Real time train journey | Kiama to Thirroul limited stops | Slow TV

[@garrystokes6830]

Fantastic very informative video. I love your work. One possible improvement for older people like me might be more contrast on the station info up the top of the screen, either on black like your “lower” comments or another colour, please. The white gets lost against bright clouds etc for me.😊

[@logocafe7624]

Fantastic trip, love the NSW network, more please appreciated 😊

[@MrAnsairDude]

Amazing video. Loved it

[@hamwank]

Excellent additional information my local station used to be Oak Flats until moving to Werris Creek 3yrs ago.

[@mounteden280]

Great video! Watching your videos makes me feel like I'm on a guided tour with all the brilliant facts 😅 I've never been down some of these lines so I'm glad you're able to share your wealth of knowledge. Please do more of these!

[@BigBlueMan118]

23:47 So the 'train stop' system speeds have since been revised up to 140kmh from the initial install of 115kmh, but the sections of the Sydney network that previously had 120-160kmh speeds are all still restricted to 115kmh (except a small section of 125kmh near Riverwood) - even though we now are introducing both InterCity and Regional fleets that can do 140kmh with current signalling and the 'train stop' system in place, or could even do 160kmh if they deal with the other steps needed to get there like tensioning the overhead and improving the signalling overlay?! Madness.

[@RailViewAus-i1o]

160kph (max 140 kph) is not possible with any fleet within train-stop territory, only a virtual train-stop (ATP) solution will permit this currently. Otherwise full ETCS Level 2 is required. NSW did not opt for a non-mechanical ATP system such as the Thales TPWS, so we are stuck with this until 'Digital Systems' project fixes this (hopefully). 160kph is still permitted in non-train stop territories such as north of Wyong to Wyee & of course the ARTC network.

[@BigBlueMan118]

@@RailViewAus-i1o I thought the current set-up goes something like this: the existing installation of ETCS level 1 only monitors speed, whilst (most) signals are not monitored, so signal sighting distance is still a limitation on line speed. We don't have *full supervision* level 1 which could be the proper ‘layered’ system built on top of the classic system which monitors all signals and speeds and warns of upcoming red signals well in advance. It would put the classic system in the cab, thus removing signal sighting distance as a factor. Level 2 "Digital systems" as you say would be removing the classic system entirely, with signed block markers replacing colour light signals and all movement authorities given by continuous radio communication with the traffic management system. In Level 1 updates are only given when passing over a eurobalise but in level 2 these balises are for location data only with other info given over radio. For Level 2 you would need all stock to be fitted out which is not happening anytime soon, but full level 1 would be possible quickly & cheaply. But regardless my chief point was actually that the section between Penrith and Blacktown used to be all 150-160kmh but is now held at 115kmh, and in one of your earlier videos you showed how the Campbelltown line used to have long sections of 130-160 but is currently only 115kmh mostly with a short section of 125kmh, so all of this should be back up to 140kmh as should a bunch of the faster bits of the Central Coast line which you also did a (shorter) video on? Or did the Central Coast get the 'train stop' fit-out? Thanks for your work anyway, we are all learning alot and many of us really value your contributions!

[@RailViewAus-i1o]

@@BigBlueMan118 it seems you may understand more about signalling than me, but for the section you are referring to the current signal spacings are insufficient for 160 kph tripping of rolling stock, & in principle tailoring signal spacing for 160kph introduces a penalty to the medium-speed headways (ie. lowers capacity for suburban services) on any section of line. So unless a line is dedicated as 'fast' through traffic only it won't get thru a cost-benefit study..... ATP provided a direct solution for these issues, however they got lazy & copied the existing 'neutered speeds' to get the project done on time. Also the speeds along all these areas of track have not been looked at for years so yeah, and that's not even the half of it......it's all politics tbh

[@BigBlueMan118]

@@RailViewAus-i1o There is no way I understand more about this than you, though my old man worked in the signalling & comms for Transport for decades until retirement including building the ATRICS system. You make a good point but the Western line west of Seven Hills/Blacktown to St Marys does have dedicated fast/express tracks where you don't have to mix speeds if rolling stock can all reach 160kmh, so that is one section that could be sped up I would have thought. I think they wouldn't need to worry about signal spacing if they did the full ETCS L1 properly because then the drivers can see several kilometers of signals ahead of them on their display, but this is getting beyond my knowledge. Basically everything I hear about the current rail organisation indicates that passenger travel time is really not a priority at all, or at least well down the list. In contrast with Sydney Metro for example, and this becomes clear when the ECRL was converted to Metro they raised the line speed from 80kmh to 90-100kmh where curves were possible, and they are raising line speeds along the converted Bankstown line as well including raising the maximum again from 80kmh to 90kmh or 100kmh and minor straightening of platforms along with platform screen doors allowing higher arrival speeds. Sure these things are small but they add up, especially with a modern signalling system also allowing you to push to rolling stock with better acceleration/deceleration out of curves and stations along with shorter dwells. If we do get an HSR organisation started with a new Tuggerah-Gosford-Central tunnel as a first phase, I am pretty much of the opinion it should be totally separate from the legacy infrastructure and management for utilitarian reasons.

[@JDTrain]

Now you just need to do the Hunter Line. I would appreciate you doing the Scone train since that's the only one Sydney Trains Cab Videos didn't do before the videos where all taken down but I understand if it's too hard.

[@bingbongwong4567]

i saw MAN 007 on that day

[@peejay1981]

Ahhhh! I always wondered why the metro speeds were neutered to 115. Now I know!

[@davidpemberton9326]

Have to ask this -what is the squealing sound seems to be common to the Oscar

[@poino11]

I wonder how much it would cost to upgrade those level crossings up to top line speed? must be cheaper than all those platform extensions they paid for.....

[@thetrainguy4]

I would be very interested to hear the political reasons. It is truly outrageous that we have x35 crossovers on what would be a continuous 160km/h line anywhere else in the world. Hopefully pollies and management can lift their game and do ETCS properly to replace tripcocks.

[@poino11]

the problem is they have de-rated the future 160 kph stock to 130 kph so theres no longer any incentive to spend money on increasing speeds above that.....

[@thetrainguy4]

@@poino11 They're limited by TOC only I thought. I heard they are still being maintained to 160.

[@poino11]

​@@thetrainguy4correct, however in an organisation that has already proven itself capable of mismanagement its likely this speed will never change as staff move on...... The train should have been TOC listed at 160kph with a disclaimer for future reference that operations are limited to 130kph....until the respective concerns are dealt with....(whatever they may be )