Intercity stopping patterns - where can they be improved?

 
Topic moved from Sydney Suburban by KRviator on 18 Oct 2019 16:45
  Ethan1395 Train Controller

Location: An OSCar H Set
With the arrival of the New Intercity Fleet hopefully happening sometime next year, and seeing infrastructure popping up on the Central Coast & Newcastle (CCN) line such as platform extensions, new 10 carriage makers, and the maintenance facility,
I felt like discussing the speed and stopping patterns of our intercity/interurban services and how they can be improved.

CENTRAL COAST & NEWCASTLE (CCN)
-Firstly, it's good that Eastwood was removed as a stop and these services never stop at Redfern, intercity services should be stopping at as few suburban stations as possible, not adjacent ones with no significant interchanges.
-Tuggerah should be removed from express stopping patterns due to it's close proximity to Wyong, apparently it was added to serve the shopping centre, but this is for locals and would be better off served by local public transport (PT), not express intercity/interurban services.
-Broadmeadow and Hamilton should be removed form express stopping patterns and improved local services should services these stations.
-Woy Woy should possibly be considered being removed from express stopping patterns, despite it's soaring patroange, it's close enough to Sydney that catching an all-stopper would not have a significant affect on journey times.
-Local services need to run at all times, instead of stopping intercity services at extra stations to make up for the lack of local services.

An ideal stopping pattern would be: Newcastle Intg, Cardiff, Fassifern, Morisset, Wyong, Gosford, Horbsy, Epping, Strathfield, Central. Might get journey times similar to thoese of steam days again.

SOUTH COAST (SC)
-
Firstly, these services should not stop at Redfern, as intercity services should aim to leave the metropolitan area as quickly as possible, not stop the second it leaves Sydney terminal.
-Terminating all services at Sydney terminal should be considered, I imagine running through the Eastern Suburbs Line (ESR) is good for connectivity, but it's also a good way to use up capacity and fill an intercity services with suburban passengers.
-Sydenham should be considered as a stop for interchange with the T3 Bankstown Line and eventual Metro.
-North Wollongong should be removed from express stopping patterns as trains stop there to serve the University of Wollongong (UOW) and TAFE, these educational facilities are mainly used by locals, meaning that improved and more frequent local services would do a better job serving this station.
-Local services should be introduced between Kiama and Wollongong to allow intercity Sydney servcie to not stop at every single station. This would allow Kembla Grange to be served 7 days a week, there is no point only stopping trains at this station on weekends. The line would need full duplication for cater for two stopping patterns however.
-Local services need to run at all times, instead of stopping intercity services at extra stations to make up for the lack of local services.

An ideal stopping pattern would be: Kiama, Dapto, Wollongong, Thirroul, Helensburgh, Sutherland, Hurstville, Wolli Creek, Sydenham, Central.

BLUE MOUNTAINS
-Any service stopping at Redfern should not.
-Emu Plains should be removed from intercity stopping patterns, and to make up for this, every suburban services should terminate there instead of terminating one stop short of the end of the line at Penrith, although I imagine the lack of a third platform might cause issues.
-I don't know much about the Blue Mountains to make any more comments unfortunately. Does anyone know if the area can justify having two separate stopping patterns running both in peak and off peak similar to the CCN and SC lines?

SOUTHERN HIGHLANDS
-If the new regional fleet frees up enough rolling stock to run all services through to Central then the stopping pattern once in Sydney should be Macarthur, Campebelltown, Glenfield, Sydenham, Central.
-I don't know much about the Southern Highlands to make any more comments unfortunately. Does anyone know if the area can justify having two separate stopping patterns running both in peak and off peak similar to the CCN and SCL lines?



Thoughts?
I would like to here thoughts on suburban stopping patterns as well if anyone has any, but I am mainly interested in intercity stopping patterns in this topic.
For suburban stopping patterns, the only comment I feel the need to make right now is that all suburban services should stop at all interchange stations for the sake of connectivity, no suburban trains should skip Sydenham, Granville, or Lidcombe for example, and no services should terminate at Homebush.

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  route14 Chief Commissioner

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  SinickleBird Assistant Commissioner

Location: Qantas Club at Mudgee International Airport
Personal view is that there should be 2-3 fast expresses daily to Lithgow (Parramatta, Penrith, Katoomba, Lithgow), including the Dubbo XPT, to which the various regional bus routes connect. An all stops bus from(say) Coonabarabran that connects to an all-stop intercity service seems silly to me.

Similar pattern/frequency probably make sense on short north, south coast, southern highlands routes too.
  AheadMatthewawsome Junior Train Controller

Location: Opening Train Lines
I want to add a little bit if I may about the Hunter Line.

I think it would be a good idea to electrify the line between Newcastle Interchange and Maitland. And then after that, allow passenger train the Cessnock Branch between Maitland and well, Cessnock. Stopping at: Gilliestone Heights, Kuri Kuri, Abermain, Cessnock, and Bellbird. This would extend the current services between Newcastle Interchange and Telarah.

I will also add a bit to the T1, and T9. I think on the North Shore Line, I think T1 services should always be Express there. Stopping at: Wahoonga, Turramurra, Gordon, Lindfield, Chatswood, St Lenoards, North Sydney, Milsons Point, Wynyard, Town Hall, and Central. Intercity Trains to Wyong would also stop at those stations. T9 would do all stations to Bewora every 15 minutes and will not Terminate at Gordon, where I hope with more services, more people would use the line up around Bewora. Richmond Trains would go to T5 only. Stoppers for the T1 would start at Gordon, and would go Express to Central, then would stop at Redfern, Newtown, Lewisham, Ashfield, Croydon, Burwood, Strathfield, Lidcombe, then every single station to Penrith. No Suburban Trains should stop at Emu Plains and have Intercity Trains stop there only. Platform 3 and the first half of Platform 3 should be used for Terminating Trains, Platform 2 can be extended to fit in 1 8 car Train, and 1 10 car Train in the platform and then split into 2.
  Brianr Assistant Commissioner

Location: Dunedin, New Zealand
It was a long time ago but occasionally I caught the morning 'Fish' to the city. It stopped at Redfern and huge numbers alighted and rushed across to the trains for the city. At the time I was working at Petersham and it was a crush going up the stairs. I know the trains from the Blue Mountains always crept from Redfern into Sydney Terminal, it was often so frustrating.  Then it was quite a walk to get across to platforms 16 & 17 to continue into the City.
  billybaxter Chief Commissioner

Location: Bosnia Park, Fairfield
Certainly big advantages in having Redfern as a stop for up services, not so much for down as people will do the extra walk at Central to improve the odds of getting a seat.
  Throughwestmail Train Controller

I want to add a little bit if I may about the Hunter Line.

I think it would be a good idea to electrify the line between Newcastle Interchange and Maitland. And then after that, allow passenger train the Cessnock Branch between Maitland and well, Cessnock. Stopping at: Gilliestone Heights, Kuri Kuri, Abermain, Cessnock, and Bellbird. This would extend the current services between Newcastle Interchange and Telarah.

I will also add a bit to the T1, and T9. I think on the North Shore Line, I think T1 services should always be Express there. Stopping at: Wahoonga, Turramurra, Gordon, Lindfield, Chatswood, St Lenoards, North Sydney, Milsons Point, Wynyard, Town Hall, and Central. Intercity Trains to Wyong would also stop at those stations. T9 would do all stations to Bewora every 15 minutes and will not Terminate at Gordon, where I hope with more services, more people would use the line up around Bewora. Richmond Trains would go to T5 only. Stoppers for the T1 would start at Gordon, and would go Express to Central, then would stop at Redfern, Newtown, Lewisham, Ashfield, Croydon, Burwood, Strathfield, Lidcombe, then every single station to Penrith. No Suburban Trains should stop at Emu Plains and have Intercity Trains stop there only. Platform 3 and the first half of Platform 3 should be used for Terminating Trains, Platform 2 can be extended to fit in 1 8 car Train, and 1 10 car Train in the platform and then split into 2.
AheadMatthewawsome
Well, quite obviously someone who has absolutely no idea. 1: who is going to pay for all these new stations on the way to Cessnock? 2: the junction for the South Maitland line is before Telarah. 3:ARTC control the lines between Islington Jct and Maitland and they do not control any tracks under overhead in NSW and finally, the line from East Greta Jct is owned and controlled by a private company, not under government ownership.( by the way, it is Kurri Kurri)
Obviously you have never seen Emu Plains of a morning, why would you not run suburban trains there seeing as it is part of the Sydney metropolitan area and also the Sydney trains network. What do you mean talking about Platform 2 and Platform 3? Where are you talking about ?  (BTW St Leonards and Berowra)

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