Adelaide-Sydney/Brisbane Intermodals Route

 
  Roda Station Master

Location: Canberra
This question doesn't just cover NSW but I couldn't find another index to post it under.

I've noticed the Adelaide-Sydney/Brisbane intermodal trains are now travelling the very roundabout route via Broken Hill, Parkes and Cootamundra, whereas they previously travelled via Melbourne. I understood the Melbourne route was more efficient as it allowed offloading and onloading en route at Melbourne and it would probably also be the shortest route.

Does anyone know why the Adelaide-Sydney/Brisbane trains now bypass Melbourne and take that highly circuitous route? Seems odd to me.

Thanks

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  Alco_Haulic Chief Commissioner

Location: Eating out...
The Adelaide Hills may be the reason. Almost all trains need to run an extra locomotive to get over them, and as such, you need to keep motive power sitting around under-utilised at Adelaide and Tailem Bend.
  bevans Site Admin

Location: Melbourne, Australia
The Adelaide Hills may be the reason. Almost all trains need to run an extra locomotive to get over them, and as such, you need to keep motive power sitting around under-utilised at Adelaide and Tailem Bend.
Alco_Haulic

Not there is a shortage of motive power at present.  I also thought the crewing arrangements and management might have been easier via Melbourne. Not entirely sure.

Following on.  What Depots are used for crewing between Adelaide and Parks via Broken Hill?
  seb2351 Chief Commissioner

Location: Sydney
This question doesn't just cover NSW but I couldn't find another index to post it under.

I've noticed the Adelaide-Sydney/Brisbane intermodal trains are now travelling the very roundabout route via Broken Hill, Parkes and Cootamundra, whereas they previously travelled via Melbourne. I understood the Melbourne route was more efficient as it allowed offloading and onloading en route at Melbourne and it would probably also be the shortest route.

Does anyone know why the Adelaide-Sydney/Brisbane trains now bypass Melbourne and take that highly circuitous route? Seems odd to me.

Thanks
Rod Avery
Simply:
- Less cost for locomotives
- Less cost for pathing
- More available and agreeable pathing
- Consolidisation of Adelaide- Melbourne traffic means that trains have been rationlised on this corridor, and thus more efficient planning of loading.

That's about it in a nut shell.

As for what depots. The same ones which serve existing PN services on this corridor. The re-routed train has not changed depot locations.
  bevans Site Admin

Location: Melbourne, Australia
As for what depots. The same ones which serve existing PN services on this corridor. The re-routed train has not changed depot locations.
seb2351

I can image the pathing to be cheaper as less demand.  As for the depot locations can you list please?
  M636C Minister for Railways

The ARTC spent a lot of money on upgrading the route from Cootamundra West to Parkes particularly which probably reduced the running time (and increased the traffic capacity) on that route compared to the alternative via Melbourne.

M636C
  8077 Chief Train Controller

Location: Crossing the Rubicon
The ARTC spent a lot of money on upgrading the route from Cootamundra West to Parkes particularly which probably reduced the running time (and increased the traffic capacity) on that route compared to the alternative via Melbourne.

M636C
M636C

For interests sake what is the track like from Parkes to Broken Hill?
  Roda Station Master

Location: Canberra
Thanks for the detailed answers guys. As for crew changes, I remember a Broken Hill driver telling me in the late 90s that they changed crews at Condobolin. I don't know if this is still the case though.
  Typhon Assistant Commissioner

Location: I'm that freight train tearing through the sky in the clouds.
I would expect the train to work between Broken Hill and Parkes without the need to change crews at Condoboli, but couldn't say for certain.


Track was resleepered a couple of years ago, should be in pretty good nick.
  K-Class Chief Train Controller

Location: Melbourne

Track was resleepered a couple of years ago, should be in pretty good nick.

Typhon

The track from Whyalla to at least Parks was relaid over the past few years with brand new heavier rail. This meant higher speeds for heavier axle loads than what was previously possible. Was mainly upgraded to allow the steel trains from Whyalla to the east coast to travel at higher speeds but this also benefits intermodal trains.
  Sulla1 Chief Commissioner

It's only about 200km longer via Broken Hill and Cootamundra without the time penalty of passing through Melbourne...so it's probably just as fast by the longer route if there's no shunting.
  cootanee Chief Commissioner

Location: North of the border!
When AS/SA intermodals ran they typically took the Blue Mountains route. AB/BA intermodals alternate between Parkes-Coota (overland) route and Melbourne.

SP/PS intermodals and NY/YN steelies have used the overland route for over 20 years. 7SP's overflow service would take the BM route whilst SP itself took the overland route. Back then the delay turning a train at Parkes spurred NRC to fund the building of the Parkes 'triangle' missing arm, one of those things that delivered great benefits for little cost that was ignored for years Rolling Eyes
  BDA Chief Commissioner

Location: Sydney
AB/BA used to run more often than they do in recent times , basically SM5 became BA6 .
Then BA/AB only came into SFT for fuel and shunt and ran direct to Adelaide via Tottenham Loop rather than MFT .
I'd say the bean counters worked out that you could run SFT to AFT via Parkes Broken Hill faster and cheaper than via Melbourne .
Access charges could be less and using one less engine and crew certainly would be .
Something else to consider is freight availability times at the terminals , early morning is certainly better than morning peak for the road transit leg in Sydney .
  bevans Site Admin

Location: Melbourne, Australia
AB/BA used to run more often than they do in recent times , basically SM5 became BA6 .
Then BA/AB only came into SFT for fuel and shunt and ran direct to Adelaide via Tottenham Loop rather than MFT .
BDA

There was a shunt at Tottenham Loop but that requirement disappeared when the triangle was built at Tottenham so NE/SW trains could avoid the need to enter the Tottenham area.

Anyone remember when this bridge and trackage was completed?
  arctic Deputy Commissioner

Location: Zurich
august 2010 according to http://www.artc.com.au/Article/Detail.aspx?p=6&np=4&id=294

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