Questions from a passenger!!

Losty Dublin

flyingsnail wrote: »

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

It's actually a small detonator that's primed to go off when a train goes over it

Jamie2k9

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

Black and Amber, usually near bends. Drivers know when to sound at crossings etc already without signs.

Some drivers totally abuse the horn.

Hilly Bill

Jamie2k9 wrote: »

Black and Amber, usually near bends. Drivers know when to sound at crossings etc already without signs.

Some drivers totally abuse the horn.

But the women love it 😀.

Itssoeasy

It's not a question but given that loco hauled services are down to a minimum now. I'm assuming the range of locos that drivers were able to drive was much broader in the past due to that flexibility being needed years ago.

Losty Dublin

Itssoeasy wrote: »

It's not a question but given that loco hauled services are down to a minimum now. I'm assuming the range of locos that drivers were able to drive was much broader in the past due to that flexibility being needed years ago.

There's only 2 loco classes in traffic these days, 4 if you want to be really pedantic. Irish Rail have the 071 and 201 and their identical NIR sisters, the 111 and 8208 class. Where there are differences are in local requirements. Those engines allowed to cross the border are fitted with AWS, TPWS, NIR Train Radio and isolation bars, all of which are legal requirements in the UK. Those NIR engines that can cross the border are fitted and CAWS and Irish rail radio equipment. It goes without saying that only drivers trained in the opposite systems can operate cross border.

Rulmeq

Jamie2k9 wrote: »

Some drivers totally abuse the horn.

So would I if I were a driver

XPS_Zero

There is something I can ask, as a regular cross border user.

Is every NIR and IE train now certified and able to go north and south?

• The Dublin Flyer NIR CAF that does a discount summer trip for Northerners only to Dublin (where the tickets don't work on the Enterprise, as they are like £15 return) I see going to Connolly during the summer.
• When the Enterprise revamp was being done, ICRs with a first class section were going up north all the time.
• There is an IE CAF (one of our commuter sets) that goes from Newry at the crack of dawn down to Connolly every morning (at least I assume that's what it is since on the NIR timetable it says IE beside it on the timetable)

Thats all of them isn't it? NIR does not have any other type of trains now other than those new CAFs, and all our Mark III's are gone.

Fred Swanson

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XPS_Zero

Fred Swanson wrote: »

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So the design is physically able, but it needs extra equipment? Whats that? Like electronics/signals stuff?

Jamie2k9

Well NIR are flexible on the rules when they want to be......

XPS_Zero

XPS_Zero wrote: »

So the design is physically able, but it needs extra equipment? Whats that? Like electronics/signals stuff?

Nothing physically preventing it. Offically, only trains equipped with TPWS signalling equipment and NIR train radios can cross the border. In practice, the 29000s do it regularly without having the correct equipment.

Fred Swanson

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Do they still use the 29s as Enterprise substitutions?

Jamie2k9

Karsini wrote: »

Do they still use the 29s as Enterprise substitutions?

Not been many lately (usually Belfast end), 4 ICR has done one or two but it comes down to whats available. The EGV have transformed the service.

I believe there is some easement that allows non equipped 29000's go to Newry only.

So flexible rules....

The Newry commuter has been ICR for a long time now, 29 can go to Belfast when needed.

XPS_Zero

So that's an ICR then, well that would make for a much more comfortable trip first thing in the morning. I was amazed to learn there are people working in Newry and living in Dublin and vice versa, I guess it's only an hour and a bit commute considering some people DRIVE longer than that.

You would think we'd use the same signaling system and have some kind of common network for these things including coms? Isn't that what the likes of the North-South Ministerial Council was meant to be for to harmonize stuff like that.

I suppose we don't even connect Revenue and DSP so they can check each others information on a "customer" (who you'd think would be referred to as a citizen) two different offices in the same government so asking them to harmonize two different rail companies is probably a stretch.

L1011

Karsini wrote: »

Do they still use the 29s as Enterprise substitutions?

3000s seem more common these days. Semi regular to see a set in the yard at Connolly

LXFlyer

XPS_Zero wrote: »

You would think we'd use the same signaling system and have some kind of common network for these things including coms? Isn't that what the likes of the North-South Ministerial Council was meant to be for to harmonize stuff like that.

I suppose we don't even connect Revenue and DSP so they can check each others information on a "customer" (who you'd think would be referred to as a citizen) two different offices in the same government so asking them to harmonize two different rail companies is probably a stretch.

Have you any idea of the cost and scale of disruption that would cause?

It would be astronomical and frankly, for what benefit?

Gulfstream757

Thanks for all the replies,

So to clarify, it's not a case of seniority as to what train you drive? For some reason in my head DART drivers would've been lower ranked?! So that's not true?

I've been on commuters that the driver sounds the horn through every station then others that don't, is this simply at their discretion?

Do drivers usually have to finish their shift at their final destination? Or do they always bring the train back to the depo?

Why are there sometimes drivers at the opposite ends of the train when it's being driven from the far end?

When two sets are joined together are they like that forever so to speak? I.e will the driver cabs in the middle of the train ever be used at the front or do they stay in the same order?

Many thanks!!

end of the road

Gulfstream757 wrote: »

When two sets are joined together are they like that forever so to speak? I.e will the driver cabs in the middle of the train ever be used at the front or do they stay in the same order?

sets are split and joined when and where required usually, so the middle cabs in a double unit for example will be used when those sets operate singly.

Jamie2k9

LXFlyer wrote: »

Have you any idea of the cost and scale of disruption that would cause?

It would be astronomical and frankly, for what benefit?

I completely agree but considering IE will be introducing a new system in the coming years, in theory they could match up but it's not needed.

Jamie2k9

So to clarify, it's not a case of seniority as to what train you drive? For some reason in my head DART drivers would've been lower ranked?! So that's not true?

No but DART drivers are only that, most other drivers can drive one, two or even three types.

Do drivers usually have to finish their shift at their final destination? Or do they always bring the train back to the depo?

It depends for example some destinations are the depots or where the train stables so yes. Connolly, Drogheda, Portlaoise.

Maynooth and Kildare would have an empty movement back to Connollly/Heuston.

AFAIK all DARTS go back to Fairview, not sure if one is stabled in Bray.

Why are there sometimes drivers at the opposite ends of the train when it's being driven from the far end?

Sometimes drivers have to travel on passenger services to get them into position for their next duty. Ticket checkers have access to the cab as well so may not always be drivers.

I've been on commuters that the driver sounds the horn through every station then others that don't, is this simply at their discretion?

There are area's where there are while boards where you have to, the rest is really at your discretion. As I said previously some drivers are OTT, others not so much.

When two sets are joined together are they like that forever so to speak? I.e will the driver cabs in the middle of the train ever be used at the front or do they stay in the same order?

No, most get split regularly for various reasons.

Cookie_Monster

Losty Dublin wrote: »

There's only 2 loco classes in traffic these days, 4 if you want to be really pedantic. Irish Rail have the 071 and 201 and their identical NIR sisters, the 111 and 8208 class. Where there are differences are in local requirements. Those engines allowed to cross the border are fitted with AWS, TPWS, NIR Train Radio and isolation bars, all of which are legal requirements in the UK. Those NIR engines that can cross the border are fitted and CAWS and Irish rail radio equipment. It goes without saying that only drivers trained in the opposite systems can operate cross border.

don't IE staff still run the ITG/RPSI locos when on the mainline as well? Another half dozen-odd classes that at least some staff are able to operate

MrMorooka

Theoretically all signalling will eventually harmonise to the European-wide ERTMS standard, so it would be pointless for Ireland to adopt the old British Rail signalling systems right now.

Fred Swanson

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Colonel Claptrap

Great thread.

How prevalent is rail freight in Ireland today?

What goods are typically carried by rail freight? Do an post use it?

Are there any private platforms designed to accept goods like coal for example?

Not specific to Irish Rail but somebody here might know. Do Luas tracks use on-street rail switches to change lines? Is this switch controlled by the Luas driver approaching the switch or by central control?

Colonel Claptrap

Colonel Claptrap wrote: »

Not specific to Irish Rail but somebody here might know. Do Luas tracks use on-street rail switches to change lines? Is this switch controlled by the Luas driver approaching the switch or by central control?

Yes, the controls are in the cab. You'll see "Check Your Route" signs near junctions to remind drivers to check that the points are set correctly.

tabbey

Colonel Claptrap wrote: »

Great thread.

How prevalent is rail freight in Ireland today?

What goods are typically carried by rail freight? Do an post use it?

Are there any private platforms designed to accept goods like coal for example?

Very little freight is carried on Irish Rail and none on Northern Ireland Railways.

Tara Mines (Boliden) lead and zinc oreis the main freight flow, from Navan to Dublin Port via Drogheda. 780 tonne trains three times daily.
The other flows are IWT container trains Dublin to Ballina,Co Mayo, Container trains from Ballina to Waterford to connect with shipping at Belview port, and finally timber (logs) from both Ballina and Westport to Waterford for a fibreboard factory there.

It is quite bizarre that apart from Tara mines traffic to Dublin, the majority of rail freight in Ireland is to/from the relatively minor town of Ballina, effectively the railfreight capital of Ireland.

The IWT (Irish Warehousing and Transport) is a contract train, IWT taking the risk in filling the train.

European Union rules do not allow the taxpayer to subsidise railfreight, although some states have got around this by giving grants for rail freight infrastructure development.

In Northern Ireland the problem started in 1966 when the Ulster Transport Authority was divided into Ulsterbus, NIR and Northern Ireland Carriers (road freight), the latter being given all the freight business.
Goodyear built a factory in Craigavon,beside the railway, and were amazed when NIR told them they were not allowed carry freight, let alone have a private siding for Goodyear.

AnPost no longer use rail, and their regional sorting offices have been developed near motorway junctions.

XPS_Zero

LXFlyer wrote: »

Have you any idea of the cost and scale of disruption that would cause?

It would be astronomical and frankly, for what benefit?

No, I don't.

Using the same computer program and radios would cost "astronomical" amounts of money.....really? Why do they even use different systems at the moment? IS there not some kind of industry standard software in use?

Presumably they have changed systems in the past and know they will in the future, so if they are going to be updated planning to get the same system seems logical. We are on the same island and if trains are going to be crossing the border constantly why not?

Does the Enterprise use NI only systems? or switch when it crosses the border? If it's the former how do those systems work in the south and if the latter then why is it a big deal to change if we can already have one route operating two systems (or one in 2 areas)

No this stuff is NOT at all obvious....

XPS_Zero

On the sounding the horn question through stations , just from observation I'd imagine some drivers do it to blast through the headphones of people who seem to take their life into their hands waiting for the train on the edge of the platform way past the yellow line, not thinking that an Intercity train could blast though at 80km/h

tabbey

XPS_Zero wrote: »

On the sounding the horn question through stations , just from observation I'd imagine some drivers do it to blast through the headphones of people who seem to take their life into their hands waiting for the train on the edge of the platform way past the yellow line, not thinking that an Intercity train could blast though at 80km/h

or even 160 km/h.

Rulmeq

tabbey wrote: »

or even 160 km/h.

Are there stations where they are allowed do that speed? Would love to see that.

Jamie2k9

Rulmeq wrote: »

Are there stations where they are allowed do that speed? Would love to see that.

All stations from Heuston to Hazelhatch, I can't remember but Sallins-Portarlington is also 100 mph but possible 90 through those stations for now while works are taken place but will be 100mph soon.

Cookie_Monster

Fred Swanson wrote: »

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they don't just run diesels though...

Fred Swanson

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tabbey

Fred Swanson wrote: »

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I see on Boards.ie that V boards have been around since 2012, albeit as a trial.
I have only noticed them in the last year or so.

They seem to be at most level crossings in rural areas. Far from being a safety feature, they probably obscure a driver's view of people walking along the track.

Gulfstream757

Another few!

What exactly is Glasnevin Junction?

What trains are in storage at inchicore? Are the DARTS there that aren't used anymore? If so why aren't they just scrapped?

Jamie2k9

Gulfstream757 wrote: »

Another few!

What exactly is Glasnevin Junction?

What trains are in storage at inchicore? Are the DARTS there that aren't used anymore? If so why aren't they just scrapped?

Glasnevin Junction is where the Sligo/Mayooth line meets the Docklands branch of the Maynooth line and the PPT line.

Some 2700 (coming back), 201 locos and a set of DART which were always fault are stored.

Gulfstream757

Gulfstream757 wrote: »

Another few!

What exactly is Glasnevin Junction?

What trains are in storage at inchicore? Are the DARTS there that aren't used anymore? If so why aren't they just scrapped?

Glasnevin Junction is a major junction between Connolly (via Drumcondra), the Maynooth/Sligo line, the Phoenix Park Tunnel line and the Docklands station line (formerly the North Wall link line)

The original batch of 201s - 201 to 205 and 210 to 214, because they can't work push-pull trains. 225 and 230 are being returned to service.

All of the 2700 railcars, they were non-standard compared to the rest of the fleet and needed a lot of work to keep going. The plan is to refurbish them and return them to service.

The 8200 DARTs are stored there, probably will be scrapped at some point. They were built at the same time as the 2700s and were also unreliable.

Gulfstream757

Jamie2k9 wrote: »

Glasnevin Junction is where the Sligo/Mayooth line meets the Docklands branch of the Maynooth line and the PPT line.

Some 2700 (coming back), 201 locos and a set of DART which were always fault are stored.

Why were the 2700 taken out and why now coming back? Are the 201 locos not in use at all?

And what DART train is that? Is it the same as the type currently used?

Cheers!

Jamie2k9

Gulfstream757 wrote: »

Why were the 2700 taken out and why now coming back? Are the 201 locos not in use at all?

And what DART train is that? Is it the same as the type currently used?

Cheers!

Karsini sums it up!

On the 2700 taken out in maybe 2012 or around then, higher cost to maintain with falling passengers. Rising passengers and lower costs to maintain when they return in 2018/2019 because of the refurb to make them more comparable with other DMUs.

Del.Monte

Will the the Collooney/Claremorris line ever reopen as a railway?

Losty Dublin

Del.Monte wrote: »

Will the the Collooney/Claremorris line ever reopen as a railway?

And electrified.

Jamie2k9

Considering parish pump politics and the geographical location, anything is possible......

Gulfstream757

I was looking at a route planner from Greystones to malahide on the Irish rail website and one of the stops was WBROK? Anyoneone know what this is?

Jamie2k9

Gulfstream757 wrote: »

I was looking at a route planner from Greystones to malahide on the Irish rail website and one of the stops was WBROK? Anyoneone know what this is?

Signal location, shouldn't be listed on website.

Gulfstream757

Gulfstream757 wrote: »

I was looking at a route planner from Greystones to malahide on the Irish rail website and one of the stops was WBROK? Anyoneone know what this is?

That's odd! You can also select WBROK as a destination in the online journey planner. I think it's meant to be Woodbrook.

Gulfstream757

Karsini wrote: »

That's odd! You can also select WBROK as a destination in the online journey planner. I think it's meant to be Woodbrook.

Was there ever a station there?

Rulmeq

Gulfstream757 wrote: »

Was there ever a station there?

I have a vague recollection of a mention of a new Dart station being built, and that seems to be close to the location that they were mentioning.


Found an article on it: http://www.independent.ie/regionals/braypeople/news/new-dart-station-planned-for-shanganagh-area-of-shankill-35595811.html

Jamie2k9

Karsini wrote: »

That's odd! You can also select WBROK as a destination in the online journey planner. I think it's meant to be Woodbrook.

WBROK is the code rather than name.

Was there ever a station there?

Yes when Harcourt Line was operational.

Del.Monte

Gulfstream757 wrote: »

Was there ever a station there?

http://www.boards.ie/vbulletin/showthread.php?p=103586574