News & Discussion: Adelaide Metro Trains

[Spotto]

Just imagine if the project included redeveloped stations and grade separations.

A properly thought-out, future-proofed project? For Adelaide? Tell him he's dreaming!

[Jacob_ULG3]

Went out to a few stations today to see the progress and all masts are erected except for a few at Gawler Railway Station, maybe like a couple of dozen still needed for erection and then thats done.

The existing signals are now switched off and completely dead while some new signals are switched on and new ones remain off until later on when they come alive. The signal gantry at Salisbury has been replaced and new LED signals are fully installed, however switched off until later on.

Overhead wiring has been done between Smithfield -> Evanston (South-West of the station)
Between Smithfield and Elizabeth looks really close to being done in less than a month, with Return and Earth Wires placed. Elizabeth has the hanging structures in place similarly to how Hallett Cove and Hallett Cove Bch have it.

Meaning Just between Evanston -> Gawler Central, and Adelaide -> Nth Adelaide are still unwired. Once the Smithfield to Elizabeth Stretch is finished, the Evanston -> Gawler Central section is gonna be focused on.

I have taken a lot of photos at the following stations which are available from the Google Drive link available:

https://drive.google.com/drive/folders/ ... sp=sharing

Elizabeth
Broadmeadows
Smithfield
Munno Para
Evanston
Gawler
Gawler Oval

Theres 71 Photos in that folder, I do apologize for the dodgy quality for some, not a professional photographer.

[1NEEDS2POST]

Have they laid gauge convertible sleepers to Gawler? If so, then almost the whole network has gauge convertible sleepers. This should be the next project for Adelaide Metro trains. It gives no quick benefits, but will save us from problems in the future.

Gauge conversion of the Adelaide-Melbourne line took two weeks after the convertible sleepers were laid. The Adelaide Metro network is smaller and could be converted in pieces, eg. Seaford and Flinders in week 1, Belair in week 2, Outer Harbor and Grange in week 3 and Gawler in week 4. There would be minimal disruptions.

[whatstheirnamesmom]

That's an interesting thought. I imagine the government appetite isn't there yet, but would be good to see it happen.

Another question: how would conversion of the trains themselves happen? Or would we get new trains? I genuinely don't know so would be good to hear from people about the likely scenarios should conversion ever happen.

If it's a matter of swapping out the bogies for a more narrow set, would we then need platform modifications too? Some stations feel like a tight squeeze pulling up to the platform already so I would have thought conversion would mean the body would then conflict with some platforms? I can't picture how it would work, could someone explain?

Sent from my AC2003 using Tapatalk

[VLtom]

Gauge conversion of rail lines in Adelaide has been long dead and is never going to occur, it's been off the table since the tram-trains to the north-west were put on hold. Standardisation of the rail network was completely built around that and as it's gone there are zero benefits to conversion in 2021. We've started using Broad Gauge only sleepers on our rail lines with track renewals, you can see these new sleepers at Mawson Lakes and Kilkenny stations, they're the same as the ones used on the Vic BG network. There is no advantage to conversion to standard gauge, as long as Victoria retains a massive broad gauge rail network, we don't need to go through the expense to touch ours.

We don't need to run freight on the network, and in for the extremely remote possibility of running long distance services into the ARS, the complex BG-SG dual gauge track engineering and geometry has been implemented in Victoria and wouldn't be unreasonably hard to say move the Overland to the ARS from Keswick.

[Spotto]

Have they laid gauge convertible sleepers to Gawler? If so, then almost the whole network has gauge convertible sleepers. This should be the next project for Adelaide Metro trains. It gives no quick benefits, but will save us from problems in the future.

What future problems are you envisioning? What benefit would standardisation have other than a purely cosmetic harmonizing of rail gauges across systems? Currently, AdMet and ARTC own their own tracks and can run whatever services at whatever frequencies they want without having to worry about mixing trains. A freight breakdown isn't going to halt passenger services, and vice versa. Even if the AdMet network was standardised, freight and passenger trains on the Belair and Gawler Lines would continue to run on their own tracks. Mixing trains would introduce unnecessary complexities to timetabling and would also require track access fees to be paid to the other operator.

As for the rest of the network, there is no current or possible future freight demand on the Outer Harbor, Grange, Seaford or Flinders Line, so there's no need for freight trains to be able to access them. It's unlikely that rail freight will ever return to the long-abandoned Mid North lines so there's no need for freight access on the Gawler Line beyond Salisbury.

Not only would gauge conversion be very expensive, it sounds like there would be no actual reason for it which means all that money and time would essentially have been wasted.

[rubberman]

Have they laid gauge convertible sleepers to Gawler? If so, then almost the whole network has gauge convertible sleepers. This should be the next project for Adelaide Metro trains. It gives no quick benefits, but will save us from problems in the future.

What future problems are you envisioning? What benefit would standardisation have other than a purely cosmetic harmonizing of rail gauges across systems? Currently, AdMet and ARTC own their own tracks and can run whatever services at whatever frequencies they want without having to worry about mixing trains. A freight breakdown isn't going to halt passenger services, and vice versa. Even if the AdMet network was standardised, freight and passenger trains on the Belair and Gawler Lines would continue to run on their own tracks. Mixing trains would introduce unnecessary complexities to timetabling and would also require track access fees to be paid to the other operator.

As for the rest of the network, there is no current or possible future freight demand on the Outer Harbor, Grange, Seaford or Flinders Line, so there's no need for freight trains to be able to access them. It's unlikely that rail freight will ever return to the long-abandoned Mid North lines so there's no need for freight access on the Gawler Line beyond Salisbury.

Not only would gauge conversion be very expensive, it sounds like there would be no actual reason for it which means all that money and time would essentially have been wasted.

Why would standardisation be expensive? Shifting a single rail across is pretty small expenditure compared to all the resleepering, rail renewal, and ballast renewal that's been done. One could also extend suburban services up to Vitginia and Two Wells. Why would the Belair line not revert to the situation that existed under the SAR? The SAR could have operated the passenger and goods lines separately if there was a reason. However, they never did.

I'm not particularly agitating for it, but it's hardly an engineering challenge, nor something that should take all that long to do if organised professionally.

After the US Civil War, thousands of miles of track was regauged in two days. I repeat, thousands of miles in two days. That was in 1886. We ought to be able to manage it.

[SBD]

Have they laid gauge convertible sleepers to Gawler? If so, then almost the whole network has gauge convertible sleepers. This should be the next project for Adelaide Metro trains. It gives no quick benefits, but will save us from problems in the future.

What future problems are you envisioning? What benefit would standardisation have other than a purely cosmetic harmonizing of rail gauges across systems? Currently, AdMet and ARTC own their own tracks and can run whatever services at whatever frequencies they want without having to worry about mixing trains. A freight breakdown isn't going to halt passenger services, and vice versa. Even if the AdMet network was standardised, freight and passenger trains on the Belair and Gawler Lines would continue to run on their own tracks. Mixing trains would introduce unnecessary complexities to timetabling and would also require track access fees to be paid to the other operator.

As for the rest of the network, there is no current or possible future freight demand on the Outer Harbor, Grange, Seaford or Flinders Line, so there's no need for freight trains to be able to access them. It's unlikely that rail freight will ever return to the long-abandoned Mid North lines so there's no need for freight access on the Gawler Line beyond Salisbury.

Not only would gauge conversion be very expensive, it sounds like there would be no actual reason for it which means all that money and time would essentially have been wasted.

Why would standardisation be expensive? Shifting a single rail across is pretty small expenditure compared to all the resleepering, rail renewal, and ballast renewal that's been done. One could also extend suburban services up to Vitginia and Two Wells. Why would the Belair line not revert to the situation that existed under the SAR? The SAR could have operated the passenger and goods lines separately if there was a reason. However, they never did.

I'm not particularly agitating for it, but it's hardly an engineering challenge, nor something that should take all that long to do if organised professionally.

After the US Civil War, thousands of miles of track was regauged in two days. I repeat, thousands of miles in two days. That was in 1886. We ought to be able to manage it.

As someone else noted, the change of gauge requires slight realignment through the stations, but this can probably be done by the ballast machines as it only requires moving the track 3.25 inches sideways (to keep the centre line in the same place after reducing the gauge from 3" to 4'8.5") after the rail has been moved on the sleepers.

I suspect the ARTC line to Virginia and Two Wells is busy enough that a suburban service on the same single track would not work without duplicating it, so the question then is whether the operational efficiencies of having separate up and down tracks exceeds the separation benefits of laying a separate metro line in the corridor next to the interstate line. Somewhere between Salisbury station and Penfield intermodal terminal, the tracks would probably need to swap sides.

Given that the Dry Creek-Port Adelaide line was already dual gauge, I doubt there would be any greater appetite to carry standard gauge freight to/from the Barossa Valley, Roseworthy or places beyond than there was when broad gauge freight was ceased in favour of road transport.

There does not seem to be a pressing need for an extra passing loop on the interstate line between Mile End and Belair. Several stations in that segment have space to add metropolitan passing loops if required. Mitcham seems to be about half way and already has one.

[Goodsy]

I suspect the ARTC line to Virginia and Two Wells is busy enough that a suburban service on the same single track would not work without duplicating it, so the question then is whether the operational efficiencies of having separate up and down tracks exceeds the separation benefits of laying a separate metro line in the corridor next to the interstate line. Somewhere between Salisbury station and Penfield intermodal terminal, the tracks would probably need to swap sides.

It's not that busy, probably less than one freight train every 2 hours. There could easily be a suburban line using that track

[SBD]

I suspect the ARTC line to Virginia and Two Wells is busy enough that a suburban service on the same single track would not work without duplicating it, so the question then is whether the operational efficiencies of having separate up and down tracks exceeds the separation benefits of laying a separate metro line in the corridor next to the interstate line. Somewhere between Salisbury station and Penfield intermodal terminal, the tracks would probably need to swap sides.

It's not that busy, probably less than one freight train every 2 hours. There could easily be a suburban line using that track

In that case, if a service was proposed to restart in that direction, there would be the option of converting the entire suburban network, rolling stock, track maintenance equipment etc to standard gauge, or adapting one platform at Adelaide to standard (or dual) gauge with a spur from the standard gauge line. A separate consideration would be whether to electrify the ARTC line or run diesel or battery railcars on it. There would probably also be a need for a new platform at Salisbury and perhaps one or two other stations along the route.

[Goodsy]

I suspect the ARTC line to Virginia and Two Wells is busy enough that a suburban service on the same single track would not work without duplicating it, so the question then is whether the operational efficiencies of having separate up and down tracks exceeds the separation benefits of laying a separate metro line in the corridor next to the interstate line. Somewhere between Salisbury station and Penfield intermodal terminal, the tracks would probably need to swap sides.

It's not that busy, probably less than one freight train every 2 hours. There could easily be a suburban line using that track

In that case, if a service was proposed to restart in that direction, there would be the option of converting the entire suburban network, rolling stock, track maintenance equipment etc to standard gauge, or adapting one platform at Adelaide to standard (or dual) gauge with a spur from the standard gauge line. A separate consideration would be whether to electrify the ARTC line or run diesel or battery railcars on it. There would probably also be a need for a new platform at Salisbury and perhaps one or two other stations along the route.

if a passenger line was to use the ARTC line it should be Mallala - Two Wells - Virginia - Salisbury - Mawson Lakes - Adelaide, with a daily service to Port Pirie

[PeFe]

More wiring about to go up in Gawler

https://m.facebook.com/story.php?story_ ... 4342463158

[1NEEDS2POST]

Have they laid gauge convertible sleepers to Gawler? If so, then almost the whole network has gauge convertible sleepers. This should be the next project for Adelaide Metro trains. It gives no quick benefits, but will save us from problems in the future.

What future problems are you envisioning? What benefit would standardisation have other than a purely cosmetic harmonizing of rail gauges across systems?

Belair can be double track with standardisation and interstate trains could use ARS. It gives Adelaide Metro more options when buying rolling stock.

It's not that expensive. The Loxton and Pinnaroo lines were gauge converted in the 90s for low cost, they only ever had light traffic and they are longer than the Adelaide Metro network combined.

[Spotto]

Have they laid gauge convertible sleepers to Gawler? If so, then almost the whole network has gauge convertible sleepers. This should be the next project for Adelaide Metro trains. It gives no quick benefits, but will save us from problems in the future.

What future problems are you envisioning? What benefit would standardisation have other than a purely cosmetic harmonizing of rail gauges across systems?

Belair can be double track with standardisation and interstate trains could use ARS. It gives Adelaide Metro more options when buying rolling stock.

Please re-read the very first point I made in my response:

Currently, AdMet and ARTC own their own tracks and can run whatever services at whatever frequencies they want without having to worry about mixing trains. A freight breakdown isn't going to halt passenger services, and vice versa. Even if the AdMet network was standardised, freight and passenger trains on the Belair and Gawler Lines would continue to run on their own tracks.

Take Sydney, ARTC runs an exclusive freight corridor parallel to several sections of the Sydney Trains passenger network. All lines in Sydney are SG, but wherever there's separate tracks the trains don't mix, ARTC stick to their own tracks. I'm willing to bet that even if standardisation were to happen in Adelaide, the tracks would remain separate and the Belair Line and ARTC line would remain single track. Keeping the lines fully separate is much easier than arranging AdMet and ARTC to cooperate in scheduling services.

[PeFe]

Upgrades to the diesel trains removing the fumes at the Adelaide Railway Station.

Cleaner, greener public transport
08 Sep 2021
South Australia’s public transport system is taking another step forward to providing an efficient, effective and greener public transport system.

New electric trains
Twelve new Electric Multiple Unit (EMU) trains consisting of 36 railcars will join the Adelaide Metro train fleet over the next 12 months.

This increases the number of electric railcars in the fleet from 66 to 102 and will enable fully electric operations on the Seaford, Flinders and Gawler train lines.

The new EMUs will be custom fitted for the Adelaide Metro fleet by Alstom, a locally represented company engaged to provide maintenance services to the metropolitan train operator, Keolis Downer.

This work will result in seven new full time jobs and two apprenticeships.

The EMUs operate quieter than diesel trains, reducing noise impact to residents along rail corridors, and use recovery energy during braking meaning more energy efficient vehicles.

The new EMUs will be introduced into service progressively from early 2022.

Diesel train upgrades
We currently own and manage a fleet of 70 diesel railcars, with 45 of these to be upgraded with hybrid energy storage and recovery systems aimed at reducing the fleet’s fuel consumption, noise, vibration and diesel emissions.

These hybrid energy systems will enable excess energy to be recovered when the train is braking, to be stored in batteries for later use.

This will result in improved reliability and reduced operating costs of up to 20%, plus a more attractive service for passengers by eliminating diesel fumes when trains are sitting undercover at Adelaide Railway Station.

Once upgraded, these 45 diesel trains will be the only diesel vehicles required for service.

More buses from 2022
Further investment has been put towards 20 new buses, including 17 hybrid electric buses and three new articulated diesel buses which will be supplied by contractor Scania Australia and bodied locally by South Australian business Bustech.

These hybrid-electric buses can reduced emission by up to 92%, especially when stopping to pick up or set down passengers or when travelling in silent mode on battery power.

The first three hybrid buses are already in service with the remainder to be in service by the end of January 2022, ready for the start of the school year.

Trams - the green transport choice
Adelaide Metro trams play a major role in offering passengers a safe and comfortable journey with a low ecological footprint.

Trams are identified as one of the greenest urban transport modes, with Adelaide’s Flexity and Citadis trams designed to reduce ground noise and vibration to enhance mobility for all customers, while being optimised for energy efficiency with reduced CO2 and greenhouse gas emissions.

To add to this, Flexity trams are 98% recyclable with 98% of the material used to construct them also coming from recycled sources.

Public transport savings estimator
The cost of driving your car to and from a common destination most days each week can add up quickly.

The Adelaide Metro savings estimator can work out how much money and carbon emissions you could save by using public transport instead of driving your car.

https://www.adelaidemetro.com.au/about- ... _transport