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... the downside of the Steel Interstate strategy in a place the size of Ireland is that the Steel Interstate relies on marshaling time overheads at origin and destination railhead to be offset by running the time-sensitive freight at 160kph, and you just don't gain much time that way in Ireland.

OTOH, if its portside, that means that one time advantage of trucks is offset by doing ship loading/unloading directly from/onto the train.

So a grid of "Steel Interstate" model corridors that all end at a port would seem to be the most promising basic model.

If the the passenger trains are going at least 175kph, its hard to see why they'd have to go faster.

If only the standard gauge turn-outs have to be high speed turn-outs, it seems like it'd be possible to dual-gauge the track in intermediate stretches and switch out to a dedicated standard gauge section for crossing and passing loops and stretches with a larger number of turn-outs per km. Common right rail if the typical standard gauge passing loop is passing to the right.

I've been accused of being a Marxist, yet while Harpo's my favourite, it's Groucho I'm always quoting. Odd, that.

by BruceMcF (agila61 at netscape dot net) on Sun Dec 20th, 2009 at 03:32:59 PM EST
[ Parent ]
Ireland is a very open economy with huge import/export volumes.  The point of shifting to rail freight is not to speed transport within Ireland, but Ireland/UK Europe.  Thus the competition comparison is road plus ferry freight to UK/European mainland.

notes from no w here
by Frank Schnittger (mail Frankschnittger at hot male dotty communists) on Tue Dec 22nd, 2009 at 06:28:52 PM EST
[ Parent ]


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