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Old August 27th, 2019, 02:12 PM   #6361
zoomwhoosh
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I was looking for signs of Kathleen slowing down, or speeding up.. but the tracking site is too messy to be sure either way.
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Old August 28th, 2019, 12:25 AM   #6362
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Quote:
Originally Posted by Ernie Purrnie View Post
(j) the adequacy of temporary transport arrangements during the conversion process, including for people with a disability,
[/I]
I fully support the conversion but, as an impacted resident, I am very interested in this one. I really think the arrangements need to be quite aggressive to minimise road congestion and travel time impacts during the shutdown, having lived through several longer shutdowns over the years.

Without active traffic management, the 4 minute train journey from Dulwich Hill to Sydenham can easily be 30 minutes by road during peak.
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Old August 28th, 2019, 01:04 AM   #6363
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Easily be 30min?

Google is saying between 6 and 16min at the worst trip of the day. If they don't put in both soft and hard measures to improve travel time they'd be made though.
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Old August 28th, 2019, 01:54 AM   #6364
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Easily be 30min?
Running buses DH to Sydenham direct is one of the measure they need to actively plan for although even then I have seen far longer than 6 mins in normal peak. Via Marrickville station I stand by up to 30 mins without active traffic management measures (eg. reducing on-street parking, bus turn priority etc.)
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Old August 28th, 2019, 02:02 AM   #6365
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There's a marquee in Martin Place today with info on the tunnelling. Nothing we don't already know, but the extension to Liverpool is back on the map.
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Old August 28th, 2019, 02:04 AM   #6366
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Via Marrickville I agree.

I hope we will see some more creative bus routes though that connects to both the T2 and T8 lines as well as understanding the biggest OD corridors and connecting these more directly.


Also, just a massive increase in the general bus route frequency and routes in the nearby areas to the stations as just because someone catches a train on the Bankstown Line, it may be worth having peak hour bus lanes on Canterbury Road and encouraging people to catch the light rail there if they aren't within walking distance already.


It must be more than just mirroring the current rail line.
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Old August 28th, 2019, 02:07 AM   #6367
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If they didn't cheap out on the light rail terminus then they could have run more services on that to compensate.

The shutdowns could be a good excuse to build a second platform there.
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Old August 28th, 2019, 02:07 AM   #6368
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The light rail is packed in the rush hour. Just saying.
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Old August 28th, 2019, 02:18 AM   #6369
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Exactly, and they can't put more services on (from Dulwich Hill at least) until they make it a double track terminus and (more importantly) buy more vehicles.

I mean they could change their operating practices and actually install traffic light priority at the 4 intersections it goes through, but I feel physical infrastructure being built is far more likely to happen.
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Old August 28th, 2019, 02:43 AM   #6370
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The light rail is packed in the rush hour. Just saying.
It also suffers the bus problem in peak hours - overcrowding increasing dwell time. I catch it at Wentworth Park heading to DH in the evening and, if I can't squeeze in, the next one is often not too far behind. Most passengers exit well before DH.
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Old August 28th, 2019, 03:48 AM   #6371
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There's a marquee in Martin Place today with info on the tunnelling. Nothing we don't already know, but the extension to Liverpool is back on the map.
Interestink...
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Old August 28th, 2019, 03:52 AM   #6372
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Btw, with regards to tunneling under the Harbour, there were supposed to be barges injecting grout in the path of the TBM so that there would be a clean transition from hard rock to gravel/sand/mud.

Has anyone seen that happening?
They might be doing it with probe drills in front of the machine. Or just not bothering

A slurry shield TBM can handle pretty much any type of ground, the issue with transitions is varying stiffness throwing it off line, or sudden movements in the softer stuff
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Old August 28th, 2019, 03:53 AM   #6373
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Complete WOFTAM. Just another Green inspired circle jerk
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Old August 28th, 2019, 03:55 AM   #6374
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You can't really cost something that you're yet to sign the contract for.

The line will be opened in stages, that's how far behind this section is.
Well, you can, indeed must, but it's true they are miles behind on the procurement of this

As I've said before, it's textbook "how not to do it". They could have had the whole lot contracted more than a year ago and 9 months into construction now. For less than it will end up costing them, and with more risk transferred.

Unfortunately 1 or 2 colossal egos in Sydney Metro have stuffed it. Now it will be a mess
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Old August 28th, 2019, 03:58 AM   #6375
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Could the Sydenham to Bankstown Metro conversion still be scrapped?
Could, but the biggest drive behind not doing so is the sh1t outcome it leaves you - trains terminating at Sydenham which will be useless for many, effectively a very long tunnel from Central to there delivering very little benefit, and the city circle just as congested as ever

The Bankstown conversion is, I am sure, the best BCR of the whole lot (given the benefits in terms of extra capacity on 3 whole lines, versus not really that much cost). Just a shame they've made such a hash of doing the job
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Old August 28th, 2019, 04:17 AM   #6376
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Exactly, and they can't put more services on (from Dulwich Hill at least) until they make it a double track terminus and (more importantly) buy more vehicles.

I mean they could change their operating practices and actually install traffic light priority at the 4 intersections it goes through, but I feel physical infrastructure being built is far more likely to happen.
I thought that getting through the city section was the limiting factor. When the new LR opens I imagine this will still be a limit

I was thinking an extension to Balmain peninsular from Lillyfield to give 2 lines could add frequency

Line 1: Lillyfield to Central at current frequency
Line 2: Dulwich Hill to White Bay Cruise Terminal at higher frequency. Would give interchange at DH, Lewisham and West Metro at Bays precinct

Could still run some services from Dulwich Hill to Central as well
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Old August 28th, 2019, 04:27 AM   #6377
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(getting a bit OT for this thread)

Would have thought if there was any sense of doing a Balmain extension that you'd have needed to build/protect the route as part of the current motorway construction.

And wouldnt it be more sensible to run
Central to Dulwich Hill (existing frequency)
Central to Balmain/White Bay (additional)
This would give you the increased frequency over the Central-Casino core and direct services from Balmain to City, albeit on a more circuitous route than the existing buses.

Dulwich Hill turnaround times can be achieved far more easily than a full double platform.
1. Staggered drivers - spare driver to jump into the opposite end, rather than having driver walk
2. Extend the double track to closer to the terminus (another 100m or so) with a kink around the LR substation.

But the Dulwich Hill section is not the busiest part.
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Old August 28th, 2019, 07:16 AM   #6378
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I thought that getting through the city section was the limiting factor. When the new LR opens I imagine this will still be a limit
The city section is a limitation only because of traffic light phases and dwell time. The loop at Central means it has the capacity to handle trams bumper to bumper if that was necessary.

The actual limitations are in the turnaround capabilities at Dulwich Hill (or any mid-way turnaround) and the lack of vehicles. They need 4 more trams to move from an 8min to a 6min frequency, but haven't signed a contract for them or chosen a supplier yet. The options in the original contract with CAF were used to supply Newcastle LR, so a new order will need to be placed or leased trams brought over for any immediate relief.

Anything beyond that frequency needs infrastructure upgrades.

https://www.smh.com.au/national/nsw/...20-p51zix.html

If they don't have improvements in place then the line will be packed by Lewisham during the shutdowns, and with the shutdowns being during the holiday period they might need to discourage or keep people from using the light rail at Dulwich Hill so that there's still capacity for Pyrmont.
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Old August 28th, 2019, 07:18 AM   #6379
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Or they could turn back more trams at Lillyfield to increase the service from there to Central.
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Old August 28th, 2019, 03:07 PM   #6380
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Quote:
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Oh man what a train wreck.

"There are only three stations on the whole Sydney Trains' network, Central, Town Hall and Wynyard, where dwell times are significantly increased. his has more to do with the inadequate legacy station design and the lack of alternative interchange options, than the trains themselves."

Yeah sure. Hang around Parramatta, Strathfield, North Sydney. Trains get stuck there for ages, and it's not the station design to blame.

"Lack of alternative interchange options" i.e. people getting off having to push through people getting on. Sounds like we need more doors
I don't think that is entirely wrong (experienced this today at Strathfield, only 2 exits via along ramp from the platforms). Passengers will be exiting the station long after the train has left the platform at many key stations because there is not enough exit points so there is always a bottle neck.

The train may not be great, but station design plays an important role for passenger flow. Signage at stations is horrible and poorly developed. All this need to be taken into account.
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