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Unread 29-05-2019, 21:44   #14
Jamie2k9
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Join Date: Jun 2010
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Quote:
Originally Posted by Mark Gleeson View Post
Hazelhatch has been set as the boundary, performance on battery would not be sufficient to run on the 160kph 2 track section.

To be honest we need to pull in the commuting situation if you choose to live 20, 30, 40 miles out you will get a fairly basic service.

The 1500V DC system remains. However if a long distance electrification was to occur it would be 25KV and if Cork goes electric that is the most likely system. Dual voltage trains particularly at 1500V DC are trivial.

The intercity fleet is getting the new hybrid drive and stage 5 engines, for all the talk on emissions rail is already a low emission solution. I've stood next to it, its a great product.

I've been on the Siemens CL Eco CityJet, but thats a retro fit not a new train, the battery isn't green really when you consider having to source 4 tons of rare earth metals per coach to make the battery?
Dual voltage will have to be addressed, Belfast-Dublin will eventually be electrified. If north of Malahide was 25kv battery would be ideal for the remaining journey but that's not going to happen equally replacing DART wiring without major disruption and cost.

Heuston side should be fine in theory as fast could be separate and in around Heuston would be more complicated with dual merging but easy to get around. Battery ops and D Undergound would solve most complications.
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