The appointment of Gladys Berejiklian to the office of the Premier of New South Wales

 

News article: The appointment of Gladys Berejiklian to the office of the Premier of New South Wales

The appointment of Gladys Berejiklian to the office of the Premier of New South Wales must be treated with shear contempt.

  simstrain Chief Commissioner

The fact she saved the SWRL and the Waratah projects from collapsing and got them finished means nothing to this idiot. Other projects as transport minister she got the ball rolling on was the IWLR extension, the NW Metro, Sydney Metro and the CSELR project.

Newcastle is obviously a contentious issue and I for one do not like the truncation but the libs did say there were going to do it and if they complete it with light rail then maybe it may not be so bad.

New intercity rolling stock is being ordered which should have been done long ago by the previous labor government. An new XPT fleet is soon to be ordered and built in Australia.

The reason why this liberal government is on the nose a bit is nothing to do with PT and more to do with the communist tendencies during the Mike Baird era.

Can't say this government isn't doing stuff for PT when all up nearly $40 billion is being spent on rail in this state.

The appointment of Gladys Berejiklian to the office of the Premier of New South Wales

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  freightgate Minister for Railways

Location: Albury, New South Wales
Some good points there I guess the Newcastle decision is still raw.

$40b is a lot of investment where other states are just rust belts when it comes to rail. She also promoted the leasing of lines and enable freight on rail and have invested in the grain networks.

She may just have been required to follow the party line on Newcastle.
  YM-Mundrabilla Minister for Railways

Location: Mundrabilla but I'd rather be in Narvik
The fact she saved the SWRL and the Waratah projects from collapsing and got them finished means nothing to this idiot. Other projects as transport minister she got the ball rolling on was the IWLR extension, the NW Metro, Sydney Metro and the CSELR project.

Newcastle is obviously a contentious issue and I for one do not like the truncation but the libs did say there were going to do it and if they complete it with light rail then maybe it may not be so bad.

New intercity rolling stock is being ordered which should have been done long ago by the previous labor government. An new XPT fleet is soon to be ordered and built in Australia.

The reason why this liberal government is on the nose a bit is nothing to do with PT and more to do with the communist tendencies during the Mike Baird era.

Can't say this government isn't doing stuff for PT when all up nearly $40 billion is being spent on rail in this state.

The appointment of Gladys Berejiklian to the office of the Premier of New South Wales
simstrain
Sorry, I, and perhaps some others here, don't speak NSW!
SWRL, IWLR, CSELR ??????
  simstrain Chief Commissioner

My main issue with Newcastle stems from possible funny stuff with developers that seems to have been swept under the carpet and not investigated properly like the case was with Mr Obeid from the Labor party. I think it will take some time and a different government (hopefully not as I don't think NSW is ready for a Labor government at the moment) or the Labor party to control the legislative council  before inquests are made into what exactly happened and is happening up in Newcastle.

I also forgot to add that planning is already underway for extensions of both the Sydney trains system and the Sydney metro's to connect to Badgery's creek airport. I also forgot about the 24 new waratah trains as well.
  RTT_Rules Dr Beeching

Location: Dubai UAE
The fact she saved the SWRL and the Waratah projects from collapsing and got them finished means nothing to this idiot. Other projects as transport minister she got the ball rolling on was the IWLR extension, the NW Metro, Sydney Metro and the CSELR project.

Newcastle is obviously a contentious issue and I for one do not like the truncation but the libs did say there were going to do it and if they complete it with light rail then maybe it may not be so bad.

New intercity rolling stock is being ordered which should have been done long ago by the previous labor government. An new XPT fleet is soon to be ordered and built in Australia.

The reason why this liberal government is on the nose a bit is nothing to do with PT and more to do with the communist tendencies during the Mike Baird era.

Can't say this government isn't doing stuff for PT when all up nearly $40 billion is being spent on rail in this state.

The appointment of Gladys Berejiklian to the office of the Premier of New South Wales
Sorry, I, and perhaps some others here, don't speak NSW!
SWRL, IWLR, CSELR ??????
YM-Mundrabilla
SW Railway
Inner West Railway
Sydney to SE Light Railway
  YM-Mundrabilla Minister for Railways

Location: Mundrabilla but I'd rather be in Narvik
The fact she saved the SWRL and the Waratah projects from collapsing and got them finished means nothing to this idiot. Other projects as transport minister she got the ball rolling on was the IWLR extension, the NW Metro, Sydney Metro and the CSELR project.

Newcastle is obviously a contentious issue and I for one do not like the truncation but the libs did say there were going to do it and if they complete it with light rail then maybe it may not be so bad.

New intercity rolling stock is being ordered which should have been done long ago by the previous labor government. An new XPT fleet is soon to be ordered and built in Australia.

The reason why this liberal government is on the nose a bit is nothing to do with PT and more to do with the communist tendencies during the Mike Baird era.

Can't say this government isn't doing stuff for PT when all up nearly $40 billion is being spent on rail in this state.

The appointment of Gladys Berejiklian to the office of the Premier of New South Wales
Sorry, I, and perhaps some others here, don't speak NSW!
SWRL, IWLR, CSELR ??????
SW Railway
Inner West Railway
Sydney to SE Light Railway
RTT_Rules
Thanks RTT.
Looks like another case of the QANTAS syndrome of 'Sydney or the Bush'.
  RTT_Rules Dr Beeching

Location: Dubai UAE
The fact she saved the SWRL and the Waratah projects from collapsing and got them finished means nothing to this idiot. Other projects as transport minister she got the ball rolling on was the IWLR extension, the NW Metro, Sydney Metro and the CSELR project.

Newcastle is obviously a contentious issue and I for one do not like the truncation but the libs did say there were going to do it and if they complete it with light rail then maybe it may not be so bad.

New intercity rolling stock is being ordered which should have been done long ago by the previous labor government. An new XPT fleet is soon to be ordered and built in Australia.

The reason why this liberal government is on the nose a bit is nothing to do with PT and more to do with the communist tendencies during the Mike Baird era.

Can't say this government isn't doing stuff for PT when all up nearly $40 billion is being spent on rail in this state.

The appointment of Gladys Berejiklian to the office of the Premier of New South Wales
Sorry, I, and perhaps some others here, don't speak NSW!
SWRL, IWLR, CSELR ??????
SW Railway
Inner West Railway
Sydney to SE Light Railway
Thanks RTT.
Looks like another case of the QANTAS syndrome of 'Sydney or the Bush'.
YM-Mundrabilla
Hi,
Not 100% sure what you mean by this and assume its the same as "NSW" = Newcastle Sydney Wollongong

NSW has a population of I assume 7.5m, of which I assume 6.5m at least live in the Newcastle Sydney and Wollongong/Nowra catchments including out to Bathurst. Half the of rest I assume live between Newcastle and the Gold Coast and the remainder, about 0.5m in the rest of the state.

The Bulk of the Rail spending is on commuter rail, getting people off congested roads so they can get to work in a reasonable period of time and help prevent grid lock. In a city, this is expensive and complex, but needs to happen. Also the "NSW" catchment is where the bulk of the states revenue is derived from and in particular the "NSW" housing price boom funding the budget with property sales stamp duty.

0.5m people live on the North coast line, 150k on the South Main smaller number along the line to Moree and Armidale and Dubbo and for these people who do not have to deal with congested suburban traffic to get to work they are getting a brand new regional railway fleet to ride when the travel longer distance and earlier they required as the XPL has a decade or more life and XPT could be dragged out for up to 10 years. While yet to be seen, we may also see service improvement of some degree.  

Overall I think its mostly a fair spread of spending. Assuming NSW continues to prosper the next big step is dealing with the four railway twisted and congested bottle necks that feed into Sydney, ie Broadmedow to Hornsby, Lithgow to Penrith, Goulburn to Campbelltown, Wollongong to Sutherland. Fix them you improve regional, interurban and freight travel times. For this they will need another $20B.
  Lockspike Assistant Commissioner

... I guess the Newcastle decision is still raw.
freightgate
and the the decision to build the North West Rail Link as a miniature
  simstrain Chief Commissioner

The inland rail is supposed to help remove freight rail issues with those 4 twisted (not congested) rail lines into Sydney. The main issues with these rail lines is the significant and constant grades which freight trains struggle to cope with. The Southern Sydney Freight line helps overcome curfews on the Sydney trains network in peak hours to the south western area of Sydney.

The congestion in Sydney is based on the passenger network near the core of the city. The CBD metro will help this issue by providing a new rail line through the CBD and freeing up capacity for other lines. The western metro will help resolve a significant capacity issue between the CBD and Parramatta.

As for regional areas of the state they get upgraded roads and effort is being made into improving rail to port for crops and resources to remove trucks from the roads. Badgery's creek airport will allow for more access into the Sydney basin by air for regional airlines. The new XPT2 will be announced this year and may open up opportunities for new daily services to Parkes and Griffith. Like what has occurred with Armidale and Moree in the north west.
  simstrain Chief Commissioner

... I guess the Newcastle decision is still raw.
and the the decision to build the North West Rail Link as a miniature
Lockspike

Why is that an issue. If the nwrl was built to double deck standards then the new rail line wouldn't have been built under the harbour and CBD. The NWRL would only have had 2-4 DD trains an hour and it would have put more pressure on an already congested system. For those of you who think that a new DD tunnel could have been built under Sydney Harbour you are dreaming. Using the eastern side of the harbour bridge for heavy rail is also never going to happen.

The new metro is a modern system that is 100% disabled person friendly and safer with it's platform screen doors.
  gordon_s1942 Chief Commissioner

Location: Central Tablelands of NSW
Something I never considered was the Inland Railway would considerably increase each train's load running from Melbourne to Brisbane by being able to load double containers on each vehicle which they cant do with those trains that run via Sydney presently.
By allowing stacking you immediately increase the trains tonnage without adding to its overall length.
  RTT_Rules Dr Beeching

Location: Dubai UAE
... I guess the Newcastle decision is still raw.
and the the decision to build the North West Rail Link as a miniature

Why is that an issue. If the nwrl was built to double deck standards then the new rail line wouldn't have been built under the harbour and CBD. The NWRL would only have had 2-4 DD trains an hour and it would have put more pressure on an already congested system. For those of you who think that a new DD tunnel could have been built under Sydney Harbour you are dreaming. Using the eastern side of the harbour bridge for heavy rail is also never going to happen.

The new metro is a modern system that is 100% disabled person friendly and safer with it's platform screen doors.
simstrain
Agree,
Much larger and more dense cities in the world are serviced successfully with an underground single level train network, why should Sydney not be any different? Especially the future is more underground lines increasing capacity of the inner to mid suburbs.
  RTT_Rules Dr Beeching

Location: Dubai UAE
The inland rail is supposed to help remove freight rail issues with those 4 twisted (not congested) rail lines into Sydney. The main issues with these rail lines is the significant and constant grades which freight trains struggle to cope with. The Southern Sydney Freight line helps overcome curfews on the Sydney trains network in peak hours to the south western area of Sydney.

The congestion in Sydney is based on the passenger network near the core of the city. The CBD metro will help this issue by providing a new rail line through the CBD and freeing up capacity for other lines. The western metro will help resolve a significant capacity issue between the CBD and Parramatta.

As for regional areas of the state they get upgraded roads and effort is being made into improving rail to port for crops and resources to remove trucks from the roads. Badgery's creek airport will allow for more access into the Sydney basin by air for regional airlines. The new XPT2 will be announced this year and may open up opportunities for new daily services to Parkes and Griffith. Like what has occurred with Armidale and Moree in the north west.
simstrain
As I mentioned above, there needs to be some serious money spent on alignment and for south coast duplication. Each corridor probably has at least 30min of extra run time to the outer boundary's and in the case of the south Coast its probably even more. None of this will aid growth which is spilling over to road in large volumes because of crowded and slow trains.

If Countrylink could save 1hr return on most of its corridors, the ability to add additional services, increase time for servicing and maintenance and reduce knock on delays from one service to another would improve dramatically.

Saving even 15min for the interurban fleet per service would equal millions per year in savings, more services etc

The curfew shouldn't have freight trains locked down nearly 200km from the city centre. It would be understandable if there were freight trains waiting at Hornsby, but Broadmeadow is a bit much and a hindrance to freight on rail.
  simstrain Chief Commissioner

Countrylink don't run a train to the south coast unless there is trackwork on the main south and the XPT and Xplorer are diverted this way.

The money needed to significantly straighten the rail line on these approaches is way more then can be afforded. When you consider the significant problem of the mountain ranges which trains have to climb and the fact that Sydney is surrounded by national parks and reserves. This problem isn't going to be fixed any time soon, if at all.
  MetroFemme Chief Train Controller

The Newcastle decision is still raw because the decision was not in the best interests of the people of Newcastle it was a decision which benefited the property developers and councillors who probBly benefited also. My curious mind is asking if the decision to kill the Newcastle line has affected passenger numbers at all?
  RTT_Rules Dr Beeching

Location: Dubai UAE
Countrylink don't run a train to the south coast unless there is trackwork on the main south and the XPT and Xplorer are diverted this way.

The money needed to significantly straighten the rail line on these approaches is way more then can be afforded. When you consider the significant problem of the mountain ranges which trains have to climb and the fact that Sydney is surrounded by national parks and reserves. This problem isn't going to be fixed any time soon, if at all.
simstrain
I know Countrylink doesn't go south coast, but this corridor is probably the worst and most urgent and the issue is basically the same. Average speeds of 50-70km/hr over such long distances for interurban traffic with no or few stops is unacceptable and reducing the contribution rail can achieve for longer haul commuters.

In the 19th century, this was the best they could do with the terrain. In the 20th century there should have started a few diversions. In the 21st century, with a growing population this will soon become mandatory .

There are significant benefits to be achieved in addressing the issues on all four lines including increased capacity for both commuter and freight and lower operating costs for both. The Regional Services will also enjoy lower operating costs and potentially increased ridership, but both would be small compared to the benefits for freight and commuter.

Recently in Vienna, city population of 2m, country 8m. Headed on the western line you pretty enter a tunnel leaving the main city station and come out some time later in the country averaging 160km/hr through the tunnel. A series of tunnels follows with track speeds up to 200km/hr and used by freight and interurban. Freight trains every 30-60min on western line to Linz.

The upgrade to Sydney's four rail corridors is affordable, they currently have their hands full now dealing with other, but beyond 2020 -2025, it should be logged into a 5 year plan. As the corridor's are shared with freight, funding from the feds should be available and especially on the Central Coast line where the works could include triplification and a significant reduction in the curfew north of Hornsby and overall improvement in track capacity.
  RTT_Rules Dr Beeching

Location: Dubai UAE
The Newcastle decision is still raw because the decision was not in the best interests of the people of Newcastle it was a decision which benefited the property developers and councillors who probBly benefited also. My curious mind is asking if the decision to kill the Newcastle line has affected passenger numbers at all?
MetroFemme
I think most will agree on your first line.

ALP or LNP, I don't see the line would have survived under either leadership as ALP was on a path to closure and only their incompetence kept it open by default rather than planning and their actions while in govt indicated a lack of govt will to resolve the so called LX issues. LNP just softened the blow or made it more palatable saying they will build LR.

Your last line, yes I'm curious too however I would expect a reduction until at least the LR is open, this may change things, but how much.
  simstrain Chief Commissioner

Countrylink don't run a train to the south coast unless there is trackwork on the main south and the XPT and Xplorer are diverted this way.

The money needed to significantly straighten the rail line on these approaches is way more then can be afforded. When you consider the significant problem of the mountain ranges which trains have to climb and the fact that Sydney is surrounded by national parks and reserves. This problem isn't going to be fixed any time soon, if at all.
I know Countrylink doesn't go south coast, but this corridor is probably the worst and most urgent and the issue is basically the same. Average speeds of 50-70km/hr over such long distances for interurban traffic with no or few stops is unacceptable and reducing the contribution rail can achieve for longer haul commuters.

In the 19th century, this was the best they could do with the terrain. In the 20th century there should have started a few diversions. In the 21st century, with a growing population this will soon become mandatory .

There are significant benefits to be achieved in addressing the issues on all four lines including increased capacity for both commuter and freight and lower operating costs for both. The Regional Services will also enjoy lower operating costs and potentially increased ridership, but both would be small compared to the benefits for freight and commuter.

Recently in Vienna, city population of 2m, country 8m. Headed on the western line you pretty enter a tunnel leaving the main city station and come out some time later in the country averaging 160km/hr through the tunnel. A series of tunnels follows with track speeds up to 200km/hr and used by freight and interurban. Freight trains every 30-60min on western line to Linz.

The upgrade to Sydney's four rail corridors is affordable, they currently have their hands full now dealing with other, but beyond 2020 -2025, it should be logged into a 5 year plan. As the corridor's are shared with freight, funding from the feds should be available and especially on the Central Coast line where the works could include triplification and a significant reduction in the curfew north of Hornsby and overall improvement in track capacity.
RTT_Rules

How do you fix the south coast line when the track has to climb from sea level to 200m above at waterfall in such a short distance. South of coalcliff the track is actually pretty straight and it is the climb up to waterfall that requires such a twisting journey between these 2 stations. A train line can't travel the same way that cars on the motorway can from the top of the escarpment to sea level near mt ousley road. If you have driven over the seacliff bridge, you can attest to the difficulty in the terrain in this area.
  apw5910 Deputy Commissioner

Location: Location: Location.
How do you fix the south coast line when the track has to climb from sea level to 200m above at waterfall in such a short distance.
simstrain
Put it back on the old alignment and throw horsepower at it? And wasn't there a plan to bore a much longer tunnel to replace Coal Cliff?
  simstrain Chief Commissioner

Oh and lets not forget the area is heavily coal mined and so is tunnelling even an option. In any case the current train journey isn't that much slower then the equivalent road journey due to the F6 ending to the south of loftus. I think a more comfortable seat on a train journey may still be a better option then driving.

Looking at Google earth the travel distance from Wollongong to Central is roughly the same at 83 km's whether by road or rail.
  BrentonGolding Chief Commissioner

Location: Maldon Junction

Can't say this government isn't doing stuff for PT when all up nearly $40 billion is being spent on rail in this state.

The appointment of Gladys Berejiklian to the office of the Premier of New South Wales
simstrain
Another poorly written, politically partisan waste of column inches from the RRA.

If these people are serious about reviving Rail in Australia they need to get someone who understands how politics works, has at least High School Grammar and knows how to write a Press Release that Editors and publishers will actually read.

Until then it will only be us gluttons for punishment on Railpage who ever read them.

BG
  RTT_Rules Dr Beeching

Location: Dubai UAE
Countrylink don't run a train to the south coast unless there is trackwork on the main south and the XPT and Xplorer are diverted this way.

The money needed to significantly straighten the rail line on these approaches is way more then can be afforded. When you consider the significant problem of the mountain ranges which trains have to climb and the fact that Sydney is surrounded by national parks and reserves. This problem isn't going to be fixed any time soon, if at all.
I know Countrylink doesn't go south coast, but this corridor is probably the worst and most urgent and the issue is basically the same. Average speeds of 50-70km/hr over such long distances for interurban traffic with no or few stops is unacceptable and reducing the contribution rail can achieve for longer haul commuters.

In the 19th century, this was the best they could do with the terrain. In the 20th century there should have started a few diversions. In the 21st century, with a growing population this will soon become mandatory .

There are significant benefits to be achieved in addressing the issues on all four lines including increased capacity for both commuter and freight and lower operating costs for both. The Regional Services will also enjoy lower operating costs and potentially increased ridership, but both would be small compared to the benefits for freight and commuter.

Recently in Vienna, city population of 2m, country 8m. Headed on the western line you pretty enter a tunnel leaving the main city station and come out some time later in the country averaging 160km/hr through the tunnel. A series of tunnels follows with track speeds up to 200km/hr and used by freight and interurban. Freight trains every 30-60min on western line to Linz.

The upgrade to Sydney's four rail corridors is affordable, they currently have their hands full now dealing with other, but beyond 2020 -2025, it should be logged into a 5 year plan. As the corridor's are shared with freight, funding from the feds should be available and especially on the Central Coast line where the works could include triplification and a significant reduction in the curfew north of Hornsby and overall improvement in track capacity.

How do you fix the south coast line when the track has to climb from sea level to 200m above at waterfall in such a short distance. South of coalcliff the track is actually pretty straight and it is the climb up to waterfall that requires such a twisting journey between these 2 stations. A train line can't travel the same way that cars on the motorway can from the top of the escarpment to sea level near mt ousley road. If you have driven over the seacliff bridge, you can attest to the difficulty in the terrain in this area.
simstrain
Comon Sims,
Express service of 10 stops (7:44am) from the gong to Central is 1hr 34min or an average speed of 56km/hr, pathetic!

The slower service with 18 stops from 8:40am takes only 4min longer???

Stanwell Park to Waterfall as the crow flys is right on 10km which is 50:1 climb in a straight line assuming a vertical rise of 200m. 11km if you factor in Oxtford.

We have tunneling machines that can bore through mud and structurally seal and line the tunnel as they can go.

Average speed of a lowly 80km/hr drops the trip time down to just on 60min, a 33% reduction

Its doable
  simstrain Chief Commissioner

There was already the Helensburg tunnels and they were replaced with the current alignment because they were too steep. As I have mentioned you also have coal mines along the route and so there is probably nowhere stable enough to be able to tunnel or anywhere that wouldn't interfere with the coal mining.
  simstrain Chief Commissioner

The original straighter alignment through the helensburgh and otford tunnels had a 1 in 40 grade. The current 1914-1920 alignment is 1 in 80 and much easier for trains to traverse. Why would you waste money on a tunnel on so few passengers when investing in tilting single deck trains might be the better option if speed is required.
  BDA Chief Commissioner

Location: Sydney
Laughable , tilts on the Illawarra gonna bring the speeds up big time . I remember asking the blow hards on the Tilt parked across the crossover at Sutherland years ago how they intended to get it from Syd to Melb in 3 hrs . Pathetic . The answer is called technology and money . More diesel power on a straighter alignments IS the answer .
1:30 1:40's don't stop freighters climbing Como Loftus Cowan Blue Mountains etc grades .
Low axle load capacity and line curvature are the greatest killers of time in this state - and just about everywhere else .
A trip down the Illa is slow past Waterfall because the curve speeds are low , not because the freighters lack power or dyno/pneumatic braking . Also slow because the all stations sparks get along at such a low average speed .
Not every freighter on the up is horsepower limited either , plenty of slow journeys because of curve speed or pathetic infrastructure constraints like at Waterfall and Meeks Road .
If we had better even steeper alignments and the operators had the chance to run faster and more often I think you'd see more power on freight trains . Could even be worth running extra crews and bank engines .
The operators should probably negotiate with Sydney Trains and have minimum performance standards if able to run in peak times .

And the inland route . Fat lot of good that's going to do for freight to/from the little NSW , Newy Sinn City and Gong Land .
Clap clap clap , congratulations for putting most of that freight on road where the Semis and B Doubles will kill people .
It doesn't matter , only the largest proportion of people in NSW (State) live there . I wonder if they think the economy winning , losing actually , freight world begins and ends in Melbourne and Brisbane . Completely bypasses them and their interests .  
Double stacks aren't going to happen in the Sydney Metrop , not infrastructure cost effective . We don't have the axle load allowances and the wind sock factor costs a lot of performance .

Also lets not forget where much of this financial wind fall came from - poles and wires . The little blokes gone but the legacy remains .

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