Warning to Americans it’s CNN, but: it’s their Travel section and not their News section so you can put the pitchforks down
- Britannic Explorer
- La Dolce Vita Orient Express
- Nightjet
- Seven Stars in Kyushu
- The Ghan
- The Canadian
- Qinghai-Tibet Railway
- Nordland Railway
- European Sleeper (coming soon)
- Vivek Express
- Caledonian Sleeper
- Andean Explorer
- Rovos Rail
Indonesia's government will acquire a majority stake in the high-speed rail operator. This move aims to manage the project’s outstanding loan obligations effectively.
More than 120 operational scenarios will take place during this phase, including disrupted train operations, customer evacuations from stations, crowd management, lift and escalator failures, security incidents and service recovery.
Two major emergency exercises will involve around 400 volunteers acting as passengers alongside emergency services and Transport staff.
Alongside these scenarios, some trains will continue operating across the full line between Tallawong and Bankstown.
Initially, these services will run overnight and on weekends before progressively increasing in frequency.
Soon, trains on the Southwest line will operate under fully automated conditions, controlled by the Operations Control Centre (OCC), replicating operations once passenger services begin.
Up until this point in the program, an operator has been on board to ensure the safe movement of each test train
The High Speed Rail Authority (HSRA) has appointed a partnership led by transport operator Keolis as its Business, Operations and Maintenance Adviser (BOMA) for the Newcastle to Sydney High Speed Rail project.
Keolis, alongside SNCF and CERTIFER, will help to embed operational, maintenance and customer considerations into the development of Australia’s first high-speed rail line.
As a global public transport operator with almost 20 years of experience in Australia, Keolis will provide overall leadership and transport integration guidance to the High Speed Rail Authority.
French transport operator SNCF will offer direct experience from more than four decades of high-speed rail operations, while CERTIFER will contribute specialist railway safety, assurance and certification capability.
Together, the partnership brings more than four decades of experience from operating and optimising established high-speed rail services, including France’s TGV network, Eurostar, Morocco’s Al Boraq and OUIGO services in France and Spain.
From their website: > As BOMA, the partnership will act as HSRA’s shadow operator and maintainer, embedding an operator-led approach into the design and development of the railway. This will help ensure the system is not only engineered effectively, but is also designed to be practical, efficient and customer-focused in operation.
The tldr: Building under Central & the city is expensive with many European countries doing these investments decades ago.
I just looked at the projects in Spain and France they're comparing to. They're comparing the costs of line extensions & orbital lines with fresh lines that go through a dense cbd.
Metro West would also be way cheaper if it didn't go into the cbd but that would defeat the entire point. Fun fact, Metro West Extensions will be much cheaper than this stage of the project!
The Amsterdam North south that also crosses a harbour is nearly identical in costs to Sydney Metro NW by km! Because they also had to build a big station in the cbd and tunnel underneath.
If all the metros were down the M4, M7, M12 etc. They would be much cheaper but they would SUCK.
Much of Perth's lines being cheaper is also because they're mainly converting old freight rail which Sydney has already done or old reservations that we do not have.
If we also look at many of the new lines being built in Europe, many are also orbital lines that don't go into the cbd which means the tunnelling and station construction is a lot cheaper.
SRL East in Melbourne for example will be much cheaper to tunnel but then the costs massively increase because it's an entirely new system that doesn't get to piggyback off existing infrastructure and since every station is an interchange, interchange stations are much more expensive to build than a regular station
These costs are also why when we see transport 2056 and whatever other documents have come after, there aren't really any plans to build more lines directly into the city but just extend what we have + Parra - Kogarah
Trade union FNV will carry out various labor actions in the first two weeks of September, chairman Hans Spekman announced. The union intends to bring train traffic to a halt for 24 hours and to stage strikes in the government services, at ports, and in hospitals, NU.nl reports.
The strikes are a protest against the Cabinet’splans to cut spending on social security benefits.
The railway strike will happen early in September, Spekman said. On June 24, the trade unions halted public transport for four hours in a strike. The action in September will have a “significantly greater impact,” Spekman said.
FNV is also planning actions at the government level, in ports, hospitals, and care homes. The hospital and care home actions will not be strikes, and employees will continue to safeguard the health and safety of the people in their care, Spekman said.
Spekman acknowledged that the strikes will be inconvenient. No one strikes for fun, he said. But the Cabinet is not listening and is not budging, so action is needed, according to the FNV chairman.
The union hasn’t set a date for the railway strike yet.
I took this photo at Shin-Osaka Station. With the 500 Series nearing the end of its service, I wanted to capture its timeless and futuristic design before it’s gone.
"The proposed Newcastle to Sydney High Speed Rail should have Parramatta, not Central, as its primary destination.
That’s according to the Western Sydney Leadership Dialogue, which has challenged Prime Minister Anthony Albanese to expand the thought process for the project beyond the centre of Sydney.
Western Sydney Leadership Dialogue Chairman Christopher Brown issued the plea at last week’s Airport City Summit, which focused on the soon-to-be-opened Western Sydney International Airport and its impact on western Sydney.
Modelling undertaken by the Dialogue shows focusing on Parramatta instead of Central would slash at least $15 billion off the cost of the High Speed Rail project, be delivered at least two years earlier, and better reflect the city’s demographic and economic future.
“We call on the Prime Minister to direct the High Speed Rail Authority board to spend the allocated $660 million for the scoping report to be broadened to include the viability of both options to determine which approach is best – not just for the West but the whole of NSW and beyond,” Brown said.
“Decisions made today will inform how Sydney moves, grows and connects for generations. This is a project decades in the making and one that will impact us for many years to come. We can’t afford to get this wrong.”
The Federal Government continues to fund the early stages of planning the project, with the hope that it may be ready for construction in 2028.
Albanese said the airport’s arrival would transform western Sydney and was far more than planes and passengers.
“I think this is going to be far more successful than anyone envisages, that in five years’ time…we’ll be talking about how we underestimated how successful it has been,” he said at the Summit.
Dialogue CEO Adam Leto said the once-in-a-generation airport project would define the region for decades to come.
“This incredible infrastructure will unlock new jobs, create a pipeline of skills and support the growth of both established and emerging industries that will support Western Sydney communities and businesses well into the future,” Mr Leto said.
“The Airport City Summit provided an opportunity to not only reflect on the decades-long advocacy that delivered the airport but also look ahead to the next transformative projects for the region, led by High Speed Rail.”"
By the year 2035. Assuming that the SRL, Melton electrification & Upfield extension to Wallan, the Airport Link and the Sydney Metro all go ahead we'll see
Sydney:
Melbourne:
Someone explain to me, how Sydney can build 112km of metro in 22 years (2013-2035), or about 5.0km every year and we'll be stuck building the SRL North and East (~35km + 26km) which is 61 km in 28 years or about 2.1km every year. They're building twice as fast as we are and they're building it cheaper. I find it difficult to believe that this is purely because of geological difference in the stones that both our cities sit on.
People here like to claim that it's because Sydney is just sandstone while Melbourne is more difficult to dig through. Sure, but TBMs can dig the tunnels anywhere between a few months to a year, right? That doesn't explain why it takes so long to actually install the rails and the wirings within the tunnels themselves. I swear saying it's geology and just geology is just copout answer at this point.
A part of me think's its in part of the CFMEU corruption which is certainly true to an extent but I don't think it can account for Sydney building more than twice as fast.
Given that there are some railway companies in Japan, I am wondering if there's any stereotypes about them.
E.g. (just example) "Keio often late" or "Tokyu's train is outdated" etc
Delayed, unreliable and forced into long detours due to construction: Germany no longer sets the pace when it comes to rail travel — and this is unlikely to change anytime soon. The company is mired in a deep crisis.