hurricanemk1c

201's can definately do Ballina - Dublin (0935 North Wall - Ballina IWT) :

Ballina - Waterford (1130 Waterford - Ballina timber):

The only problem with Tara is the traverser at North Wall isn't long enough for a 201, being put in to accomodate the longest loco then (the 071/001). 201's are restricted on:

• Longford - Sligo (emergencies only)
  
• Sligo - Sligo Quay (not at all)
  
• Arklow - Rosslare Europort (emergencies only)
  
• The Asbestos Cement Siding in Athy (not at all)
  
• Ballybrophy - Killonan Junction (Nenagh Branch) (emergencies at 25mph maximum)
  
• Limerick Jn - Waterford West Cabin (emergencies at 25mph maximum)
  
• Limerick - Foynes (not at all at the moment, but not in use at the moment)
  
• Limerick - Limerick Cement Factory (emergencies only)
  
• Athenry - Tuam (emergencies at 10mph maximum)
  
• Mullingar - Athlone (emergencies only)
  
• 
  

There are some routes with loco-hauled maximum speed restrictions, but these apply to all locos, not just 201 class. All of the above at normal line speed unless otherwise stated / train restrictions

To be honest, I'd expect the 201's to be re-engined rather than the 071. There's talk of EU funding for it and I can see it making more sense. For one - the body is bigger, making it easier to fit an EU Stage IIIB engine into the loading gauge. If there's money, an engine will be made. And for thrash - the UK Class 68 makes a pretty impressive noise!

And as for spare parts - EMD still make two stroke engines - the 710 is still a popular engine and they are making emission kits for the marine 645 engine.

The BAe Hawk was built under license by McDonnell Douglas I believe - it's OK if it is built in America post World War Two. The USAAF also operated Mosquitos.

According to Wikipedia, the US Military use a handful of other nationality aircraft - http://en.wikipedia.org/wiki/List_of_active_United_States_military_aircraft

Just look at the KC-X programme - the A330 was selected, then unselected and a 40 year ago basic airframe that is now out of commerical production (and was finished completely) in the form of the 767 selected. Nothing, but nothing, was going to prevent Air Force One being a 747-8

Looks like a general video rather than a dedicated Air Force One

Evening all,

A 11 mile trek around Portlaoise to see the Engineering Works on at Milepost 48 (Straboe). Photos include the top and tail HOBS and various track machines at work. A video of 743 tamping will be availalbe tomorrow

All photos can be seen here -

Regards,

Kieran

There is - not much but you can tell looking in

Think you can, but seriously not recommended. There's a story somewhere of a loco inspector loosing his head (literally) when the engine threw a leg out of bed as he was inspecting the engine whilst it was running

2200 arrival into Connolly on Thursday with 85.

Will head out to the Northern Line for shots of the 111

Both RAF Bomber Command and the US 8th Air Force suffered the highest casualty rate of any Allied service. For example, New Zealanders in Bomber Command made up around 1.5% of the total service effort and suffered 20% of the overall casualties. By late 1944 the occupation of Night Fighter pilot in the Luftwaffe was one of the most dangerous of all Luftwaffe postings.

Because of the damage caused, we hope never to see it again. Interestingly, the fallout afterwards weighed against Bomber Command's city-bombing, despite the US Air Force using the same tactics in the Pacific and Europe, and the atomic weapon can hardly be called precision!

There is a recording somewhere in the archives from a Master Bomber late-war in 1945, made throughout the raid. Incredible stories from the air.

Of note is the first Me-262 shot down by RAF Bomber Command was from a .5in turret, with a sum total of 50 rounds fired by F/Sgt. Ken O'Brien of 101 Squadron. The trilogy by Kevin Wilson on the bomber war opens up your eyes to a service that suffered just under 50% casulties (dead, not wounded)

Maximum Pasenger Train Size must not exceed:

• 10 MKIV vehicles
  
• 8 De-Dietrich Push/Pull vehicles
  
• 8 8100/8200/8500/510/8520 Class EMU's
  
• 9 ICR (22000) Class DMU's
  
• 8 2600 Clas DMU's
  
• 10 2700 Class DMU's
  
• 10 2800 Class DMU's
  
• 8 29000 Class DMU's
  

All DMU/EMU size refers to number of vehicles, not number of sets (ie 2x4 Class 29000 rather than 8x4 Class 29000)

Maximum Passenger Train Load mus not exceed 430 tonnes.

12 ICR permitted between Laois Traincare Depot and Heuston only

201s are definately more powerful than MKIV Control Cars - about 2,340hp more. Mark 4 Control Generator Cars do nothing for traction.

The 201 fleet is an absolute mess, due to being three different orders. 201-205 / 210-214 do not have push pull equipment fitted, different bearings on the bogies and other differences, compared to 215-226/229/232/234. 206/207/8208/8209/227/228/230 have NIR equipment and are thus restricted to those duties (the law in the North states that all stock must have AWS, TPWS, NIR Train Radio etc, or have a second competent person on board. I know which is cheaper day-to-day). Then you have the level of work required. As of today, there's 6 booked Class 201 diagrams. 5 Dublin-Cork and 1 Dublin-Belfast. Requirement of about 8 locos total, including time for A, B exams etc. Then freight. 3 flows (IWT, DFDS, Timber). Up to three IWT's a day, one timber and one DFDS - 6 locos. 14 out of 34 needed, based on just 201 usage. I make the current fleet to be 20 available for work (21 including 8208 under overhaul). Find the work first!

Apologies - answered twice before my post went up

Also 2hrs 15? Weren't the 800s recorded doing that? Surely even with the speed restrictions we could bring it down to 2hrs? Although I am not sure as I am not a civil engineer

Subject to much debate - but if they were every recorded doing that (and personally don't believe they ever did), it certaintly wasn't in regular passenger service. 2 hours 15 (2 hours 12 WTT time) is very impressive. It is about the minimum time at the moment, hence the ballast cleaning going on. Better ballast bed can bring higher speeds. Average speed of 73.4 mph start to stop

• Curtains or darkly tinted windows
  
• Larger more comfortable seats
  
• Decent hot food served at your seat (i.e. not reheated junk food served in cardboard bags/boxes)
  
• Link Heuston to Connolly/Dart network, or build new intercity hub station on M50 rim (i.e. avoids rush hour roads)
  

So, are you suggesting a small sub-fleet on an already streched fleet just to accomodate them, and for one or two runs a day? Good luck with getting a solid business case for that!

• Curtains are a pain to install, keep clean and generally keep up, hence why they are only ever in first class. Then when a curtained set turns up on other diagrams, people begin to wonder 'why do I get x train when I can get the same on y train?'. Tinted windows cost more as well, due to the additional processes required. Also - Bigger seats = less seats = higher price per passenger. Higher Price (especially with a 'normal' train 20 mins before) = Lower Demand. Good old economics
  
• After many, many hours at 0645-0900 and then on the return anywhere between 1600-2000 (and sometimes on the 2210 Heuston - Portlaoise) on ICR's, can't find the seats that bad. True, not as good as the Mark 3 seats but they no longer pass EU safety regulations. An informed source quotes £800,000 for a new rail-compliant seat. Find the money and a good, solid business case and the seat will follow - and maybe it will be comfortable! Concorde worked perfectly for 20-25 years - and the seats weren't that comfortable!
  
• Can't comment on food as I don't eat anything on-board, but I think Iarnród Éireann (through Rail Gourmet) know exactly what comes through the trolley till and what comes through a dedicated buffet service. I think I know which wins, and people vote with their wallets.
  
• A new Intercity station on the M50? That [M50] is already packed out and any little thing makes the whole system fall over. Same with the proposed Phoenix Park Tunnel idea - one delay on the Connolly side or Heuston side and chaos. Building a station by the M50 would just increase costs and pain for people travelling
  
• 
  

I've seen many, many people working on a train without curtains (myself included) on a variety of devices.

jhb171achill:

Right across the network, there's another issue - the extreme heat inside ICR and also Mk 4 carriages. The air is stale, the toilets stink, because no fresh air gets in. Why can't the heat be turned down inside them? Typically (and I'm a very regular traveller on Cork, Tralee and Galway services), the inside temperatures must be over 25 degrees at least.

Having just finished commuting on ICR's from Portlaoise to Heuston (something in the region of 11,000 miles since September) at all times from 0645 to 2330 at Portlaoise, heat never been a problem for me, and I hate high temperatures. If you have a problem, have you complained with all the relevant details? The average temperature I have seen is about 18-20 degrees. I do know of services that were terminated due to high interior temperatures and failed HVAC sets, so complain if you have a problem. In fact, the information stickers on the ICR's, if you had noticed, mention HVAC as a specific clause (see - http://www.thewandererphotos.com/2014Photos/November-2014/i-tKzr3cp)

So we are back to the start - how to provide a non-stop trip from Cork to Heuston at minimum cost to attract passengers and keep within the fleet capabilities and crew capabilities. Personally, I think Iarnród Éireann have done themselves proud (despite NTA worries). Instead of complaining at every decision made by Iarnród Éireann, why not praise one or two? Unfortunately, it's not just a case of going down to the local shop to get a few things and bolting it on. For example, the provision of curtains would have to go through an EU tender, review, selection and then fitting. Six months minimum, regardless of whether it is here or Germany.

Sum total - find the money and the product could follow.

As I said before - the market decides. Early days yet, don't forget, with this being week 2 (and Tuesday at that). And what's not been discussed is knock-on effects. Whilst the 0615 is on-time / early at Heuston, it's been +5 at Portarlington all last week, with the result that the 0525 Westport - Heuston (retimed +5 at Heuston) is another 5 down at Heuston - not happy people!

As always, just my opinions!!!

Should add:

2011/2012 - Second batch of 22000 Class enter service

2013 - New "Iarnród Éireann Irish Rail" logo introduced

2014 - Enterprise refurbishment announced, with 8209 receiving partial livery

2014 - Class 22000 have formal approval for cross-border work, starting by covering an Enterprise set for refurb

2014/2015 - Belmond start moving their Mark 3's to Scotland. Last Mark 3 movement in orange/black

2015 - Top and Tail working now permitted with HOBS wagons

2015 - Single Line Working and Ballast Cleaning, finally using 781 to its full potential

2015 - 206 repainted in full Enterprise livery and MMI screens fitted

On the contrary - IÉ do want it to work. However, with a fleet of 10x 5ICR, one of which is on Enterprise, one or two are down for attention, leaving a maximum of 8 around for other work. In the evening peak, the 1600 Heuston - Cork, 1625 Heuston - Limerick, 1630 Heuston - Galway, 1705 Heuston - Tralee, 1725 Heuston - Limerick, 1815 Heuston - Westport, 1830 Heuston - Galway and 1835 Heuston - Waterford. . Whilst I do not have the links, that is from observation at Heuston. Total use there is 8 sets, most of them full both in standard and first

People moan (not anyone here, just general) that IÉ are 'carting around fresh air' and now that they match capacity with demand people are moaning. As a comparision, a 3 ICR accomodates 190 passengers, compared to 36/268 (first/standard) for a 5 ICR or 44/373 (first/standard) for a Mark 4 rake. Find the extra 110-200 people and the diagrams will change

3 ICR booked, so no first class

Hope this helps (click on the photo for it larger)

Roof of 7601, North Wall, 20/12/14 by Kieran Marshall, on Flickr

The offical reason is to enable it to run with the Heritage (Wooden) stock and not to show up diesel stains.

Whilst it looks good, I doubt the Heritage set will ever run again. More than willing to be proved wrong though!

Good morning all,

A couple of shots from Hazelhatch in the morning (20/5/15):

Due to a Road Traffic Accident involving a car and tram 4003, trams from The Point were terminating and reversing at Smithfield, utilising the little-used crossover between Smithfield and Four Courts

Full set here -

A selection of shots from yesterday's Engineering Works, with photos from:.

Heuston

Newbridge (and the worksite)

Stacummy Bridge

Kildare

Portarlington

Full set can be seen here -

Regards,

Kieran

What will be interesting is who pays for the damage - loco owned by Network Rail, work done by the Type 1 Loco Association and used by the Great Central Railway, with 80301 owned by Railway Vehicle Preservations Ltd. (although indirectly involved, since it was just coupled to the loco)

Belated Happy Birthday Jim!

Good evening all,

A few updates from me.

231 at Heuston, 13/5/15 with a few odds and sods of Heuston

Portlaoise, 14/5/15 and a couple of shots, including 206 on the 1700 Heuston - Cork

Heuston, 15/5/15, with 206 waiting for transfer to Inchicore

Full set of photos from May are here -

Regards,

Kieran

There's nothing on recent photos, but could just be the standard door guides at the top having been replaced but not painted. Without a shot of it, I can't tell

Inside or out?

Then yes - see photo below:

http://www.thewandererphotos.com/2007photos/July-2007/i-ddVrxGW

And again (Mark 3's due to the underfloor casing) -

Kieran