Condition of Melbourne to Perth main freight line

 
  talbs Station Master

Location: australia
How long before the  Mainline will see  a  Major investment
New signals and locations for  longer trains
longer crossing loops
double track
New Communication with Train control
Repair TSR

Sponsored advertisement

  mjja Sir Nigel Gresley

Location: Mount Waverley, Melbourne
Have a look what was committed in AusLink.

Apart from that it's unlikely that anyone will be doing capital works on the line.
  MD Chief Commissioner

Location: Canbera
What exactly is wrong with the Melb to Perth line ?
Its currently the best line in the country.
Wolseley to Perth is laid entirly with a mixture of 50KG /m rail and 60 KG/m rail continuoulsy welded all on concrete sleepers.
The line from Melb to Wolseley could be improved a bit by the removal of the absurd ASW safeworking between Gheringhap and Maroona and replaced with CTC , but not much else needs to be done .

Bypassing the Adelaide Hills would be a good investment as well, but unlikley to ever happen.

If any line in the country needs fixing , its melb to Sydney .

MD
  409 Minister for Railways

The Melbourne-Perth line will see some work going in to it at Murray Bridge (the bridge itself, not around the area). Apparently, the bridge will have the trough filled with ballast and the current fish plated rails over the bridge will be repaced with welded rail of 60kg/m. There will also be a pedestrian walk way fitted along side the track. (A good new photo oppurtunity! Wink ).
  talbs Station Master

Location: australia
Bridge has  a 30 km/h  TSR
  awsgc24 Minister for Railways

Location: Sydney
Two new crossing loops are being built on the Nullabor plain, to divide excessively long single line sections.

Other loops from MEL to PER are to be lengthened, but not all.
  4BJ Chief Commissioner

Location: Backside almost trackside at Hawthorn near Mitcham
The Melbourne-Perth line will see some work going in to it at Murray Bridge (the bridge itself, not around the area). Apparently, the bridge will have the trough filled with ballast and the current fish plated rails over the bridge will be repaced with welded rail of 60kg/m. There will also be a pedestrian walk way fitted along side the track. (A good new photo oppurtunity! Wink ).
"409"


From the March 2005 issue of Catch Point, by Dominic Hyde:

Historic Bridge Set for Major Upgrade

Built and opened by the South Australian Railways in 1926, the classic and impressive bridge over the River Murray at Murray Bridge, located on the main line between Adelaide and Melbourne, is about to undergo an ‘extreme make over’.

Adelaide based Australian Rail Track Corporation has been awarded $2m of Commonwealth Government funding to upgrade the Murray River rail bridge. Part of this work is to replace the existing rail on the bridge, to continuously welded rail (CWR) 60kg/m head hardened rail (HH), which is currently fish-plated and upgrade the bridge structure to a formal ballasted deck bridge.  This aspect of the project will see the removal of a huge number of bridge timbers and track timer sleepers, with the use of standard concrete sleepers and ballasting.

A major tender, about to be let by ARTC, will include the design and construction elements, including the necessary rail safe-working of the construction work involved with this project.  Another aspect of this tender has a requirement to safely manage ARTC’s assets and enable all trains to continue to operate ‘as usual’ over the bridge.

The River Murray railway bridge is Heritage Listed by the SA State Heritage Unit with the Department of Environment and Heritage and therefore the proposed upgrade works will need to be discussed and agreed to between the tenderer and State Government.

The project works comprise modifications to the existing structure to create a ballasted deck structure, including the removal of the existing jointed rail, plates & timber transoms, and replacement with new 60kg/m HH rail, guardrails, concrete sleepers and ballast.  In addition the work includes the removal of the guard rails on the approaches to the structure, installation of a new deck capable of supporting the ballast and a pedestrian walkway throughout the entire structure.

Design requirements, in accordance with all relevant standards will incorporate a working life of 100 years and a structure rating of 30 tonne axle loads.

Other associated works to be completed include the removal of the existing signaling pole line on the current road bridge, and replacement with coded track circuits on the railway bridge, and corrosion protection works, associated with the removal of pigeon perching/roosting opportunities within the structure – by the installation of suitable netting, spikes or electrified circuits.

The entire project, starting later this month, is due for completion by 30 June 2005.
  FieldShunt74 Chief Commissioner

The Melbourne to Perth line, eh. That's a bit of a Victorian-centric way to look at it. Don't lump so much line in together. If you want to say that Melbourne - Adelaide is stuffed then feel free to do so. Don't drag the Trans Aus line in as well.

Also "Main Freight Line"???
What, as opposed to the main passenger line?  Shocked
  YM-Mundrabilla Minister for Railways

Location: Mundrabilla but I'd rather be in Narvik
"" The Melbourne to Perth line, eh. That's a bit of a Victorian-centric way to look at it. Don't lump so much line in together. If you want to say that Melbourne - Adelaide is stuffed then feel free to do so. Don't drag the Trans Aus line in as well.

Also "Main Freight Line"???
What, as opposed to the main passenger line? ""

Agree - the Victorian section (like just about everything else in Victoria) is the weak link. Wolseley to Kalgoorlie is excellent apart from the Adelaide Hills. Kalgoorlie to Perth must be regarded as less than ideal especially if the two recent derailments prove to have been due to heat buckles.

Wolseley - Melbourne - Brisbane and the NSW cross country lines are where the money needs to be spent.
  Foamer85 Chief Commissioner

Location: Was Quorn (which is better than Tarcoola) But now Adelaide
Because we all know Dominic Hyde is a real person, hahahaha!

I really don't see a pedestrian walkway on the bridge, I read that thought more of a gangway than general public walkway, if a walkway went up would this be the largest pedestrian/rail bridge in aus?

Talbs said that there is a 30kph TSR at the moment, but how many trains go over at 30?? Not many from what I have seen, also, is it the whole bridge, just the down end curve or up end?

Also Talbs in your first post, are you unhappy with the current upgrades to LED signals? I see the signalling at the moment as satifactory, its the circuits and control system that needs work to stop the block failures

Are you unhappy with 1500m trains on the south line and 1800m to perth? How long would you like to see the trains through the hills? Draw gears are a problem now with train weight, adding length will make it worse

Are you implying that the line should be double tracked from Melbourne to Perth??

Communication to me, seems suitable, sure there are black spots (ie Rocky Gully, Petwood, National Park- Long Gully) but a new radio system wont fix it bacuse the same hills will block radio signal no matter what the cost of a new system is, all that is needed is a couple extra repeaters or just move a couple.

But, I do agree with on the TSRs, they should only be temporary, but at the same time, TSRs are no where as bad as they used to be, just a few long term ones should be givien priority, but they have been put off due the higher than normal cost.

Sounds to me your a loco driver that wants to get in and drive without one TSR, without one cross or have to wait 5 minutes to clear a black spot to contact control......

Double track across the Desert, I doubt you could pay it off in 100 years if it happened
  skitz Chief Commissioner

[quote="YM-Mundrabilla"]"" Kalgoorlie to Perth must be regarded as less than ideal especially if the two recent derailments prove to have been due to heat buckles. [quote]

How do you know it was heat buckles? I dont think anyone can put their finger on a definitive cause. Its only speculation and we all need to be clear on that.

It could have easily been a wheel move on its seat. Unlikely but it fits the evidence on the ground and also a link between the two derailments. Think about it. Again speculation to what happened.

Its an interesting topic that I hope I dont have to wait two years for someone to finally report on what happend like it seems is normal for the industry. Smile
  FieldShunt74 Chief Commissioner

Considering both derailments happened so close together (in both time and space, Dr Who fans) on a bloody hot day, you would have to think that heat was a casual factor. These things are rarely traced to a single cause. I would speculate that both were caused by a combination of otherwise minor wagon defects applying sufficient force to the heat stressed track to make it step out of line. That's just what I think likely. I look forward to seeing the definitive answers from the experts.
  skitz Chief Commissioner

Just need to make clear that I make these comments as observations and have nothing to do with any of the stake holders in the derailment and do not wish any ill-intent to any of them.  This is only for discussion for our common interest, a theory based on observation of the facts.

Heat is a link between the two derailments but I was swayed from heat being the cause as both sites have history that tells us that it was unlikely.

The train that derailed at Kooly claimed a heat buckle in the turnout which is unusual.  Even from a photo I saw on the web it can be seen that the blade end of the turnout has not moved. The other end (perth end) of the turnout had moved as a most likely result of the wagons looking for an easier way out.  One would expect if there was a build up of rail stress at the turnout from the Kalgoorlie end it would have let go at the IRJ's which appear undamaged or moved.  A buckle form the other end is also unlikely as there is only a short distance up to the level crossing and there would not be enough steel between the level crossing and the turnout to cause a buckle of great magnitude, as there would not be enough steel to do so.  

The second derailment (the Southern cross derailment for the want of a better term) is also on track that has no history of heat buckles, also at a location not typically associated with heat buckle causes.  Given the day was also not a hot as usual leads toward another cause.

It is believed that the two derailments are linked as the Second train to derail was the last train to go over where the first train derailed, the possibility that the two events are mutually exclusive is more remote than the two being linked.

The moving wheel set theory came about as it was pointed out that both trains happened at the exit of high speed right hand curves (left hand in the direction of the train travel).  Both sites had a common actor in the curves at the approach which would result in a common force to cause a wheel set to become under gauge, how the two derailments are link I will explain by each event of which there are three

Event 1:  It is possible that the Southern Cross derailed train at Kooly had a wheel set that allowed and under gauge wheel set strike the check rail of the Kooly crossing loop.  In this the check rail was damaged but the train stayed on and the impact also allowed the wheel set to be knocked back towards its intended gauge and continued along its journey.

Event 2:  The Kooly derailed train derailed on account of damage to the check rail on the south side (or left side as the train goes) to a point where a stiff steering bogie could have run up the V or simply the train struck the remains of the check rail and eventually caused a wheel set to come off.  (could also explain why the drivers had experienced a decent shunt.)

Event 3:  The Southern Cross train went some distance before again the wheel set which was moving again became under gauge (due to the high curve forces common to both sites) to the point when it rounded the left hand curve, at the end of the curve simply 'dropped in' and proceeded to pile up.

Explains a plausible link between the two that is other than heat buckles.

Don't know, anyone else come with something?
  YM-Mundrabilla Minister for Railways

Location: Mundrabilla but I'd rather be in Narvik
[quote="skitz"][quote="YM-Mundrabilla"]"" Kalgoorlie to Perth must be regarded as less than ideal especially if the two recent derailments prove to have been due to heat buckles. [quote]

How do you know it was heat buckles? I dont think anyone can put their finger on a definitive cause. Its only speculation and we all need to be clear on that.

It could have easily been a wheel move on its seat. Unlikely but it fits the evidence on the ground and also a link between the two derailments. Think about it. Again speculation to what happened.

Its an interesting topic that I hope I dont have to wait two years for someone to finally report on what happend like it seems is normal for the industry. Smile[/quote]

If you had read my comments you would have seen that I said

"if the two recent derailments prove to have been due to heat buckles".

I didn't say they were or were not.

You may well have to wait 2 years or ATSB to report. This is about their norm. It is not the norm, however, for the real rail industry (or what is left of it), only for the rarified public service atmosphere of Canberra where there is no sense of reality about anything applying in the rest of Australia.

Sponsored advertisement

Subscribers: awsgc24, Foamer85, rhino, skitz

Display from:   

Quick Reply

We've disabled Quick Reply for this thread as it was last updated more than six months ago.