Murray Basin standardisation

 
  mikesyd Chief Commissioner

Location: Lurking
On another note, I had another look at Ararat today. Lots of workers and ballast tampers around the Maroona end of both triangle legs, and also at the Maryborough end. Even the Level Crossing Cabinets at the Western Highway were open and being worked on. Connecting the mechanism to move the points I guess and making sure the Crossing Signals get activated. No sign of any new signals though.

I also had a peek into the old Ararat Loco, the T/T is still there, though fenced off to prevent fools from falling into the pit. The triangle has of course severed what was left of the old access tracks hiding in the grass. The two water towers are now essentially in the middle of the Triangle.

(Road Traffic was a bit of a mess too, Alfred Street crowded with works vehicles and Stop/Go signs being used, while at the other end two very long Wind Turbine towers on equally long trucks were negotiating the turn from the Western Highway to the Pyrenees Highway - looks like another Wind Farm is being built north of Eversley).

Sponsored advertisement

  Nightfire Minister for Railways

Location: Gippsland
The SG grain siding at Dunolly was disconnected at both ends during SG conversion works for the Mildura line. Not sure if the old BG (now SG) grain siding is available, or when it was even last used.
mikesyd
The broad gauge over the Inloader pit was converted to standard gauge, and as you say the standard guge Inloader pit track was disconnected.

So a broad gauge Inloader no longer exists
(unlikely anyone would broadenize the disused standard gauge Inloader track)
  Nightfire Minister for Railways

Location: Gippsland
New Junction points being constructed

https://flic.kr/p/2dzovGh
mikesyd
These points are a full dual gauge layout.

Hopefully they don't get Installed In the line at Maryborough with common sense seeing the Ballarat North - Maryborough line converted to standard gauge only.

(They could probably use these dual gauge points In Ballarat)
  potatoinmymouth Chief Commissioner

Article in the Sunraysia Daily today with Wakefields announcing they will start running five trains a week from next week, up from three. They say transit time is now down to 14 hours (how’s that passenger service looking, Mike?!), and anticipate the signals will be in at Ararat around September (!!), saving a further 45 minutes or so.

They also reckon that once the Ballarat route is complete transit time will be a very reasonable 10 hours, allowing them to cut back to a single rake running the up and down services and increase train length to 1500m from 1200m.

So it’s bloody slow progress, but we are getting there, albeit a few years later than anyone hoped...
  james.au Chief Commissioner

Location: Sydney, NSW
Article in the Sunraysia Daily today with Wakefields announcing they will start running five trains a week from next week, up from three. They say transit time is now down to 14 hours (how’s that passenger service looking, Mike?!), and anticipate the signals will be in at Ararat around September (!!), saving a further 45 minutes or so.

They also reckon that once the Ballarat route is complete transit time will be a very reasonable 10 hours, allowing them to cut back to a single rake running the up and down services and increase train length to 1500m from 1200m.

So it’s bloody slow progress, but we are getting there, albeit a few years later than anyone hoped...
potatoinmymouth
Going from 3 services per week to 5 services per week will be the big move here - producers want daily service so going to 5/7 is a large step and will match the Riverina service.  Big question will be who goes to daily first....
  Nightfire Minister for Railways

Location: Gippsland
They also reckon that once the Ballarat route is complete transit time will be a very reasonable 10 hours, allowing them to cut back to a single rake running the up and down services and increase train length to 1500m from 1200m.
potatoinmymouth
So that's a daily return cycle ? 20 hours transit time and 4 hours loading time (total at both ends)

What happens If their Is a long disruption ? that would throw the whole cycle out, with an additional train probably needed to get the service back to It scheduled timetable.

The length of train that can be accommodated at Merbein's 3 loading sidings Is a total of 994 metres (SA track and signal states that siding A Is 240m, siding B 310m, siding C 444m)
  BrentonGolding Chief Commissioner

Location: Maldon Junction
Article in the Sunraysia Daily today with Wakefields announcing they will start running five trains a week from next week, up from three. They say transit time is now down to 14 hours (how’s that passenger service looking, Mike?!), and anticipate the signals will be in at Ararat around September (!!), saving a further 45 minutes or so.

They also reckon that once the Ballarat route is complete transit time will be a very reasonable 10 hours, allowing them to cut back to a single rake running the up and down services and increase train length to 1500m from 1200m.

So it’s bloody slow progress, but we are getting there, albeit a few years later than anyone hoped...
potatoinmymouth
Wow, many of us here on RP think that the snails pace of progress (or lack thereof) is astounding but it sounds like Wakefields don't see it as the end of the earth.

Makes me wonder how much extra loading there is that might come over to rail once the 10 hour service is in place. Clearly they already see enough potential for 5 services now and 7 per week AND longer trains by later this year so they must currently be sending a fair whack of loading by road that could be on rail.

BG
  potatoinmymouth Chief Commissioner

The length of train that can be accommodated at Merbein's 3 loading sidings Is a total of 994 metres (SA track and signal states that siding A Is 240m, siding B 310m, sing C 444m)
Nightfire

The article did make it sound as if they were prepared to stump up the cash to accomodate the longer train once the mainline works were complete. Sorry I can’t be more helpful.

And yes, I thought a 2 hour turnaround was pretty optimistic but I’m sure they know what they’re taking about.
  speedemon08 Mary

Location: I think by now you should have figured it out
The length of train that can be accommodated at Merbein's 3 loading sidings Is a total of 994 metres (SA track and signal states that siding A Is 240m, siding B 310m, sing C 444m)

The article did make it sound as if they were prepared to stump up the cash to accomodate the longer train once the mainline works were complete. Sorry I can’t be more helpful.

And yes, I thought a 2 hour turnaround was pretty optimistic but I’m sure they know what they’re taking about.
potatoinmymouth
Last train I saw had 50 wagons on it!
  Nightfire Minister for Railways

Location: Gippsland

Last train I saw had 50 wagons on it!
speedemon08
The wagons are a mix of 40' and 60' flats, so they would fit In the existing A,B & C sidings, than there Is Donald loading (though ARTC can permit up to 1800 metres on their part of the route)
  Donald Chief Commissioner

Location: Donald. Duck country.
The Donald loading would only be 2 or 3 wagons per train.
  bevans Site Admin

Location: Melbourne, Australia
There is a lot of loading available at Mildura and much of it at Redcliffs which needs an intermodal loading point in the yard area.  GTS run over 100 B-Doubles out of Mildura and their yard backs onto the rail line.
  james.au Chief Commissioner

Location: Sydney, NSW
There is a lot of loading available at Mildura and much of it at Redcliffs which needs an intermodal loading point in the yard area.  GTS run over 100 B-Doubles out of Mildura and their yard backs onto the rail line.
bevans
Where does GTS go with it though?  I see a lot of it going up the Hume to Sydney way.  If someone like SCT were interested they might be able to hook it to Sydney services (or Brisbane for that matter) at Altona?  Though they'd also need appropriate distribution at Sydney.

Might be something to look at when the line speeds increase as even at 10 hours, thats the time it would take to get it to Sydney, whereas rail would have it at Melbourne only.
  bevans Site Admin

Location: Melbourne, Australia
Where does GTS go with it though?  I see a lot of it going up the Hume to Sydney way.  If someone like SCT were interested they might be able to hook it to Sydney services (or Brisbane for that matter) at Altona?  Though they'd also need appropriate distribution at Sydney.

Might be something to look at when the line speeds increase as even at 10 hours, thats the time it would take to get it to Sydney, whereas rail would have it at Melbourne only.
james.au

GTS go south to Melbourne the highway is full of this traffic truck after truck after truck.  They also go to Adelaide and Perth which could easily be accommodated now the network is SG.  

PN has a depot at Maryborough which could easily trip work wagons in a single shift between Marybrough Yard and Ararat Yard for collection on MA/AM services returning with the Mildura loading.

Perth would be the same.

Sydney loading to and from the Mildura area could go to Tottenham Yard and be attached to MS/SM BM/MB services.  There is almost nothing time sensitive out of Mildura with refridgeration being used anyhow.
  james.au Chief Commissioner

Location: Sydney, NSW
Where does GTS go with it though?  I see a lot of it going up the Hume to Sydney way.  If someone like SCT were interested they might be able to hook it to Sydney services (or Brisbane for that matter) at Altona?  Though they'd also need appropriate distribution at Sydney.

Might be something to look at when the line speeds increase as even at 10 hours, thats the time it would take to get it to Sydney, whereas rail would have it at Melbourne only.

GTS go south to Melbourne the highway is full of this traffic truck after truck after truck.  They also go to Adelaide and Perth which could easily be accommodated now the network is SG.  

PN has a depot at Maryborough which could easily trip work wagons in a single shift between Marybrough Yard and Ararat Yard for collection on MA/AM services returning with the Mildura loading.

Perth would be the same.

Sydney loading to and from the Mildura area could go to Tottenham Yard and be attached to MS/SM BM/MB services.  There is almost nothing time sensitive out of Mildura with refridgeration being used anyhow.
bevans

Adelaide would be far cheaper to road it across*.  Perth traffic could be connected to the Perth services there too.

Re PN, PN doesn't source the freight - they are in essence a hook and pull only operator.  The current train is more appropriately considered a Wakefields train operated by PN, much like some of the FIFO passenger flight operations are put together by the mining companies but operated by QF/VA/Alliance etc.  So GTS would need to drive it, with someone like SCT IMO.

If Wakefields could see how to make a dime out of sending the Sydney freight via Melbourne then I'm sure they'd be doing it already to be honest.

*unless they ever SG'd the Murrayville and Pinaroo section and a short haul operator could run freight ex Mildura at a decent freight rate.
  bevans Site Admin

Location: Melbourne, Australia
What makes you think Wakefields could have achieved this before SG conversion?  Smile

Now the line is SG it makes it possible to consign a wagon to a location in the country from Mildura.  Prior to BG/SG conversion of the western line wagons did go west.
  Greensleeves Chief Commissioner

Location: If it isn't obvious by now, it should be.
What makes you think Wakefields could have achieved this before SG conversion?  Smile

Now the line is SG it makes it possible to consign a wagon to a location in the country from Mildura.  Prior to BG/SG conversion of the western line wagons did go west.
bevans

Possible and feasible are two different things
  james.au Chief Commissioner

Location: Sydney, NSW
Pre conversion, the cost profile was different in that the BG rollingstock were a different fleet with a different cost base (higher or lower, who knows) and the cost of lifting a container from BG to SG at a transfer point would add to the cost.

One issue i have with the rail industry is the dominance of the majors on the interstate, which may not lead to the most innovative/competitive landscape.  Aurizon leaving the market was a blow in some ways for that, but perhaps QUBE with a lower cost base could jump in.  Perhaps smaller operators too, would be the best outcome.

How this is relevant?  Perhaps PN isnt as accomodating as is needed to deliver Wakefields containers further afield?  A 3pw service to the port isnt what I would consider domestic consumer friendly timetabling.  For that daily is best.

Though i am also assuming that they are not being delivered further afield.  I could be wrong here...
  james.au Chief Commissioner

Location: Sydney, NSW
What makes you think Wakefields could have achieved this before SG conversion?  Smile

Now the line is SG it makes it possible to consign a wagon to a location in the country from Mildura.  Prior to BG/SG conversion of the western line wagons did go west.

Possible and feasible are two different things
Greensleeves
And commercially viable is a whole other thing too.
  bevans Site Admin

Location: Melbourne, Australia
Why does it seem so hard again for a rail company run consign a wagon from one yard to another in this country?
  kuldalai Chief Commissioner

Pre conversion, the cost profile was different in that the BG rollingstock were a different fleet with a different cost base (higher or lower, who knows) and the cost of lifting a container from BG to SG at a transfer point would add to the cost.

One issue i have with the rail industry is the dominance of the majors on the interstate, which may not lead to the most innovative/competitive landscape.  Aurizon leaving the market was a blow in some ways for that, but perhaps QUBE with a lower cost base could jump in.  Perhaps smaller operators too, would be the best outcome.

How this is relevant?  Perhaps PN isnt as accomodating as is needed to deliver Wakefields containers further afield?  A 3pw service to the port isnt what I would consider domestic consumer friendly timetabling.  For that daily is best.

Though i am also assuming that they are not being delivered further afield.  I could be wrong here...
james.au
Mildura has increased to 5 each way per week as of last week .
  Greensleeves Chief Commissioner

Location: If it isn't obvious by now, it should be.
What makes you think Wakefields could have achieved this before SG conversion?  Smile

Now the line is SG it makes it possible to consign a wagon to a location in the country from Mildura.  Prior to BG/SG conversion of the western line wagons did go west.

Possible and feasible are two different things
And commercially viable is a whole other thing too.
james.au

That's what I meant by feasible.

Why does it seem so hard again for a rail company run consign a wagon from one yard to another in this country?
bevans

It's not that it's hard, it's just not cost effective to do. Shunting a wagon out of a train costs money and time which is why operators all try to go for block loads on trains. If a train had to stop at three different places to detach and attach wagons that can easily run up to three or more hours wasted where the train has essentially been standing still.
  x31 Chief Commissioner

Location: gallifrey
The mind boggles how other railways make money including GWA on the Darwin line with several stops and shunts.
  james.au Chief Commissioner

Location: Sydney, NSW
The mind boggles how other railways make money including GWA on the Darwin line with several stops and shunts.
x31
Longer distance and better economics - the cost of stopping isn't that much in the scheme of things.
Plus volumes too.
  x42 Junior Train Controller

Location: NSW
As per RRA proganda forum crap ! Bad if true ?

This is the RRAV's in the reality response to the politically fanciful V/line MBRP Report

When you build a new road, do you build it for the horse and cart OR for the expected increase in modern traffic?

The latest Murray Basin Rail Project update circulated on 22.02.2019 has some impressive statements and colours on it but is sadly lacking in detail.  It is authored in a very positive manner without acknowledging shortcomings in the system that will remain as obstacles to increased business and operator use.
All of these issues are contributing to longer and less efficient train running times while the headline for the original project was ‘building infrastructure for the future’.  
There are a range of problems (not conclusive by any means) including:
• Maryborough to Yelta route,
o Line speed is 80Km however along this track 19.95km is speed restricted due to track faults.
o All Crossing Loops have had operating speeds reduced to 30km on the diverge track and 40km on the straight track compared to previously being 40km on the diverge and linespeed/65km on the straight track.

• Ararat to Maryborough route, 87km, splendidly announced as a track speed of 65kph
o The 65kph applies to 22.2km of this track and only for Locomotives of the T and Y class, wagons of 19 tonnes or less per axle, current running rolling stock is confined to 40kph for all operators.
o Speed restrictions are also applied to 23.59km of the section with a variety of track faults and sighting issues being the cause.

• Ouyen to Murrayville route, 109km
o Before conversion to Standard Gauge the speed was 40kph for the first 16.25km and then 30kph for the remaining 93km – following the conversion the whole 109km is now restricted to 25kph, a total increase in transit time of 1 hour.
o Heat restrictions also apply whenever the temperature is predicted 33c or above, no movement allowed between 12:00 and 22:00.
o Compounding the above restrictions, the removal of infrastructure in Ouyen has increased the shunt turnaround time for Murrayville bound traffic from 45 minutes to 1.5 hours or longer dependent upon train configuration.

• Maryborough Railyard
o Capacity reduced from staging 4 trains to zero, all due to infrastructure removal and refusal despite repeated requests to reinstate by Freight Operators.
o The yard is currently unavailable for crossing moves due to incomplete works leaving it unsafe for personnel to work in, various issues including uneven pit covers, uneven walking paths, rail and construction debris in walkways.

• Donald Railyard and Grain Sub terminal
o Capacity reduced due to infrastructure being removed, Project Management agreed to retain No 2 track but within 2 weeks following this it was ripped up – no excuses given, just bad luck
o Reduced infrastructure at Sub Terminal has meant reduced loading capacity and increased shunt times, 30 wagons only down from 40.
o To load 40 wagons at Donald would severely hamper existing customer operations in Donald yard by shunting within boundaries and halting all movement within his siding precinct.

Murray Basin Rail Project Update 22.02.2019

Claimed as delivered Actually delivered

Maryborough-Yelta line speed of 80kph Approx 20km of track is speed limited by various faults
Maryborough-Yelta Crossing Loops all commissioned Speed reduced for entry and exit of Crossing Loops to 30km and 40km respectively

Ararat-Maryborough line speed of 65kph 22.2km of track at 65kph for T aand Y Class Locomotives and wagons of 19T per axle or less, balance at 40kph for modern rolling stock and limited by 23.59km of restrictions for faults

Ouyen-Murrayville  Line speed of 25kph for entire track, reduced from 40kph for 1st 17km and 30kph for balance of 109km, increased transit time of 1 hour

Ouyen-Murrayville  Heat restrictions apply to whole of track at 33c, no movement between 12:00 and 22:00

Ouyen-Murrayville Shunt time increased by 100% at Ouyen due to infrastructure removal

Maryborough Yard Reduced capacity due to removal of infrastructure, unsafe for use due to incomplete pathing works, railway debris, uneven pit covers

Donald Yard and Sub Terminal Reduced capacity due to infrastructure removal, extended shunt times for attaching wagons, disruption to existing customer if more than 30 wagons sent to load site.

Sponsored advertisement

Display from: