SWRL Construction Progress

 
  awsgc24 Minister for Railways

Location: Sydney
fullboost


All platforms appear to be totally straight, unlike say Chatswood where P1 and P4 are curved, due to lack of space.

The extra distance from the end of Down platforms P3 and P4, may (cannot be sure) allow a simultaneous moves for
* A Down train entering P3/P4 from Glenfield, while
* A Down train leaves P4/P4 for the sidings.

This has been observed by chance a P3/P4 at Chatswood in the Up direction. One would have to cite the locking tables for the interlocking to be sure. The merging crossover is about 200m past the platform, giving a 200m overlap for the train entering P1 when another is leaving P2.

Having four platforms makes the layout very flexible, and of high capacity. Trains can stand for length periods in the platform with minimal delay to other trains.

There is at least one speed board in the picture, but it is too hard to read. One hopes that they are about X80 so that trains in or out of the platform waste no time slowing down for the turnouts.

The wide track centres between P2 and P3 (perhaps 5m - 6m) instead of 3.66m at say Kogarah allow signals on the ground and not on signal gantries. These wide track centres also create a safe zone for rail workers to stand no matter whatever trains are moving about.

This picture does not show clearly enough what proportion of the platforms is covered by awnings to shield passenger from the sun and rain. How many seats are there?

The OHW masts are not as nice as those through the platforms at Chatswood.

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  normw Junior Train Controller

Thanks for the link jcouch, though a typical political photo-op - not even a few quick video scans of what they're there to see.

However, with the 1500vDC breakers due to be installed in May, that will complete the two sub-stations, and OHW testing should be finished in time to allow the completion of the 1500v feeders for the southern flyover at Glenfield during the June shutdown. In short, if there are no crew training trips out to Rossmore before the end of June, I'd be inclined to think someone is sitting on their hands.
  normw Junior Train Controller

The extra distance from the end of Down platforms P3 and P4, may (cannot be sure) allow a simultaneous moves for
* A Down train entering P3/P4 from Glenfield, while
* A Down train leaves P4/P4 for the sidings.

This has been observed by chance a P3/P4 at Chatswood in the Up direction. One would have to cite the locking tables for the interlocking to be sure. The merging crossover is about 200m past the platform, giving a 200m overlap for the train entering P1 when another is leaving P2.

The wide track centres between P2 and P3 (perhaps 5m - 6m) instead of 3.66m at say Kogarah allow signals on the ground and not on signal gantries. These wide track centres also create a safe zone for rail workers to stand no matter whatever trains are moving about.

This picture does not show clearly enough what proportion of the platforms is covered by awnings to shield passenger from the sun and rain. How many seats are there?

The OHW masts are not as nice as those through the platforms at Chatswood.
awsgc24


Trains entering and leaving a platform at the same time is everyday working on the City Underground during busy peek periods, and can be implemented elsewhere when needed via 'calling-on' signals.... the driver of the following train normally only has to 'prove' his train is 'under-control' and travelling slow enough to stop short of any obstruction (such as the train ahead!) and then receive (early) entry into a platform.

AFAIR most of the signals at Glenfield are on the ground - there's only 3 on gantries where ground space clearances are limited.

If the new Liverpool P4 is any guide, seating is likely sparse, though given the (low) frequency of service it would seem hard to justify.

Seldom make it to Chatswood but find 1500v masts/OHW 'clunky' for the most part, compared to those used by 25kV AC systems elsewhere in the world.

Edit add: The points west of Leppington are flagged as 60 for the turnouts, but, being located between Leppington and Rossmore Yards, don't really see 'a need for speed' here anyway.
  normw Junior Train Controller

The long-range trackwork calendar shows shutdown weekends for Glenfield (in addition to June 7-9) in August and October. With three crossovers, DM->EHUM points to go and connection of EHUM to the flyover (+OHW), plus get a number of existing signals from 'line-of-sight' of the new, there likely wouldn't be time to remove (then) obsolete OHW and signal footings in June, not to mention getting (then) obsolete signal and point wiring out of the way. The three crossovers and points to go are all in the DM/UM, so there will be a lot rail gluing to do also! And I count 26 new mainline signals, a ground signal and 10 Guards Indicators just for the 'uncover' team.
  normw Junior Train Controller

FYI: The May 2014 GTI CU is now available from the Gov't Project web site. For those marking the progress of this project (phase 1), the key activity listed reads as:

"
Rectification of rail signalling and additional works in preparation for the commissioning of the new rail infrastructure in June 2014. "

If rumours of a death were greatly exaggerated, so was the expected rise of this project, but it's now down to tidying up before the launch. No idea what 'Rectification of rail signalling' means; anyone?
  Aurora8 Assistant Commissioner

Location: Sydney
The line to Leppington has been included in the next SWTT update dated June 2014.
  normw Junior Train Controller

The line to Leppington has been included in the next SWTT update dated June 2014.
Aurora8

Thanks for the 'advance' news 'Aurora8', and perhaps confirms my suspicion that the entire line is only a few 'days' behind GTI completion.

I'm assuming SWTT is perhaps meant as SWRL?
  bernerd Junior Train Controller

SWTT= Standard Working Timetable. Your assumption is incorrect Norm, the commissioning dates I posted a few pages ago have not changed.
  bernerd Junior Train Controller

Actually, I lie, the possession for final commissioning has moved forward a week, now the 19th, not 26th. Apologies.
  normw Junior Train Controller

SWTT= Standard Working Timetable. Your assumption is incorrect Norm, the commissioning dates I posted a few pages ago have not changed.
bernerd

Thanks for the 're-direct', and a date that ends speculation. I never meant to suggest the SWRL commissioning was a few 'days' after GTI, but I was confident it would occur before 2015, based on what I saw of progress and reading the CU's. I will have to add SWTT to my lengthening mental list of abbreviations.
  bernerd Junior Train Controller

Still no passenger operations until 2015 though, can't have it too long before an election, people might forget.
  normw Junior Train Controller

Still no passenger operations until 2015 though, can't have it too long before an election, people might forget.
bernerd

It seemed to take a while for the Kingsgrove/Revesby duplication to go from 'visually ready' to carrying passengers, mostly I think due to staff training, so, on reflection, 3+ months to get a grip on 11.4 kilometres of entirely new track and platforms before the launch doesn't seem excessive. For most of the readers of this thread however it will still feel like watching paint dry, even if a new genre of photo opportunities arise to fill the wait.
  awsgc24 Minister for Railways

Location: Sydney
Trains entering and leaving a platform at the same time is everyday working on the City Underground during busy peek periods, and can be implemented elsewhere when needed via 'calling-on' signals.... the driver of the following train normally only has to 'prove' his train is 'under-control' and travelling slow enough to stop short of any obstruction (such as the train ahead!) and then receive (early) entry into a platform.

If the new Liverpool P4 is any guide, seating is likely sparse, though given the (low) frequency of service it would seem hard to justify.
normw


In the City railway "Low Speed" (R/R/small_green) signals are used for trains to follow one another on the same line.

Some of the timed train stops at City Stations are visible from the platform.

Simultaneous moves refers to trains on conflicting routes possibly in opposite directions, which required stricter locking.

It is hard to tell when standing on the platform if there are any timed train stops on the approach to the SWRL platforms.

"Call-on" (R/R/small_yellow) are primarily for track circuit or train failure. The locking for call-ons in typically the same as for the Main G/R route (though it is hard to tell without access to say the circuit books, etc.)
  normw Junior Train Controller

In the City railway "Low Speed" (R/R/small_green) signals are used for trains to follow one another on the same line.

Some of the timed train stops at City Stations are visible from the platform.

Simultaneous moves refers to trains on conflicting routes possibly in opposite directions, which required stricter locking.

It is hard to tell when standing on the platform if there are any timed train stops on the approach to the SWRL platforms.

"Call-on" (R/R/small_yellow) are primarily for track circuit or train failure. The locking for call-ons in typically the same as for the Main G/R route (though it is hard to tell without access to say the circuit books, etc.)
awsgc24

'Low Speed', at least in the City Underground, allows a train to proceed at a very low speed, as proved by delayed release of intermediate automatic train stops, as far as the next 'stop' signal. Based only on observation, underground platforms have about 4 ATS along their length, and I am guessing these are 'dropped' in turn as a departing train leaves the platform, allowing a following train, having being given a 'low speed' signal prior to the entrance to the platform, to advance into the platform even as the last carriages of the train in advance are leaving it. I think it's safe to say this isn't likely at Leppington.

Two other signal indications used to exist, namely 'Calling On' and 'Close Up', but if either (or both) still exist and require signalman intervention I can't say. Signalling practice requires a braking/safe distance between conflicting trains. At Sydenham, P1 (Bankstown) merged with P3 (East Hills IIRC) heading towards the city, and in theory a train arriving from Bankstown had to stand at the signal at the entrance to P1 until an EH train had cleared the intersection. However there was a small signal ('Calling On' or 'Close Up' I can't now recollect) that would let the train enter P1 to allow passengers on/off before the 'start' signal was cleared. AFAIK the tracks on either side of each platform at Leppinton are nominally in the same direction, so it could be desirable to be able to have a train leaving on one (say) Down road for Rossmore even as a Down train from Glenfield arrives at the other. This time shaving (if allowed for) suggests future planning for a busier time.
  normw Junior Train Controller

At least 'some' visual progress at Glenfield noted - the last of the LCD Departure Indicators has now been fitted to P4.
  normw Junior Train Controller

Hopefully they will relocate the 'Help Point'  signs at the southern end of Glenfield station; they obstruct the already hard to read LCD Destination screens at that end.
  Dover Chief Train Controller

This will answer many questions. Details of the Glenfield Junction Commissioning are now in Weekly Notice 20 : https://railsafe.org.au/weekly-notices
  normw Junior Train Controller

This will answer many questions. Details of the Glenfield Junction Commissioning are now in Weekly Notice 20 : https://railsafe.org.au/weekly-notices
Dover

Too much detail! Thanks for posting 'Dover', but limiting questions to construction, I at least guessed correctly that following bus-rail weekends (Aug/Oct) would be to tidy up; clearly it is not a five minute job to move EHUM to the flyover, remove a set of points AND activate the new signals and track. It also re-affirms the information kindly provided recently in this thread (by a few 'insiders' I presume).

There is so much detail one wonders if train crews, like airline pilots, have to carry all this information around in a (black) bag, or is it all just commited to memory? I've been on trains back to C'town in recent days and heard some of the 'driver trainees' talking about how much they have to learn, with the first UEH(NFO) train now expected to run in about a calendar month's time!?
  awsgc24 Minister for Railways

Location: Sydney
This will answer many questions. Details of the Glenfield Junction Commissioning are now in Weekly Notice 20 : https://railsafe.org.au/weekly-notices
Dover


There are three pages of diagrams in WN20, A, B & C.

They are printed in the order, B, A, and C.

No. 40 Facing crossover at the Sydney end on the main line from Liverpool does not seem to have a home signal protecting it, nor do there appear to be any route through it in the Reverse position. Perhaps this xover is to be removed?


There is a down signal through 44 points reverse from the Down Main to Up Main Platform 2; but there does not appear to be a signal (Fixed at Stop) at the far end of P2.
  awsgc24 Minister for Railways

Location: Sydney
There are three pages of diagrams in WN20, A, B & C.

They are printed in the order, B, A, and C.

No. 40 Facing crossover at the Sydney end on the main line from Liverpool does not seem to have a home signal protecting it, nor do there appear to be any route through it in the Reverse position. Perhaps this xover is to be removed?
  normw Junior Train Controller

There are three pages of diagrams in WN20, A, B & C.

They are printed in the order, B, A, and C.

No. 40 Facing crossover at the Sydney end on the main line from Liverpool does not seem to have a home signal protecting it, nor do there appear to be any route through it in the Reverse position. Perhaps this xover is to be removed?


There is a down signal through 44 points reverse from the Down Main to Up Main Platform 2; but there does not appear to be a signal (Fixed at Stop) at the far end of P2.
awsgc24


Buried in the detail was a note that (also mentioned on p17 by 'sandown') the three Down->Up facing crossovers are to be removed at a later date (Aug/Oct?), but until then would be set 'Normal', spiked and marked as not in use. These crossovers are not needed for the new signal system, and don't need to be physically removed (at the June commissioning) for the new system to work. (And yes, I think the diagrams could have been better ordered.)
  normw Junior Train Controller

The other thing to remember when the crossovers are finally removed, their related overhead wiring, ballasts, pulleys and anchors will go, simplifying the DN and UP OHW quite significantly between the first and third crossover, such that perhaps even masts can be removed and/or better located. That's also likely why they are not being being removed in June(?).
  normw Junior Train Controller

Can confirm signal testing IS in progress at Glenfield; for a few minutes just after 4pm this afternoon the signal, southern end P4, showed double GREEN, which was VERY surprising, as that implied a route P4->DM, when the road was already set for P3 (DM)! I can only assume they were testing the signal 'lamps' (These days L.E.D. modules). By the time my train pulled out P4 was back to double red.
  Dover Chief Train Controller

I can only assume they were testing the signal 'lamps' (These days L.E.D. modules).
normw

That would be a correct assumption - in no way would a conflicting route have been set.
  normw Junior Train Controller

That would be a correct assumption - in no way would a conflicting route have been set.
Dover

Hopefully (this late in the testing) that should read '- in no way could a conflicting route have been set' - but as the P4 starter is in the 'new' signal system and the present P3 starter is still in the 'old', the possibilities are endless, but in the end settled on what I thought was most likely.

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