Why did this apparently not happen?
I might be asking a silly question here but surely good project management would have seen the southern end of the line, beyond Oaklands, signalled while the northern end of the line had been torn up then the northern end finished.Because that would have required good project management. We've only got Captain Hook.
Why did this apparently not happen?
I noticed that one of the stats on the previous page with regards to "Signalling" relates to pedestrian crossings. Does this mean that all pedestrian crossings on the line are now going to be automatic-gated as they are on most Melbourne lines? That's a big project in itself.I never recall seeing anything about installation of new automatic gates as part of the electrification/signalling works, apart from the two that are part of the underpass site (one with Victoria St, the other near Fairfax Ave and Millswood Crs).
There is about 45 km of double track line to do of which they are claiming 63% of the contact and catenary installed.It's not percentage, it's linear meters, though obviously they mean linear kilometers.
It's not percentage, it's linear meters, though obviously they mean linear kilometers.They are not mixing units of measurement because it is a graph of percentage complete.
63km worth of contact and catenary seems about right.
Another possibility is it is percentage, but for materials issued to the contractors, not what has been installed yet.
Anyway whoever made that chart up doesn't know what the hell they are doing. You don't mix measurements, and the units of measurement are unclear for most of it. I don't see conspiracy, simply some office worker not doing a good job on something.
Personally I couldn't care less about how long it takes to compete, as long as it's done properly and reasonably within budget. Reason why is simple, at least Noarlunga is getting electric trains. Unlike some of the simpletons on this forum, most of us have patience.
You do know the line is 36km long?Which makes 72km of catenary and contact without considering cross overs. However, it seems that the graph shows percentage of the entire job for each category. So that is 63percent of the total lineal metres to be installed is finished.
Honestly, if you wanted to whinge about something, whinge about the slowness of the A-train delivery. I take it they're only up to set number three - that's much slower than you'd expect by now …I thought it was only two, I haven't seen or heard anything to suggest that the third unit has been delivered, completed awaiting delivery or even started assembly yet.
Yes, the delivery of the 4000s is well and truly late, it must be getting close to the point when the late penalties will stack up to the point that Bombardier will be thinking it might have been cheaper and easier for them to just let the government break the construction contract... Except I am lead to believe there are no such penalties in the contract.Maybe our Supreme Leader should consider outsourcing the running of our metro rail system to Deutsche Bahn. DB not only do a fantastic job of running the London Overground system, but they also managed to draw up such a good contract that Siemens had to construct an extra Velaro ICE-3 high-speed EMU when deliveries were delayed. If we had been able to draw up the same kind of contract we might have ended up getting either on-time deliveries (which would have stepped up the pressure on the electrification and signalling delivery) or enough bonus EMUs to run the Adelaide-Salisbury stopping trains on top of the 22 units for Seaford/Tonsley.
I might be asking a silly question here but surely good project management would have seen the southern end of the line, beyond Oaklands, signalled while the northern end of the line had been torn up then the northern end finished.
Because that would have required good project management. We've only got Captain Hook.
For once I have to agree with the backseat driver, Rod Hook is about as much use as a chocolate fireman. The MPs aren't supposed to manage major projects on a day to day basis, guess who's job it is ?Don't know much about Rod Hook do you?
Given the 30 year's plan shift to even more public transport, it's time to get a new captain, someone witheven basic railway engineering knowledge would be a huge improvement.
At this point, I think most of the users would be of the opinion that they'd take any form of service other than a closure and be happy!Maybe the full closure of the line wasn't the way to do it; perhaps there was a better way that could have kept it at least partially operational. No doubt the way it was structured was to save money but as I've said before, when I was last living in SA the rail system (including the Glenelg tram) was falling apart so a complete rebuild was the only practical solution.
Lonsdale is only a small yard isn't it? Do they actually use it much or is it mostly for inter-peaks or hot spares?
Lonsdale is only a small yard isn't it? Do they actually use it much or is it mostly for inter-peaks or hot spares?Space for four three car units but if the sidings were about 15m longer there would be space for six. By sacrificing the north-pointing entrance to the yard (i.e. for access only to/from Noarlunga and Seaford) there would easily be space to extend the security perimeter and second siding far enough to the north to get four units on each siding instead of four in total.
Lonsdale is only a small yard isn't it? Do they actually use it much or is it mostly for inter-peaks or hot spares?The basic function of this, and the yard at Gawler, is to stable peak hour trains. In the morning trains leave the depot to run from outer suburbs to the city, in the afternoon they travel the opposite direction and stable overnight. Of course the two afternoon peaks 3pm and 5pm mean the trains make two trips at least.
We've disabled Quick Reply for this thread as it was last updated more than six months ago.