http://youtu.be/foK9Uz2jSB4
Above is a link to a video i filmed of 2 test trains on the SWRL.
The first train is S100 filmed next to a bridge between Glenfield and Edmonson Park.
The second train is S61 filmed on a bridge between Leppington and Rossmore Yard.

Thanks for the MOVING pictures, taken on a better weather day, at some place other than Glenfield!

Finally have the Nov 10 pix up for interested parties - see page 3 & 4 at the following link:

http://www.ufuf.de/dalbum/index.php?folder=/Glenfield%20Station/

Great sequence of photos showing the start of construction through to the finished product -- Thank you Normw.

With the crew training, are they doing the full shuttle up to Liverpool, or turning around at Glenfield?

See posts on the previous page for a lot more info on driver training. The driver training trips are Liverpool/Leppington/Liverpool with overnight stabling at Flemington Car Sheds.

Great sequence of photos showing the start of construction through to the finished product -- Thank you Normw.

THANKS for the feedback! At least I now know one person has had a look at them! Not owning a car has limited the views to the station environs, so the real early days of construction were out of reach for me. Hopefully once the line reaches Badgery's Creek/Bradfield? airport someone will put its building in a book. The pix are fetchable/free for 'collectors' and I have higher resolution versions at 5+ times the file size if needed.

http://youtu.be/foK9Uz2jSB4
Above is a link to a video i filmed of 2 test trains on the SWRL.
The first train is S100 filmed next to a bridge between Glenfield and Edmonson Park.
The second train is S61 filmed on a bridge between Leppington and Rossmore Yard.

Interesting to see the use of S-sets. I wonder whether any of the few remaining in service will do revenue runs on the branch when it opens for Joe & Josie, or will they banned from it for being old & uncool (pun intended), as the rattlers were from the ESR when it opened....

In years to come, it should be remembered that (at least in part) that the humble old S-set paved the way....

Interesting to see the use of S-sets. I wonder whether any of the few remaining in service will do revenue runs on the branch when it opens for Joe & Josie, or will they banned from it for being old & uncool (pun intended), as the rattlers were from the ESR when it opened....

In years to come, it should be remembered that (at least in part) that the humble old S-set paved the way....

Given the number of drivers to be 'qualified' for the branch, Sydney Trains would likely have preferred a motorised trike, compared to lugging an empty 4-car set out and back, just to get a 'familiar' train handling performance. With the multi-billion dollar cost of the line, I'd say it's safe to assume Sydney Trains would NOT use non-A/C trains on their latest acquisition just prior to an election; however, if early customer numbers suggested it, a 4-car K would likely do for the shuttle service until a new integrated timetable is implemented.

Documentation has been issued for an "Operational Test Event" on the Leppington Line, Saturday November 22.

20 x 8car train sets from various Depots will be required, as follows: 4 x 8M, 4 x 8C, 2 x 8S, 6 x 8K, 1 x 8T, 3 x 8A.
Each trip to Leppington will shunt to the Yard and into a particular Road (Numbered 1 to 10), each road able to accommodate 16 cars.
5 x 8car sets will Stable overnight in Leppington Yard until Sunday afternoon.


Below are the times at Glenfield and Leppington.

Down trip: Times at Glenfield / Leppington                                  Up trip: Times at Leppington / Glenfield
                                                  Shunts to Road and Forms
                                                           ** denotes shunts to/from Buffer Stops.

20-B    8C    0537-38,   0549-50     1**   1212 20-C           1       28-B   8S   0839-40,   0850-51
21-B    8C    0549-50,   0600-01     9**   1311 21-C           3       80-B   8A   0901-02,   0912
12-B    8M    0553-54,   0604-05     8**   STABLE             10       11-F   8M   0906-11,   0921-22
30-B    8K    0601-02,   0612-13     3**   1246 30-C           4       34-D   8K   0920-25,   0935-36
13-B    8M    0605-06,   0616-17     5**   1127 13-C           5       28-D   8S   0937-40,   0950-51
31-B    8K    0610-11,   0621-22     8      1254 31-C            3       80-D   8A   1000-01,   1011-12
23-A    8C    0614-15,   0625-26     7**   1150 23-B         10       11-H   8M   1015-16,   1025-26
32-B    8K    0619-20,   0630-31     9      1230 32-C           4       34-F   8K    1030-31,   1041
33-A    8K    0623-24,   0635-36   10**   STABLE               5       28-F   8S    1041-43,   1053-54
22-B    8C    0631-32,   0642-43     4**   STABLE               3       80-F   8A    1104-05,   1114
82-A    8A    0637-38,   0647-48     2**   STABLE               2       27-B   8A    1111-13,   1123
10-B    8M    0640-41,   0651-52     1      1156 10-C           5**   13-C   8M    1122-27,  1136
27-A    8S    0644-45,   0656-57     2      1113 27-B            6      81-B   8A    1134-35,   1144
11-C    8M    0649-50,   0700-02   10      0911 11-F            7      35-B   8K    1141-42,   1152-53
617A    8T    0653-54,   0705-06     6**   STABLE               7**   23-B   8C    1149-50,   1200
34-A    8K    0702-03,   0714-15     4      0925 34-D            1      10-C   8M    1155-56,   1206-07
28-A    8S    0714-15,   0725-26     5      0840 28-B            1**   20-C   8C    1211-12,   1222
80-A    8A    0722-23,   0734-35     3      0902 80-B            9      32-C   8K    1229-30,   1240
35-A    8K    0731-32,   0742-43     7      1142 35-B            3**   30-C   8K   1245-46,   1256
81-A    8A    0743 ,       0754-55     6      1135 81-B            8       31-C   8K   1253-54,   1305
28-C    8S    0910-11,   0921-22     5      0940 28-D            9**   21-C   8C   1310-11,   1321
80-C    8A    0931 ,       0941-42     3      1001 80-D
11-G    8M    0940-41,   0951-52   10      1016 11-H
34-E    8K    0954-55,   1005-06      4     1031 34-F
28-E    8S    1011 ,       1020-21      5     1043 28-F
80-E    8A    1031-32,   1042-43      3     1105 80-F

Documentation has been issued for an "Open Day" for Staff of Sydney Trains at Leppington, Sunday November 23.

2 x 8car A sets will run a shuttle between Liverpool and Leppington Station (shown as Empty on the STN) from 0800 hours until 1730 hours (approximately).
The frequency of these trips is two (2) each hour.

Down times departing Glenfield: 0801, 0831, 0856, 0923, 0953, 1023, 1056, 1123, then every 30 minutes, until the last at 1653 hours.
Running time to Leppington is 12 minutes, and includes up to 3 minutes at Edmondson Park for some trips.

Up times departing Leppington Station: 0821, 0845, 0915, 0945, 1021, 1045, then every 30 minutes, until 1445, then 1512, 1545, 1615, 1645, 1715 hours.
Running time to Glenfield is 12 minutes, and includes up to 3 minutes at Edmondson Park for some trips.

The 5 x 8car sets which Stabled on Saturday, will depart:-
Leppington: 1529 (8T), 1533 (8C), 1559 (8A), 1601 (8K), and 1606 (8M).
Glenfield passing times: 1536, 1542, 1606, 1609, and 1614.

If the trains were painted in different colours there might be some point in trying to record all this.
Thanks for mentioning all this for the PUBLIC history.
In a way it kind of kills off 'enthusiast' interest.

For those who might be wondering if there might have been a faster way to connect the new line and start carrying fare-paying passengers:

http://jalopnik.com/watch-this-swarm-of-japanese-workers-sink-a-subway-line-1660821981

Not sure if I would like to be paying al that "swarm" of workers but it is something for those who would have us believe that the NSW way is the only way.



(borrowed from the RP Japan thread)

Documentation has been issued for an "Open Day" for Staff of Sydney Trains at Leppington, Sunday November 23.

Noted trips (ex-Glenfield DN) were 0831,0856,0923,0953,1023.
Noted trips (ex-Glenfield UP) were 0833,0857,0927,0957,1033.

All trains noted came to a stand at Glenfield (even when the road was 'off'), as if emulating the proposed shuttle service.

The 0831 DN got special treatment - the preceding terminator on P3 was turned around in under 3 minutes, allowing the 0831 to run via P3/GD23/60A to the Leppington DN ramp. All other DN services noted used P4, while all UP services noted used P2.

(To date, have never seen anything use the route from Leppington UP ramp to P1.)

DN services 0831,0856 did not open their doors while standing at Glenfield, whereas later services were preceded by a station announcement ('The next train on platform 4 is for Sydney Trains staff only') and their doors did open. Only the 1033 UP was observed to open its doors, but there was no station announcement.

A previously expressed opinion (not by me) that this is a slow thread was at least correct.
FYI - a November GLRL CU is available from the Gov't's project website.
Saturday 29 9am - 11am noted two crews working on OHW and a third most likely (re)welding a track join near Cambridge Ave road bridge.
Sunday 30 3pm - 4pm noted one OHW crew still working on the Main in the vicinity of the SFO, while a second crew on a road/rail vehicle were checking OHW between Glenfield and possibly as far as the road bridge.

See some pix Page 5 here: http://www.ufuf.de/dalbum/index.php?folder=/Glenfield%20Station/

ARS Testing will be conducted on Monday, December 15, utilising a Empty 8A set off Roster 50.

The train will run up from Campbelltown, Glenfield arrive 1056 hours, ARS Test Crew joins train, depart 1057 hours, then to East Hills.
Returns from East Hills to pass Glenfield South Junction 1120 hours, then to Leppington.
Returns from Leppington passing Glenfield South Junction 1147 hours, then to Villawood.
Returns from Villawood passing Glenfield South Junction 1220 hours, then to Leppington.
Returns from Leppington passing Glenfield South Junction 1250 hours, then to East Hills.
Returns from East Hills, Glenfield arrive 1312 hours, ARS Test Crew leave the train, departs 1313 hours to Campbelltown.

ARS Testing will be conducted on Monday, December 15, utilising a Empty 8A set off Roster 50.

Thanks for the info. For non-insiders, A.R.S. stands for?... (Google wasn't obviously helpful, but assume the R is for 'Radio', judging by the train path.) Will try to catch the 'returns' from Leppington to Glenfield to see if either pass via P1.

Thanks for the info. For non-insiders, A.R.S. stands for?... (Google wasn't obviously helpful, but assume the R is for 'Radio', judging by the train path.) Will try to catch the 'returns' from Leppington to Glenfield to see if either pass via P1.

Automatic Route Setting so the signaller will only be required to intervene when necessary as the computer will ordinarily set routes. Interesting they're using Villawood and East Hills Turnback rather than Glenfield or Liverpool.

Automatic Route Setting so the signaller will only be required to intervene when necessary as the computer will ordinarily set routes. Interesting they're using Villawood and East Hills Turnback rather than Glenfield or Liverpool.

Thanks for the enlightenment! Being a computer nerd from many years ago, the basis for 'Automatic' raises all manner of possibilities depending on wether the 'computer' refers to the one running the Glenfield interlocking zone (it has fallback default routing as mentioned in the commissioning W.N., so some of that logic is possibly enabled and base routes simply chosen by the entry point into the 'zone'), or perhaps it refers to a higher level view of the network such that train descriptor 'blocks' can be passed from one 'zone' controller to the next, depending on information contained in each train's 'block'... like start point, destination, type, priority, length, status of doors, motors and braking... whee, the possibilities become endless! Unfortunately none of this will be visible for this test run.

I think, from information I have gathered over the years, your analysis above is very close.

I would like to explain a little further, which maybe off topic.
Sydney Trains (including NSW TrainLink) was using a software programme "RailTable" (a database of all the train trips) as the tool for generating a daily working Timetable.
The data in this database could be extracted by other programmes to generate other devices in respect to timetable information and train running. For example, contol of Platform indicators, and Route setting through an interlocking. The route would be set up based on the identity of the train (that is the Run number) and data applicable to the trip.
The idea being that, the data, applicable for running the trains, was all originating from the same data source.

I note a thread from 2009 that maybe applicable: Signalling and Infrastructure >> ATRICS.

Not being from a Signalling background save what one could see through a Signal Box door, wasn't even aware that a data system created a daily timetable file, so am limited to Railway magazines and books. Thanks for the ATRICS link:

See Railpage : http://www.railpage.com.au/f-t11353963-0-asc-s0.htm

if this is a line of interest. One assumes the routing will be in the Dec 15 Train File, so perhaps this is largely an observation run to see that the Glenfield zone controller properly handles remote routing directives? By originating the runs to Leppington from Villawood and East Hills, the ARS should be able to uniquely identify this train on approach to Glenfield and not confuse it with normal services. (maybe?)

FYI: There is a December "Glenfield to Leppington Rail Line community project update" available on the Gov't's Project web site, 'Current Works' page. Staff training is scheduled all through January, 2015.

if this is a line of interest. One assumes the routing will be in the Dec 15 Train File, so perhaps this is largely an observation run to see that the Glenfield zone controller properly handles remote routing directives? By originating the runs to Leppington from Villawood and East Hills, the ARS should be able to uniquely identify this train on approach to Glenfield and not confuse it with normal services. (maybe?)

Yes, I would agree, that is the result that they're looking for.

ARS Testing will be conducted on Monday, December 15, utilising a Empty 8A set off Roster 50.

From an external view, all went fine as all passing times as given with under 2 min discrepancy.

Ex Campbelltown, Glenfield 1056 hours (P1), Test Crew (2) joined, left 1057 hours to East Hills.
Ex East Hills, Glenfield South Junction 1122 hours (P4), to Leppington.
Ex Leppington, Glenfield South Junction 1147 hours (P2), to Villawood.
Ex Villawood, Glenfield South Junction 1220 hours, (P4), to Leppington.
Ex Leppington, Glenfield South Junction 1250 hours (P1), to East Hills.
Ex East Hills, Glenfield 1312 hours, Test Crew leave, left 1313 hours to Campbelltown.

One 'odd' event (for an oldtimer):- the train from Campbelltown pulled completely into P1, no station announcement and doors stayed closed, the Test Crew boarded at the northern end of the platform via drivers door, and the guard gave the right-of-way (Same behaviour at finish). In older days the train would have stopped with the drivers door just in the platform, the Test Crew board there via the drivers door and no right-of-way would have been needed. Is this method still permitted?

Finally have the Dec 15 pix up for interested parties - see page 5 at the following link:

http://www.ufuf.de/dalbum/index.php?folder=/Glenfield%20Stat...

One 'odd' event (for an oldtimer):- the train from Campbelltown pulled completely into P1, no station announcement and doors stayed closed, the Test Crew boarded at the northern end of the platform via drivers door, and the guard gave the right-of-way (Same behaviour at finish). In older days the train would have stopped with the drivers door just in the platform, the Test Crew board there via the drivers door and no right-of-way would have been needed. Is this method still permitted?

Thank you for your account of the actual working.

In the old days, the trains did not have automatice doors, station platform indicators were not always in existance, and station staff were not always available to assist. So, there was the potential for Passengers to join the Special train by mistake.
In the instance you described, the Crew may have been advised where the ARS Test Crew would be waiting when they pulled in.

Under normal circumstances, if a Signal at the end of the Platform is at Stop, a non-stopping train will generally stop with one door on the platform and, in most cases, the train will wait for a proceed indication before moving through the platform.

Therefore, I think it depends on the purpose for the Special train and arrangements previously made as to where the train will stop.

Therefore, I think it depends on the purpose for the Special train and arrangements previously made as to where the train will stop.

OK Thanks! So the old method is still available; it's just a matter of prior agreement.

IF you can't wait for the Leppington line to officially open, your connection to the internet is fast enough to handle YouTube videos and you have copious download capacity, follow the link on page 26 bottom and look for VLog 671; filmed on the staff 'Open Day', it's 16+ minutes long and gives an excellent preview of what the yet to be officially open line looks like from inside a passing train! You will have to wait until after the official opening to see the view out the left side!

To all a safe 2015.

Watched that. So much grey around the track, then again the green patches will come in time if missed by the weed killer spray.
I was surprised to see checkrails on the bridges as that's not a typical feature down here. Also to these Victorian eyes, Leppington station appears a bit overkill; four platforms at a terminus in an area which if it was in Melbourne would be served by a one or two platform station. Though I like the design of it more with it's mid platform access than some of our new or redeveloped ones.

Also to these Victorian eyes, Leppington station appears a bit overkill; four platforms at a terminus in an area which if it was in Melbourne would be served by a one or two platform station. Though I like the design of it more with it's mid platform access than some of our new or redeveloped ones.

If I'm not mistaken, Leppington was built that way to accomodate future expansion out west possibly towards Badgerys Creek should the population increase warrant it i.e. build it big now before the rail corridor and ROW is taken over by roads/housing.