Phoenix Park tunnel: 4 trains per hour from 2016

Fred Swanson

This post has been deleted.

n97 mini

end of the road wrote: »

they very well may do so i'm afraid. they technically would not be regularly driving.
.

Nonsense blanket statement. Recently retired drivers don't need training.

end of the road

n97 mini wrote: »

Nonsense blanket statement. Recently retired drivers don't need training.

i bet that under the rules they do, that retirement means relevant competentsies lapse as far as the rules are concerned.

L1011

end of the road wrote: »

i bet that under the rules they do, that retirement means relevant competentsies lapse as far as the rules are concerned.

Rules are changeable. There's also drivers under 6months out retiring on a constant basis anyway.

end of the road

L1011 wrote: »

Rules are changeable. There's also drivers under 6months out retiring on a constant basis anyway.

anything can be changed but realistically, assuming those rules do exist, they are there for good reason.

L1011

end of the road wrote: »

anything can be changed but realistically, assuming those rules do exist, they are there for good reason.

This is CIE we're talking about, so that assumption is not safe to make.

Grandeeod

Rootsblower wrote: »

Rail Unions are not blocking training of new drivers.The current system involves a driver becoming what's known as a Mentor Driver which attracts a premium payment of €8 per day before tax. For this a driver gets to be responsible for the trainee driver and take the resulting heat if anything goes wrong when the trainee is at the controls.

As a driver myself I know and have seen what can go wrong and the ensuing sh*tstorm that goes with it. Drivers don't see the €8 per day as worth the increased risk of losing their job.

I myself wouldn't do it for all the tea in China.

So what's the solution to training new drivers?

n97 mini

end of the road wrote: »

anything can be changed but realistically, assuming those rules do exist, they are there for good reason.

What good reason? Maybe back it up with fact why a driver less than 6 months retired shouldn't be allowed drive a train?

The most likely reason is it'd upset the NBRU members.

n97 mini

Grandeeod wrote: »

So what's the solution to training new drivers?

Mo' money!

end of the road

n97 mini wrote: »

What good reason? Maybe back it up with fact why a driver less than 6 months retired shouldn't be allowed drive a train?

The most likely reason is it'd upset the NBRU members.

assuming the rules we are discussing actually exist, then as far as those rules are concerned, the driver is retired. therefore not a driver any more. if one goes back and the rules state a refresher is required just as an extra layer of safety, so be it. it would exist for good reason.

Jamie2k9

Rail Unions are not blocking training of new drivers.

Like all things, they might be keeping on the right side legally but they have a hand in it, you cannot possibly deny it. Like most companies a few hard core members have significant power over the rest of you also don't want to be seen as going against them.

IE could push the issue and have drivers train them but they have to tread carefully which is my there has been no retaliation.

Yes it's a big responsibly on drivers however if IE management said tomorrow they will remove the liability of you to a degree where you couldn't of really prevented an incident I couldn't see drivers agreeing to train them tomorrow and you know it.

A massive part of this is about money, you cannot possible deny it, personally it may not be your own agenda but unions make it quiet clear that driver training and roster changes for DART won't change without pay even though IE have full authority to change roasters but unions will deliberately not agree just like training drivers.

Like I already said they may not be your personal views but money is single biggest factor in IE getting changes made.
__________________________

On the retired drivers comments it simply will not happen. While some could people who retire from IE will still have the same views and of course friends still working for them and the majority would never agree to it and it would cost IE a lot more.

n97 mini

end of the road wrote: »

assuming the rules we are discussing actually exist, then as far as those rules are concerned, the driver is retired. therefore not a driver any more. if one goes back and the rules state a refresher is required just as an extra layer of safety, so be it. it would exist for good reason.

Hold on, you admit you don't know if any such rules exist, and then try to form an argument with basically zero foundation. How about less guessing and more research.

I'm not aware of any profession that disallows retirees with up-to-date qualifications from practicing again. Once you're fully qualified you're fully qualified, whether you're drawing a pension or not.

end of the road

n97 mini wrote: »

Hold on, you admit you don't know if any such rules exist, and then try to form an argument with basically zero foundation. How about less guessing and more research.

I'm not aware of any profession that disallows retirees with up-to-date qualifications from practicing again. Once you're fully qualified you're fully qualified, whether you're drawing a pension or not.

i have been clear since this discussion began that we are talking about a hypothetical situation. so therefore, nothing to research. as jamie 2k9 has said, it's not going to happen anyway.

n97 mini

end of the road wrote: »

i have been clear since this discussion began that we are talking about a hypothetical situation.

So there are no actual barriers, only hypothetical.

The real reason retired drivers wouldn't be hired to train new drivers, is it would upset the union types.

KCAccidental

n97 mini wrote: »

So there are no actual barriers, only hypothetical.

The real reason retired drivers wouldn't be hired to train new drivers, is it would upset the union types.

or that they are retired?

n97 mini

KCAccidental wrote: »

or that they are retired?

A recently retired driver is still a driver, he just gets paid out of a different pot. Fairly basic stuff. Retirement doesn't turn him into a good-for-nothing.

Grandeeod

n97 mini wrote: »

Mo' money!

Yeah I know that's the real reason.:D

I'd just like a reply from the poster I quoted, so I will wait in line in an orderly fashion. The clock has ticked beyond 24 hours at this point.

KCAccidental

n97 mini wrote: »

A recently retired driver is still a driver, he just gets paid out of a different pot. Fairly basic stuff. Retirement doesn't turn him into a good-for-nothing.

Maybe they'd like to enjoy their retirement. You're going a long way to union bash.

GM228

Train drivers (as well as inspectors and trainers) require both a licence and a certificate of authorisation to be legally allowed drive a train in the EU. Both can only be obtained when in employment as a driver, and one is lost when retired.

n97 mini wrote: »

end of the road wrote: »

n97 mini wrote: »

Retired drivers?

even they would likely need a refresher course if they haven't been driving for a certain time.

A driver just retired wouldn't need a fresher. Think Ronald Regan and how he broke the air traffic controllers' strike by bringing in retirees (and others).

They would need refreshers and have to re-sign for the routes, route knowledge is part of their certificates of authorisation, when retired they loose their certificates and the catch is to regain them they must be in employment and refresh (even if they "know" the routes) and resign for the routes.

n97 mini wrote: »

Nonsense blanket statement. Recently retired drivers don't need training.

They need to remain competant though and retain route knowledge which can't happen when retired - to re-sign for a route is considered re-training as it involves a route refresher and re-certification. This can't happen unless in employment with the railway operator as someone who isn't employed by the operator can't legally hold a certificate of authorisation.

L1011 wrote: »

Rules are changeable. There's also drivers under 6months out retiring on a constant basis anyway.

How long they are retired is irrelevant, once retired they loose their legal requirements (certificates) enabling them to drive, this isn't a rule, but rather it is the law.

n97 mini wrote: »

What good reason? Maybe back it up with fact why a driver less than 6 months retired shouldn't be allowed drive a train?

The most likely reason is it'd upset the NBRU members.

The good reason is it would be unlawful for such under EU and Irish law, namely the EU Directive on the Certification of Train Drivers 2007/59/EC and the The European Communities (Train Drivers Certification) Regulations 2010.

n97 mini wrote: »

Hold on, you admit you don't know if any such rules exist, and then try to form an argument with basically zero foundation. How about less guessing and more research.

I'm not aware of any profession that disallows retirees with up-to-date qualifications from practicing again. Once you're fully qualified you're fully qualified, whether you're drawing a pension or not.

It isn't just any profession, it's the railway and this area is now heavily regulated by EU and the Commission for Railway Regulation (CRR), under EU and Irish law it simply can't happen.

n97 mini wrote: »

A recently retired driver is still a driver, he just gets paid out of a different pot. Fairly basic stuff. Retirement doesn't turn him into a good-for-nothing.

To be a driver they must legally be employed in the grade, once they leave the grade or are retired they are no longer a driver - when retired they are no longer a driver or even in employment.

So lets put this issue to bed once and for all, once a driver retires they can't train any other drivers under EU law unless they are rehired as drivers, they would then no longer be retired.

As I said tain drivers (as well as inspectors and trainers) require both a licence and a certificate of authorisation to drive trains. The licence is valid for 10 years so could in future lapse after retirement, they keep the licence post retirement (provided they do regular medicals), but loose the certificate immediately and therefore can not drive trains or train drivers to drive trains.

http://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX:02007L0059-20160701

Article 17

Cessation of employment

When a driver ceases to work for a railway undertaking or an infrastructure manager, it shall inform the competent authority without delay.

The licence shall remain valid, provided that the conditions in Article 16(1) remain fulfilled.

A certificate shall become invalid when its holder ceases to be employed as a driver. However, the holder shall receive a certified copy of it and of all documents providing evidence of his training, qualifications, experience and professional competences. When issuing a certificate to a driver, a railway undertaking or infrastructure manager shall take account of all those documents.

This is a requirement of both EU and Irish law rather than IE rules and is not going to change any time soon.

Working class heroes

Rootsblower wrote: »

Rail Unions are not blocking training of new drivers.The current system involves a driver becoming what's known as a Mentor Driver which attracts a premium payment of €8 per day before tax. For this a driver gets to be responsible for the trainee driver and take the resulting heat if anything goes wrong when the trainee is at the controls.

As a driver myself I know and have seen what can go wrong and the ensuing sh*tstorm that goes with it. Drivers don't see the €8 per day as worth the increased risk of losing their job.

I myself wouldn't do it for all the tea in China.

Did you "Mentor" yourself? Or did you just walk in off the road with all the know how?

Rootsblower

Working class heroes wrote: »

Did you "Mentor" yourself? Or did you just walk in off the road with all the know how?

I wasn't mentored by any one driver I served my time as a guard/shunter and general operative over a few years then I was selected to train as a diver. I had a very good feel for railway operations before I was allowed to drive 300 passengers at speeds of up to 100mph.

Nowadays you can never have even seen a train and be driving trains at 100mph within 9 months. I believe this system to be flawed as most other drivers do. Also in the past if a trainee driver makes a mistake a bit of leniency was shown to the driver that was training the trainee, now if a mistake is made no matter how small the driver is disciplined so for a payment of €8 it's not worth it cos any subsequent mistakes by the driver compound on your record and you could lose your licence.

I have trained drivers in the past and would again no problem for free if the training regime was returned to the previous methods

Working class heroes

Rootsblower wrote: »

I wasn't mentored by any one driver I served my time as a guard/shunter and general operative over a few years then I was selected to train as a diver. I had a very good feel for railway operations before I was allowed to drive 300 passengers at speeds of up to 100mph.

Nowadays you can never have even seen a train and be driving trains at 100mph within 9 months. I believe this system to be flawed as most other drivers do. Also in the past if a trainee driver makes a mistake a bit of leniency was shown to the driver that was training the trainee, now if a mistake is made no matter how small the driver is disciplined so for a payment of €8 it's not worth it cos any subsequent mistakes by the driver compound on your record and you could lose your licence.

I have trained drivers in the past and would again no problem for free if the training regime was returned to the previous methods

So you were mentored.

The process used to select drivers has not changed. They are selected as per suitability for the role as you were.
Are you saying you were selected as a driver under a flawed system?

You said previously you would not mentor a driver for all the tea in China, now you say you would if the training regime was returned to previous methods.
Can you differentiate between the past and current training regimes please?

Rootsblower

Working class heroes wrote: »

So you were mentored.

The process used to select drivers has not changed. They are selected as per suitability for the role as you were.
Are you saying you were selected as a driver under a flawed system?

You said previously you would not mentor a driver for all the tea in China, now you say you would if the training regime was returned to previous methods.
Can you differentiate between the past and current training regimes please?

Current system

3 weeks in training school doing a basic operations course.
3 weeks " in cab experience " i.e just sitting with a qualified driver just observing
3 months back in training school learning rules and regulations and practical training based on driving ICR's. After 3 months maybe a further 2 weeks training on locomotives but in my depot the trainees under this system have not all got this so when they return they cannot drive a loco hauled train.
Circa 4 months with a mentor driver ( usually left with the same driver)getting 250 hours driving experience, 40 of these hours must be during darkness so if this period lands during the summer then these 40 hours can't be accumulated as most depots have no regular driving during night since the demise of freight.

When this process is completed then it's a final exam and off you go

Previous system assuming trainee had guards certificate which was 10 weeks training

12 weeks learning all types of locos and rules with out road experience every Friday observing qualified drivers over various routes
After 12 weeks trainee exam.
Return to depot learning yards and station on road knowledge applicable to your depot driving under the instruction of another driver.
Probation exam followed by further road knowledge if required before being passed for driving on your own around the depot but were prohibited from driving a train with passengers on board
During the probationary period you learned any relevant railcar classes and did regular rules refresher training with inspectors
After 6 months probationary exam we did a 5 day rules exam which you had to get at the time 90% score but certain safety critical questions correct or else back to training school for a week of rules training then 1 more attemp to pass.
Re examined by inspector around yard/station in your depot and if all is correct passed out as a fully qualified driver.
In smaller depots then you were sent to heuston/Connolly to learn their yards and only then given road knowledge on mainline then passed again by inspector
In larger depots with pilot links you could be a further 1 to 2 years before you were given mainline road knowledge.

As you can see the older method was more of an apprenticeship type of training method that allowed a driver to develope their skills around yards and stations where there are less things to go wrong. Also, during the mainline road knowledge portion of your trading you were sent with many different senior drivers to see the different driving styles and hopefully pick up all their good habits.

The newer mentoring system is flawed in my opinion as it generally puts a trainee with one mentor for the whole 250 hours so the trainee doesn't get to see all the different tips and good habits from having multiple trainers.

The current mentoring system also requires the mentor driver to sign a training log each day for the trainee based on the journey undertaken and noting any unusual moves made that day. The mentor must sign that the trainee completed the move correctly etc. Here's the crux of the whole problem drivers have

If a driver shows the trainee how to make an unusual movement and signs the trainee log that this move was made by the book and then, 5 years later the now qualified driver goes to make the same movement for the first time on their own and makes a serious error causing an accident which results in a fatality god forbid. Will the original driver who signed the drivers trainee log be dragged into the whole mess and questioned under the Railway Safety Act 2005 and possibly be subject to a fine or prison time if found to be in any way negligent.

Fred Swanson

This post has been deleted.

GM228

Fred Swanson wrote: »

How often under IE rules does a driver have to drive a route to keep his route knowledge current?

At least once every 6 months.

Fred Swanson

This post has been deleted.

Stephen15

Just asking why would the unions be so against driver training when at the end of the day the people being trained are going to be paid up union members when they qualify.

LXFlyer

Stephen15 wrote: »

Just asking why would the unions be so against driver training when at the end of the day the people being trained are going to be paid up union members when they qualify.

There are ongoing pay negotiations at Irish Rail - as I stated before - it's a bargaining chip.

GM228

Stephen15 wrote: »

Just asking why would the unions be so against driver training when at the end of the day the people being trained are going to be paid up union members when they qualify.

They would already be paid up union members anyway before they are trained.

GM228

Fred Swanson wrote: »

Same as the UK so.

It's considered best practice in the industry accross Europe.

Grandeeod

Rootsblower wrote: »

Current system

3 weeks in training school doing a basic operations course.
3 weeks " in cab experience " i.e just sitting with a qualified driver just observing
3 months back in training school learning rules and regulations and practical training based on driving ICR's. After 3 months maybe a further 2 weeks training on locomotives but in my depot the trainees under this system have not all got this so when they return they cannot drive a loco hauled train.
Circa 4 months with a mentor driver ( usually left with the same driver)getting 250 hours driving experience, 40 of these hours must be during darkness so if this period lands during the summer then these 40 hours can't be accumulated as most depots have no regular driving during night since the demise of freight.

When this process is completed then it's a final exam and off you go

Previous system assuming trainee had guards certificate which was 10 weeks training

12 weeks learning all types of locos and rules with out road experience every Friday observing qualified drivers over various routes
After 12 weeks trainee exam.
Return to depot learning yards and station on road knowledge applicable to your depot driving under the instruction of another driver.
Probation exam followed by further road knowledge if required before being passed for driving on your own around the depot but were prohibited from driving a train with passengers on board
During the probationary period you learned any relevant railcar classes and did regular rules refresher training with inspectors
After 6 months probationary exam we did a 5 day rules exam which you had to get at the time 90% score but certain safety critical questions correct or else back to training school for a week of rules training then 1 more attemp to pass.
Re examined by inspector around yard/station in your depot and if all is correct passed out as a fully qualified driver.
In smaller depots then you were sent to heuston/Connolly to learn their yards and only then given road knowledge on mainline then passed again by inspector
In larger depots with pilot links you could be a further 1 to 2 years before you were given mainline road knowledge.

As you can see the older method was more of an apprenticeship type of training method that allowed a driver to develope their skills around yards and stations where there are less things to go wrong. Also, during the mainline road knowledge portion of your trading you were sent with many different senior drivers to see the different driving styles and hopefully pick up all their good habits.

The newer mentoring system is flawed in my opinion as it generally puts a trainee with one mentor for the whole 250 hours so the trainee doesn't get to see all the different tips and good habits from having multiple trainers.

The current mentoring system also requires the mentor driver to sign a training log each day for the trainee based on the journey undertaken and noting any unusual moves made that day. The mentor must sign that the trainee completed the move correctly etc. Here's the crux of the whole problem drivers have

If a driver shows the trainee how to make an unusual movement and signs the trainee log that this move was made by the book and then, 5 years later the now qualified driver goes to make the same movement for the first time on their own and makes a serious error causing an accident which results in a fatality god forbid. Will the original driver who signed the drivers trainee log be dragged into the whole mess and questioned under the Railway Safety Act 2005 and possibly be subject to a fine or prison time if found to be in any way negligent.

Despite ignoring me I assume this is your version of a solution - a comparison to how it used to be done versus how its done now?

Rootsblower

Grandeeod wrote: »

Despite ignoring me I assume this is your version of a solution - a comparison to how it used to be done versus how its done now?

Sorry was not intentionally ignoring your question ( had to look back over your posts). I was asked for a summary of the now v then regarding driver training. As to your question on a solution for driver training I honestly don't have an answer, finding a solution is way above my pay grade. Again sorry for not replying sooner

KCAccidental

always great to see facts wiping away bluster.

Working class heroes

KCAccidental wrote: »

always great to see facts wiping away bluster.

Facts? Don't make me laugh. All I see here is nonsense and opinions, opinions that can easily be swayed by moola.

Working class heroes

Rootsblower wrote: »

Current system

3 weeks in training school doing a basic operations course.
3 weeks " in cab experience " i.e just sitting with a qualified driver just observing
3 months back in training school learning rules and regulations and practical training based on driving ICR's. After 3 months maybe a further 2 weeks training on locomotives but in my depot the trainees under this system have not all got this so when they return they cannot drive a loco hauled train.
Circa 4 months with a mentor driver ( usually left with the same driver)getting 250 hours driving experience, 40 of these hours must be during darkness so if this period lands during the summer then these 40 hours can't be accumulated as most depots have no regular driving during night since the demise of freight.

When this process is completed then it's a final exam and off you go

Previous system assuming trainee had guards certificate which was 10 weeks training

12 weeks learning all types of locos and rules with out road experience every Friday observing qualified drivers over various routes
After 12 weeks trainee exam.
Return to depot learning yards and station on road knowledge applicable to your depot driving under the instruction of another driver.
Probation exam followed by further road knowledge if required before being passed for driving on your own around the depot but were prohibited from driving a train with passengers on board
During the probationary period you learned any relevant railcar classes and did regular rules refresher training with inspectors
After 6 months probationary exam we did a 5 day rules exam which you had to get at the time 90% score but certain safety critical questions correct or else back to training school for a week of rules training then 1 more attemp to pass.
Re examined by inspector around yard/station in your depot and if all is correct passed out as a fully qualified driver.
In smaller depots then you were sent to heuston/Connolly to learn their yards and only then given road knowledge on mainline then passed again by inspector
In larger depots with pilot links you could be a further 1 to 2 years before you were given mainline road knowledge.

As you can see the older method was more of an apprenticeship type of training method that allowed a driver to develope their skills around yards and stations where there are less things to go wrong. Also, during the mainline road knowledge portion of your trading you were sent with many different senior drivers to see the different driving styles and hopefully pick up all their good habits.

The newer mentoring system is flawed in my opinion as it generally puts a trainee with one mentor for the whole 250 hours so the trainee doesn't get to see all the different tips and good habits from having multiple trainers.

The current mentoring system also requires the mentor driver to sign a training log each day for the trainee based on the journey undertaken and noting any unusual moves made that day. The mentor must sign that the trainee completed the move correctly etc. Here's the crux of the whole problem drivers have

If a driver shows the trainee how to make an unusual movement and signs the trainee log that this move was made by the book and then, 5 years later the now qualified driver goes to make the same movement for the first time on their own and makes a serious error causing an accident which results in a fatality god forbid. Will the original driver who signed the drivers trainee log be dragged into the whole mess and questioned under the Railway Safety Act 2005 and possibly be subject to a fine or prison time if found to be in any way negligent.

Can I ask when the current system was introduced?

Working class heroes

Rootsblower wrote: »

I wasn't mentored by any one driver I served my time as a guard/shunter and general operative over a few years then I was selected to train as a diver. I had a very good feel for railway operations before I was allowed to drive 300 passengers at speeds of up to 100mph.

Nowadays you can never have even seen a train and be driving trains at 100mph within 9 months. I believe this system to be flawed as most other drivers do. Also in the past if a trainee driver makes a mistake a bit of leniency was shown to the driver that was training the trainee, now if a mistake is made no matter how small the driver is disciplined so for a payment of €8 it's not worth it cos any subsequent mistakes by the driver compound on your record and you could lose your licence.

I have trained drivers in the past and would again no problem for free if the training regime was returned to the previous methods

Just for clarity this figure is wrong. The figure is €33 per day.

Rootsblower

Working class heroes wrote: »

Just for clarity this figure is wrong. The figure is €33 per day.

Incorrect the previous mentoring system paid a taxable allowance of €23 per day if you had a trainee with you. There wasn't much uptake.

Current proposal is an allowance of €2000 per year which is roughly €40 per week which is €8 per day. This equated to €1.98 euro after tax/prsi/usc per journey assuming an up to Dublin and back turn of duty.

System of mentoring was introduced around 2006/07

Working class heroes

Rootsblower wrote: »

Incorrect the previous mentoring system paid a taxable allowance of €23 per day if you had a trainee with you. There wasn't much uptake.

Current proposal is an allowance of €2000 per year which is roughly €40 per week which is €8 per day. This equated to €1.98 euro after tax/prsi/usc per journey assuming an up to Dublin and back turn of duty.

System of mentoring was introduced around 2006/07

Nope, definitely €33.00. And this was paid when the last batch of DART drivers that were training.

EDIT: You're maths is either way off or the tax man owes you a few bob.

Rootsblower

Working class heroes wrote: »

Nope, definitely €33.00. And this was paid when the last batch of DART drivers that were training.

EDIT: You're maths is either way off or the tax man owes you a few bob.

Nope it was €23

As I stated current proposal is €2000 per year

€2000 / 52 weeks = €38.46 per week
This equates to €7.69 euro per day
At the marginal rate of tax as 51% equals €3.76
Assuming for example cork to Dublin and return with a trainee this equals €1.88 per trip

loyatemu

Rootsblower wrote: »

Nope it was €23

As I stated current proposal is €2000 per year

€2000 / 52 weeks = €38.46 per week
This equates to €7.69 euro per day
At the marginal rate of tax as 51% equals €3.76
Assuming for example cork to Dublin and return with a trainee this equals €1.88 per trip

to drive a train they'd be driving anyway, just with an extra body in the cab?
seems ok, it'd pay for a holiday.

Working class heroes

Rootsblower wrote: »

Nope it was €23

As I stated current proposal is €2000 per year

€2000 / 52 weeks = €38.46 per week
This equates to €7.69 euro per day
At the marginal rate of tax as 51% equals €3.76
Assuming for example cork to Dublin and return with a trainee this equals €1.88 per trip

Why not go the whole hog and say its €0.40/hr. :rolleyes:

I'm telling you now €33.00 is the figure.
By insisting its €23.00 shows you are been disingenuous and are lacking credibility. No point debating with you so ill leave it there.....

Rootsblower

Working class heroes wrote: »

Why not go the whole hog and say its €0.40/hr. :rolleyes:

I'm telling you now €33.00 is the figure.
By insisting its €23.00 shows you are been disingenuous and are lacking credibility. No point debating with you so ill leave it there.....

The old I don't want to hear your rebuttal trick. No wonder those of us on the inside don't share what the public doesn't hear.

metrovick001

"Having secured a reduction in train fares from Sallins by up to 50% by having the LEAP card extended last year, I continue to work closely with Irish Rail".

.....These politicians really have some neck when you think about it.

Grandeeod

metrovick001 wrote: »

"Having secured a reduction in train fares from Sallins by up to 50% by having the LEAP card extended last year, I continue to work closely with Irish Rail".

.....These politicians really have some neck when you think about it.

Is that your man Lawless?

Working class heroes

Rootsblower wrote: »

The old I don't want to hear your rebuttal trick. No wonder those of us on the inside don't share what the public doesn't hear.

Maybe I'm on the inside.

There are rebuttal and there are lies. Its the lies I don't want to hear.

aodh_rua

There's a six car set on this morning's 7:20 from Newbridge. It'll give Celbridge and onwards commuters a nice surprise.

The_Wanderer

aodh_rua wrote: »

There's a six car set on this morning's 7:20 from Newbridge. It'll give Celbridge and onwards commuters a nice surprise.

Displacement to sets following a failure at Heuston yesterday evening. That set should have been working the 07.15 Westport - Heuston. Conversely the 07.10 Waterford - Heuston was 4ICR instead 2X3ICR, again due to the same failure.

LuckyLloyd

I've recently started using the PPT services every day between Pearse and Parkwest and have to say that I find them incredibly reliable and punctual.

When is the increase of service due to commence? By the sounds of this thread they had teething problems to begin with but certainly seems like they have been put to bed.

Jamie2k9

LuckyLloyd wrote: »

I've recently started using the PPT services every day between Pearse and Parkwest and have to say that I find them incredibly reliable and punctual.

When is the increase of service due to commence? By the sounds of this thread they had teething problems to begin with but certainly seems like they have been put to bed.

I couldn't really say but it will likely be middle of 2018 before anything happens at this stage.

Rashers72

LuckyLloyd wrote: »

I've recently started using the PPT services every day between Pearse and Parkwest and have to say that I find them incredibly reliable and punctual.

When is the increase of service due to commence? By the sounds of this thread they had teething problems to begin with but certainly seems like they have been put to bed.

I think PPT services have benefited but since they rolled out, Drogheda trains going through Pearse in the 8-9am and 5-6pm slot M-F have all started to suffer from extra 5-10 min in delays most days. Just my experience. IE now refer to it as 'congestion'. Not sure of impact on Maynooth trains. In the morning, the train I get arrives 5 mins early outside Connolly (due to padding), awaits a train from Newbridge, then arrives into Connolly and waits there, and then leaves after 2-3 mins behind schedule into Pearse behind the PPT service. I was told all will be resolved with the new timetable. I would imagine this is impacting DARTS also.