Scheduling that for once Wayville station is open would allow for a better temporary terminus than Mitcham and Woodlands Park, and fewer buses on shorter runs would be required for the short shuttle to/from the city.
DonI agree with Ian.
According to some of the posts I am not sure some observers know what to look for.
For myself I have seen what looks like completed works only only closer inspection to see that the contact wire is missing.
Even when the wires are all strung there still seems to be a lot of fiddling and adjustment.
Heaven help us when the skill set has left the state and a panto gets hooked up in the overhead or some similar accident; the system will be off line for weeks.
Heaven help us when the skill set has left the state and a panto gets hooked up in the overhead or some similar accident; the system will be off line for weeks.I was on a Hitachi train here in Melbourne years ago when a worn/damaged panto bought down the catenary; there was a huge bang but the system reacted as it should have and the power went off immediately. Luckily it was halfway out of a station so people were able to get off the train without a ladder. I made a return trip a few hours later and it was all fixed and running again - obviously they're used to quickly repairing those sort of critical incidents here.
There are only sections of earth and return wires between Emerson and as a minimum the up side of Goodwood with catenary and contact wires strating on the down side of Emerson crossing. Nothing through the Goodwood underpass yet.There'd be some kind of reason for the sections not being finished in sequential order wouldn't there? I'm not an engineer but there would be all sorts of factors like the location of signals and associated support structures, the difficulty of completing sections through obstacles like the Goodwood underpass and under the South Road overpass etc. I'm not saying those reasons are necessarily the case but surely there would have to be some kind of logic behind why some sections are apparently nearly done while others haven't even been started, not just that they are doing it because they feel like doing 'that bit today'? Someone associated with the actual delivery of the project would know what those reasons are.
There has been chaos at the ARS today with earlier departing trains leaving after later departing trains and last minute changes with trains being changed to a different platform.It happened again today. At least the hour plus that I spent getting on and off trains and changing platforms allowed me to see that the overhead contact wires are in place on platforms ! to 4, and out into the yard.
An observation, and this may have already been explained. Trackside : the purpose of mounting two power masts very close to each other (about 2 metres apart). There are several instances of this, but only now has it caught my attention. The reason for this ?There was previously a fact sheet on the DPTI website which explained the various types of masts used which has now been removed and replaced by one which has a reduced level of information on that issue and no mention of the 'four post' layouts. I think those were for tensioning anchors or something.
It would be nice if they would stop chopping and changing the website. With all the delays and cancellations due to half-arsedness at the moment, that person's time might be better spent out at a station advising train passengers on what is actually happening.
Absolutely correct.Not quite right!
It is rather a misnomer to call by that name the 'wires' in the station and out to just past Morphett Street bridge where they join the standard contact wire that is in the rest of the system. Perhaps for rigidity but almost certainly for longevity the 'wire' is more like a double rod. One of the security men told me that he had been given a piece, and that it was rounded at the top but flat on the bottom and quite thick, more like a rod than a wire. Whatever its cross-section and weight, it is visibly heavier than the standard contact wire. A pair of them two or three centimetres apart are clamped to cantilevered rods fixed to the wall of the ventilation vault opposite the platform, so that the whole assembly is rigid or with just a little 'give'.That's interesting, so is this due to the fact that it can't be tensioned as it is on the rest of the network? And the contact is a solid "A" shape, much thicker than the other wire?
I regretted my decision to leave my camera home, not expecting to have a great deal of time to take photographs. Perhaps another member can publish a flashlight picture to please Don and others.Thanks for thinking of me - I will have to come over and have a look at some stage anyway but it's good to see the occasional picture.
+1 on that.(sarcasm) I'm reasonably sure that it left three minutes early as the clock on the train hadn't been set forward for Daylight Savings time (/sarcasm)
Last night I caught the "5:10pm to Noarlunga" Train last night. It left Platform 3 at 6:07pm.
Exceptional job Adelaide Metro!! (it wasn't a full hour late).
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