SWRL Construction Progress

 
  normw Junior Train Controller

Information that has been shared with me, is that Stage One (Platform 4 and the EHUM from just south of the Souther Fly-over and the Northern Flyover) will open soon, but will not be joined to the existing EHUM until the weekend before it is to Commence operation.

Fact:
Crew Training for this section of track including the flyover will be commencing next week (23/3/14) By way of an instructional video and physically walking the track.
gilberations

Thanks for the news gilberations! I suspect that a lot of readers of this thread have been anticipating this for quite a while. Thanks again. Watch Weekly Notices for cut-in dates.

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  normw Junior Train Controller

Information that has been shared with me, is that Stage One (Platform 4 and the EHUM from just south of the Souther Fly-over and the Northern Flyover) will open soon, but will not be joined to the existing EHUM until the weekend before it is to Commence operation.

Fact:
Crew Training for this section of track including the flyover will be commencing next week (23/3/14) By way of an instructional video and physically walking the track.
gilberations

The new signalling system can in theory be in operation and still continue to terminate Liverpool trains on P1, route P2 via crossovers to the EHUM, allow ex-Campbelltown trains into P1/P2 and ex-East Hills/ex-Liverpool trains into P3/P4, all before the northern flyover is made operational. If the change to the new signals is done over a weekend, it could also be the same weekend the flyover connects to the EHUM; the easiest way to do that would be to cut the EHUM rails and manganese weld them to the rails off the flyover, then tweak the OHW to follow the route.

The instruction video could be filmed by any road/rail vehicle travelling the various routes through Glenfield - given the number of possibilities (ignoring the Leppington branch), a video would be a lot cheaper and easier than taking a train through each route with about 4 drivers at a time! Once Glenfield goes live, driver instructors on regular services would likely suffice.
  jcouch Assistant Commissioner

Location: Asleep on a commuter train
Like all the other punters here, I've been thinking through different ways it could be done. They could easily bring P4 into use without any of the rest of it if that bit of signalling is enabled without the rest. But, not being in the industry, I'm not sure how interconnected that signalling system is - can they do piecemeal or is an all-or-nothing affair - meaning they need to have the northern flyover opened at the same time.
  normw Junior Train Controller

Like all the other punters here, I've been thinking through different ways it could be done. They could easily bring P4 into use without any of the rest of it if that bit of signalling is enabled without the rest. But, not being in the industry, I'm not sure how interconnected that signalling system is - can they do piecemeal or is an all-or-nothing affair - meaning they need to have the northern flyover opened at the same time.
jcouch

I've also tried punting on some aspects of this and done my money. P4 has no provision AFAICT to set back, so if a train gets into P4 it has to continue in the direction of Campbelltown. The control centre could have all the tracks/points on its diagram with parts presently marked as 'not-in-use'. To use P4 the current EHDM approach signal would have to go, the new approach signal activated plus three others, and the points back to the DM; for ex-Liverpool->P4 there's also a new crossover involved. If points are set for P4->DM then that has to put all signals P3->DM at stop (the current one or the two new?)... It might be technially feasible but it would be 'messy' I think for the signal techies. On the other hand, Weekly Notices have shown incremental changes to track and OHW, so it could also happen piece by piece. An incremntal change would also be less 'dazzling' than all-at-once.
  maestro Junior Train Controller

I've also tried punting on some aspects of this and done my money. P4 has no provision AFAICT to set back, so if a train gets into P4 it has to continue in the direction of Campbelltown. The control centre could have all the tracks/points on its diagram with parts presently marked as 'not-in-use'. To use P4 the current EHDM approach signal would have to go, the new approach signal activated plus three others, and the points back to the DM; for ex-Liverpool->P4 there's also a new crossover involved. If points are set for P4->DM then that has to put all signals P3->DM at stop (the current one or the two new?)... It might be technially feasible but it would be 'messy' I think for the signal techies. On the other hand, Weekly Notices have shown incremental changes to track and OHW, so it could also happen piece by piece. An incremntal change would also be less 'dazzling' than all-at-once.

- normw
normw



Incremental changes have significant overheads when it comes to procedural changes (Imagine the drivers and signallers being retrained on the April track layout and telling them that they will be retrained again for May and again for June). The planners would need to update the operating procedures for each incremental step. The effort taken, and the risk of confusion wouldn't be worth any benefits.

Also, my guess of Sydney Train's point of view... They have a timetable that is appropriate for the existing layout... The new facilities wouldn't give too much benefit until the whole thing goes online and timetables can be altered to suit.

There are also issues with commissioning / testing part of the signalling system, where later mods could break something that's already been tested. It's much easier to change the whole lot and retest everything once in the final configuration.
  normw Junior Train Controller

Incremental changes have significant overheads when it comes to procedural changes (Imagine the drivers and signallers being retrained on the April track layout and telling them that they will be retrained again for May and again for June). The planners would need to update the operating procedures for each incremental step. The effort taken, and the risk of confusion wouldn't be worth any benefits.

Also, my guess of Sydney Train's point of view... They have a timetable that is appropriate for the existing layout... The new facilities wouldn't give too much benefit until the whole thing goes online and timetables can be altered to suit.

There are also issues with commissioning / testing part of the signalling system, where later mods could break something that's already been tested. It's much easier to change the whole lot and retest everything once in the final configuration.
maestro

Agreed. Drivers will undoubtedly get the full (final) picture during training. The new signalling should support the current operations, which keeps initial operational changes to a minimum. Equally, using the northern flyover should also have no negative impact on timetables (just a different piece of rail between Glenfield and Holsworthy) so connecting that up could also be done.
  jcouch Assistant Commissioner

Location: Asleep on a commuter train
Agreed. Drivers will undoubtedly get the full (final) picture during training. The new signalling should support the current operations, which keeps initial operational changes to a minimum. Equally, using the northern flyover should also have no negative impact on timetables (just a different piece of rail between Glenfield and Holsworthy) so connecting that up could also be done.
"normw"


That actually has the biggest impact as you have conflicting moves to get onto it. Right now very frequently you have a train leaving p2 going up east hills. While that is crossing the down main either coming the other way from liverpool is a crossing move to get to p1 or a second train is leaving p1 heading to Liverpool. If that p2 train remains as-is it has to cross over the front or behind of that p1 train to get onto the flyover. So now you have to introduce a several minute wait to avoid the conflict. So if the flyover comes into use significant timetable changes have to come with it because either the p1 terminator is now terminating on p2 to allow the trains to come through from the south, stop on p1 and then continue to the flyover. That p2 terminator now blocks the mains for xpt/countrylink/freight services, though those may be able to take the same p1 track?

Just bringing in p4 reequires no timetabling changes. Frequently trains sit just off the mains waiting to get to p3 from east hills while and xpt or liverpool train comes through. Opening up just that platform and track allows those trains to now hang out on p4 until the crossing train has gone through.
  normw Junior Train Controller

That actually has the biggest impact as you have conflicting moves to get onto it. Right now very frequently you have a train leaving p2 going up east hills. While that is crossing the down main either coming the other way from liverpool is a crossing move to get to p1 or a second train is leaving p1 heading to Liverpool. If that p2 train remains as-is it has to cross over the front or behind of that p1 train to get onto the flyover. So now you have to introduce a several minute wait to avoid the conflict. So if the flyover comes into use significant timetable changes have to come with it because either the p1 terminator is now terminating on p2 to allow the trains to come through from the south, stop on p1 and then continue to the flyover. That p2 terminator now blocks the mains for xpt/countrylink/freight services, though those may be able to take the same p1 track?

Just bringing in p4 reequires no timetabling changes. Frequently trains sit just off the mains waiting to get to p3 from east hills while and xpt or liverpool train comes through. Opening up just that platform and track allows those trains to now hang out on p4 until the crossing train has gone through.
jcouch

A train on P2 for the EH line will (or should Smile)  release the route lock on the points at the start of the flyover as soon it all passes beyond the points (or clears the section in advance of the signal at the top of the flyover); based on speed boards elsewhere, I assume the crossover from the UM to the EHUR is good for 75kph... which suggests (I think) that any delay for a train on P1 heading for Liverpool would only be about a minute or so. A delay, granted, but does remove any possibility of a delay on the DM if using the water-level route to the EHUM.
Agree totally with use of P4; waiting in sight of a platform is always annoying, especially when in need of a close bus connection!
  normw Junior Train Controller

FYI : C.U.'s for GTI and GLRL Projects for April are available from the Gov't Project web site.

Not a lot of obvious work to progress in April (much a repeat of March) for the GTI. However the GLRL April doc sees re-opening of Rickard Road across Leppington station (28th) so current photos of that station should be obtainable.

"The  reopening  of  Rickard  Road marks  the end  of  planned  road  closures  related  to construction  of  the  South  West  Rail  Link between Glenfield and Rossmore. "

And the last item listed for April reads "Inspections of completed works by Sydney Trains ahead of commissioning."
  normw Junior Train Controller

If you have wondered about the depot being built adjacent to the East Hills Down Main just before Glenfield, it is a new 'Sydney Trains' maintenance depot for their (south-?) western region; see the following public link:

http://www.transport.nsw.gov.au/sydneytrains/community/network-bases/glenfield

for more information.
  normw Junior Train Controller

Some observations at Glenfield. The vast majority of points are now air-powered; the only exceptions noted are the crossover used by East Hills trains on the 'UP MAIN' (P2) crossing to the 'DOWN MAIN' and the points (from the 'DOWN MAIN') that begins the East HillS UP. This suggests the crossover itself has a short time to live. There is a new (blackedout) signal adjacent to the points that start the East Hills UP' line, but it is positioned within the span of the points rather than after them, which again suggests the bit of track between the DOWN MAIN and where the the East Hills UP will be broken to join onto the northern flyover is also to be a part of history.

Have noted on several occasions recently group of people in HVC walking the track, so assume they are drivers getting a handle on the new track layout. (Learning the 11.4 km to Leppington will likely seem a breeze.

There is now a _small_ kiosk for lease (I originally thought it was for a motorised sweeper, so large is the station concourse) on Glenfield concourse... it will undoubtedly become a newspaper(/coffee?) seller, but I'd be surprised if the local newsagents could afford to buy into it.

Rickard Road is still closed at Lepping after hours, but the southern side car park is looking close to finished. By the end of April the bridge should be open even if the station is stays firmly closed against underpriviliged spray painters.

And finally 'discovered' that the "obvious" two tracks between Leppington and Rossmore Yard aren't 'To/From' but in fact both are signalled for bi-directional running.
  sandown Chief Commissioner

Location: sydney
The projected date for Glenfield to go "live" is 10th June.

P1 Up East Hills
P2 Up South Main
P3 Down South Main
P4 Down East Hills

Glenfield terminating services via Granville will use P3 and return on the Up via the trailing crossover. All other crossovers between the Up and Down mains will be removed. Up services can also terminate on P2 and shunt forward to the appropriate marker and return on the Dn via the same crossover.
  normw Junior Train Controller

The projected date for Glenfield to go "live" is 10th June.

P1 Up East Hills
P2 Up South Main
P3 Down South Main
P4 Down East Hills

Glenfield terminating services via Granville will use P3 and return on the Up via the trailing crossover. All other crossovers between the Up and Down mains will be removed. Up services can also terminate on P2 and shunt forward to the appropriate marker and return on the Dn via the same crossover.
sandown

Hurray, there is someone else alive!
Your phrasing suggests a degree of confidence. The platform usage makes sense at least for now. An enlargement of a photo I had checked earlier, and better glasses, does indicate electric machines on the Dn->Up CO for ex-Liverpool trains (presently) terminating on P1. The two crossovers closest to the station are relatively low-speed (AFAICT), and as best as I can tell in the wire maze, only wired for a single contact wire...at least we now know some boxes below the mains will have 'SA'. Hopefully working under SA will have a driver at each end.
Thanks 'sandown' for the time, interest and information.
  normw Junior Train Controller

A check shows June 10th is a Tuesday, which seems a little heroic, to bring new signals, track and OHW into use partway into a working week. The long-range trackwork calendar shows buses replacing trains for June 7/8/9 and the 10th is not listed, so the first 'users' train over the northern flyover may be the 4.05am ex-Campbelltown via East Hills. (Shutdowns usually end at 2am.)

As there is little 'new' for the 'public' to see at that point, I don't imagine the Minister for Transport will be cutting anything, but maybe some build crew' get to string a ribbon between the handrails on the flyover and someone records it. I hope the honour of being on the very _first_ train over the northern flyover goes to the workers who helped build the thing, then onword to 'live' driver training for the Leppington line!
  mikesyd Chief Commissioner

Location: Lurking
June 10 is a Tuesday, yes, and Monday, June 9 is the Queens Birthday Holiday.
  normw Junior Train Controller

June 10 is a Tuesday, yes, and Monday, June 9 is the Queens Birthday Holiday.
mikesyd

Ah yes, the official one, thanks 'mikesyd'. Having been retired a number of years now, all days seem alike and a 'holiday' only identifiable by the change in public transport times and stores closed. So Tuesday is therefore, in this case, actually the start of the working week.
  fullboost Chief Train Controller



Leppington station photo in local Macarthur newspaper yesterday
  fullboost Chief Train Controller

  normw Junior Train Controller

Thanks 'fullboost' for linking these; hopefully by the end of April there will be some recent pix of the station's other end!
  normw Junior Train Controller

Perhaps a substitiute for a genuine buffer stop(?), but notice two additional 'SAFETY RUNOFF AREA' signs have now been placed in the 4 foot of the 'run-off' track itself. (Southern end, Glenfield P1/P2 platforms).
  jcouch Assistant Commissioner

Location: Asleep on a commuter train
So there's 5 signs there now? That should really protect the end of the platform. Extra safety woohoo!! Smile
  normw Junior Train Controller

So there's 5 signs there now? That should really protect the end of the platform. Extra safety woohoo!! Smile
jcouch

A stationary count (i.e me standing on the platform) shows in fact SIX signs. Three are on the centreline of the 'run-off' track itself, positioned so the driver of the 'run-off' train can read them before they disappear under the front auto; if he hits the third sign, the leading axle is AT LEAST CLOSE to being in the gravel. The other three signs are offset and face towards the platform.
  normw Junior Train Controller

The projected date for Glenfield to go "live" is 10th June.

P1 Up East Hills
P2 Up South Main
P3 Down South Main
P4 Down East Hills

Glenfield terminating services via Granville will use P3 and return on the Up via the trailing crossover. All other crossovers between the Up and Down mains will be removed. Up services can also terminate on P2 and shunt forward to the appropriate marker and return on the Dn via the same crossover.
sandown

By way of confirming the use of P3 for turnbacks, 'discovered' P1/P2/P4 have two 'new' (still covered) 'Guards Indicator' each, both pointing towards the centre/rear of a train travelling in the appropriate direction. P3 has FOUR 'new' (still covered) indicators, two labelled 'Down Guards Indicator', pointing to the rear of a train continuing in the 'Down' direction, and two 'Up Guards Indicator', pointing to the rear of a train about to set back and cross to the 'Up' (at least - it might also continue to the EHUR/northern flyover, or maybe to a Shunt Limit and back into 2? Only the signal at the northern end of P3 will show the route set.).
  normw Junior Train Controller

FYI - The May 2014 SWRL-GLRL CU is now available at the Gov't Project website. The heritage 'detailing' to be done to Leppington station looks decidedly interesting, but alas Rickard Road is not now expected to re-open until late May (likely weather delays).
A May 2014 GTI CU was not available at the time of posting this.
  jcouch Assistant Commissioner

Location: Asleep on a commuter train
ABC article today showing the unofficial completion of the SWRL stations:
http://www.abc.net.au/news/2014-04-21/premier-baird-opens-leppington-station/5401754

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