FOR SYDNEY TO MELBOURNE/ CANBERRA THE FIRST SECTION THAT NEEDS TO BE DONE IS THE CAMPBELLTOWN TO MITTAGONG SECTIONS, STRAIGHTEN AND LEVELLING/ BUILDING VIADUCTS TO BYPASS THE EXTREMELY SLOW AND WINDING ROUTE THROUGH PICTON, EXTEND THE SYDNEY TRAINS TO PICTON WITH THE ELECTRIFICATION OF THAT TRACK.
Why an underground Japanese SC maglev? It enables a secure straight tunnel that is no more expensive than on the surface. This enables the overnight container trains to replace trucks as it has to go 600 km/h which is impossible with wheels. A single guideway between passing stations allows this speed. By having twin guideways at passing stations it allows 2 stations at each city where trains southbound wait while northbound trains are doing 600 km/h and vice versa. This allows daytime trains to leave each city every half hour for only $10 to anywhere as the income comes from replacing trucks and planes. A 14 meter diameter single tunnel can be driven Sydney to Melbourne in two years by FIFO Chinese workers with 60 TBM from 30 launch sites with a further year to install the Japanese SC maglev.
I'm a resident of Lake Macquarie, and have caught trains to the Sydney CBD and other parts of Sydney numerous times. I also drive to Sydney and beyond fairly frequently, in spite of living about 5 minutes walk from Cardiff station. The current services really are that bad. The existing rail line in Newcastle has limited usage, in part because it doesn't connect effectively to the population and business centres. The only way that a high speed line is going to really work at the Newcastle end is for several interconnected fast metro lines to be built in the Newcastle area, and for there to be a high-speed to metro interchange station at say Fassifern, connecting to suburbs on the eastern side of Lake Macquarie, particularly Charlestown. Relying on buses on the existing road network to provide connections to high speed rail stations simply cannot provide the connection speed needed to lure people out of their cars. Developing a metro network also opens up the opportunity for Transport Oriented Development at metro stations. There's arguably a similar need for metro lines on the Central Coast, connecting from Tuggerah to the coast.
As the crow flys, Sydney to Melbourne is 700km. Make it 850km to account for the track wiggling. Doing that in 4hrs means speeds of ~130mph. HS2 is ~225mph. France reaches 200mph. High speed rail isn't that much more expensive than slower speed rail. Should they increase the speed to say 175mph, then Melbourne to Sydney can be done in 4hours.
australia really is such a disaster when it comes to these things, theres just so many different things that all cause different issues for rail, even down to stuff like how even our cities are allergic to building anything over 2 stories tall but thats a whole lot of stuff to try and fix all at once to try make things work and trying to do so many things at once is going to annoy so many people(even if theyre wrong) i think fasttracks segmented upgrades approach will work really well, just doing bit by bit over time it certainly wont result in a network that i would consider ideal, but i have no idea what im talking about also one of the slides mentioned the sydney to newcastle network terminating at hexham???? extending the line from newcastle out to hexham is such a weird spot to end, its the middle of nowhere, or is it trying to connect up to the newcastle freight bypass network that is in planning
I think regarding the Hexham thing assuming you mean the slides around 32 mins in, what it looks like they're suggesting isn't going into Newcastle and then back out to Hexham, but having the dedicated HSR line bypassing the built-up Newcastle area altogether (probably alongside the M1 or near enough to it) to maintain higher speed and lower constructions costs since the line would eventually continue further north past Newcastle to Brisbane, compared with a tunnel underneath Newcastle, its suburbs, and Hunter Wetlands for a CBD station, and instead having the area's dedicated HSR stop be a "Newcastle West" where the HSR line crosses over the existing Main North/Hunter Line at either of the existing Hexham or Tarro stations where it would connect with existing Hunter Line services, similar to many stations on the Shinkansen eg Shin-Osaka, Shin-Yamaguchi, or Shin-Yokohama, while also providing a TGV style connection off the HSR Main onto the current "classic" line somewhere after Tuggerah for direct Newcastle CBD services. Also it brings people from Maitland, Raymond Terrace, Cessnock, etc, 15-20 minutes closer to HSR service since the Newcastle-Maitland combined area has the same problem as Sydney where the Newcastle CBD is right at the eastern-most end of the built-up area, unlike Melbourne or Brisbane where the CBD is quite central. Probably the least bad way of handling HSR in the Newcastle area tbh.
@@apxdrv ah yep that makes a lot of sense an hsr station near taro would be absolutely hilarious to me though, that station barely even exists as is, like it just drops you on the side of a road going through farmland, there isnt even a footpath outside the station
@@vincentgrinn2665 Take a look at some aerial photos of Shin-Osaka or Shin-Yokohama from 1964, the year that the Shinkansen opened, and then compare with what they look like today. Those stations looked quite similar back then to what Tarro and Hexham look like now! There is potential to re-develop Tarro into something that looks like Shin-Osaka with a HSR station, but building in the floodplain of the Hunter River probably isn't a great idea.
Blah blah blah. It ain't going to happen. Sydney to Melbourne is atleast a $200 billion project and probably a lot more. On the east coast we have cities, valleys, mountains, forests, rivers, animal habitats and land subidence issues from different mining issues. Both sides of government have thrown away our manufacturing and technical capabilities over the last 40-50 years. We have gone from 70% manufaturing to less then 5% and our freight rail movement on the east coast has also dropped by the same amount. We don't have the population and the plane is perfect for our country and the distances we have to travel. Some will point to Sydney to Melbourne being one of the busiest air routes but it only moves about 10 million a year. Sydney trains moves that many people in 10 days. Then there is the really big issue that it won't help the rail freight business at all.
![BLACK BAG - Official Trailer [HD] - Only in Theaters March 14](http://i.ytimg.com/vi/Du0Xp8WX_7I/mqdefault.jpg)
FOR SYDNEY TO MELBOURNE/ CANBERRA THE FIRST SECTION THAT NEEDS TO BE DONE IS THE CAMPBELLTOWN TO MITTAGONG SECTIONS, STRAIGHTEN AND LEVELLING/ BUILDING VIADUCTS TO BYPASS THE EXTREMELY SLOW AND WINDING ROUTE THROUGH PICTON, EXTEND THE SYDNEY TRAINS TO PICTON WITH THE ELECTRIFICATION OF THAT TRACK.
Why an underground Japanese SC maglev?
It enables a secure straight tunnel that is no more expensive than on the surface.
This enables the overnight container trains to replace trucks as it has to go 600 km/h which is impossible with wheels.
A single guideway between passing stations allows this speed.
By having twin guideways at passing stations it allows 2 stations at each city where trains southbound wait while northbound trains are doing 600 km/h and vice versa.
This allows daytime trains to leave each city every half hour for only $10 to anywhere as the income comes from replacing trucks and planes.
A 14 meter diameter single tunnel can be driven Sydney to Melbourne in two years by FIFO Chinese workers with 60 TBM from 30 launch sites with a further year to install the Japanese SC maglev.
I'm a resident of Lake Macquarie, and have caught trains to the Sydney CBD and other parts of Sydney numerous times. I also drive to Sydney and beyond fairly frequently, in spite of living about 5 minutes walk from Cardiff station. The current services really are that bad.
The existing rail line in Newcastle has limited usage, in part because it doesn't connect effectively to the population and business centres. The only way that a high speed line is going to really work at the Newcastle end is for several interconnected fast metro lines to be built in the Newcastle area, and for there to be a high-speed to metro interchange station at say Fassifern, connecting to suburbs on the eastern side of Lake Macquarie, particularly Charlestown. Relying on buses on the existing road network to provide connections to high speed rail stations simply cannot provide the connection speed needed to lure people out of their cars. Developing a metro network also opens up the opportunity for Transport Oriented Development at metro stations.
There's arguably a similar need for metro lines on the Central Coast, connecting from Tuggerah to the coast.
Have a look at Rail Baltica... 500+ km of new build HSR for €26m ($40m) per km.
As the crow flys, Sydney to Melbourne is 700km. Make it 850km to account for the track wiggling. Doing that in 4hrs means speeds of ~130mph. HS2 is ~225mph. France reaches 200mph. High speed rail isn't that much more expensive than slower speed rail. Should they increase the speed to say 175mph, then Melbourne to Sydney can be done in 4hours.
australia really is such a disaster when it comes to these things, theres just so many different things that all cause different issues for rail, even down to stuff like how even our cities are allergic to building anything over 2 stories tall
but thats a whole lot of stuff to try and fix all at once to try make things work and trying to do so many things at once is going to annoy so many people(even if theyre wrong)
i think fasttracks segmented upgrades approach will work really well, just doing bit by bit over time
it certainly wont result in a network that i would consider ideal, but i have no idea what im talking about
also one of the slides mentioned the sydney to newcastle network terminating at hexham???? extending the line from newcastle out to hexham is such a weird spot to end, its the middle of nowhere, or is it trying to connect up to the newcastle freight bypass network that is in planning
I think regarding the Hexham thing assuming you mean the slides around 32 mins in, what it looks like they're suggesting isn't going into Newcastle and then back out to Hexham, but having the dedicated HSR line bypassing the built-up Newcastle area altogether (probably alongside the M1 or near enough to it) to maintain higher speed and lower constructions costs since the line would eventually continue further north past Newcastle to Brisbane, compared with a tunnel underneath Newcastle, its suburbs, and Hunter Wetlands for a CBD station, and instead having the area's dedicated HSR stop be a "Newcastle West" where the HSR line crosses over the existing Main North/Hunter Line at either of the existing Hexham or Tarro stations where it would connect with existing Hunter Line services, similar to many stations on the Shinkansen eg Shin-Osaka, Shin-Yamaguchi, or Shin-Yokohama, while also providing a TGV style connection off the HSR Main onto the current "classic" line somewhere after Tuggerah for direct Newcastle CBD services.
Also it brings people from Maitland, Raymond Terrace, Cessnock, etc, 15-20 minutes closer to HSR service since the Newcastle-Maitland combined area has the same problem as Sydney where the Newcastle CBD is right at the eastern-most end of the built-up area, unlike Melbourne or Brisbane where the CBD is quite central. Probably the least bad way of handling HSR in the Newcastle area tbh.
@@apxdrv ah yep that makes a lot of sense
an hsr station near taro would be absolutely hilarious to me though, that station barely even exists as is, like it just drops you on the side of a road going through farmland, there isnt even a footpath outside the station
@@vincentgrinn2665 Take a look at some aerial photos of Shin-Osaka or Shin-Yokohama from 1964, the year that the Shinkansen opened, and then compare with what they look like today. Those stations looked quite similar back then to what Tarro and Hexham look like now! There is potential to re-develop Tarro into something that looks like Shin-Osaka with a HSR station, but building in the floodplain of the Hunter River probably isn't a great idea.
Labor government in 1986
"not quite as much being spent on metros in brisbane"
lol yeah thats probably because they bought buses and just call it a 'metro'
Blah blah blah. It ain't going to happen. Sydney to Melbourne is atleast a $200 billion project and probably a lot more. On the east coast we have cities, valleys, mountains, forests, rivers, animal habitats and land subidence issues from different mining issues. Both sides of government have thrown away our manufacturing and technical capabilities over the last 40-50 years. We have gone from 70% manufaturing to less then 5% and our freight rail movement on the east coast has also dropped by the same amount. We don't have the population and the plane is perfect for our country and the distances we have to travel. Some will point to Sydney to Melbourne being one of the busiest air routes but it only moves about 10 million a year. Sydney trains moves that many people in 10 days. Then there is the really big issue that it won't help the rail freight business at all.