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Unread 29-05-2019, 13:55   #13
Mark Gleeson
Technical Officer
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Join Date: Dec 2005
Location: Coach C, Seat 33
Posts: 12,669

We have to look at the long term sustainability. Irish Rail is hemorrhaging money due to the need to run these 'thin' commuter routes.

So there needs to be a coherent policy which clearly states there will be no increase in service levels. Set out a service pattern and stick to it. You might be able to justify a train out to Mullingar after 9pm but its sketchy.

The whole battery thing is a stop gap, the trains are the longest lead item, no one wants a fleet of trains you cannot use, equally no one wants wires with no trains.

The charging is a problem that needs to be worked out, a train draws power when stationary, the lights, heating, AC are all heavy electricity users which uses up a considerable amount of the power budget

You cannot really charge while accelerating to to do so would result in trips on the substation at peak hours. You can charge while coasting and braking and a marginal amount while stationary. There is a huge impact on the existing infrastructure which is not scoped with this use in mind.

A railway works order is in preparation for the Maynooth line and thats mainly about the level crossings and other supporting works. Irish Rail doesn't want to get into resignaling and electrification until the solution to close all the level crossings is agreed as this has a huge impact on the signaling design and also the overhead wires design.

That said you could electrify M3 Parkway/Maynooth to Clonsilla tomorrow without need for any permissions, equally electification out as far as beyond Broombridge looks sensible until you consider the possible works needed at Glasnevin Junc to increase capacity and also the new station to link to Metro.

Last edited by Mark Gleeson : 29-05-2019 at 14:15.
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