Browsing Tag: transport

    Podcast – Lijn 150 #2 | Het Interbellum
    Articles, Blog

    Podcast – Lijn 150 #2 | Het Interbellum

    October 10, 2019


    Hallo, je luistert naar Lijn 150, de podcast van de MIVB. Lijn 150 is een speciale lijn bedacht door de MIVB om de 150ste verjaardag
    van de Brusselse tram te vieren. Via verhalen en anekdotes Neem deze podcast je mee op reis met het tram: van de belle epoque naar de toekomst van ons net. Luister voor je eigen veiligheid
    niet naar deze podcast tijdens het rijden. Veel luisterplezier met de MIVB. Aflevering 2: ‘Het Interbellum’ Eind 1918. De Duitse bezetter is verdreven. Het leven in Brussel herstelt zich langzaam,
    met vallen en opstaan. Heel België leeft in armoede en maakt een zware economische crisis door. Ook het openbaar vervoer lijdt daaronder. In Le Soir van 18 december lezen we: ‘Onder druk van de moffen werden onze trammaatschappijen gedwongen lijnen aan te passen en heel wat haltes af te schaffen. We hopen dat binnenkort allemaal te kunnen herstellen, zoals in de goede oude tijd. De moffen lieten op veel te veel vlakken hun sporen na.’ Op het einde van de oorlog beheren verschillende maatschappijen nog steeds het Brusselse net: de Tramways Bruxellois, maar ook ‘Tram-Car’ en de ‘Algemene Maatschappij voor Economische Spoorwegen’. De naamloze vennootschap ‘Tram-Car Nord-Midi’
    was in 1895 opgericht. In 1915, worden haar paarden in beslag genomen, zodat de omnibussen tot het einde van de oorlog ongebruikt blijven. Ze start met de exploitatie van autobussen vanaf 1920. In 1922 wordt de vennootschap omgedoopt tot ‘Bruxelloise d’Auto-Transports’, die twee lijnen op het net uitbaat. Eind 1926 gaat ze op in ‘Les Autobus Bruxellois’, een bedrijf dat eigendom is van de Tramways Bruxellois. De ‘Algemene Maatschappij voor Economische Spoorwegen’, te herkennen aan het chocoladekleurig rollend materieel, fusioneert dan weer in 1928 met Tramways Bruxellois. Maar we keren 10 jaar terug in de tijd. Vlak na de Eerste Wereldoorlog verkeert het rollend materieel in abominabele staat. Het is wachten tot 1919 voor de eerste aanhangwagens worden omgevormd tot gemengde voertuigen. De eerste die op het net verschijnt, is de 305, in maart 1920. drie honderd en vijf in maart 1920 Verschillende oude voertuigen worden omgebouwd en tegelijk ook nieuwe motorrijtuigen besteld. Op het terrein wordt het net stap voor stap weer in ere hersteld: wijzigingen, aansluitingen, verlengingen van lijnen, vervanging van versleten sporen, … De ‘normale’ exploitatie krijgt geleidelijk weer vorm. Binnen de vervoersmaatschappijen beginnen de werknemers zich te verenigen om hun eisen te verdedigen. Aanvankelijk nemen ze hun toevlucht tot beperkte werkonderbrekingen, later tot algemene stakingen. Alle vervoersmaatschappijen in de stad krijgen een eigen vakbond. Op 24 november 1921 leggen meer dan 5.000 personeelsleden bij Tramways Bruxellois het werk neer. Ze eisen betere werkomstandigheden, een hoger loon, meer vakantiedagen, … De staking dooft op 7 december 1921 uit. Het imago van de tram krijgt flinke klappen. Maar binnen de Tramways Bruxellois wordt wel sociale vooruitgang geboekt. De lonen verbeteren, medewerkers in opleiding ontvangen ook een vergoeding en overuren worden uitbetaald. Ook in het algemeen beweegt er veel. Verschillende wetten zorgen voor betere arbeidsomstandigheden voor werknemers, onder meer via de wet op de achturige werkdag en de oprichting van een pensioenfonds. Dankzij de Service de Chirurgie des Tramways Bruxellois – de toenmalige hospitalisatieverzekering – hebben alle medewerkers en hun gezinsleden recht op gratis operaties en ziekenhuisverblijven. De vervoersmaatschappij draagt de kosten. Uiteindelijk komt er een algemeen recht op vrijheid van vereniging en zien officiële vakbonden het levenslicht. De tram is voor een stuk slachtoffer van die sociale strijd en zijn eigen succes. Sommige reizigers laten de tram links liggen omwille van de overvolle stellen, de trage verbindingen en de herhaalde stakingen. Steeds meer inwoners van de stad verplaatsen zich daarom in taxi’s. De meer gegoede klasse schaft zich een eigen auto aan. Ondanks alles beleeft Tramways Bruxellois de gouden eeuw van het openbaar vervoer. De concurrentie van de auto weegt nog niet zwaar door. De dienstverlening van de Brusselse tram normaliseert uiteindelijk in 1922, tot groot genoegen van de reizigers. In 1925 breekt voor Tramways Bruxellois een nieuw tijdperk aan. Het is een tijd van innovaties en verbeteringen. Zo komt er dankzij de oprichting van een “kantoor van grafieken” een meer wetenschappelijke benadering van alle bewegingen op het net. Het kantoor chronometreert de werkelijke rijtijden en combineert die met statistieken van het aantal vervoerde reizigers op verschillende momenten van de dag. Een jaar later leiden de analyses tot een aanpassing van de rijtijden op de lijnen. Dat zorgt op zijn beurt voor een meer uniforme bezetting van de voertuigen én meer regelmaat. Ook de versterkingen worden een stuk efficiënter en nauwkeuriger. Door die vooruitgang kan de reorganisatie van het net veel methodischer worden aangepakt. Toch loopt helaas niet alles op wieltjes. Er is nog altijd onvoldoende rollend materieel Vaak zitten de stellen overvol en moeten reizigers op de volgende tram wachten. Technisch blijven de voertuigen wel verbeteren, bijvoorbeeld dankzij de veralgemening van de persluchtremmen op zowel de motorrijtuigen als aanhangwagens. De verschillende maatschappijen die het net in die periode beheren, hanteren uiteenlopende tarieven. Het spreekt voor zich
    dat de reizigers daar niet tevreden mee zijn. Door de verdwijning van de Algemene Maatschappij voor Economische Spoorwegen in 1928 komt er meer gelijkheid in de tarieven. Tramways Bruxellois heeft nu het monopolie voor het openbaar vervoer in de hoofdstad in handen. Al snel komt er een eengemaakt ticket voor de verbindingen met een overstap. Die meerrittenkaart vergemakkelijkt en versnelt de inning. Daardoor stijgt meteen de snelheid en de capaciteit van de voertuigen op het net. In 1930 ondergaat Brussel een gedaanteverwisseling. Waar 5 jaar later de Wereldtentoonstelling zal plaatsvinden, begint de inrichting van de Heizelvlakte. De Tramways Bruxellois zit niet stil en sleutelt voortdurend aan interne verbeteringen. Zo wordt de boekhouding ‘gemechaniseerd’. In 1934 legt de vervoersmaatschappij voor het een personeelsbestand aan. In het licht van een telling rond het aantal werkongeval op het net lijkt ze en
    veiligheidsbeleid uit. Er komt een psychotechnisch labo dat de koelbloedigheid van de chauffeurs meet. Het lab test hoe vlot en autonoom bestuurders bewegen, hoe snel ze reageren en in welke mate ze snelheden en afstanden correct inschatten. Op het terrein beleeft de tram hoogdagen. De Brusselse bevolking groeit snel en de tram is ideaal om veel mensen
    door de stad te vervoeren. Naar aanleiding van de Wereldtentoonstelling
    in 1935 en de verwachte groei van het aantal reizigers
    hebben de Tramways Bruxellois nood aan nieuw materieel en nieuwe installaties. De ‘standaardisering’ van het net en de infrastructuur is absoluut noodzakelijk. In die periode telt de Tramways Bruxellois 900 motorrijtuigen. Er worden 25 nieuwe motorrijtuigen op draaistellen, het type 5000,
    in dienst genomen. De bestuurders krijgen vooraf een specifieke opleiding, want de voertuigen verschillen sterk van het oudere rollend materieel. Zo zijn de motoren zijn krachtiger. Heeft elk motorrijtuig 4 remmen. En is er slechts één bestuurderspost met een vereenvoudigde elektrische bediening. Ook visueel verandert er één en ander. Het bijzonder stijlvolle houten interieur past perfect bij het in stokroosgeel geschilderde metalen koetswerk. Aan boord zien de reizigers nu ook de vertrek- en aankomstplaatsen, zoals dat al op de motorrijtuigen van het type
    4000 het geval is. Die informatieborden vallen bij
    de reizigers erg in de smaak. Ze zijn een enorme hulp voor wie de tram neemt om, bijvoorbeeld, naar deheizelvlakte te rijden. Tijdens de 6 maanden van de tentoonstelling werken er bij Tramways Bruxellois 4750 medewerkers, onder wie meer dan
    2.000 bestuurders. De Expo van 1935 trekt
    maar liefst 40 miljoen bezoekers. De helft maakt gebruik van de lijnen 8, 9, 12, 46 of 81 en start zijn of haar bezoek in een van de vier speciaal voor de gelegenheid gebouwde tramstations: die heten “Astrid”, “Eeuwfeest”, “Groot Paleis” en “Attracties en Marathon”. Op 3 november 1935, wanneer de tentoonstelling de deuren sluit, is er zowat om de 15 seconden een tram, en dat tot 3.30 uur in de ochtend! In die periode telt het net 67 lijnen
    over een totale lengte van 442 km. In 1936 klokt het personeelsbestand van Tramways Bruxellois af op meer dan 6.000 medewerkers. Vier daarvan werken specifiek voor de postdiensten. Voor de administratie van Post, Telegrafie en Telefonie die op dat moment reeds bestaat is de tram
    namelijk een zeer handig hulpmiddel. Sommige motorrijtuigen krijgen mobiele postbussen. En aangezien de telefoon nog niet ingeburgerd is, worden die zeer gewaardeerd voor spoedzendingen die op verschillende punten in de stad kunnen worden opgehaald. In datzelfde jaar worden in de stelplaatsen ziekenboegen ingericht voor slachtoffers van arbeidsongevallen. En een aantal lekkerbekken bij de Tramways Bruxellois dromen zelfs van chocoladeautomaten in wachthokjes en wachtzalen. Aan ideeën geen gebrek. Solliciteren bij Tramways Bruxellois wordt er niet makkelijker op. Het psychotechnisch onderzoek wordt weliswaar voorbehouden aan bestuurders, maar ook wie op het onthaal aan de slag wil, moet voortaan verschillende spellingproeven en testjes hoofdrekenen afleggen. De werkomstandigheden gaan er intussen voor alle Belgen op vooruit. Op 27 juni 1936 treedt de wet op de betaalde vakantie in werking. Arbeiders en bedienden kunnen
    voor het eerst op vakantie! Aan de vooravond van het nieuwe decennium
    hangt er in Brussel en in België nog een sfeer van onschuld en rust, terwijl autoritaire regimes al een schrikbewind voeren in Italië en Duitsland en de burgeroorlog in Spanje volop woedt. De wereld maakt zich op voor sombere tijden… Op 10 mei 1940 breekt voor de medewerkers en reizigers van de Tramways Bruxellois een heel ander tijdperk aan… Je luisterde naar Lijn 150. We hopen dat je van deze aflevering hebt genoten. De informatie en de gebeurtenissen uit deze podcast staan opgetekend in een bijzonder interessant naslagwerk: Geschiedenis van het openbaar vervoer te Brussel, Deel 2: de Gulden Jaren, verschenen op initiatief van de MIVB We zijn de auteurs bijzonder dankbaar. Zonder hen hadden we deze podcast nooit kunnen opnemen. Neem gerust een abonnement op Lijn 150 via je favoriete podcast app. Of aarzel niet ons vijf sterren te geven een beoordeling achter te laten als je
    luistert via Apple Podcast. Zo krijgt deze podcast een betere score én extra aandacht. Tot hoors op Lijn 150!

    Articles

    Sydney Metro: Solar system as big as a football field

    October 9, 2019


    (UPBEAT MUSIC) ELECTRICAL DESIGN MANAGER – JOHN MATANIC: This solar panel installation covers the majority of the maintenance building roof. Which is over 6500 square metres. It’s as big as a football field. This system’s very environmentally friendly, sustainable system that generates electricity without creating a large carbon footprint.

    Avancer sans embarquer de moteur : l’histoire du cable car- Spécial LEGO – Scilabus 36
    Articles, Blog

    Avancer sans embarquer de moteur : l’histoire du cable car- Spécial LEGO – Scilabus 36

    October 9, 2019


    Nous sommes en 1906 à bord du “cable car”, le tramway à traction par cable de San Francisco. D’après la légende, le “cable car” aurait été inventé à la suite d’un accident dont le futur inventeur aurait été témoin. Avant que le “cable car” n’apparaisse, le seul moyen de transport était la voiture à cheval. Un jour de pluie alors qu’un cheval tirait une lourde charge sur les rudes collines de San Francisco, le cheval aurait glissé sur la route et sous le poids de la voiture, aurait été traîné jusqu’au bas de la colline. Les chevaux commençaient à montrer leurs limites. Un manque de force certain, un coût d’entretien élevé et des excréments éparpillés dans toute la ville. Il fallait changer de technologie. Andrew Hallidie, témoin de l’incident et inventeur principal du “cable car” a alors développé cette nouvelle technologie, mise en fonction en 1873. Vous remarquerez que, contrairement à nos tramways actuels, aucun câble électrique n’est présent dans les airs. Mais surtout, aucun moteur ne se trouve non plus dans les cabines. Non, les “cable car” tirent leur énergie d’ailleurs. Pas de moteur, pas d’électricité. Mais, comme leur nom l’indique, un câble. Partout où les “cable car” se trouvent un câble métallique est enfouie sous terre et avance à l’infini. C’est le même principe que le tire-fesse au ski. Un câble se déplace à vitesse constante Il ne reste plus qu’à s’agripper à lui pour être entrainé par son mouvement. Pour s’accrocher justement, les “cable car” disposent d’un étau commandé depuis l’intérieur de la machine par le “gripman”, le pilote du “cable car”, qui descend jusqu’au niveau du câble, sous terre. L’étau, placé autour du câble, se referme en douceur sur le câble et entraine ainsi le “cable car” avec lui à une vitesse constante de 15 km/h Le départ reste doux grâce à un lubrifiant de goudron de pin, à l’époque, remplacé depuis par un lubrifiant synthétique. Celui-ci est chauffé sous l’effet de la friction jusqu’à se vaporiser créant ainsi un contact métal à métal entre l’étau et le câble. Contact permettant au “cable car” d’atteindre la vitesse maximale. Pour s’arrêter, l’étau est desserré laissant alors le câble continuer son chemin tandis que le “cable car” de 10 tonnes sera freiné à l’aide de freins en bois de pin pressé sur les roues de celui-ci. Et comme le pin est un bois que s’use vite, les freins sont remplacés tous les 2 à 4 jours. Il n’y a donc besoin que d’un seul et unique câble par ligne. Il est mis en mouvement à partir de la “power house”, la “maison de la puissance”. On y trouve des moteurs, autrefois alimenté par des machines à vapeur, qui entrainent le câble à l’aide de poulies. Toute l’origine du mouvement des “cable car” est alors souterraine et niveau esthétique, il y a peut être une leçon à tirer de cette ancienne technologie lorsque l’on compare avec nos tramways actuels et leurs tissus de câbles au dessus de nos rues. Mais cette solution, certes élégante, vient aussi avec son lot de problèmes. Un câble tout mou ne pourrait pas tracter ces engins de plusieurs tonnes. La tension du câble doit être parfaite. Et ce n’est pas chose aisée. Entre les multiples accrochages et décrochages de tous les “cable car” qui circulent sur la même ligne en même temps, toutes les collines ou encore, l’allongement naturel du câble, qui peut aller jusqu’à 30 mètres, c’est autant d’occasions de perdre cette tension indispensable. Pour la préserver, des poulies sont placées sur toute la ligne pour guider le câble et le mettre sous tension. Mais la poulie la plus importante est celle qui se trouve dans la “maison de la puissance” Et qui peut s’avancer ou se reculer pour ajuster la tension. Un système similaire existe à Las Vegas et on peut voir l’utilisation des poulies sous le tramway. Non seulement elle servent à maintenir la tension mais elles permettent aussi les virages. Ah, les virages ! A San Francisco, comme dans quasiment toutes les villes américaines, le tracé de la ville est simple. Des routes qui ne se croisent que de façon perpendiculaires. Et tourner avec un système de câble n’est pas chose facile puisque le câble veut emprunter le chemin le plus court alors que le “cable car” lui ne peut pas le faire, à moins d’éjecter ces passagers ou de rentrer en plein dans des buildings. Deux solutions ont été développées. La première consiste à placer tout un tas de petites poulies le long de la courbe pour guider le câble et le “cable car” qui est accroché. Simple, efficace mais cher. La seconde consiste à placer une seule et unique poulie dans le virage. Le “gripman” doit alors lâcher le câble avant d’entrer dans le virage, compter sur sa vitesse initiale pour arriver à la fin du virage et récupérer le câble à ce moment la. C’est encore plus simple, peu coûteux mais cela repose grandement sur les habiletés du pilote. A propos de faire des virages, le plus grand de tous est celui qui se trouve au terminus de la ligne et qui nécessite une rotation complète pour permettre au “cable car” de revenir en sens inverse. Ici, plus de poulies, mais une station de retournement manuelle. Dans sa période la plus faste, on comptait 20 lignes de transport couvrant 40 km parcourus par 208 “cable car” réalisant 2048 aller-retour par jour. Les choses ont bien changé et aujourd’hui, il n’existe plus que 4 lignes de “cable car” qui est devenu un transport, avant tout, pour les touristes comme moi. Merci à tous d’avoir suivis cette vidéo jusqu’au bout j’espère qu’elle vous à plus. C’est un format différent qui m’a permis de jouer avec des legos sans aucun complexe. Vous pouvez vous abonner et me suivre sur Facebook. En fait vous pouvez aussi me suivre sur twitter mais le logo est trop difficile à faire en lego. Même chose pour Tipeee, vous pouvez toujours m’aider financièrement à réaliser les prochaines vidéos Et d’ici là, à la prochaine !

    Rail Projects Victoria Graduate Program – Tim
    Articles, Blog

    Rail Projects Victoria Graduate Program – Tim

    October 9, 2019


    Hi, I’m Tim. I’m a Civil Engineering
    Graduate at Network Transition Project. I was attracted to the program due to the
    sheer size of the project. I always wanted to work in rail infrastructure and be involved.
    I commuted through the rail loop so many times and I just wanted to fix what the congestion
    problem that’s actually occurring. What I most like about being on the program is being involved in different disciplines such
    as civil and power. I get to choose with my manager which aspects I actually most like
    and want to get involved with and they were able to facilitate that. I’m able to
    talk to different staff members of different disciplines and I can always
    get involved in the track, electrical power, overheads, and they always happy to
    give me help and assistance or even to join the tasks at some times. My biggest takeaway is to be around
    subject-matter experts who can facilitate so much knowledge to me and
    being around really like-minded people who are always willing and happy to help. I’m learning from a lot of different staff
    from the traction power to civil and electrical. I’ve been given my own task,
    so it’s your own project and your own responsibilities, and they always
    contribute to the actual whole progress life of the Metro Tunnel. Very, very
    different from an internship. The best part of the program is the training
    and learning that is actually happening on site and also externally. There’s a
    lot of graduate training that is involved and they involve all the grads
    as well so you actually get to bond with them (from different disciplines)
    which is actually really nice, you get to see what they’re doing as well and being
    able to possibly rotate within their sector on the next rotation. The workload changes from week to week from design review to deliverables tracking and
    report writing, so it just depends on what your team needs at the time and
    you’ve got to adapt quickly and just go with the flow. Definitely apply, it’s such a big project. There’s a lot
    to do and a lot to learn and you won’t you probably would really
    initially realise that what you’re actually doing is contributing more
    benefits than one and there are different aspects of the project that
    you’re probably not aware of and you can actually engage with them as well.

    Sydney Metro: Opening day
    Articles, Blog

    Sydney Metro: Opening day

    October 8, 2019


    – [David] Welcome to a
    historic day for Sydney. Today is the grand
    opening of Sydney Metro, Australia’s biggest
    public transport project. Hi. I’m David Whitehill and we’re here live at Tallawong Station. And today, we’re gonna go on a ride on this 21st century railway. We’re gonna have a look
    at some of the features, we’re gonna catch up
    with some of the people who have been behind the scenes, making this dream become a reality. We’re also gonna chat
    with some of the public who have been out here today riding the network for free, and they’re gonna tell us about the train and also about these amazing stations that you can see behind me that have really become
    a bit of a landmark for the communities out here in Northwest Sydney. Now, first of all, a project
    like this is enormous and there are a whole lot of challenges that go as part of that. So let’s take a look at the build process that’s going on over the last eight years. (calming music) Sydney Metro Northwest was officially announced in April 2011, with tunneling starting at
    Bella Vista in September 2014. For the first time in Australia, four tunnel boring machines were used to dig twin, 15 kilometer long tunnels. Each T-B-M, as they were known, weighed 900 tons and were 120 meters long, the length of two A380
    super jumbos end-to-end. (slow melodic music) By 2015, the next phase was beginning. Two giant, horizontal, gantry cranes built the skytrain viaduct from Bella Vista to Rouse Hill. About 80 thousand tons of concrete was used to build the
    1,128 concrete segments, formed this skytrain’s
    four kilometer deck. Around the same time,
    the Windsor Road railway cable-stay bridge began construction. The gantry built the deck and two 45 meter height
    towers were delivered in night operations. Further up the line, the giant Sydney Metro train’s facility was beginning to take shape. This area houses the control center, maintenance sheds, and stabling yards. A major milestone was reached in 2017 when the first of 22 metro
    trains arrived in Sydney. They were unwrapped and made
    ready for extensive testing. In 2018, the stations themselves
    began to spring to life. The distinctive gum leaf shape canopies were craned into place. And station boxes were topped off. Then the extensive fitting up began, like the hundreds of colored glass panels that were lifted into place. As stations were nearing completion, the community were offered the chance to take a sneak peak inside. After 400 thousand kilometers of testing, the driverless metro trains
    were ready for commissioning. Sydney Metro was ready
    to change the way of life for people in the Northwest. – I’m so pleased to announce, formally, that May 26th, the Northwest Rail Line, the Northwest Metro, will
    be open to the public. And I’m so thrilled people
    of Sydney and New South Wales will be able to use this fantastic new public transport option. – Well it’s been quite
    a journey and the people out here in Northwest Sydney
    have definitely been waiting for a railway like this for decades. One man who definitely knows that is Jon Lamonte, who is the
    C.E.O of Sydney Metro. And this historic day, you’d
    have to say for Sydney. – Oh it’s a historic day for Sydney but it’s a historic day
    for Australia as well. So many firsts here. The first driverless trains, so many innovations like
    platform screen doors (child yelling)
    and everything else just great that we’ve, after eight years as you say, brought it open to the general public. We’ve got real passengers on board now. – Yeah
    – 75 thousand plus. And they’re still coming in. What a day for everyone. – [David] It is pretty
    incredible out here, isn’t it? And the vibe from the
    people out here have just been great today. I think they’re really enjoying it. – [Jon] Well I’ve been on the train listening to people, listening
    to what they’re saying you know, so many of them
    have said how fantastic it is. They like the technology. They like the speed of the thing. They like looking out the front
    with the driverless train, it’s really exciting for the kids and of course, it’s for their tomorrow. So great use–
    – Wow. That must bring a big smile to your face because what, it’s been
    eight years in the making. It’s been such a massive process. – Well I’ve only been here
    for the last six months but I’ve got the best bit of it really. – Yeah. (laughs) – Of bringing it into public use so great for all of us, really. And real trippy to everyone
    who’s worked on this program. – And you’ve had quite
    a few community days prior to this as well. What’s been the reaction of the public? – We’ve had about 10 and
    a half thousand people through our community
    days, these stations, we’ve shown them off to the public, and the messages from people have been “please, get it open.” (chuckles) They want it so much because they haven’t had
    great public transport here in the Northwest. They really wanted to enjoy the experience the day we opened at Cherrybrook and brought two trains in and we got a round of applause. How often does that happen
    on public transports? – Yeah, that’s right.
    – That’s marvelous. – That’s right. Now, today, it is Sunday and it’s a nice, relaxed
    Sunday, you gotta say. Tomorrow is Monday. It’s the first time it’s gonna be working with the transport system and obviously Paykel. Tell me how you think we’re gonna go. – Well even today, we
    knew that there’d be some small teething troubles and yes we have one at Macquarie Park, where a door on the
    train stopped the train, and we had to take it
    manually into Chatswood but we did that as fast as we could and then we recovered the service so it’s back to normal. And that’s the sort of
    thing we’ve been practicing so we can get it done
    as slickly as possible, back into service and away we go again. So tomorrow, when we launch
    with a full peak service, that’s what we’ll do. And one of the things
    we were able to do today was introduce a few extra services just to make sure we were covered and that’s the sort of
    spirit we want tomorrow. Giving a good service to the public. – [David] Jon, today I’ve
    had a great time out here but congratulations to
    you and the team as well because you know, to get
    it to this point now, and obviously there’s another
    stage on its way as well, it’s amazing, amazing efforts so well done.
    – Thank you so much, David. – Thanks for joining us. Cheers. Now, ladies and gentlemen,
    if you have just joined us, we’re here live at Tallawong Station. Obviously for the launch of Sydney Metro. This is Australia’s biggest
    public transport project at the moment. They’re launching with
    13 stations opened today. One of the great things
    that I think is that it’s actually a driverless train system, which is an actual first for Australia. Now, of course, the
    Premier and the Minister, officially launched the Sydney Metro today and this is what they had to say: (melodic music) – [Woman] Five… four…
    three… two… one. (cheering) (clapping) Today is a historic
    day for New South Wales and for Australia. The first metro services
    on our wonderful nation. But more importantly, this
    means tens of thousands of people will have access
    to this wonderful way of getting around greater Sydney and this is the start of something new and I’m thrilled by the
    focus and discipline we’ve been able to demonstrate
    over the past eight years to make this project come alive. – We speak of tomorrow’s Sydney, well, we now have today’s Sydney. This is the start of something
    very special for our state. Everybody is gonna benefit
    from this train line, not just those who get
    to ride it everyday, but also the rest of the
    Sydney trains now work. – I want to take this opportunity
    to thank all 22 thousand workers who literally
    worked day and night, underground, above ground, on our systems, bringing together Australia’s best, and the world’s best, to deliver this fantastic
    piece of infrastructure. I couldn’t feel prouder today. – It’s really exciting being a part of it. The last eight years has been a journey. I’ve been counting day in and day out, 2,972 days to be precise, that we’ve been working on this job. And I know every worker
    would be really proud to the sense of
    contribution they’re making to the history of Sydney. So we’re really excited to have the construction journey complete. And we’re incredibly excited now for the journey for our
    customers to actually get on those trains and start to use them. – Today isn’t about us. It’s about the future generations, who not only rely on this service to get on with their lives, but also the fact that thousands of people won’t have to drive anymore. Thousands of people will have this option. (joyous tempo) – [Reporter] How was the
    first trip on the metro? – Fantastic! Wonderful. (chatter) – Well that was the Premier earlier today. Now, as you can see, the design that has gone into these amazing stations behind me is just beautiful. And it fits really perfectly
    into the landscape. And we caught up with Station
    Designer, Ross de la Motte, earlier today to get his
    insight into the inspiration. (quiet acoustic music) – [Ross] Sydney Metro, it’s a way for Sydneysiders to experience public place and transport in a sense of community
    that they will have never had before. Over the years, I’ve heard people talk about these large brow projects, transports projects that around, project that heavy engineering, yes it is, but it’s actually so much more. The customer’s the center
    of everything we do. It is absolutely true. That motif, that concept,
    has transformed the way transport and public realm
    design is delivered in Australia. Classically, a good design
    would start with getting the functionality right but
    I think the great opportunity for architecture and open design is to bring that human dimension to it. How do you build a sense
    of community identity and deal with all the
    function of requirements of the station so that when people go
    into a station environment, it is pleasurable? You can actually have an
    experience that innovates your soul and gives you happiness. So integrating engineering,
    architecture, and landscape, and ideally people might
    see this as artful, as well. This is transport product
    for the every day person to improve their lives and if you can make it
    easier for moms and dads, and kids, school kids, tourists, the aged and informed, that’s what is Metro. – The head of our Transport
    Authority in New South Wales is Rodd Staples and I got to catch up
    with him earlier today just to find out a little
    bit more about the system and him and I went on the trains to have a little bit of a ride. – So David, if you’re new to Metro, the first thing you’re
    gonna notice is these doors. See how safe they are? They open up, they keep you protected from falling onto the tracks, or a kid falling onto the tracks. And as soon as you get a
    walkthrough, look how level it is. Small gap so it’s safe. – God, the accessibility is incredible. – Yeah and then you step onto the train and you can see from one
    end right down to the other. Yeah so a lot more sense of space. Got areas where wheelchairs can be parked and mobile points along the train or if you want to put a pram, you know, inside this little locations. Particularly the ends of the trains we’d put little spots for prams so that parents can be in the
    front or the back of the train where they know their kids are
    gonna want a way to look out. – And that access really
    does so important, isn’t it? Especially for families
    like you’re sayin’. – Yeah, absolutely. And being able to get
    on any part of the train and then if you get on and
    it’s a little bit crowded, you can move up where you
    can save people spaces. Well, it’s really easier to do ’cause you can walk along
    the full length of the train really easy. – Yeah and one of the things that everyone is wanting to know about
    is this driverless element. – First in Australia. We looked around the world. What’s the best way to do metro systems? And here we are with a fully automatic, driverless system. So it runs by a computer. You can get off the front and you can see the train
    driving itself along, makes it more efficient, makes it more reliable, and the safest system you
    could ever have in the world. – If you’ve just joined us, we are live from Tallawong Station here. Enjoying a beautiful day out in Sydney for the Sydney Metro launch today. Now we have had 75 thousand people so far come through the network
    and enjoy checking out what the network is all about and just experiencing not only the trains but also these amazing stations behind me. So we thought who better to
    tell us what they thought about the whole project than the people themselves. – We were on the first day of the Tangara. So we had to be on this one. – It’s fantastic, you know. The speed’s great. The view is perfect once
    you get to the bridges. (children babbling)
    – Yes, it’s been fun. – The kids have loved it. – I travel from Woolongong. The reason I came today
    because I caught the image in the school and I think it’s great that they got the driverless trams. – Oh I think it’s fantastic because there are an awful lot of people and it’s the first time they’re trying it. And the crowd control and the
    way the people are getting on and off is just brilliant. – So excited!
    (laughs) We come from Hong Kong. Yeah, far away, yeah. Just come here for the metro today. (laughing) – Wonderful. Loved it. I’ve grown up in this area all my life and I’ve been watching it develop and it’s excellent. It’s sleek and it’s pristine. The stations are amazing so it’s been a wonderful
    trip with my daughter. – Well, we’re back here live with our Rodd Staples who is the Secretary for Transport. Thanks for joining us, again. – Thanks, David. – Mate, what a day. We’ve been catching up
    with the public out here and they’re having a fantastic time but there’s been a few questions that I thought I might just try to you, if that’s all right.
    – Fire away. – [David] Everyone wants to
    know about this driverless train system and I guess how safe it is, how effective it is. And you’re probably the man
    to answer those questions. – Absolutely. I’ve been working on this, thinking about all the details, for the last eight years. I know all the details behind this system and we’ve taken the best
    from around the world where millions of people travel every day on systems like this and they’re the safest
    systems in the world. The stats show it, the details show it. We brought that to Sydney,
    first in Australia. A computer drives it, there’s lots of safety backups, we’ve got screen doors that we heard Jon talk about before, in your video clips. This is so safe. It keeps people away
    from all the risky areas and the train knows where
    every other train is at any one time so we can keep them apart. – [David] Mate, it was
    quite extraordinary. We went for a ride
    together earlier on today and just getting onto the train, getting off the train, just that whole process
    seems really simple. Is that something that you
    guys have really focused on? – [Rodd] We want this
    to be a really simple, easy journey for our customers so level platforms, more
    doors along the train. You don’t really need
    to think about things. Just get up, step off and then you’re on your journey. Train turns up, lots of doors, step on, find a seat really easy. The convenience is phenomenal, you can sit all the way through the train. It’s a bit crowded in one area? Move to another area, not a problem. – [David] And so what happens tomorrow? Because this is obviously stage one. These, this metro system
    gets you through to Chatswood and then you team up with
    the double-decker buses. Is that correct? – So it’s actually the trains. – [David] The trains, sorry. – You know, you’re all right. But look, today’s been
    a really special day. You talked about the 75 thousand or more and we’ve still got
    people right behind us, pouring through the system. And they’ve come from all over the city and in fact, a few of the
    times from the central coast. – [David] Oh really, wow. – So to get a real sense, we’ve got a lot of people come for a special day, fare free, and they really just wanted to try it out. Tomorrow, we’re into,
    really into business. And that’s about moving people to and from places on the quarry,
    Chatswood, and the city. So if you’re living out
    here in the Northwest and you want to get out of Macquarie Park, straight on, straight
    off, destination done. But if you’re going to the city, it is a bit different in the moment. You’re going to have
    to change to Chatswood to get onto something that’s modern suburban double deck trains. But we set those platforms up so it’s straight off, straight across onto the other platform
    and on with your journey down to the city. And that actually is only an interim thing for about five years. There’s gotta be a plan. – [David] Okay, that was my next question, because I thought we
    might get that in now. When is the next stage starting up and when do you think
    it might be finished? – [Rodd] So construction’s well underway. We already done ten,
    more than ten kilometers of tunneling.
    – Unreal. – For a tunnel from
    Chatswood, under the harbor, through Barangaroo, Martin
    Place, Townhall Central, out to Sydney and out to Bankstown. So this line, which today
    is the first in this trial, will be extended. And the construction is already underway so you can be absolutely certain that when that happens, this
    issue you’ve been talking about in Chatswood would disappear because people can just stay on the train, head all the way to the city. And in fact, what would happen, is that people maybe start
    switching the other way in Chatswood and start to take metro because it’s a 10 to
    15 minute quicker trip to get from Chatswood into the city by tunneling underneath. – [David] My people are gonna
    love you when this all works. (laughing) It all lines up together,
    it’s going to be fantastic. – [Rodd] Yeah, talking to people today, you got a real sense of,
    particularly those living around here, telling the stories about how this is going
    to change their lives, how their trips are going to be different, people with kids, how
    they’re gonna be out, stay at home, start to get an education in the quarry and further
    across Sydney because– – Oh that’s great. – Of what we created here. – Yeah and very, very quickly, tunneling underneath Sydney Harbor, that cannot be easy. – No. It’s not. It’s a big–
    – Probably a big question. – It’s a big engineering challenge but you know, you know Australia has got some of the best tunneling
    engineers in the world. They delivered this tunnel
    here in the Northwest 10 months ahead of schedule.
    – Wow. – We’ve got the same contractors working in the city environment, they’re preparing for a
    special tunnel machine to go under the harbor and you know, we’ve got
    some of the best experts in the world to deliver that. In the future, you won’t even think twice about the fact that you’re underwater, traveling through on the train because you’ll just be really stoked, really happy that you’re on the train– – Yeah, getting there quickly. – that’s getting thee every four minutes. – Yeah, thank you so very much, mate. And congratulations again on today. – Thanks, David. – Thanks for joining us. Well, ladies and gents, it has been a fantastic day out here. One of the amazing things
    is the 75 thousand people. You can still see people lining up, now, to have a go on the network, which is just amazing and
    such a tribute to the project. If you do want more information, you can actually register for updates. You can go to the Sydney Metro website but I can happily say that the Sydney Metro is now officially open. It is wonderful. It’s been a long time coming but it is now here for you, Sydney. So enjoy it and I’ll look
    forward to seeing you out there on the tracks. (melodic music)

    Articles

    Sydney Metro: track laying deep under Sydney

    October 7, 2019


    [Music] DANIEL BENNET – SENIOR PROJECT ENGINEER, TRACK & TUNNELS We then take the monoblock sleepers which are pre-fitted out with the delcor fasteners and spread them through the tunnel. Sleepers are spaced at 700mm. [Music] The continuous welded rail is picked up and threaded onto the sleepers to create the skeleton track. [Music] [END]

    Articles

    Transport Adventure | Transport Train for kids | Kids train | Bob the Train | Songs for kids

    October 6, 2019


    Hey! I ‘m Bob The Train I drive on the tracks Passengers can sit inside me And travel to far away places I also carry Goods from one place to another. Let’s go and meet the other modes of transport! Look, There is a car! Hey Bob! I am going out for a picnic. We’ll see you soon, Bob! Look kids! That’s a police car. What do you do? Mr. Police Car Police men sit inside me to catch thieves! That’s a brave Job, fighting against injustice! Where are you going firetruck? In so much haste There are people trapped in a fire,
    I’m going to save them with the help of firefighters! Look! There comes an ambulance. I’m going to carry the sick and injured people to the hospital. What are you doing garbage truck? I’m collecting garbage! Look there! It’s Forklift and Bulldozer. Hey guys! What are you all doing? Hey Bob!
    I’m helping forklift by moving the obstacles Hi Bob!
    I’m helping with loading and unloading Good work, you guys! Look at the helicopter, fly away. Bye Bob! Hey Tow Truck! What do you do? I tow away the wreck and the disabled cars? I hope you kids had fun learning the different modes of transport!

    Articles

    Sydney Metro West

    October 5, 2019


    Right across Sydney, we’re building for the future Connecting cities… and new communities And now… a new world-class railway for the West This is Sydney Metro West. Sydney is growing quickly and construction is well underway on many essential infrastructure projects. Over coming decades, our population will reach 6 million. New jobs and new communities across the city. And now, a new world-class metro Linking the heart of our West… to global Sydney and beyond. Connecting communities… from Parramatta to Sydney Olympic Park and on to Sydney’s new innovation jobs hub, the Bays Precinct. In the CBD, an easy interchange with the new Sydney Metro, which is currently under construction. And also, connections with Sydney Light Rail and the rest of the public transport network. The new spine of Sydney’s public transport system will work hand in hand with new rail services being investigated for Western Sydney. Busting congestion and taking the pressure off the existing rail and bus networks. This is Australia’s biggest public transport project For Tomorrow’s Sydney

    Articles

    Hakone, Mount Fuji, Ropeway, Owakudani, Pirate Ship, Tozan Railway

    October 3, 2019


    (UPBEAT DANCE MUSIC) (CALM MUSIC) (CAMERA SHUTTER NOISES) (APPLAUSE AND CHEERS) These clips were taken from our 14 days in Japan Movie, where we explore more of Hakone, Along with Tokyo, Kamakura, Yumoto, Shibu Onsen, The Snow Monkey Park and Tokyo Disney Click the links to watch that along with our growing back catalogue of travels and SUBSCRIBE for more!

    Sarah’s year in review
    Articles, Blog

    Sarah’s year in review

    October 2, 2019


    One of the things I enjoy most about
    working on the CYP project for Metro Tunnel is just the number of new and
    interesting people that I get to work with, and just the diversity of the work’s
    really really interesting. When I first joined the project
    my first task that I had to undertake with my team was to relocate the trams
    on St. Kilda Road, and probably one of my fondest memories is seeing that first
    test tram go successfully through at the end of the occupation. The thing that
    I really enjoyed was the way the whole team sort of really pulled together with
    that, and just a tremendous sense of achievement at the end after 17 days of
    round-the-clock work just to actually see that all come to fruition was just
    such a great feeling and really great to share that with the team. So
    2019 I think it’s gonna be a really busy year for the Service Works team we’ve
    got quite a lot of interesting works coming on not the least of which is that
    we get to do stage one trams all over again. This time in stage two to make
    way for the centre box construction as part of their Domain Station, so I
    think that’ll be really interesting. The really key thing for us down
    here is making sure that the station, service works and tunneling teams are
    all working together and taking into consideration everyone else’s program
    because success for one is success for all. Authorised by Victorian Government, 1
    Treasury Place, Melbourne