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Unread 12-11-2012, 14:42   #6
Inniskeen
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Join Date: Oct 2010
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Track geometry between Greystones and Rathdrum doesn't preclude speed well into the 80s, likewise Arklow to Enniscorthy. Lots of curvature Enniscorthy/Wexford and Rathdrum/Arklow restricts potential speeds at variuous locations.

As regards the level crossings Irish Rail have chosen to operate them in a manner which greatly restricts speed due to deliberately delayed initiation of the crossing closure sequence. Only chance of a clear run occurs when trains in the opposite direction have already triggered the crossing closure sequence.

"In olden times there was no safety interlock with the gates so you could hurl the train towards them with zero margin for error"

Not sure what this means. If anything, safety overlaps have reduced in modern signalling systems, rather than increased. Typical requirement in olden times was 440 yards clear of an obstruction, typical requirement today is 220 meters. Level crossing gates closing across a railway line have been worked in conjunction with the with signalling system since at least the latter part of the 19th century. Zero margin for error has never been a principle of Irish signalling practice, either before or after 1922.

When did the baseline year become 1973. The Operational Program for Transport 1994-1999 indicated that the Dublin/Rosslare journey time would be 2hrs-35 minutes in either direction within the program period. Since then the line has been almost totally renewed yet the journey time doesn't even meet the 1994/99 target and is both uncompetitive and much slower than it needs to be.

Last edited by Inniskeen : 12-11-2012 at 14:54.
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