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Unread 25-05-2018, 07:16   #11
Inniskeen
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Join Date: Oct 2010
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There is very little comparison between Bray and Buttevant. At Buttevant the points were being operated independently and in conflict with the signalling system. At Buttevant trains were running at full line speed under clear signals with no mechanical or electrical point detection or interlocking.

The situation at Bray is totally different, maximum speed is 30 kph enforced by the automatic train protection system. All trains are flagged in an out of the station in any event as the relevant signals are unlit. Manually operating one set of points would allow double track working, an half hourly service in both directions north of Bray and an hourly service from platform 3 to Greystones.

The current arrangements maximise disruption and put the passenger last in the equation. It is not rocket science and I would be very disturbed if the operating entity has not got the competence to execute a simple procedure like this safely (not hugely different to single line working on the Cork line).

If the damage is as extensive as you suggest then this situation could persist for quite a long time and might merit temporary mechanical signalling and detection.

The risk of mis-operation of a single crossover at Bray is about the same as that of DART running through the level crossing with the barriers up and colliding at speed with a packed bus.
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