Mytone saidI do know enough about it to know that it can show what can happen to a standalone line not interoperable with an already established rail transit network in the same urban area, in this case the tramways and subway of Toronto.
You have used selective data on one small application ignoring large scale practices to try and copy and paste to a completely different situation.Mytone saidThat line is most certainly part of the Sydney suburban and does use rolling stock that can run on the rest of the network. A smaller tunnel size may be offset by running trains more frequently and making more peak period passengers stand, but that doesn't mean that a smaller tunnel size has the same or higher capacity. If you are looking at increasing capacity, you either add more tracks and/or increase signalling capacity, keeping the loading gauge the same or increasing it, or you simply increase the loading gauge and run larger trains
There are a number of ways to increase train capacity. 1) train length (Max is 8hr cars), 2) Frequency, Sydney is at 3min and at best might squeeze out 2.5min unreliably, 3) train density, standing, DD combination of both, 4) extra tracks.
The Metro does Number 4 and number 2 as it can go down to 90sec, at least 1min more than DD and more realistically 1.5min more of twice as frequent. Brisbane has identified that 24t/hr is max frequency due to numerous constraints. Sydney has looked at 24t/hr, but Town Hall station keeps coming to teh top of reasons why not along with the fact it must be 24t/hr for over 30km, this is even rare in Europe.Mytone said50% is still thousands of commuters, and a large portion of them too. What are those buses on the M2 doing running express? Isn't it the traffic between the Northwest and the C.B.D that makes the line viable?
The NWRL will take on some of those buses but the prime reason it runs via Chatswood and not Ryde is because of the volumes headed to the Epping - Chatswood corridor. Read the report!Mytone saidOnce again, they were dropped after Rod Staples was put in charge, and the change has been opposed by the following rail experts and many others too:
Rod Staples I believe was demonstrated to have a suitable CV for making the decision he made.*Colin Schroeder, of EcoTransit Sydney*Sandy Thomas, who wrote 1855 revisted, I wonder what his experience with rail planning, construction and/or operations is.*Matthew Geier
The above are advocacy groups or similar, you or I could start an advocacy group but doesn't make us an expert.Mytone saidWhile the track might be going in, and the trains might be on their way, these rail experts, all who live within the area served by the Sydney suburban, all think it's a mistake, but surely we can still prevent new extension or further metro lines built.
We won't because it would be stupid to do so. The line must achieve its full potential and benefit to Sydney by getting to Liverpool.Mytone saidNo, Sydney rolling stock is designed for long haul (semi) express runs. That on the Northwest metro (not a proper rail link) will be similar to other metro rolling stock used on short haul stop start runs.
It does all types, some good, some badly. its a compromise
Sydney Metro rolling stock is also a compromise, but one that can achieve the task required and do it cheaper. I loved V-sets as most pax do, but on a cost basis they are a luxury the state decided it could do without.
To claim the NWRL is not a proper Rail Link is a sign of immaturity, when it links with two lines, soon to be four lines, the city and two large satellite cities and numerous industrial parks.. Mytone saidStrictly speaking you could use such trains if they don't serve stations with curved platforms. Fact is that more doors doesn't always mean short dwell times, older single decker R.E.R trains have four doors per side of each carriage and take longer to dwell than the newer double deckers.
The first sentence is illogical considering the network is full of these stations. Bankstown has some and these will be straightened to enable the Metro.
The SD Red Rattlers have the roughly the same length of door way per carriage as the DD's, expect its worse being SD doors which where mostly single person entry, the double doors widths are 3-4 people at a time. This was a very poor comparison and I'm being nice.Mytone saidAnd sometimes older lines get converted to use the new technology, as Paris has done with metro line 1.
Yep and when they do they get segregated from the old and this is exactly what is happening in Sydney ECRLMytone saidI didn't say anything about the length of the lines, or anything more specific about the portion of underground running other than those sections are short.I also said that there is vacant land in the gaps between stations on the elevated sections.
Which shows you know nothing about the Dubai Metro or Dubai. Remember I live here and grew up and commuted in Sydney. Mytone saidSorry but the Northwest metro is 40km long, entirely within a suburban area. If you want to get people out or the buses and cars, you need more seats, surely.
The line might be 40km long, but the standing passengers will not be travelling for 40km, unlikely to exceed 20km when you look at the expected loading/unloading pattern in the project study. In comparison to the existing lines, the standing time is likely to be less than others. Typically many commuters are standing for 30-45min. The Metro from the city to the terminus will complete the route in less time than 50-55min when its extended to Marsden Park. As I've said before, it is not a typical sweeper branch line. Sydney Trains has no issues in getting people out of cars and buses onto crowded trains in peak, this line is however unlikely to reason such levels of crowded for decades to come.Let's say that 5 years after the metro is opened, the metro trains get interior refits to fit more seats, and service levels are reduced as the running costs increase and use that argument that they are supplying a similar number of seats to before.
This is an illogical comment, has Sydney trains, Brisbane Rail or Melbourne Metro running costs/subsidy increased have they reduced reduced service frequency? No. Has the seating density increased? No, apart from conversion from V-sets. The Metro's will I think be 2+2 seating and increases in demand will be matched with increases in train frequency and train length as the initial trains will be shorter than maximum.