A light engine would be adequate for testing interlocking.

On reconsideration, the June CU's do refer to a 'test train'; pedantically I doubt a single locomotive can be called a 'train', so either the CU's were linguistically incorrect or a 'train' WAS used after testing with a light engine... but who's counting, now the NFO/signalling is in service.

Some prior history: Monday about 1.30pm 8101 arrived at Glenfield via the EHDN and began signal testing, starting with the P4 road and trips out to around MF station at a guess. After a couple of trips between GD1 (EHDN) and MF (using the same track), it was switched to the lower end of the Leppington DN ramp. From there it did multiple passes to the P3 platform, testing (AFAICT) the point, catchpoint and related DN Main start signal, which is about when I left it due to declining day and declining weather.

The first 'business' train over the NFO was the 4.05am from Campbelltown today, a K Set with C3548 as lead power car. On approach to Glenfield we were routed to P1, and during our brief stop the guard announced our 'first' as about twelve people wearing PPE (orange vests/white hats) joined the train and three others similarly attired (but one equipped with a camera and tripod) boarded the drivers cab; I assume they were 'SydneyTrains' people. We left near enough to 4.20, and didn't need a flying start at the 'hill' to top it at about 4.23... the view was a non-event at that hour, but did notice a 'drop' on leaving the top of the 'block'. I and all the people previously noted alighted at Holsworthy and after a short wait we all boarded a Campbelltown train that used P4 as expected. We passed a south-bound train enroute to Holsworthy, so cannot claim that as a first use of P4 also.

From what I have come to understand, after 4pm, the test loco 8101 came across to P3 and completed testing between there, GD26 and P4. Test loco 8141 tested through from Casula to Ingleburn on the down and then came back to P1 on the Up. 8101 then went wrong road from P3 to Ingleburn, while 8141 went to Casula on the Up. There was a bit of a spell while points that were remaining booked out were clipped and spiked, then 8141 came back from Casula to complete more testing around Glenfield, before going back to Casula.

8101 then came through from Ingleburn through P3 and over the northern flyover to take (from what I can gather) honours of the first 'train' over the flyover at around 7pm. 8141 came back to Glenfield for more testing, with all testing being done by around 9pm.

Picture of the old up EH junction with the rail cut...

Testing of the signal protecting the points at the Up end of P3 which governs movements back to the Up track:

The view south from the Glenfield station concourse with the new signalling in place:

The view north from the concourse:

From what I have come to understand, after 4pm, the test loco 8101 came across to P3 and completed testing between there, GD26 and P4. Test loco 8141 tested through from Casula to Ingleburn on the down and then came back to P1 on the Up. 8101 then went wrong road from P3 to Ingleburn, while 8141 went to Casula on the Up. There was a bit of a spell while points that were remaining booked out were clipped and spiked, then 8141 came back from Casula to complete more testing around Glenfield, before going back to Casula.

8101 then came through from Ingleburn through P3 and over the northern flyover to take (from what I can gather) honours of the first 'train' over the flyover at around 7pm. 8141 came back to Glenfield for more testing, with all testing being done by around 9pm.

Thanks for the update and added details to the history recorded in this thread.

Glenfield GTI Day 2:
Turnbacks were operating from P3, and all (that I noted) were returning via Granville; a Minto-bound container train passed through on P3 (while it was vacant ) but all suburban trains from Liverpool or East Hills used P4 when a turn-back waited in P3.

The old signal bases are still in situ, but the old signals themselves were having a 're-union' in a roped off area near the Glenfield South sub-station.

The general impression is that the new setup has existed for years.

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.

The 'signs' had ups and downs during the GTI cutover. The three facing towards P1/P2 were removed and one added to the Down pair P3/P4 adjacent to the catchpoint between the Down Main and the Leppington Down ramp. (This is as per the Weekly Notices).

FYI The Gov't SWRL Project web site home page has acquired 11 more photos, some obviously taken after the GTI commissioning.

Edit: There are also 4 links to video clips (via YouTube), one taken from the drivers cab while going over the Northern Flyover!

The long-range trackwork calendar shows buses:

Aug 9-10 Glenfield to Granville
Aug 16-17 Full Glenfield shutdown
Sep 20-21 Glenfield to Granville
Oct 18-19 Full Glenfield shutdown (Commission Leppington Branch for staff training)

'Glenfield to Granville' suggests trains will operate to East Hills (AFAICT), likely using their normal P1/P4 platforms.
Any 'Granville' services from Campbelltown could arrive on P2, then shunt ahead and set back into P3 for the return to Campbelltown. This would leave the Dn and Up Main largely free north of Glenfield for whatever activities that could be attended.

Of the 'known' work remainng in the Glenfield environs:
- Remove signal bases
- Remove 3 crossover OHW (And any redundant masts?)
- Remove 3 crossovers
- Remove remains of DN->EHUP 41 points
- Complete 1500v feeders to Leppington Dn/Up Ramps (SFO)
- Complete 1500v OHW through the freeway tunnel (Any chance it's too small for OHW?)
- Test local Glenfield->Leppington signals & ITS.
- Test signals out to Rossmore Yard and back.
At last look there were a number of concrete sleepers stacked next to the NFO. If it stays a storage area, the short piece of old EHUP could be a siding. OR it could be a put into the EHDN (has larger radius), leaving a disused piece of track next to the support depot? There may also be some value to changing the portal masts to single masts for the (lone) EHDN track.

FYI: The Gov't Project web site has CU (GTI & GLRL) available for July 2014.

GTI CU: No works planned for July; has a nice pic of Explorer set on the NFO.

GLRL CU: 'Detail' work at various locations. Signal testing and inspection by Sydney Trains continues.

Next CU (Aug) will outline work for the first 3 weekends of August (on project current works page).
At this time the Proposed Trackwork Calendar shows no shutdown in the Glenfield area for Aug 2/3.

Given there is no notable work being done at Glenfield in July, and, AFAICT, the work likely to be scheduled for August holds little relevance to the running of trains to Leppington, it's hard to envisage how testing and inspection (of 11.4 km of track) should last through July, August and September to boot. The only 'rail' work noted as uncomplete is the (liberal) 300 metres of OHW through the freeway tunnel (as of July 3). Perhaps landscaping is holding things up, or the (apparent) slowup is to get the openning closer to the next State election?

Or timetable changes to take into account the extra running time that is not in the current terminating timeschedule at Glenfield.

Remember the Revesby Quad was finished for a good 9 months before it came online, due to waiting for timetable rewrites. Same can be happening here, but also with the political things included. We got a flyer from the local member that talked about an opening date of the link being in January 2015, which is conveniently located 2 months before the election and just after the usual Christmas shutdowns etc.

Or timetable changes to take into account the extra running time that is not in the current terminating timeschedule at Glenfield.

Remember the Revesby Quad was finished for a good 9 months before it came online, due to waiting for timetable rewrites. Same can be happening here, but also with the political things included. We got a flyer from the local member that talked about an opening date of the link being in January 2015, which is conveniently located 2 months before the election and just after the usual Christmas shutdowns etc.

Thanks for the reply 'jcouch'; I was beginning to think I'd hijacked the thread!

It seems safe to assume a relation between 'public openning day' and the next State election. I was questioning the time to when staff get to learn on it (slated for October), for which, I think, timetable changes would not be required, unless training 'trips' need a time slot to pass through Glenfield. From what I've seen so far, when a 'turn-back' is about to leave P3 there is already a train waiting for its 'seat' (P3) at the Down Approach, though this may only be true during peak-hour.

Noted yesterday (July 15, about 12.30pm) a 3 car Explorer set heading south through P4. (I assume for Canberra). At the time P3 (Down Main) was empty but as that doesn't stay empty for long, using P4 was likely the least obstructive. Unsure how Explorers get to Glenfield (Liverpool or East Hills) but either route has access to P4. Not known if this is a regular working.

Explorers and XPTs have been going via East Hills since they opened up the K2RQ project.

FYI: The Gov't Project web site has CU (GTI & GLRL) available for August 2014.

GTI CU: Highlight is track and signal work, Glenfield South Subtation commisioning for 16th/17th August.

GLRL CU: Advises "Sydney Trains will run a track testing locomotive along the full length of the South West Rail Link (the Glenfield to Leppington rail line section) on Sunday, 20 July 2014, at speeds of up to 115km/h."
Edit: The 'test locomotive' was/(will be?) (it seems) one of the two new track recording cars.

Anyone get to see/photograph this??

Then continues "In the event of bad weather or other unforeseen delays, the track testing may instead be carried out on either Sunday, 3 August 2014, or Sunday, 31 August 2014. "

I've put some of NormW's photos up on a server if anyone's interested.

Note that this is served on a DSL line, so will take a while to load.

http://www.crowie.net/gfx/normw/

I've put some of NormW's photos up on a server if anyone's interested.

Note that this is served on a DSL line, so will take a while to load.

http://www.crowie.net/gfx/normw/

A Special Thanks to 'maestro' for use of his server space.

Were my eyes playing tricks on me or have they now removed the stop blocks at Glenfield preventing access to the new lines to Leppington? I'm pretty sure they have been removed.

Cheers


Richard

Were my eyes playing tricks on me or have they now removed the stop blocks at Glenfield preventing access to the new lines to Leppington? I'm pretty sure they have been removed.

Cheers


Richard

I would not be surprised, and will verify your vision if time allows tomorrow. The August Construction Update for the GLRL indicates one of the TMPV test cars either _did_ on July 20, OR _will do_ on Aug 3 or 31, multiple test trips from Glenfield to the SWRL end-of-track to check track condition and record the profile for future comparison. Once the track has been checked, and the signals/points that control access to the branch having been verified at GTI commisioning, there seems little need to replace the stop blocks. Either they were removed for access on the 20th or may now be gone for possible tests on the 3rd August. All being well I hope to be at Glenfield early next Sunday. Also keep in mind that the stop blocks were relocated part way up the ramps so that the 'signal testing' locos could move from one platform to another during GTI commisioning.

There may also be some value to changing the portal masts to single masts for the (lone) EHDN track.

Wouldn't bother unless one is knocked down in a collision, etc.

At Chatswood, a number of cantilever OHW mast that temporarily held two tracks (with "No Safe Place TO Stand" signs) are still cantilever mast even though there is now only one track (Up Shore).

At Roseville-Lindfield, until recent renewal of all OHW masts, there was a bent and damaged mast which may have been damaged in a SPAD collision c1930.

MPTV successfully completed radio tests on the 20th, August testing dates now redundant.

MPTV successfully completed radio tests on the 20th, August testing dates now redundant.

Thanks for the update; the August CU mentioned multiple runs [at up to 115 kph] for the the purpose of testing the track rather than the radios (which would possibly warrant some night time trips also?). The price of the MTPV's suggest they could do several tests at once; any idea if the 20th run(s) also included track profiling/testing? And why no 'happy snaps' of the occasion?