The Carlingford line hasn't be able to support a 30min frequency for years and even if it was upgraded to this level I think its unlikely to see the numbers to justify the 6 tracks alone to Clyde. 6 tracks is required to Gladsville to enable T2 to be removed off the western line.
Overall what should have happened to Carlingford years ago was upgraded to DOO and then 2 x two car sets operate shuttle from Carlingford to Clyde, passing at Rosehill. Carlingford line is now unfortunately about to be killed off so this is all a mute point.
Actually the Carlingford Line was running at a 30 minute frequency this year and passing at the Parramatta Road level crossing (link to cab view video
) after the November 2017 timetable, but unfortunately the services were cut down to a 45 minute frequency in March, alongside making weekend Cumberland Line services only shuttle between Liverpool and Quakers Hill among other service cuts.
I did read a comment saying that patronage went up on the Carlingford Line with the 30 minute frequency, but I don't know how true that is, but I agree that anything less than 2 trains per hour is simply not sufficient to be convenient, even 2 trains is not enough, 4 trains per hour should be the minimum.
Having 16 doors open for long periods is a blatant waist of money that should have been stopped years ago to a more typical standard of doors closing automatically after X many seconds with push button reopen, or one step further and push button open to begin with, works in Qld.
Glad to see we agree here, apparently button doors were trialed on C-Sets and G-Sets and people did not like them, but people should be educated on the benefits of button doors:
-lower maintenance costs as there is less wear and tear on the doors.
-passengers are not unnecessarily exposed to the elements when the door is open only to have no one get on or off.
-lower dwell times when few doors are open.
The manual doors could be introduced line by line to get the passengers used to it, the New Intercity Fleet (NIF) appears to have door buttons and I'm hoping they won't be decorative or only used for Wondabyne and Zig Zag, but be used at every stop since most intercity passengers are already used to manual doors on the V-Sets.
Your vision is the "govt always cutting jobs" is completely screwed. NSW has close to record low unemployment and the current govt has created so many jobs its not funny. Just because you don't work for the govt as a public servant doesn't been you don't work. As for your previous comments, drivers and guards looking for work. If you have been paying attention to the likes of Sim's, the number of trains and in effect train crew jobs is capped by the bottle necks in the network, fix them and the number of trains on the network will increase along with jobs, even if the odd one or two sections is converted to Metro, which itself creates hundreds of operational and support jobs.
I agree with simstrain about the bottlenecks and agree that new CBD lines are needed for new services, I personally would like to see a new city circle with underground stations at Darling Harbor , Barangaoo (under the metro stop), Circular Quay (under the existing station), Sydney Opera House, Wooloomooloo, and back to new platforms at Central, this would take strain of the antiquated Town Hall Station as people often use it for Darling Harbor, and also the Light Rail.
As for employment, I don't see it being the governments best interest when we see:
-Intercity trains from South Korea
-Suburban trains from China
-Metro trains from India
-Light rail vehicles from France
-Buses from Germany and Malaysia
Maybe when the government makes it priority to put every Australian in employment, then we are ready for crewless metros and driver only operation (DOO) in certain areas.
Cannot terminate at East Hills with current track arrangement, need to extend the Quad.
Most people won't catch a train to shop in the next suburb anyway. Eskinville has very low patronage and doesn't justify more trains. The issue is you have 3 stations within a 500m triangle. There is actually an argument to close Eskinville or potentially Macdonaldtown. Removing one of these stations along with little used Clyde post Carlingford line would reduce running costs.
The problem with much of the Sydney network is that the traffic volumes are too high to operate a commonsense timetable on the existing network infrastructure, hence we have ridiculous, non consistent, non clockface stopping patterns on many lines in peak. Making it worse, the theory that everyone should have a single seat trip, ie not change trains. One of the advantages of the total Metro project being stand alone is that it is basically forced to be almost everything that Sydney Trains struggles to achieve.
Even if trains can't terminate at East Hills with the current track arrangement, surely the the connection times at Revesby can be improve, 10-12 minutes is certainly too long, and speaking of connection times.
If one doesn't have a car. they need to use public transport for everything, including the shopping, and improving conneciton times and making logical stops wouldn't just be for the shoppers, it would improve the network as a whole.
Erskineville/St Peters and East Hiils Line stations are not on a triangle, they are on intersecting lines, it's just that one of those lines doesn't stop at said stations. Erskineville received 1,960 daily passengers in 2013, I don't think there is any need to close the station, you could make arguments for Macdonaldtown (1,110 daily passengers) due to it's close proximity to Newtown, but I don't think the locals would be too happy, and Clyde (710 daily passengers) would be better off being moved to a more central location between Granville and Auburn, so it can still serve the industrial area, as well as the Auburn Maintenance Centre.
You could also make an argument for closing Tempe (1,190 daily passengers) due to it's extreme proximity to Wolli Creek, but I feel it might be better off in a more central location between Sydenham and Wolli Creen, closer to the IKEA store.
Everyone having a single seat trip is ridiculous, but needing a three seat trip is also ridiculous when one ore more of those trips is significantly short distance between to adjacent stations, having to catch three trains between St Marys and Revesby is reasonable, having to catch three trains between Turella and St Peters is certainly not.
I do agree with the standalone aspect of the Metro is one sense, just not the incompatible sense, a good example is Glenfield, you can interchange between T2/T5 and T2 services and the tracks never cross each other, but during trackwork, T8 services can be rerouted to Leppington for example to reduce the amount of passengers in replacement buses, and consequentially, cars.
It's also worth asking, if Sydney Trains was somehow able to provide V-Set comfort levels on suburban trains and provide a high enough frequency to get everyone a seat during peak, would patronage increase, making people abandon the convenient car that gets caught in Sydney traffic, for a longer, yet more comfortable commute?
Remove South Coast services from ESR for growth on Cronulla and Hurtsville lines and quad to Sutherland.
Removing South Coast services from the Eastern Suburbs Line will also benefit as less suburban passengers will be also on intercity trains, while they are at it, have intercity trains no longer stop at Redfern and consider stopping at Sydenham for Bankstown Line interchange. Although I did read one comment saying the passengers numbers couldn't justify the Sydenham stop, but I don't know how true this is.