Browsing Tag: transport

    Sydney Metro Education: Australia’s first fully-automated rail system
    Articles, Blog

    Sydney Metro Education: Australia’s first fully-automated rail system

    September 17, 2019

    Hello, my name is Tom Gellibrand. We’re
    about to open a world-class metro system for Sydney. Sydney Metro is delivering
    new fast and reliable trains. But this amazing transport service for the people
    of Sydney hasn’t happened overnight. Our customers have put frequency of services
    at the top of their list. Safety and reliability are also really important to
    them. So we’ve researched trains and their technology right around the world,
    before deciding on a fully automated system for Sydney – an Australian first.
    There’ll be fifteen metro trains an hour in the peak – and that’s a train every
    four minutes, with plenty of room to grow in the future. Safety is our number one
    priority – technology like platform screen doors will keep people and objects like
    trams away from the train tracks and allow trains to get in and out of
    stations much faster. Again, this is an Australian first. Our team of expert
    train controllers will control all aspects of the train controls. Our system will be fully accessible and that means lifts at every
    station with level access from the platforms all the way through to the
    trains. All of these fantastic features were thoroughly researched and
    the ideas and technology were tested so that we could deliver an outstanding
    product and service. Around the world, every day millions of people use fully
    automated train networks in cities like Paris, Singapore, Dubai and Hong Kong. Now we will have a safe and reliable fully automated train technology here in
    Sydney. I can’t wait to welcome you aboard Sydney Metro in 2019. We’re always
    improving at Sydney Metro and I invite you to join us on that journey.


    Rail Projects Victoria Graduate Program – Milena

    September 16, 2019

    Hi I’m Melina and I’m the Human
    Resources graduate for 2018. So what attracted me to the graduate program
    is the significance of the project So it’s infrastructure that’s really going to
    change the face of Melbourne So it’s really cool to be a part of something
    that big and while I don’t contribute to the construction side of things I’m
    involved in getting the best in the industry to work for us, so I think it will
    be pretty cool to go and sit on the train going through the tunnel in seven
    years time and be able to think ‘Hey I worked on this’. My biggest takeaway so far is how much I could
    really learn in a short amount of time I’ve learnt the practical side of HR
    and how it’s applied in real life Which is really different to everything
    they tell you in the textbook The recruitment process was really
    quick. I did the initial online application with the CV and I answered
    some interview questions, and then from there I was invited to do a video
    interview online and from there I was invited to an assessment centre. After
    the assessment centre I got a call and the next stage was reference checks
    and a fit to work check and then after that I received my official offer. So overall it was pretty smooth, a pretty quick process. It was all new to me so I was pretty
    nervous during the process but I think meeting everyone in the
    HR team as well, it really calmed me down and it showed me that it is going to be
    a great place to work and a very welcoming environment. So the Grad Program is structured
    in a series of six month rotations so you get to move around the business and move around your discipline and figure out what you really want to do. So far I’ve been involved in a range of general HR activities I’ve done some recruitment, selection, on boarding, off boarding,
    probation management. I’ve also worked on a lot of projects as well. I think it’s really
    great to show me different aspects of HR and also the project’s themselves, and figure out
    where I want to and what I want to do. The grads are really embraced
    around here. We are given real work and real responsibilities from
    day one, so there’s no fluffing around it’s straight into the deep end, which is straight
    into the learning which is really, really good. The best part of the program so far
    is hanging out with the other grads. There’s 24 of us this year and since day
    one we’ve all been really good friends. So any advice I give to grads applying
    for the program is to really research the Metro Tunnel Project and the
    Regional Rail Revival and anything else that we’re involved in just so that you
    know exactly what business you’re coming in to and who you’re going to work for.
    I think the main thing is to just be yourself and just have fun with the process.


    Parramatta Light Rail: Accelerating Urban Renewal in Sydney

    September 15, 2019

    sydney’s Australia’s biggest city with population of 4.8 million people power matter is its second central business district and will be the focus for growth in the city the next 20 years this projects about developing a light rail scheme for Parramatta the first challenge is to create a truly integrated public transport network for Western Sydney the second is to provide a catalyst for urban renewal in the region the third is developed more sustainable transport outcomes to support development in their Parramatta two Olympic Park precinct our client needed a public transport solution to address these challenges wsp parsons brinckerhoff undertook a number of technical studies for various levels of government these studies looked at the viability of various public transport modes and the feasibility of a number of corridors servicing the Parramatta central business district the outcome of our transport planning was the Parramatta light rail project this is 20 kilometers of new public transport which will link west north and eastern areas of the region with the city centre our transport planning initially focused on load growth potential of centres and growth corridors it also look to improve access to land uses such as health education recreation and social housing we applied an engineering design overlay on to the project to determine to early feasibility this included the involvement of light rail delivery experts to determine its operational needs the project utilized documentation and geographical information systems to map out the projects opportunities and constraints this allowed us to integrate other technical services like engineering and environmental services to determine the risks for the project this allowed us more time to maximize the opportunities on the project the project will help accelerate urban renewal in the Greater parramatta area you will also bring precincts together through shorter public transport travel times you will also enable Parramatta to function as an exciting and more productive urban centre for its residents workers students and visitors it will make public transport a viable alternative to private car in western Sydney for future interactions you

    30 ans de tramway à Grenoble : quelles leçons pour Québec?
    Articles, Blog

    30 ans de tramway à Grenoble : quelles leçons pour Québec?

    September 12, 2019

    grenoble en france une agglomération de 450 mille habitants niché au pied des alpes sa superficie est identique à celle de québec mais les deux villes se distinguent par leur choix en matière de mobilité il y a une trentaine d’années avec un mince appui populaire de 53% grenoble s’est dotée d’un tramway nous avons tenu bon nous avons fait la fête et puis on a reconnu quelques temps après quand on l’a fini l’aménagement d’accès une réussite michel destot a été maire de grenoble pendant près de 20 ans ils placent l’expansion du réseau de tramways parmi ses plus grandes réalisations depuis 1987 plus de 40 km de rails ont été posées à chaque jour environ 240 milles déplacements sont enregistrées dans les 80 stations le succès du tramway grenoble n’est plus à démontrer même si le réseau de transport de l’agglomération propose plusieurs dizaines de parcours d’autobus c’est le tramway avec ses cinq lignes qui génère 65 % des déplacements mais attention ce succès d’achalandage n’est pas le fruit du hasard sur les lignes principales un tramway circulent en moyenne toutes les 3 à 5 minutes le coût d’un passage unique est fixé à 1 euro 60 centimes soit à peine de dollars 40 canadien présentement à québec il faut prévoir trois de leurs cinq ans pour monter dans un autobus la mobilité ces endroits il faut permettre à chacun quel que soit son revenu de pouvoir se déplacer iliad mongaburu en étonnera plusieurs par son allure décontractée mais c’est lui le nouveau président du smtc l’équivalent du réseau de transport de la capitale chez nous lors des élections municipales de 2014 ils étaient au nombre des candidats écologistes qui ont créé la surprise en prenant le pouvoir à grenoble depuis la nouvelle administration à limiter la vitesse à 30 km heure dans 80% des rues et reconfigurer plusieurs artères en sens unique pour favoriser les déplacements à pied ou à vélo n’empêche il se défend d’avoir déclaré la guerre à l’auto ce sont des mesures qui permettent d’améliorer la sécurité routière et qui permettent de diminuer les pollutions dans le territoire alors ici la parc c’est quoi retirer du débat public michel destot souligne pour sa part la façon dont le tramway à transformer grenoble on a reconquis comme on dit l’urbanisme de cette ville qui n’était pas peut-être extrêmement belle quand vous avez des villes comme lyon ou bordeaux qui sont les villes très unie très belle évidemment paris sur l’avenue jean jaurès lors des travaux de la ligne e complété en 2015 les voies du tram ont été gazonné et des traverses pour piétons ajouté la ville a choisi de retirer deux voies de circulation dans chaque direction afin d’aménager des trottoirs élargis mais le chantier qui a duré deux ans a paralysé le quartier alors je sais pas comment il fait le québec n’y suis pas allé encore j’espère y aller je venais revoir une fois que les travaux seront finis cette commerçante préfère en rire mais elle jure avoir vécu l’enfer et travaux du tram sont très très dur pour pas se voiler la face pour tout ce qui est commerce c’est traite c’est un passage qui est très très difficile la disparition de la moitié des stationnement sur rue à fait mal au commerce et la circulation est souvent lourde sur la seule voie automobile restantes tu l’avais débris fille sur le deuil et coussins etc mais selon ce fleuriste l’avenue jean jaurès se transforme pour le mieux vous voyez c’est un quartier qui bouge c’est pas un quartier qui est devenu morts en tout cas il y avait du monde avant quand c’était beaucoup de voitures il ya du monde aujourd’hui parce que beaucoup de piétons des arrêts de tram etc malgré les irritants personnes à grenoble ne semble remettre en question le tramway le plus récent projet de prolongement toujours en cours a été lancée sans la moindre opposition ici olivier lemieux radio-canada grenoble

    Sydney Metro: Thy Pham, a day in the life
    Articles, Blog

    Sydney Metro: Thy Pham, a day in the life

    September 11, 2019

    My name is Thy Pham. I’m 24-years-old. I’ve been working on the Sydney Metro project as a Junior Engineer since March 2017 and this is a day in my life. I attended Smithfield West Public School and then into high school I went to Prairiewood High School. So like every kid starting kindergarten, everyone wanted to be a teacher. My parents loved that idea that I wanted to be a teacher just like them. That’s when I looked into civil engineering and I was fortunate enough that my physics teacher and all my science teachers around me gave me that idea to be a civil engineer so for that I thank them. The structure that I’ve actually been most involved with is building track on the viaduct or what we call the skytrain and also the ballasted track between both viaducts. I will collaborate with the team so we’re all on the same page and know exactly what we’re doing. As a junior engineer I am still learning so my day will start at about 5:30 in the morning I get to work. The guys start work at 6. Come to the office, pick all my paperwork up, head out to my two locations, start everybody off, really get down to the nitty gritty. Construction is really grubby and I love it, to be fair. The work is very satisfying, I really enjoy it. She’s very hardworking, extremely hardworking. But the main thing about Thy is her enthusiasm. She wants to learn and her enthusiasm is like I’ve never seen before. Despite it being male dominant, they’re all very compassionate, very caring. if I’ve got any questions they’re always there I guess to lead me and guide me. It’s very rewarding, and it’s very nice to have a team that’s so close knit. It would be a very different team without Thy being onboard and I think everybody in the team appreciates what Thy does and she glues the team together basically. I definitely think that I am putting my foot down and leading some sort of pathway there. If you don’t ever go for it, you’ll never know. The answer will always be no. If you do go for it the worst that can happen is no. So regardless just take a leap of faith and do it. No-one would be where they are today if they didn’t work hard for it. [Music]

    Engineer Steve showcases the High Output Ballast Cleaner
    Articles, Blog

    Engineer Steve showcases the High Output Ballast Cleaner

    September 10, 2019

    I tell you what, I am so excited tonight
    possibly because of this stuff. This is ballast. This is the foundation of the
    railway. The railway that in the UK is 200 percent more busy than it was just a
    few years ago. Yes – this stuff is getting worn out. How did you replace it? With a
    sexy system like this. This is the High Output Ballast System. Let me show you
    how amazing this is. Alright, that engineering train behind
    you is over half a mile long. Why? Because it replaces the length of four football pitches a night in a few hours. This stuff, new ballast keep our trains
    running on time. This takes three years worth of planning. Why? Because while this track is being replaced that line over there is open at line speed. It’s like
    taking the M1 and taking a centre lane of the M1 and running all of the traffic
    at full speed around it. This is no simple task. This is complicated and keeps the passengers running. Let me show you even more! It’s the team that make this really good
    because we use the same systems in France and in Holland; but in Holland
    they take 52 hours to do renewals like this and in Paris in France they do the same
    thing but they open the line at 35 kilometres an hour. Not this British team,
    not this High Output Team because they open at “high-speed hand back” – 90 miles an hour. What does that do? It allows us as passengers to get there quicker. That’s
    what we want! That’s a railway fit for the future – and that’s what this team are
    doing right now!

    Sydney Metro Northwest – excavating tunnel alignment’s deepest point
    Articles, Blog

    Sydney Metro Northwest – excavating tunnel alignment’s deepest point

    September 10, 2019

    Today we were more or less under Thompsons Corner on Pennant Hills Road, it’s taken an enormous effort to get to where we are today. We’ve reached the deepest point of the tunnel – we’re 58 metres underground. We’re two kilometres into the tunnel already and we’ve got just over 3.6km to go. We like enjoying and celebrating our milestones – today’s a big milestone. It’s a great feeling to share those milestones with the guys on the machine and similarly on the surface with all the support crew we’ve got. From this deepest point on she needs to keep going, keep going in the hard Sydney sandstone. We’ve got 3.6km to go before we reach our end destination at Epping.

    Metro Tunnel: Cranbourne and Pakenham line benefits
    Articles, Blog

    Metro Tunnel: Cranbourne and Pakenham line benefits

    September 9, 2019

    The Cranbourne and Pakenham lines
    run into the City Loop, with trains often delayed by
    services on other lines. With only four City Loop tracks, there is simply not enough room
    to run more train services. The Metro Tunnel will give Cranbourne and Pakenham lines a new underground path under the city, plus access to five new stations; at North
    Melbourne, Parkville, State Library, Town Hall and Anzac Station,
    in Domain. By untangling the City Loop, more trains can run between the suburbs and the CBD. The new stations at State Library and Town Hall will provide direct, hassle-free connections to the City Loop, at Melbourne Central and
    Flinders Street Station. Instead of getting off a train and getting
    on a tram to Parkville or St Kilda Road, passengers will save time by traveling
    directly to these areas on a train. The Metro Tunnel, bigger and better high-capacity
    trains, and other network improvements will create room for one hundred and twenty-one
    thousand extra passengers at peak times on the Cranbourne and Pakenham
    lines every week. So whether you live in Narre Warren,
    Noble Park, or Dandenong, the Metro Tunnel will mean more trains and less delays on the Cranbourne and Pakenham lines.

    Kingsway Tram Tunnel’s role in construction of the Elizabeth line complete​
    Articles, Blog

    Kingsway Tram Tunnel’s role in construction of the Elizabeth line complete​

    September 9, 2019

    I’m standing here in the Kingsway Tram Tunnel.
    This Grade II listed cut-and-cover tunnel is the only one of it’s kind in Britain and
    is a unique part of London’s transport history. Built to connect one of London’s earliest
    transport networks, the tram tunnel operated from 1906 to 1952 taking passengers from Holborn
    to Waterloo Bridge, providing a link between the north and south London Tram networks.
    Following the ending of the tram services in London in 1952 this unique tunnel lay largely
    unused for some 60 years. Crossrail took over the Kingsway Tram Tunnel
    temporarily in 2012 to allow us to access the Elizabeth line tunnels which are being
    built six storeys directly below us. We excavated a shaft within the tram tunnel
    to allow engineers to pump a cement like substance called grout into the ground to provide stability
    whilst a 30 metre deep temporary access shaft was built nearby.
    And while two of our 1,000 tonne tunnel boring machines – Phyllis and Ada – passed below.
    Now that we’ve finished our work we are restoring the tunnel to its former glory, even putting
    back some of the iron rails that were removed. When we’ve finished our work we will hand
    it back to the London Borough of Camden. Meanwhile, six storeys below our feet teams
    of engineers are working 24/7 to complete the fit-out of the Elizabeth line tunnels,
    ready for opening at the end of the year.