While traveling at the front on a driverless metro recently ( can't remember if it was line 1 or 14) I noticed on the side window an arrow transfer had been affixed. When the train came to a stop at the station this lined up with a target painted on the tunnel wall with graduation marks marked in centimeters. These markings were probably left over from the checks prior to the system going into service. It was interesting that at every stop the train was stopping within 10cm of the "correct" stopping point.

RENAME & MOCKUP

According to an advert in the North Shore Times of 11 Nov 2015, p09, The NWRL (North West Rail Link) has been renamed to
SMNW (Sydney Metro Northwest).

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I thought that the door arrangements on Sydney trains were pretty standardised, all carriages having two doors per side and all doors over the bogies.

stage 2 is up the with the station locations

http://www.transport.nsw.gov.au/media-releases/sydney-metro-accelerates-through-cbd-stations-confirmed-and-first-borer-arrive-2018


they may kill stage 3. going by the news ( money ).

stage 2 is up the with the station locations

http://www.transport.nsw.gov.au/media-releases/sydney-metro-accelerates-through-cbd-stations-confirmed-and-first-borer-arrive-2018


they may kill stage 3. going by the news ( money ).

This is the first time I have seen stage 3 even mentioned.

There will always be additional stages, availability of money will simply determine the timeline.

I still think Nth Beaches will be connected at one stage prior to 2030.

Using Google maps it would appear Town Hall and Pitt St will be within 200m as the crow flys. I wonder if possible to build a connecting pedestrian tunnel?

The announcement(s) seems to have answered some questions and asked more?

One PR says nothing about Artarmond and St Leonards and another leaves door open while they still look at options. Even with one stop extra for either, there is about half the stops and obviously far straighter alignment than currently. Probably saving at least 10min and reducing the impacts of standing.

Then there is the Liverpool extension, but the map shows a straight line indicating going via the Bankstown Airport and not using the existing corridor. This would certainly provide an option for a faster for Liverpool.

Assuming this was to happen, then two additonal stations would be Condell Park and Chipping North/Moorebank. Ironically it would go underneath an airport but no need for a station.

Yagoona and Bijong would probably be closed as will be the line. Condell Park would help off-set the loss of Yagoona.

I am not holding my breath on that short line remaining open if the extension to Liverpool goes ahead as it is hard to see how it is efficiently serviced, a shuttle from either or both Liverpool via Shefton and Lidcombe over such a short run just doesn't seem practical. I guess we will see.

Flood prone areas don't prevent U/G stations, you just design them differently.

Had a thought today that rather than waiting for the new TBM to get here we could launch the pair that are finished south from Barangaroo to Martin place etc. ASAP because they are designed exactly for that geology.

Flood prone areas don't prevent U/G stations, you just design them differently.

There is a difference between flood prone and a suburb built beside a river on a flood plain. A flood would fill the tunnel between Liverpool and Bankstown up and require significant repatriation work. There was a reason why the original line did not take this path and ended up going the way it currently does.

Flood prone areas don't prevent U/G stations, you just design them differently.

There is a difference between flood prone and a suburb built beside a river on a flood plain. A flood would fill the tunnel between Liverpool and Bankstown up and require significant repatriation work. There was a reason why the original line did not take this path and ended up going the way it currently does.

Agree but others still manage it and there are various ways, they just don't walk away and blame the early planners. A flood will only fill the tunnel if you let the water in. The original line is a surface railway built with a pick and shovel. The UG will still have ventilation and services access points.

For example the initial entrance is sometimes above the street level such that you have to go up and then down into the subway to give basic protection from rising water. I cannot remember of the location but I've been on at least one subway where the steps into the subway went up 1m before going down and this included DAA access.

If there is a risk for the line to be flooded then they install flood protection doors at all the entrances.

Brisbane's CRR will most likely need a combination of the above.

1 metre high entry is about 9 metres to low. When the Georges river floods at chipping norton it can get as high as 10.5 metres. Any glass structures would break allowing flood water in.