Questions from a passenger!!

me_right_one

Most of the country has poor-to-none railway services. Yet here we have the dubs wanting a 10 minute dart instead of a 15 minute one. Dublin gets waaaay too much investment eventhough 3.5 times more people live OUTSIDE Dublin.

Jawgap

me_right_one wrote: »

Most of the country has poor-to-none railway services. Yet here we have the dubs wanting a 10 minute dart instead of a 15 minute one. Dublin gets waaaay too much investment eventhough 3.5 times more people live OUTSIDE Dublin.

But surely if the demand for the service (10min frequency) is there, it would make sense to meet it?

And if the 3.5 times people who live outside Dublin want better public transport can I suggest they give up their addiction to linear development and one-off, highly dispersed housing and live in or close to settlements?

Rapid rail makes sense in Dublin because of the density and concentration of the population.

CIARAN_BOYLE

end of the road wrote: »

well you would be wrong to do so.
assuming everyone didn't abandon the railway for the car, which would be likely and not surprising with a nonsense non-runner like that, you would have greater crowds with no increase in capacity on the dart service. you would be effecting a lot more then the suggestion you would be trying to avoid, which itself could be solved by better planning and investment in more passing loops.
+ actually those on long distance services pay higher fares so will correctly not tolerate downgrades in their services for you or anyone else.

Oddly I believe that it would be a service upgrade.

It would make timetabling simpler, possibly allowing a 10 minute dart. It would allow an increased level of services outside the city as the trains don't have to come into the city.

L1011

me_right_one wrote: »

Most of the country has poor-to-none railway services. Yet here we have the dubs wanting a 10 minute dart instead of a 15 minute one. Dublin gets waaaay too much investment eventhough 3.5 times more people live OUTSIDE Dublin.

Dublin does not get investment proportionate to its population let alone it's financial provision. The rest of the state gets proportionally more

end of the road

CIARAN_BOYLE wrote: »

Oddly I believe that it would be a service upgrade.

It would make timetabling simpler, possibly allowing a 10 minute dart. It would allow an increased level of services outside the city as the trains don't have to come into the city.

again you are wrong. it wouldn't change the time table as the trains still have to go to dublin to get to their depots. also services wouldn't be able to increase as the infrastructure isn't there and people would abandon the services for the car. it would inconvenience everyone and cut capacity in the dublin area. having watched and used the service for years, the demand for a 10 minute dart actually is very debatible. extra capacity on existing services, all trains 8 cars, is a better option and would actually meet the demand and even future growth.

to avoid going around in circles, we have had a thread on this all ready. have a look for it as it discusses all the issues. it was started by sam russell if i remember correctly.

tabbey

lxflyer wrote: »

A core clockface standard frequency is what generates customers on public transport.

Absolutely, a clockface timetable is essential for suburban and ideally other passenger services.

However this does not mean we should provide a good service to inner suburban stations at the expense of those people travelling a bit further.

The majority of passengers south east of the city, are travelling to or from Blackrock, DunLaoghaire and Bray.

Somebody going from Tara Street to Blackrock will be very happy with an all stopper every 15 minutes,even if he/she has to stand, and delighted with it every 10 mins.

The passenger heading to DunLaoghaire or further will not be happy standing for this distance.
The Bray or Greystones resident is entitled to a timetable and rolling stock appropriate to such a distance, that is a faster journey time and coaching with a higher seating/standing ratio.
The use of Jap (85/8600) on the Greystones service is oppressive on the southbound journey.In the morning peak, citybound passengers will be standing from Bray. LHB sets offer more seats per 8 car set, they would be even better if restored to full 72 seats per car.
Some years after introduction of DART services, there was a non stop between Pearse and Bray on loco hauled Rosslare services taking 20 minutes. Such timings on a regular basis, even half hourly, coupled with comfortable coaches, would be a catalyst to substantial growth in numbers using rail from Bray and Greystones.

Ideally, substantial four tracking is needed to provide a service which meets the needs of both inner suburban and outer passengers. In the absence of this, it is necessary to think outside the box. It is also necessary to use the infrastructure in an efficient way, practising traditional methods of railway working, that is, dispatching fast trains ahead of all stoppers, rather than the bizarre opposite that has become acceptable on Irish Rail.

A good timetable on the Greystones- Malahide corridor would be a halfhourly or 20 minute cycle, with fast trains leaving Pearse southbound, at xx15 and xx45,each followed by all stoppers to Bray at xx17 and xx47 (or perhaps xx18 and xx48), then an all stopper to Dun Laoghaire at xx32 and xx02. This would allow the fast train to have an unchecked run to it's first stop at DunLaoghaire in 8 minutes.

If Irish Rail, NTA and government cannot offer such a service, then consideration should be given to closing some of the intermediate stations, which are slowing down the service to the majority.

A quality bus corridor on the Merrion Rd + Rock Rd route, with extra buses on route 4 & 7, could take up the slack.

Another problem that needs to be addressed is the undisciplined working of DART trains. Most of them run between 1 and 2 minutes late, their drivers making no effort to recover lost time, making extended stops at intermediate stations. It would seem many are unaware of the actual time. An accurate clock, such as found in all Swiss or Dutch stations should help to deal with this, especially if accompanied with a carrot and stick approach to punctuality.

Victor

tabbey wrote: »

Somebody going from Tara Street to Blackrock will be very happy with an all stopper every 15 minutes,even if he/she has to stand, and delighted with it every 10 mins.

The passenger heading to DunLaoghaire or further will not be happy standing for this distance.

But all the people who got off between Pearse and Monkstown will have freed up seats.

IE 222

me_right_one wrote: »

Most of the country has poor-to-none railway services. Yet here we have the dubs wanting a 10 minute dart instead of a 15 minute one. Dublin gets waaaay too much investment eventhough 3.5 times more people live OUTSIDE Dublin.

Cork has good local rail links. Combined Cork and Dublin and it nearly half the population. If you include Dublins Commuting which have regular rail services we can up that to 2/3 of the population.

LXFlyer

tabbey wrote: »

If Irish Rail, NTA and government cannot offer such a service, then consideration should be given to closing some of the intermediate stations, which are slowing down the service to the majority.

That has to be one of the more ludicrous suggestions that I've read here.

Let's at least keep it realistic. No stations are going to be closed.

IE 222

CIARAN_BOYLE wrote: »

Oddly I believe that it would be a service upgrade.

It would make timetabling simpler, possibly allowing a 10 minute dart. It would allow an increased level of services outside the city as the trains don't have to come into the city.

So empty one train into another and have Darts leaving malahide ect full. Makes no sense at all. Where are these transfer going to take place???

IE 222

tabbey wrote: »

Absolutely, a clockface timetable is essential for suburban and ideally other passenger services.

However this does not mean we should provide a good service to inner suburban stations at the expense of those people travelling a bit further.

The majority of passengers south east of the city, are travelling to or from Blackrock, DunLaoghaire and Bray.

Somebody going from Tara Street to Blackrock will be very happy with an all stopper every 15 minutes,even if he/she has to stand, and delighted with it every 10 mins.

The passenger heading to DunLaoghaire or further will not be happy standing for this distance.
The Bray or Greystones resident is entitled to a timetable and rolling stock appropriate to such a distance, that is a faster journey time and coaching with a higher seating/standing ratio.
The use of Jap (85/8600) on the Greystones service is oppressive on the southbound journey.In the morning peak, citybound passengers will be standing from Bray. LHB sets offer more seats per 8 car set, they would be even better if restored to full 72 seats per car.
Some years after introduction of DART services, there was a non stop between Pearse and Bray on loco hauled Rosslare services taking 20 minutes. Such timings on a regular basis, even half hourly, coupled with comfortable coaches, would be a catalyst to substantial growth in numbers using rail from Bray and Greystones.

Ideally, substantial four tracking is needed to provide a service which meets the needs of both inner suburban and outer passengers. In the absence of this, it is necessary to think outside the box. It is also necessary to use the infrastructure in an efficient way, practising traditional methods of railway working, that is, dispatching fast trains ahead of all stoppers, rather than the bizarre opposite that has become acceptable on Irish Rail.

A good timetable on the Greystones- Malahide corridor would be a halfhourly or 20 minute cycle, with fast trains leaving Pearse southbound, at xx15 and xx45,each followed by all stoppers to Bray at xx17 and xx47 (or perhaps xx18 and xx48), then an all stopper to Dun Laoghaire at xx32 and xx02. This would allow the fast train to have an unchecked run to it's first stop at DunLaoghaire in 8 minutes.

If Irish Rail, NTA and government cannot offer such a service, then consideration should be given to closing some of the intermediate stations, which are slowing down the service to the majority.

A quality bus corridor on the Merrion Rd + Rock Rd route, with extra buses on route 4 & 7, could take up the slack.

Another problem that needs to be addressed is the undisciplined working of DART trains. Most of them run between 1 and 2 minutes late, their drivers making no effort to recover lost time, making extended stops at intermediate stations. It would seem many are unaware of the actual time. An accurate clock, such as found in all Swiss or Dutch stations should help to deal with this, especially if accompanied with a carrot and stick approach to punctuality.

Darts will always need standing room removing some seats is necessary.

Another fact people seem to miss about the Darts taking longer is the fact they are busier now. More people are getting on and off trains at each station while the number of doors hasn't increased much. Trains are also longer now so drivers need to express more caution with door closing. A lot stations have curves meaning drivers can't see back along the whole train. Unfortunately this is something that will have to be accepted and find other ways of speeding up journey times.

Closing one or two stations is something that should be looked at. Seapoint is very close to other stations especially Seapoint. People using this station would just as quick getting to Blackrock or Monkstown.

CIARAN_BOYLE

IE 222 wrote: »

Closing one or two stations is something that should be looked at. Seapoint is very close to other stations especially Seapoint. People using this station would just as quick getting to Blackrock or Monkstown.

Monkstown and Seapoint are both within a 10 minute walk from each other and an additional station (dun laoghaire or black rock respectively). Of the two Monkstown is a superior station imo due to parking facilities.

Not sure how much time removing the station would save though. A one or two minute time saving on the train's running time would probably not be worth it.

Fred Swanson

This post has been deleted.

IE 222

CIARAN_BOYLE wrote: »

Monkstown and Seapoint are both within a 10 minute walk from each other and an additional station (dun laoghaire or black rock respectively). Of the two Monkstown is a superior station imo due to parking facilities.

Not sure how much time removing the station would save though. A one or two minute time saving on the train's running time would probably not be worth it.

They are a max 5 min walk. The catchment area of seapoint is the exact same bar about 30 households of Monkstown or Blackrock.
I wouldn't close Monkstown at all. Not sure about Seapoint loadings but I'd presume they are very small. I also belive the platform areas to unsafe as they are very narrow in places.

tabbey

Victor wrote: »

But all the people who got off between Pearse and Monkstown will have freed up seats.

A few of them. Most will have been standing. In the evening peak, there will be people standing well beyond Dun Laoghaire, especially on the Jap EMUs.

patrickbrophy18

XPS_Zero wrote: »

The Commuter trains used to stop at more DART stations than they do today, maybe because in the early 2000s the govt ordered a huge number of new DARTs and upgraded the existing ones a few years later. When I was in primary school I remember that a Commuter train would stop at Shankill and Dalkey early enough in the morning but none of them do that now, they used to also stop at Dalkey, again none of them do now.

You will find some commuters stop at Blackrock (like the Maynooth Commuters coming from Bray (not all Commuters come from town, most do but some start in Bray or stop there along the way and go to Maynooth or the Dundalk direction) ) but most only stop at Bray, Dun Laoghaire, the 4 city center stations and maybe Howth Junction and Malahide.

Between roughly 2005 and 2010, there were up to 5 Commuter trains which made stops at Dalkey from Monday to Saturday. 7 years on and I still remember. So, here is an exact breakdown of when they stopped at Dalkey:

• 08:00 - Connolly to Rosslare (Monday to Saturday)
• 09:07 - Bray to Balbriggan (Monday to Friday) [and also called at Shankill]
  
• 10:36 - Bray to Drogheda (Monday to Saturday) [and also called at Shankill]
• 15:36 - Gorey to Maynooth (Monday to Saturday)
• 17:43 - Bray to Longford (Monday to Friday*)
  *On a Saturday, this train operated to Mullingar.

You probably boarded one of the two trains in bold.


Such a pity that they were yanked. However, it was probably tied in with the introduction of the 15 minutely DART frequency.

Gulfstream757

Another question if anyone can help!!

Apologies as I'm sure my ignorance will be very clear!

I see that commuter trains are lead by driver cars?? No idea if that is the right name what I mean is that the driver is in a cab with passengers in the same carriage so to speak behind.

Then on the enterprise there is a loco? Again sorry if wrong term at one end and a seemingly different type of loco at the other end, my question is why the difference pulling on each end?

Thanks and I hope that makes some kind of sense to you!

end of the road

Gulfstream757 wrote: »

Another question if anyone can help!!

Apologies as I'm sure my ignorance will be very clear!

I see that commuter trains are lead by driver cars?? No idea if that is the right name what I mean is that the driver is in a cab with passengers in the same carriage so to speak behind.

Then on the enterprise there is a loco? Again sorry if wrong term at one end and a seemingly different type of loco at the other end, my question is why the difference pulling on each end?

Thanks and I hope that makes some kind of sense to you!

basically, the vast majority of services in the country are operated by multiple units. for the dart, they are electric multiple units, and for the rest, diesel multiple units, where the engines are under the floor of the carrige rather then being up front separately like would be the case for a locomotive hauled train, which operates on the belfast service and much of the cork services. for the units, the driver will be in a cab at the front of the train as you say, with the passengers behind. the cab is part of the unit set.
as for the locomotive hauled sets, they have a loco at 1 end and a driving car at the other. the driving car allows the loco to be driven from the other end of the train, and i believe in the case of the cork hauled sets provides ppower to the train as well. the belfast hauled sets have a generator van to provide power, which came from the mark 3 sets that operated most long distance services out of heuston station. the loco can be removed and swapped out for another loco when needed, or it can go and operate other duties.

tabbey

Gulfstream757 wrote: »

Another question if anyone can help!!

Apologies as I'm sure my ignorance will be very clear!

I see that commuter trains are lead by driver cars?? No idea if that is the right name what I mean is that the driver is in a cab with passengers in the same carriage so to speak behind.

Then on the enterprise there is a loco? Again sorry if wrong term at one end and a seemingly different type of loco at the other end, my question is why the difference pulling on each end?

Thanks and I hope that makes some kind of sense to you!

The Enterprise trains have a diesel locomotive at the Belfast end of the train and a driving trailer (aka a control car) at the Dublin end.
The driver sits in the control car heading south, and in the cab of the locomotive going north.
In both directions the power is fom the locomotive, pushing southwards, pulling northbound.
There is also an Electric Generating Van (EGV) between the locomotive and the passenger coaches. This provides power for lighting and air conditioning, cooking etc.
This type of train is called a push-pull train. There are also push-pull trains running between Dublin and Cork, their auxiliary generators are in the control car, and they are of different design and manufacture, but are powered by the same locomotives.

In the case of railcars, also known as diesel multiple units (DMU) or electric multiple units (EMU), power is distributed among the vehicles.
The present fleet of diesel railcars all have an engine under each car, this is true of both Irish Rail / Iarnrod Eireann and Northern Ireland Railways.
The EMUs in Dublin (DART) have electric motors on every second vehicle.

In all cases, diesel engines or electric motors are remotely controlled by the driver sitting in the front cab.

Ce he sin

Gulfstream757 wrote: »

Another question if anyone can help!!



Then on the enterprise there is a loco? Again sorry if wrong term at one end and a seemingly different type of loco at the other end, my question is why the difference pulling on each end?

Thanks and I hope that makes some kind of sense to you!

As has been explained above, the Cork-Dublin and Dublin-Belfast trains have a locomotive at one end and a driving car at the other, basically a kind of dummy loco which enables the train to be driven from either end. The reason they do this is that you would otherwise have to move the loco from one end to the other at each terminus, a time consuming operation as you need a second line running parallel, or alternatively you use two locos. The first hauls the train in to the terminus and is uncoupled (disconnected). A second loco then comes up from behind, couples up to the train and hauls it back. Afterwards the first loco drives out and parks on a siding waiting for the next train to arrive. Also time consuming and unless you have a busy station with a lot of coming and going you're going to have an expensive loco and an expensive driver hanging around.
In other countries the driving car is used to carry passengers, something we don't do here.

tabbey

Ce he sin wrote: »

In other countries the driving car is used to carry passengers, something we don't do here.

That is not entirely correct.

The Enterprise trains have 30 or 36 first class seats as well as a guard's compartment.

On the Dublin - Cork trains you are correct.

Ce he sin

tabbey wrote: »

That is not entirely correct.

The Enterprise trains have 30 or 36 first class seats as well as a guard's compartment.

On the Dublin - Cork trains you are correct.

Easily known I haven't actually been on the Enterprise!

goingnowhere

The Enterprise drags a separate generator van around with it, the Dublin Cork train driving coach has the generator included so its pretty much the same.

Historically first class demand Dublin Belfast has been good hence the 80 odd seats vs 48 on the Dublin Cork. A suggestion to reconfigure the driving trailer to standard seating and swap the train around during the Enterprise refurbishment got shot down by Translink

XPS_Zero

goingnowhere wrote: »

The Enterprise drags a separate generator van around with it, the Dublin Cork train driving coach has the generator included so its pretty much the same.

Historically first class demand Dublin Belfast has been good hence the 80 odd seats vs 48 on the Dublin Cork. A suggestion to reconfigure the driving trailer to standard seating and swap the train around during the Enterprise refurbishment got shot down by Translink

Often times there won't be more than 4 people in carriage A on the Enterprise (the smaller of the first class carriages), however there are times when it fills up but for 2/3 seats, same with carriage B, so demand for first class IS there. Tourists, business travelers, consultants and ordinary Irish people like me who just want to get away from the noise (and sometimes drunks ) in standard class.

I started using it when I was seriously ill and had to go north for a medication that is not yet approved here. I have to go up weekly or fortnightly to get it and there is just more peace and quiet even on the occasions where it is full up.

So I can understand why Translink wanted to keep it as it is. It looks very well post-refurbishment and makes a very long journey so much more comfortable. Even though I know they don't cost them much I also love the little bits like the papers (especially when they have the Times and Indo some services only have NI papers which is irritating as nothing of interest worth reading about ever happens in NI, though I guess we should be grateful for that now) , the glass of OJ, the hot towel, the actual meals from a nice menu brought to your seat instead of a trolley. Worth it if you're going the full distance IMO

adam240610

Fred Swanson wrote: »

Why can't there be fast and semi fast services? Why does every train has to stop at every station?

There's only one track each direction they can't over take eachother. The trains that stop at less stations just travel at a slower speed. Almost the same speed as darts maybe slightly faster

XPS_Zero

adam240610 wrote: »

There's only one track each direction they can't over take eachother. The trains that stop at less stations just travel at a slower speed. Almost the same speed as darts maybe slightly faster

...and a shocking amount of our rail network is SINGLE track with passing loops you've to slow down for.

adam240610

XPS_Zero wrote: »

...and a shocking amount of our rail network is SINGLE track with passing loops you've to slow down for.

I was thinking of the dart line oops.

LXFlyer

adam240610 wrote: »

I was thinking of the dart line oops.

That's what the poster to whom you originally replied to was discussing too.

So no need for "oops"!

LXFlyer

XPS_Zero wrote: »

...and a shocking amount of our rail network is SINGLE track with passing loops you've to slow down for.

Most of them are at existing stations where trains need to stop at in any case.

Being honest about it, realistically where redoubling either through the use of extended dynamic loops or full redoubling would be practical are:

1) Portarlington - Athlone (probably two extended dynamic loops)
2) Athenry - Galway
3) Killonan Junction - Limerick Junction
4) Maynooth - Enfield

I can't really see a justification for more than that.

Phil.x

Why is there only one train per hour on the maynooth line and none on the m3 from 8:15pm.
Where's as there's darts every few minutes.

If the service isn't provided first then demand will never be there as people make alternative travel arrangements.

end of the road

Phil.x wrote: »

Why is there only one train per hour on the maynooth line and none on the m3 from 8:15pm.
Where's as there's darts every few minutes.

If the service isn't provided first then demand will never be there as people make alternative travel arrangements.

i don't know about m3 parkway but there would certainly be demand for more maynooth services after that time right up until the end of service.

Losty Dublin

Phil.x wrote: »

Why is there only one train per hour on the maynooth line and none on the m3 from 8:15pm.
Where's as there's darts every few minutes.

M3 Parkway has connecting trains off all evening Maynooth line trains.

L1011

Losty Dublin wrote: »

M3 Parkway has connecting trains off all evening Maynooth line trains.

Which are still one per hour and usually very full.

Evening capacity on all services is insufficient, weekend evenings particularly so

goingnowhere

Capacity isn't the issue, frequency is

end of the road

goingnowhere wrote: »

Capacity isn't the issue, frequency is

both are an issue.

LXFlyer

Phil.x wrote: »

Why is there only one train per hour on the maynooth line and none on the m3 from 8:15pm.
Where's as there's darts every few minutes.

If the service isn't provided first then demand will never be there as people make alternative travel arrangements.

L1011 wrote: »

Which are still one per hour and usually very full.

Evening capacity on all services is insufficient, weekend evenings particularly so

goingnowhere wrote: »

Capacity isn't the issue, frequency is

I suspect that this will change when the next timetable change takes place (presumably in December).

As the NTA receives more funding from government they are increasing frequency of PSO services and this is a no-brainer.

There needs to be a half-hourly off-peak service on both the Western and Northern lines and a full recast of Sunday schedules that reflects the demand (more trains during the afternoon and late evening).

L1011

goingnowhere wrote: »

Capacity isn't the issue, frequency is

Capacity is a function of frequency here - they operate 4 car units so there's no way to split to provide the same capacity over a higher frequency.

Its possible to provide more capacity on the same frequency of course

Hilly Bill

Phil.x wrote: »

Why is there only one train per hour on the maynooth line and none on the m3 from 8:15pm.
Where's as there's darts every few minutes.

If the service isn't provided first then demand will never be there as people make alternative travel arrangements.

It's not as if those hourly services are packed.

L1011

Hilly Bill wrote: »

It's not as if those hourly services are packed.

They frequently are.

The massive increase in loads on the 67 since it went 30 mins also shows the level of potential that simply won't bother using unpredictable / low frequency services and will when they improve

LXFlyer

L1011 wrote: »

They frequently are.

The massive increase in loads on the 67 since it went 30 mins also shows the level of potential that simply won't bother using unpredictable / low frequency services and will when they improve

Are we talking crush loading or just some people standing?

L1011

lxflyer wrote: »

Are we talking crush loading or just some people standing?

The 67s are approaching crush loading by Westmoreland Street in the evening at this stage. They weren't when there was one every 60-80mins.

Trains - just standing; however its not reasonable to expect people to stand on off-peak medium distance services.

LXFlyer

L1011 wrote: »

The 67s are approaching crush loading by Westmoreland Street in the evening at this stage. They weren't when there was one every 60-80mins.

Trains - just standing; however its not reasonable to expect people to stand on off-peak medium distance services.

I was referring to the trains.

Realistically if you've limited numbers standing I don't see the issue - I think there's a but of wanting your cake and eating it to a degree there, but I do see the frequency off-peak to half-hourly at the next timetable change as I posted above.

Gulfstream757

Thought I would add a few more!!!

1.What is the third line at skerries for?

2.Can drivers drive all the different kinds of trains or can they only do one type typically?

3.Has the DART ever gone north of malahide/south of greystones? Being towed for some reason or another?

4. Why is the platform at Gormanstown so long? Train seems to stop way way before the end

5.What are 'fog signals' that drivers carry exactly? And are they used regularly?

Thanks!!!

flyingsnail

1.What is the third line at skerries for?
The third line is called a loop, it allows one train to overtake another

2.Can drivers drive all the different kinds of trains or can they only do one type typically?
What type of train they can drive generally depends on what route the driver normally drives. For instance a Connolly driver that goes to Sligo will drive 22k & 29K stock but may not be able to drive the enterprise stock

3.Has the DART ever gone north of malahide/south of greystones? Being towed for some reason or another?
Yes DARTs are regularly towed to the depo in Drogheda to have work done on the wheels.

4. Why is the platform at Gormanstown so long? Train seems to stop way way before the end
Not sure

5.What are 'fog signals' that drivers carry exactly? And are they used regularly?
They aresmall device that is placed on top of the rail to warn drivers of an emergency up ahead, they make a very loud bang when the train goes over them

Rulmeq

Are the speed limits in mph or km/h?

What are the letters you see in some places about? There's a bridge near Castlerea and there's 2 signs with "V" on them.

GM228

Why is the platform at Gormanstown so long? Train seems to stop way way before the end?

The original shorter platform was at the Balbriggan end, when lenghtened for 6/8 car trains it was made much longer at the Laytown end to allow stopping before the over bridge, if trains were to stop at the very end of the platform the bridge blocks the view of the train.

Are the speed limits in mph or km/h?

MPH

What are the letters you see in some places about? There's a bridge near Castlerea and there's 2 signs with "V" on them.

Vegetation boards for sighting at user worked crossings, if the V board is blocked by vegetation it must be cut back.

Fred Swanson

This post has been deleted.

GM228

Fred Swanson wrote: »

C 25 means a temporary speed limit of 25 MPH.
R means Reminder of a TSR esp when starting away from a station.
T is Termination of a speed restriction.

Don't forget the triangle advance warning board.

mikemac2

I do a lot of walking along the Royal Canal between enfield and mullingar and sometimes the trains sound their horn even if there is no level crossing near. Possibly a farmer has gates and calls ahead before moving stock and machinery

Are there signs along the line and the drivers are instructed to sound the horn when they reach one? I think I’ve seen signs in these places but was never close enough to read one, I guess it’s a symbol

Hilly Bill

There are whistling boards approaching crossings.