Proposed Timtables for CityRail/Sydney and CountryLink/NSW

 
  djf01 Chief Commissioner

Central Station Options:

In this post I'm going to run through some of the options for terminating Pendolino style trains from the South Coast at Central.

The Pendolino series trains (European version) have a car length of 26m (but cab ends don't need to be on the platforms), and come in odd numbered sets.  A 7 car trains is 180m long, but only need 130m of platform length, so are comfortably supported by the suburban platforms.  A 9 car train is ~230m long, but needs a 180m of platform.  20m longer than a standard Sydney suburban platform.  A "top & tailed" train is 14/16/18 cars long, or 364, 416 or 468 metres long, needing platforms 314, 366 or 418 metres long, 25m longer if the cab needs to be on the platform.

So these are the options as I see it, very few of them are mutually exclusive:

Option 1:  Platform 26/27 (that old one)

Short (sub 100m) tunnels, then a connection to the Illawarra Main down, and a facing crossover a bit further south somewhere.

This could cross the Airport down on the level (terminal arrivals would oppose Airport Down movements), be built 6-8m lower and "fly under" the airport down, or the Airport Down could be rebuilt as a flyover.
Optionally, the road could be lowered 6m and "fly under" the Airport Down.




Option 2: Platform 21 and/or Platform 23



Extend Platforms 21 and/or 23 to 180m.
Re-install crossovers on the flying junctions with bi-di signalling (UP Illawarra main for platform 21, DOWN Illawarra main for Platform 23)
Crossovers on the Illawarra Main at Cleveland St: trailing for platform 21, facing for Platform 23

Platform 21 departures oppose Sector 2 via Sydenham UP services.
Platform 23 arrivals oppose airport DOWN services.

Option 3: Platform 4 (or 1, and/or 5) at Sydney Terminal.





  • Remove the crossovers from the mains to the suburban section & replace with a high speed facing crossover.
  • Extend platform 4 (and optionally platform 5) to be 400m long, installing an exit to Regent St, and access to the Devonshire St Tunnel
  • Upgrade the points connecting the Illawarra Dive

The downside to this approach is  this will oppose current Interurban operations & Horsnby - Strathfield - Central peaks services (destined to become more common).  

On the plus side, it supports 400+ trains.

Option 4: Prince Alfred Terminal

A new terminal in the location of the Prince Alfred Sidings




  • Airport DOWN is rebuilt as a flyover


The biggest issue with this is how far the southern end of the platform is from many of the interchange locations.  It could be nearly a km from there to the passenger's next journey.

Option 4b: Prince Alfred Terminal/Chalmers St Elevated terminal

Sponsored advertisement

  djf01 Chief Commissioner

Amplification options:

My preferred option: Oatley Bypass



  • This rebuilds the old pre-1890 alignment (1:40 grade IIRC).  
  • It reduces transit time of all Hurstville - Sutherland services (that don't service Oatley) by 90 seconds
  • Allows a South Coast train to advance a timetable slot (3 minutes)

The Oatley Park section is built in a cut & cover tunnel.

Option 2: Como Bypass



Allows South Coast trains to advance a timetable slot (3min gain), but no performance gains.
  djf01 Chief Commissioner

Helensburgh Options:

As I see it, there are no ideal options here.  All have potential show stopping issues.  But equally this is very low hanging fruit: the current alignment here is so unsuitable.




Option 0: Twin tunnels from Waterfall to Thirroul (White)

  • Potential access and evacuation problems
  • Potential mine subsidence issues
  • 21.5km long (each), reduces route length by 11km
  • Too expensive

Option 0.1: Single Bore tunnel from Waterfall Sth to Coledale (Purple)

  • Potential access and evacuation problems
  • Potential mine subsidence issues
  • 15.5km long (each), reduces route length by 10km (plus 2km of other deviations)
  • Too expensive

Option 1: Helensburgh Bypass (as discussed above)
  • Potential mine subsidence issues
  • Compliance issues with pylons within the Royal National park, and pylons and a tunnel portals within the Garrawarra State Conservation area.
  • 5km long, reduces route length by 5km (plus 9km of other deviations further reducing route length by 3km)

Option 2: Recommission Cawley and old Metropolitan Tunnels (Blue above)
  • Compliance issues with regard to legacy tunnels
  • Approach roads to Cawley Tunnel require 200m radius curves.
  • 5km long, reduces route length by 4km (plus 10km of other deviations further reducing route length by 3km)
  • Too slow to implement my proposed timetable, it would need more amplification within Sydney, and tighter tolerances.  (Or the terminus brought back to Albion Park)

Option 2a: Rebuild Cawley and old Metropolitan Tunnels with broader approach curves (skin coloured)
  • Approach curves will still be 500m radius, not exactly high speed
  • On the plus side: no mine subsidence or conservation compliance issues
  • Still too slow to implement my proposed timetable, it would need more amplification within Sydney, and tighter tolerances.  (Or the terminus brought back to Oak Flats)
  djf01 Chief Commissioner

My latest re-working of the project cost:

  djf01 Chief Commissioner

Patronage and Capacity Discussion:

In the past I've used the ETR 610.  I've upgraded to a new reference set: ETR 675, the latest version of the Penodlino used by Italian Operator NTV:


Seat Layout:


  • Default Seat Capacity is ~480 in 2 classes in a 7 car train
  • An all 2nd class config would be 564.
  • Removing the toilets and luggage space would add a further 11 rows of seats, for a capacity of 608 seats (22 rows to 25 rows in most cars)
  • Using an NIF seat pitch another 10 rows, or 648 seats.
  • A 9 car train would have an extra 172/200/216 seats
  • Using an OSCAR configuration, 7/9 car trains have a max seating capacity of 810/1080.

The format I'll select for capacity assessments is 640 for 7 car train, 860 for a 9 car train.
  djf01 Chief Commissioner

Patronage and Capacity Discussion: Part 2
djf01

The published "by Line" data has proved completely useless, as it does not correlate at all with the OPAL "ON/OFF" data.  The issue is all trips from Redfern to Central could be on any number of suburban or interurban lines, so get allocated to each.  As a consequence, a bit more than half the assigned patronage to each line are actually suburban movements.

Using the ON/OFF data from a week in November 2017, Annual patronage South Coast line patronage is ~4.4mil trips pa.  

The Sutherland Shire (Pop 220k) 13.6mil trips pa.  Peak Seat capacity is 9 trains an hour (and 2016 loading data suggests an average loading of ~100% at Sutherland), or ~7500.

The Campbelltown Local Government(Pop 160k) area 9.4mil tpa, or 10.4mil tpa including the Leppington line.  (Camden + Campbelltown pop is 240k).  Again, peak total usage from this catchment is ~7500.

With a population of 280k, Shellharbour and Wollongong LGA would be reasonably expected to generate a patronage of between 14 and 17 mil trips pa.  Kiama (20k) and Nowra (~40k) would add another 1 to 1.5mil trips pa).  Peak load could be anywhere from 5000 to 10000 trips per hour.  

The single deck fleet has a reduced ability to cope with greater than 100% loadings.

How can this be done?

The system base load capacity is a 30min frequency service on the two routes/stopping patterns (ie Shellharbour Jtn, all to nth Wollongong then Central, Conniston, all to Coledale then Central)

This is a capacity of 2600 seats per hour.

All 9 car trains on this pattern is 3440.

The next step is to "top & tail" trains.  A 15 min peak frequency on both routes.  Trains combine and split at Thirroul.  A 7+9 combo set has 1500 seats, or 6000 per hour.  

Then, increasing service frequency to 10min boost this to 9000.  This would require 6 rather than 4 slots in Sydney, or potentially 24 tph through Wolli Creek to Erskinville Jtn, which - give South Coast trains won't stop anywhere where, is not as unreasonable/impossible as it sounds.
  simstrain Chief Commissioner

Here is my latest thinking on fixing the Thirroul to Waterfall issue:  A "Helensburgh Bypass".



This is all of 5000m long.  It bypasses just over 10km of legacy route.

Heading north, it comprises:
1600m of short span (25m span) viaduct, with a couple of 50-100m long spans over the Hacking River.
600m tunnel (Portals within the Garrawarra State Conservation area)
600m viaduct (200m short span, 300m long span, with ~100m bridge over Wilsons Creek
1000m of "level" surface route, partially adjacent/within the current formation
500m viaduct (200m short span, 200m long span, with a 100m bridge over Cawleys Creek).
600m tunnel (Portals withing RailCorp formation)

Overall gradient required is 1:50, with a 1:40 max.
djf01

I think this bypass is an extremely viable option.

Your dream of pendolino's however is just not going to happen.
  djf01 Chief Commissioner


I think this bypass is an extremely viable option.

Your dream of pendolino's however is just not going to happen.
simstrain

Thank you.

But given the way the NSW EIS process works, the Pendolinos are much more likely to get up than a surface railway through a national park subject to mine subsidence.  

The Pendolinos just need the phrase "success of the West Coast Main Line" to float around the RTBU tea room enough to reach the ears our rail system's English Management - (unless they are all LNER men Smile).
  djf01 Chief Commissioner

Here is a Youtube of a slide presentation I made re this project.  I made it essentially to show my 11yo how to use Impress/PowerPoint, but one or two here might find this of interest.  



https://youtu.be/EfiCc3GsK94

And my fingers are killing after all that cello playing.

Sponsored advertisement

Subscribers: wurx

Display from:   

Quick Reply

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