Just abuslty astonishing american cities need this well done for all of you who made this possible stand up and take a bow . Brian maxey from St Louis Missouri
Why wasn't the line extended another 3km/2 miles from the terminus at Tallawong to link up with the Richmond line at Schofields? It seems a glaring omission, albeit one that could be fixed later. Also, at 25:20, the narrator notes that escalators coming pairs - one up and one down. It is odd that there isn't a set of stairs adjacent to, or between, them in case one has to be shut for maintenance. In Washington DC, three are often installed so two can go in one direction to accommodate peak periods with the third serving the few travelers going in the other direction.
They usually don't happen at all on these automated lines as most of them are equipped with platform screen doors and entirely grade separated from any other traffic. They run on "sterile" environments so there are no suicides nor grade crossing collisions possible. There are no longer "track wandering" issues either. I live in Paris where 3 of the main metro lines are fully automated & driverless (plus 3 VAL mini-metro lines to access or move within airports). Of the 3, one was fully automated from its conception (M14, inaugurated in late 90's and currently being doubled in lenght) and two historical ones that were converted (the century+ old M1 & M4). They're all equipped with platform screen doors and have the highest reliability and service record on the network. They also allow for very high frequency with 80 or 90 seconds between departures, giving the feeling that the previous train barely has time to clear the platform before the next one enters the station. Another major asset of fully automated driverless lines is their ability to increase service capacity and frequency in mere minutes. One example of such capabilities is at Paris M1's Western terminus near la Défense U Arena, Europe's largest indoor sports arena / concert hall. Line M1's HQ is in communication with the arena and on its call, the HQ injects a bunch of trains on the line minutes before the actual end of the event (often slightly different than the planned end time) at top frequency to help carry the 40K spectators back to home. No need to have 50 or 60 train drivers on stand-by for several hours, waiting for a game or concert to end, only a couple mouse clicks are needed and voilà! The line's throughput capacity has tripled. The operators and transit agency in Paris are so fond of fully automated driverless lines that they are building 4 entirely new lines of the type under the city as part of the Grand Paris Express huge project. They also have plans to convert at least 2 other historical lines (M11 & M13) in the near future. There's quite a tradition for fully automated driverless metro lines in France anyway, several cities started being equipped in the 80's and 90's and are also converting some of their manned lines : Lille, Toulouse, Lyon, Rennes and Marseille. I understand there's a bit of resistance against full automation in English-speaking countries but the level of service, safety, reliability and practicality of fully automated driverless lines is incomparable and once at least one will be running, no-one will ever look back at driver-operated trains. Sometimes here passengers like to joke about HAL being in control (reference to the threatening computer in the movie "2001") when the dwell times are a bit too short during peak hours and the train tries to recover a light delay. But passengers are not scared at all, quite the opposite, they love being at the front window to watch the tunnel ahead, as if they were driving the train. The service improvement offered by automation is so great that they are currently modifying the central underground section of RER line E (a suburban express and ultra high capacity heavy metro that crosses the city center). The new system will take over from the driver for the entire central section and will be a remote autopilot running on a centralized computer and allowing very short separation at speeds up to 140km/h. They are studying its implementation on the busiest high-speed lines of the country to allow a reduction in separation from 3 minutes to 2 minutes or less at speeds of 320km/h. As current high-speed lines are saturated during peak hours with one train each way every 3 minutes. So Sydney absolutely made the right choice by going for fully automated driverless trains with platform screen doors. I bet the public will be extremely satisfied by the quality and reliability of the service.
100 kph is kind of anemic when you consider there are other automated systems around the world with top speeds of 120 to 130 kph that have been providing service for more then a half century.
@@jondurr What is your point, 120 kph is 74 mph and 130 kph is 80, mph. As I said, there are transit systems elsewhere in the world that have been routinely operating at those speed for more then a half century.
After following for seversl days now, the disastrous flooding that ravaged China, I felt uncomfortable thinking how engineers and designers would protect the whole system from similar scenario?
The designers lost focus. It was supposed to be a transportation system not an art project. You wasted untold of millions to fulfill other peoples dream
Outstanding.
Indeed
Outstanding 🎉..Hope I visit this beautiful city and ride this ingenious work of engineering oneday. 😊
Just abuslty astonishing american cities need this well done for all of you who made this possible stand up and take a bow . Brian maxey from St Louis Missouri
Congratulations, well done project!
The question left unanswered was, what do they do with the TBM when you finished using them? Cool series, I wish they showed the completed system. :)
WOW, What happened to the boring machines?
Why wasn't the line extended another 3km/2 miles from the terminus at Tallawong to link up with the Richmond line at Schofields? It seems a glaring omission, albeit one that could be fixed later.
Also, at 25:20, the narrator notes that escalators coming pairs - one up and one down. It is odd that there isn't a set of stairs adjacent to, or between, them in case one has to be shut for maintenance. In Washington DC, three are often installed so two can go in one direction to accommodate peak periods with the third serving the few travelers going in the other direction.
Automated trains would prevent the mental distress drivers experience from collisions and suicides.
They usually don't happen at all on these automated lines as most of them are equipped with platform screen doors and entirely grade separated from any other traffic.
They run on "sterile" environments so there are no suicides nor grade crossing collisions possible.
There are no longer "track wandering" issues either.
I live in Paris where 3 of the main metro lines are fully automated & driverless (plus 3 VAL mini-metro lines to access or move within airports). Of the 3, one was fully automated from its conception (M14, inaugurated in late 90's and currently being doubled in lenght) and two historical ones that were converted (the century+ old M1 & M4). They're all equipped with platform screen doors and have the highest reliability and service record on the network.
They also allow for very high frequency with 80 or 90 seconds between departures, giving the feeling that the previous train barely has time to clear the platform before the next one enters the station.
Another major asset of fully automated driverless lines is their ability to increase service capacity and frequency in mere minutes.
One example of such capabilities is at Paris M1's Western terminus near la Défense U Arena, Europe's largest indoor sports arena / concert hall.
Line M1's HQ is in communication with the arena and on its call, the HQ injects a bunch of trains on the line minutes before the actual end of the event (often slightly different than the planned end time) at top frequency to help carry the 40K spectators back to home.
No need to have 50 or 60 train drivers on stand-by for several hours, waiting for a game or concert to end, only a couple mouse clicks are needed and voilà! The line's throughput capacity has tripled.
The operators and transit agency in Paris are so fond of fully automated driverless lines that they are building 4 entirely new lines of the type under the city as part of the Grand Paris Express huge project.
They also have plans to convert at least 2 other historical lines (M11 & M13) in the near future.
There's quite a tradition for fully automated driverless metro lines in France anyway, several cities started being equipped in the 80's and 90's and are also converting some of their manned lines : Lille, Toulouse, Lyon, Rennes and Marseille.
I understand there's a bit of resistance against full automation in English-speaking countries but the level of service, safety, reliability and practicality of fully automated driverless lines is incomparable and once at least one will be running, no-one will ever look back at driver-operated trains.
Sometimes here passengers like to joke about HAL being in control (reference to the threatening computer in the movie "2001") when the dwell times are a bit too short during peak hours and the train tries to recover a light delay.
But passengers are not scared at all, quite the opposite, they love being at the front window to watch the tunnel ahead, as if they were driving the train.
The service improvement offered by automation is so great that they are currently modifying the central underground section of RER line E (a suburban express and ultra high capacity heavy metro that crosses the city center). The new system will take over from the driver for the entire central section and will be a remote autopilot running on a centralized computer and allowing very short separation at speeds up to 140km/h.
They are studying its implementation on the busiest high-speed lines of the country to allow a reduction in separation from 3 minutes to 2 minutes or less at speeds of 320km/h. As current high-speed lines are saturated during peak hours with one train each way every 3 minutes.
So Sydney absolutely made the right choice by going for fully automated driverless trains with platform screen doors.
I bet the public will be extremely satisfied by the quality and reliability of the service.
100 kph is kind of anemic when you consider there are other automated systems around the world with top speeds of 120 to 130 kph that have been providing service for more then a half century.
It's km/h mate.
It's depending a bit on the distance between stops.
@@vstr4276 The station spacing along the line being built in this video can easily support speeds as high as 120 to 130 kph .
100 km/h = 62 miles/h.
@@jondurr What is your point, 120 kph is 74 mph and 130 kph is 80, mph. As I said, there are transit systems elsewhere in the world that have been routinely operating at those speed for more then a half century.
After following for seversl days now, the disastrous flooding that ravaged China, I felt uncomfortable thinking how engineers and designers would protect the whole system from similar scenario?
isn't this episode 3?
No :)
The designers lost focus. It was supposed to be a transportation system not an art project. You wasted untold of millions to fulfill other peoples dream