:45pm

goingnowhere wrote: »

It is obvious the electrification could be started and completed for Maynooth in parallel with any new train ordered

That is the plan. It is already committed to and is part of the NDP.

Planning and design work is already under way and the actual construction work for electrification of the Maynooth line is predicted to start in 2021 and should be completed in time for the new stock.

Dats me · 08-01-2019 6:55pm

GM228 wrote: »

That is the plan. It is already committed to and is part of the NDP.

Planning and design work is already under way and the actual construction work for electrification of the Maynooth line is predicted to start in 2021 and should be completed in time for the new stock.

That sounds good, thank you.

Will these new Bi-Mode trains run on the electrified Maynooth line or new EMUs?

What's the plan for Kildare/Hazelhatch? I'm going to go out on a limb here and say Phoenix Park Tunnel can't be electrified?

With city-centre resignalling done this new DART stuff could be really nice

Ireland trains · 08-01-2019 7:06pm

Will any darts from hazelhatch run into heuston

L1011 · 08-01-2019 7:11pm

It's claimed the PPT can't be electrified. It uses to be claimed it couldn't take passenger services, so some salt should be taken with that claim.

Low roof electrification options exist, they still need headroom but not as much

Bi-mode would work around that issue

goingnowhere · 08-01-2019 7:56pm

If the Maynooth line will be electrified before the new fleet arrives why is a hybrid even needed.

New trains go on the Maynooth line, a whole pile of 29k's now available to improve services on the Northern line and elsewhere.

Since we have no boots on the ground and no tenders for the Maynooth electrification its clear the politicians are playing the usual game with us

Jamie2k9 · 08-01-2019 10:06pm

GM228 wrote: »

Are they though? Yes they had teething problems especially with overheating due to the little space available, but have they not settled down somewhat.

Not paid much attention recently but they really struggled around 100 mph on diesel. Doubt that's changed plus over here they would be more reliant on diesel than overhead which is another factor. Apart from West Country (mayble bit of Wales) the majority is/will be electrified.

3 engines dragging 5 car's is a problem particularly with none in front/rear.

devnull · 08-01-2019 10:15pm

Jamie2k9 wrote: »

Not paid much attention recently but they really struggled around 100 mph on diesel. Doubt that's changed plus over here they would be more reliant on diesel than overhead which is another factor. Apart from West Country (mayble bit of Wales) the majority is/will be electrified.

I don't know the specifics, but there was talk that Hitachi downrated the engines on the 800s because the contract they signed with the DFT was based on having a certain number in service each day and downrating the engines was one way of helping ensure that, which is rather sneaky if you ask me.

I believe those diesel engines can go over 900bhp but they are down at around 750bhp.

Jamie2k9 · 08-01-2019 11:48pm

devnull wrote: »

I don't know the specifics, but there was talk that Hitachi downrated the engines on the 800s because the contract they signed with the DFT was based on having a certain number in service each day and downrating the engines was one way of helping ensure that, which is rather sneaky if you ask me.

I believe those diesel engines can go over 900bhp but they are down at around 750bhp.

Interesting, no expert but still a poor engine choice overall, hopefully any potential order will include a more powerful engine considering its importance.

devnull · 08-01-2019 11:59pm

Jamie2k9 wrote: »

Interesting, no expert but still a poor engine choice overall, hopefully any potential order will include a more powerful engine considering its importance.

According to wikipedia the downrating is bigger than I thought and is from 940bhp to 750bhp.

That is a fairly big performance reduction and would explain why they struggle on diesel and are limited to 100mph that they reach slowly, rather than 125mph that they can reach under electricity.

GM228 · 09-01-2019 12:13pm

goingnowhere wrote: »

If the Maynooth line will be electrified before the new fleet arrives why is a hybrid even needed.

Because trains go beyond Maynooth and the limits of electrification.

goingnowhere wrote: »

New trains go on the Maynooth line, a whole pile of 29k's now available to improve services on the Northern line and elsewhere.

You need to look at the broader picture, by the time the initial order is delivered, tested, commissioned and fully in service the 2600s will be nearing 35 years and due for replacement, the 29000s will be cascaded to Cork and Limerick.

The 8100s will also be near to 45 years old and will be retired when another batch of new electric only trains arrive.

goingnowhere wrote: »

Since we have no boots on the ground and no tenders for the Maynooth electrification its clear the politicians are playing the usual game with us

Boots will not be on the ground for another 2 years and it's a bit early for tenders. Design and planning work is already underway by IE/NTA. The NTA has confirmed the project is going ahead, not the politicians, and they blamed the government for delaying the project up to now.

GM228 · 09-01-2019 12:17pm

L1011 wrote: »

It's claimed the PPT can't be electrified. It uses to be claimed it couldn't take passenger services, so some salt should be taken with that claim.

Low roof electrification options exist, they still need headroom but not as much

Bi-mode would work around that issue

And yet electrification of the tunnel and the line as far as Celbridge is part of the 2018 NDP.

The Bray head tunnels have limited clearances which in parts are less than the PPT and no problems there, clearances in the tunnel were improved when work was undertaken to enable the PPT services.

GM228 · 09-01-2019 12:21pm

Jamie2k9 wrote: »

Not paid much attention recently but they really struggled around 100 mph on diesel. Doubt that's changed plus over here they would be more reliant on diesel than overhead which is another factor. Apart from West Country (mayble bit of Wales) the majority is/will be electrified.

3 engines dragging 5 car's is a problem particularly with none in front/rear.

They struggled due to teething problems, they suffered from constant overheating due in part to the limited space afforded by the UK loading gauge. There were times when they were regularly alternating between 2 or even 1 engine propelling the train whilst awaiting the others to cool down, I believe this has been improved.

Also it's not as simple as 3 engines for 5 cars, other factors comes into play.

GM228 · 09-01-2019 12:34pm

devnull wrote: »

I don't know the specifics, but there was talk that Hitachi downrated the engines on the 800s because the contract they signed with the DFT was based on having a certain number in service each day and downrating the engines was one way of helping ensure that, which is rather sneaky if you ask me.

I believe those diesel engines can go over 900bhp but they are down at around 750bhp.

devnull wrote: »

According to wikipedia the downrating is bigger than I thought and is from 940bhp to 750bhp.

That is a fairly big performance reduction and would explain why they struggle on diesel and are limited to 100mph that they reach slowly, rather than 125mph that they can reach under electricity.

All IEPs have 938hp engines. The 800s have had that reduced to 750hp by way of software control by reducing their RPM, this was to reduce maintenance costs and extend exam periods.

It is also worth noting that simply saying they have X amount of 750hp engines etc is not an accurate way to determine their ability. For example a 5 car 800 has a better power/weight ratio than a 5 car 22000 by about 2hp per tonne, but, the only true way to compare their ability is to work out the tractive effort and compare them. Anyone with those figures can do a true comparison.

Dats me · 09-01-2019 1:10pm

Is planning etc under way for the Kildare line too?

The 800s are an intercity train though from what I can see, if as above the performance of these things will suffer for the extra utility then new EMUs should be the real workhorse of the Dublin area? And then this Bi-Mode order should be a small one for operational flexibility, such as running "DARTs" to Newbridge

Not trying to be belligerent or anything, I just don't see the logic in the new DART stock being mainly bi-mode instead of EMU, surely it should be an 80/20 EMU/Bi mix or something

Thanks again for the replies

Isambard · 09-01-2019 1:21pm

Has anyone photoshopped the UK units into IE livery?

London Correspondent · 09-01-2019 1:53pm

Electrification of the Phoenix Park tunnels should not be such an issue. The technology now exists and has been implemented to use a solid metal strip bolted to the roof of the tunnel rather than wire to electrify tunnels. This has been implemented on the Thameslink line between Farringdon and the Canal Tunnels that emerge after Kings Cross. A similar approach could be used in the Phoenix Park tunnels but from memory I believe the clearance has been improved?

GM228 · 09-01-2019 3:10pm

Dats me wrote: »

Is planning etc under way for the Kildare line too?

Not yet.

Dats me wrote: »

The 800s are an intercity train though from what I can see, if as above the performance of these things will suffer for the extra utility then new EMUs should be the real workhorse of the Dublin area? And then this Bi-Mode order should be a small one for operational flexibility, such as running "DARTs" to Newbridge

Not trying to be belligerent or anything, I just don't see the logic in the new DART stock being mainly bi-mode instead of EMU, surely it should be an 80/20 EMU/Bi mix or something

Thanks again for the replies

If the IEPs had an engine under every carriage their performance would vastly improve. There is no guarantee on what option would be taken here. It is their concept as opposes to actual set up or intended use that has been looked at.

It is envisaged that only the first batch (100) will be BMUs, the rest being EMUs, but the exact number and specs have not been finalised yet.

Ireland trains · 09-01-2019 3:21pm

[quote/] It is envisaged that only the first batch (100) will be BMUs, the rest being EMUs, but the exact number and specs have not been finalised yet.[/quote]
It says in modern railways that there will be 480 new coaches (i assume 120 × 4car) with 250 of them being bi-mode.
Also says the trains will be called '8530 class'.
The magazine aslo says IÉ are getting new leather seat covers for the ICR'S.
Is irish rail considering eletrifying to kildare and if so will they quad track to kildare

loyatemu · 09-01-2019 3:30pm

They want everything bi-mode so they can use the catenary wherever it's available. IÉ are also concerned about their emissions responsibilities and I presume they want to minimise diesel running on electrified lines (and inside covered stations).

GM228 · 09-01-2019 4:05pm

Ireland trains wrote: »

It says in modern railways that there will be 480 new coaches (i assume 120 × 4car) with 250 of them being bi-mode.
Also says the trains will be called '8530 class'.
The magazine aslo says IÉ are getting new leather seat covers for the ICR'S.
Is irish rail considering eletrifying to kildare and if so will they quad track to kildare

300 is currently the number of vehicles envisaged under phase 1 (100 vehicles) and 2 (200 vehicles) of the DART Expansion project.

Phase 1 is envisaged to be bi-mode, phase 2 electric, but, could be 2 phase electric. There is/was talk of a phase 3 which could include a new fleet for Cork and Belfast but nothing concrete.

Electrification to Celbridge is part of the NDP to be completed by 2027, but, with potential future electrification of the Cork and Belfast lines that may be delayed as it is expected if such does happen it will be 25kv AC 50hz as opposed to 1.5 kV DC.

Take note though of the point I made:

GM228 wrote: »

the exact number and specs have not been finalised yet.

8530 is incorrect, that number series is already in use with the existing fleet. I suspect a 5 digit class number and different classes for BMU and EMU.

Dats me · 09-01-2019 5:41pm

Okay very interesting! Very nice to hear a bit of ambition I have to say

The flaw I see with that is now interoperability between 1500v DC and 25kv AC. Would the new EMUs be able to run on the AC if they electrify Dublin-Cork? Or would that mean if the decide to do Dublin-Cork they'll have to redo all of the other DART lines? Will the new Bi-Mode be able to run on AC power?

Captain Chaos · 09-01-2019 5:47pm

Ireland trains wrote: »

It says in modern railways that there will be 480 new coaches (i assume 120 × 4car) with 250 of them being bi-mode.
Also says the trains will be called '8530 class'.
The magazine aslo says IÉ are getting new leather seat covers for the ICR'S.
Is irish rail considering eletrifying to kildare and if so will they quad track to kildare

The 8530 class can't be right.

The 8520 DART class runs up to number 8540.

The new EMUs or BMU number class would have to start at 8550 at least.

L1011 · 09-01-2019 7:25pm

Dats me wrote: »

Okay very interesting! Very nice to hear a bit of ambition I have to say

The flaw I see with that is now interoperability between 1500v DC and 25kv AC. Would the new EMUs be able to run on the AC if they electrify Dublin-Cork? Or would that mean if the decide to do Dublin-Cork they'll have to redo all of the other DART lines? Will the new Bi-Mode be able to run on AC power?

If specced to do so. Dual system (AC/DC) trains already exist and are very common on the continent

They would usually swap system at a station, Drogheda and Hazelhatch likely if required here.

Cork local electrification may make more sense to do at 25kV if ever done

Ireland trains · 10-01-2019 5:34pm

www.irishtimes.com/news/ireland/irish-news/irish-rail-set-to-get-nta-approval-for-100m-worth-of-rail-carriages-1.3753805?mode=amp
Intresting artical about ordering new trains
Also mentions future plans for hourly sligo service, 2 hourly dublin to Westport, extra trains to rosslare and double track on galway line

GM228 · 10-01-2019 6:33pm

Ireland trains wrote: »

www.irishtimes.com/news/ireland/irish-news/irish-rail-set-to-get-nta-approval-for-100m-worth-of-rail-carriages-1.3753805?mode=amp
Intresting artical about ordering new trains
Also mentions future plans for hourly sligo service, 2 hourly dublin to Westport, extra trains to rosslare and double track on galway line

https://www.irishtimes.com/news/ireland/irish-news/irish-rail-set-to-get-nta-approval-for-100m-worth-of-rail-carriages-1.3753805?mode=amp

Some inaccuracies in the report.

The rail company has dropped plans to refurbish older carriages in the fleet, ruling it out on cost grounds. It is still considering hiring second-hand trains to cope with demand.

Confirming the imminence of the €100 million contract, the NTA said it was “at advanced stage of evaluating these alternatives and a decision is likely to be made by NTA in this regard, early in 2019”.

Under the National Development Plan (NDP), Irish Rail is to get 300 carriages to upgrade its fleet. The first contract for 41 new carriages could be awarded by the end of the year.

Confirms the 300 (as opposed to the 480 number suggested by MR) of carriages which I stated previously, however the 41 new carriages (which are the ICR centre cars in addition to the 300) shouod be ordered very soon, not by year end.

Also the contract is significantly higher than €100M, otherwise that would be outstanding value for money. The €100M is just for the centre cars and not the other 300 vehicles.

The "future plans" are not actually a future plan, they are just desirable, but are not part of the current NDP, however the investigations relating to Phase 2 and 3 of the WRC are part of the NDP.

Jamie2k9 · 10-01-2019 11:14pm

CEO has settled in well, poor comments about the Rosslare line. Now if only NTA opened it to a private operator they wouldn't be long changing there attitude...

IE to lease UK fleet?

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