Browsing Tag: transport

    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.

    Secrets Of The Trams
    Articles, Blog

    Secrets Of The Trams

    September 8, 2019

    Hello! Yes, the day is finally here, we’re wearing bright green and we’re starting in Beckenham Junction to finally go and do Secrets of the Trams. So we’re out on the trams, but before we can start our journey I feel like I need to bring you up to speed with a bit of history. When the trams were launched back in 2000, there were three routes with three colours Even the trams themselves were red in colour. TfL took control of the trams, though, in 2008, and gave the network its now-distinctive green livery. By this time, a fourth route was also in operation, and so the map looked like this. And our first stop is… we’re at Beckenham Road, as the tram that we’ve just been on leaves there. Something to notice: there’s a single track over here. That line there is the National Rail system. Now, interestingly, the trams are actually timetabled to pass it at the same point, but, obviously, you can’t have two trams at the single platform at the same time. So, in practice that rarely works, but it is interesting to note that, in terms of scheduling, they should be here at the same time. There’s a junction just up there, where the trams wait for each other to pass. Now, Roding Valley is the least-used station on the Tube, and I very much suspect that our next station has got low passenger numbers, too. Welcome to Birkbeck, which features, always, in the top 10 list of least used National Rail stations –that’s right–because half of it is on the tram, and half of it is on the National Rail. And, therefore, it’s weird that once every half an hour a big, 8-car Southern train comes through to this somewhat dead station. It’s a weird, quiet, strange place, and I bet you’ve never been to Birkbeck. Now, when the tram network was built, a lot of it was made easier by the fact that it used the alignments of old, existing, and, in some cases, disused railways, and the first clue we see of this is at our next stop. We’re at Woodside, which might possibly be my most favourite stop on the whole tram network, because there’s a whole bunch of history here. Woodside railway station is just there; an old National Rail–British Rail, as it was– railway station, which they then converted into a tram stop. So, if you look behind me, you can see here there’s this building that spans the railway, and that is the old, original station building. But come down the side, and there’s even more history to see. And here, down by the side of the station, you can see is this ramp. That’s because when the station opened in 1871 there was a racecourse just down the road nearby, and this ramp was installed to allow them to load and unload horses to go to the racecourse! And, it’s still here today. The next place down the line is almost a tram stop that shares its name with a London Underground station. We’re at Blackhorse Lane tram stop. Don’t get that confused with Blackhorse Road on the Victoria and the Overground. And we are here to see Addiscombe railway park. You’ll see that the tram stop is over here, but down here… Ooo, look at that. Can you see? That is clearly the old alignment of an old railway with the road bridge going across. “What’s that? A lost railway, Geoff? Surely, you need a ‘Lost Railways in London’ video about that?” And we have, we’ve done one, so click in the corner right now to find out more about Addiscombe, and the line down to Selsdon. We took a pleasant ten minute walk along the old railway line, noting that there is nothing left at all to see of the old Addiscombe station, and then we got to Lebanon Road. So, we’ve now hit the part of the tram network where the tram tracks actually in the road. The cars, and buses, and trams all share it. It gets a little bit congested, and that’s why here, at Lebanon Road, they’ve staggered the stops so the eastbound one is over there, and we’re here on the westbound one. It’s the only place, as far as we know, on the tram network where it happens. It’s also just one of three stations where, bizarrely–how antiquated is this?– there’s still a payphone.
    [phone rings] Oh. [phone rings] Hello? Oh, it’s me. Hi, Geoff. Where are you? Getting back on the tram, and look at the moquette seating pattern it’s made by Wallace-Sewell the same people that design the moquette for the We had a quick look at the history plaque at Sandilands and then went to find another old railway that the trams re-use at Croydon The line between West Croydon and Wimbledon used to be a single track british railline which also closed in 1997 to have a tram network to take his place. An oddity of that is that West Croydon’s three platforms on London 1 , 3 and 4 So where is Platform 2? Well, it used to be a bay platform, where the single line used to terminate and it’s mostly been filled in now, to be part of Platform 3 but if you look closely, there’s a still a short stub left of it here that you can see at the western end of the station The trams cut right through Croydon high street at this point the most obvious example of the trams being classified as what’s known as an ‘open’ system And round the corner, a place designed specifically for something that a lot of people We’ve got Centrale tram stop here which I really like Now, when the tram system opened in 2000 Why? because Croydon opened up a brand new shopping centre Leaving Croydon, and you get to Wandle Park And it’s at this point that the trams are also running in the same place as the old Surrey Iron Railway Which went between here and Wandsworth Now trams, are really just like buses on rails But out of the town, they can really move fast Up to 60 kilometres per hour And a bit like the DLR where you can pretend that you’re driving You can sort of see out of the front too and pretend that you’re in control And next up, yet another point where we encounter an old abandoned railway We’re at Merton Park station, the tram there of course heading back up to Croydon The Merton, Tooting and Wimbledon railway That closed in the 1920’s to passengers, but survived for freight until the 1970’s * THIS TRAM, IS FOR WIMBLEDON * And so onto our final stop … Wimbledon And platform 10 has been split into 10a, and 10b If you’ve never been on the trams before, I say “Why not? What’s wrong with you!” Me? I don’t even live near a tram stop, and yet I’m going back in for one last ride on a tram, and somehow .. get home, see ya!

    Metro Tunnel – Archaeology process
    Articles, Blog

    Metro Tunnel – Archaeology process

    September 7, 2019

    We have a team, all up
    of around 30 people, and so that includes
    archeologists, but also people dealing
    with artifacts, excavator operators, people doing mapping, planning,
    those sorts of things. So, a whole range of activities
    are going on on-sight on any one day. I’m studying at La Trobe University,
    in my third year of study doing a Bachelor of Arts. I feel like it’s such a hands-on thing,
    being out there you know how to trowel properly,
    how to bag artifacts, all that sort of stuff for the
    practical experiences, it’s made a lot easier. Well, I hope to learn a lot more
    about Melbourne’s past and its history, and its heritage, and a sense of involvement as
    well on what’s a great project, and being part of the community. So all artifacts are retrieved
    through sieves, or when they’re found when we’re
    troweling in the ground. They then get washed, they get bagged so we know exactly
    where they came from because these sites can
    be very complex, and then they go through a process
    of management in the Artifact Management Centre. So once they’re dried and cleaned, they go to me, the
    Artifact Manager, and I do a little bit of
    preliminary research and also record some of the
    basic characteristics that will help with dating
    and placing the objects. So, that all goes into a
    database, and then eventually I will do an analysis
    on the assemblage, and that put together with the
    information from excavation and it goes into the final report.
    So hopefully we can come up with a kind of cohesive story of what
    went on on site and who lived here. I’m undertaking the first-aid conservation
    for the Melbourne Metro site, and that means that I’m stabilising objects
    when they come out of the ground so that they’ll last as long as possible. The most unstable things are organic,
    so we’re looking at textiles, wood, leather, and we’re finding
    those materials on the site. Those materials need to be refrigerated
    as soon as possible and that’s because if you let them dry out, they will change
    shape and they’ll lose the form that will tell you the story, and that’s what
    we want, we want the story. What works in our favour as archaeologists,
    is that in the early days of occupation of Melbourne, there was actually
    no formal rubbish removal. In those days people really had no choice
    but to push it to the back of their property, so that works in our favour because
    they’ve left behind a record of how they lived, the sorts of
    things that they ate, the sorts of objects that they valued, and the
    sorts of things we get really excited about is actually they’ve put a lot of things in
    there cesspits or their toilets and that’s really exciting for us. To me, when archaeology is most exciting, when it tells us things that we don’t already know. So, we’re hopeful that this project will give us
    those insights into the way Melbourne was established by the pioneers,
    how it grew and change; and the archaeological remains, the artifacts,
    as well as the building remains are the key to understanding that.

    Sydney Metro: West update, March 2018
    Articles, Blog

    Sydney Metro: West update, March 2018

    September 7, 2019

    Sydney’s great new railway
    is coming to life. From the first half
    of next year, Sydney Metro services
    will start running in the city’s
    booming North West… ..then extending
    under the city centre in 2024. And now… ..the metro rail revolution
    is headed west. A new, fast, underground
    metro railway between our two great cities… ..faster than any other
    public transport service between Sydney
    and Greater Parramatta. This is Sydney Metro West. We’ve been working with
    the community and industry to refine this city-shaping
    infrastructure project, which now includes
    a new Metro station at Westmead, supporting this growing health,
    research and education precinct. A new underground connection between Metro and
    suburban rail in the west will get you faster to places
    like Sydney Olympic Park, the CBD, and the new Bays
    Precinct. And an underground connection
    with the Northern Line means more and faster
    public transport options. Save up to 30 minutes every day
    on train travel between the Central Coast
    and Parramatta and about 20 minutes from
    Hornsby, opening the door
    to more job opportunities and extra time
    with family and friends. Taking the pressure off
    the congested T1 Western Line, Sydney Metro will double
    the rail capacity between Parramatta and Sydney. And we’re safeguarding potential
    Metro extensions to the west. One option is the new
    Western Sydney Aerotropolis. Now is the time to have your say
    as we plan for the future. This is Australia’s biggest
    public transport project, for tomorrow’s Sydney.

    Working at Rail Projects Victoria
    Articles, Blog

    Working at Rail Projects Victoria

    September 7, 2019

    [Karoline] What I find amazing about working
    at Rail Projects Victoria is that everyone has a common goal, and they share that same
    goal. [Ian] What motivates me on a daily basis is
    the fact that we’re developing something that will serve Melburnians and Victorians for
    decades to come. [Katie] The most enjoyable part I’ve found
    is being genuinely excited to go to work each day, knowing that every day is different but
    very productive and busy. [Damian] Being able to attract some of Australia’s
    leading professionals, that have the ability to deliver these complex rail projects. I’m working with some exceptional people,
    it’s a learning journey that we’re all on. [Conor] We’re working to bring benefits to
    all of Victoria, the Regional Rail Revival program is going to upgrade every rail line
    in the state and that means we’re bringing benefits to rail passengers all across Victoria,
    and we’ve seen some of the benefits being delivered already. It’s great to see regional Victorians benefitting
    from the work we’re doing. [Karoline] It’s been quite exciting to see
    what you are actually working on being developed, constructed and finished and I think that’s
    the key difference. [Jordyn] Everyone is really open and inclusive,
    you can go up and talk to anyone and they’re happy to help you. [Ian] We really put great emphasis on people
    being happy and getting the most out of them in the workplace. [Katie] Being in my position it can be quite
    overwhelming working and studying full-time, but it’s been very refreshing going to work
    knowing that they’ll support me in my studies as well. [Conor] I think it’s a great place to work
    because there is a definite commitment to the people who work here, to help them develop
    in their careers and further their careers here at RPV. [Karoline] What I enjoy most is enabling my
    team to succeed, giving them that support and enabling their success is really what
    I enjoy. [Damian] I also really enjoy working with
    the team to navigate extremely complex problems that seem to arise in these major projects. There’s probably not a day that goes past
    that I don’t learn something. [Katie] Rail Projects Victoria is expanding
    so rapidly and there’s so many different projects they’re looking after. [Jordyn] When I come into work, I can see
    everything they’re doing on the Regional Rail Revival and you see all the changes every
    day in the new infrastructure coming up. [Karoline] The role is quite varied and it
    keeps you motivated, I think it’s what gets us out of bed every day to come in and
    see what’s waiting for us. [Jordyn] What I have gained at RPV is the
    confidence to know that this is what I want to be doing in the future and this is where
    I want to be. [Announcer] For more information, head to
    the Rail Projects Victoria website, and find out how you can become part of the team.


    Sydney Metro: Bella Vista Station update, December 2017

    September 6, 2019

    [UPBEAT MUSIC] Bella Vista is a unique station with two canopies. The two canopies are here to cover the two primary plazas at Bella Vista Station. One covering the south main entry. And the second covering the concourse area for the multistorey carpark. [MUSIC ENDS]

    Sydney Light Rail – six month project update
    Articles, Blog

    Sydney Light Rail – six month project update

    September 5, 2019

    It’s been six months since the project started and there is so much happening; we’re occupying four zones here in the city and four zones out in the east in Moore Park & Randwick. So here in the city, we’re now working all the way from Circular Quay to Wynyard and all the way from Market Street to Town Hall. The project is progressing so well. What you’re seeing now is the non-sexy stuff, it’s the utilities work under the ground, digging holes, protecting all the cables and pipes that are down there so that we can come back and do the really hard yakka of laying the tracks. But what we’re going to see as the year goes on is more and more zones and a lot more activity. We’re undertaking probably one of the most comprehensive mapping and investigation activities of services anywhere of a project of this type in the world. George Street in particular over many, many decades has got a complex web of services beneath the surface and our challenge is to work with utility providers to relocate those to pave the way for the light rail construction. A lot of this work with utilities is actually underground and taken at night so the general public won’t notice a lot of activity, but there is a lot of work going on. We knew that this project would be disruptive and we are so proud of Sydneysiders and how they’ve responded to help us. We’ve had drivers really change their behaviour and so what we’ve seen is a reduction in people entering the city by car between 8 – 9 in the morning. But we’re worried about complacency. We also really want to thank bus commuters who have responded so well in the past six months to massive changes and we’re going to see more changes happen out in the east as we progress the project. Our key message to people who work or visit the CBD is leave your car at home if at all possible and use public transport. If you need to bring your car in we need you to avoid the city centre, we need you to travel outside of the peak and to travel on the edge of the city on the routes that we’ve actually increased capacity on. We need the space we’ve got left for those who need to be here taxi drivers, freight operators and people who are servicing the buildings. Our mission is to keep Sydney moving and to keep Sydney open for business. We’re trying to activate the areas where possible too and we’ll be doing more activation, more activities, be they photographic exhibitions, concerts… we want to make sure we get the message out that Sydney is still open and it’s still a great place to come.

    Progress Update (August 2019)
    Articles, Blog

    Progress Update (August 2019)

    August 27, 2019

    Hi everybody, my name is Mark Wild and
    I’m the CEO of Crossrail. Myself, my senior team and the many thousands of
    people working on Crossrail, it’s our job to deliver this fantastic railway. We’re
    doing pretty well, we’ve formed a new plan in April and we’re now executing against it. We’re making steady progress actually, I’m here today
    at Paddington and you can see behind me the state of completion and this is
    pretty typical across all of our stations. It’s been a very busy couple of
    months actually, we have achieved multi- train testing at close headway. Sounds complex, but basically that means two of Sounds complex, but basically that means two of our brand new trains quite close
    together in the tunnels and an essential part of gaining the safety certification.
    In the next six months we’re aiming to actually complete the stations and
    complete the fit out of the tunnel and that’s a major achievement for this
    project, which obviously had challenges in the past, but we are now firmly back on
    track and we’re delivering this project. The other thing we are doing in
    parallel of course is testing our signalling system and Bombardier and
    Siemens our providers are working really closely together – and for the first time
    on Crossrail we have the signalling software at a point of maturity where
    we’re really now getting into the verification and safety certification of
    the signalling system. Again, we aim to complete that by the end of this year as well. And all this leads us to get into what we call Trial Running in the first
    part of 2020. And when we’re in Trial Running, in that phase we really shake-down the system, get it up to the right level of safety and reliability that
    customers of course will expect. And that’s why so much effort is going on
    now, completing the stations, getting the safety systems on the train system at
    the right level. In the next couple of weeks we’ll hand over the very first of
    the 30 big engineering structures that need to be handed over to our
    infrastructure maintainers, that will be Victoria Dock Portal.
    We’re close to handing over Tottenham Court Road and Custom House stations, but
    there will be many more to come. And the importance of Trial Running is that from point on we get into a phase of reliability growth and we are still very much on
    track for opening this railway in our declared opening window between
    October 2020 and March 2021. It’s the most challenging part of the project now, there are many tasks to do, but the project team are committed, working really hard, working well together and although pressures remain, we remain on
    track to open within the declared opening window. I’m particularly pleased about
    the collaborative spirit of Crossrail and all of our partners. The great supply
    chain we have, from the civil engineering contractors to the electrical
    contractors to the big train manufacturers of Siemens, Bombardier, it’s a real collaborative effort. And we are doing it because we’re building the
    Elizabeth line for London, a line that will transform the lives of millions of
    people. It’s my commitment to keep you updated on the progress that we’re
    making, it’s very important that we’re transparent and as soon as I have news,
    I promise to share that with you.