Sydney Metro control roomand 24 hour service
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TP
Oct 11, 2024, 5:26:50 AM10/11/24
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Inside Sydney Metro control room amid push for 24-hour service
With Sydney embracing “Metro mania”, the private operator has confirmed it is investigating extending its operating hours. Take a look inside Metro HQ.
James Willis
Daily Telegraph
October 11, 2024 - 5:00PM
https://www.dailytelegraph.com.au/n.../08b52cd837fa975646278c9e716c6dde#share-tools
Call it “Metro mania”. Sydney’s enthusiasm for the new Metro has kickstarted investigations into the possibility of extending the operating hours on Sydney’s flagship transport network.
With Australia’s first automated train now making up to 200,000 trips per day, CEO of Metro Trains Sydney, Daniel Williams confirmed his team is independently inspecting the possibility of running constant services.
“We are talking around the potential for a 24-hour service on a Thursday and a Friday. The option is there and we are currently exploring it,” Mr Williams revealed.
Currently, the Metro closes for several hours overnight for maintenance which includes the track, signalling systems, tunnels, alarms and stations.
Mr Williams said on Thursday and Friday “there is less maintenance activity going on. What we’d be looking to do is restructure that maintenance window to distribute it across the early part of the week, so we can run trains (on those days) through the night.”
Sydney Metro City Acting Project Director Nathan Hoffmeister, left and Metro Trains Sydney CEO Daniel Williams at the Operations Control Centre in Tallawong. Picture: Tim Hunter.
“Everyone loves the new Metro and the numbers we originally had forecast … we have far surpassed those numbers. We felt after the first four weeks that may have plateaued, it completely has not.”
He pointed to the London “Tube” network, which runs for 24 hours on several days and is popular with shift workers: “The belief is it will be pretty much the same in Sydney, but we still need to test that”.
However, despite the claim from the project’s independent operator, a government spokesperson said there are “no planned changes to the current Sydney Metro timetable” and the final decision “would be made by the state government.”
The Daily Telegraph has been campaigning for extended Metro hours, with support from the Rail, Tram and Bus Union, Young Labor and the business community.
She Metro is now making 200,000 trips a day. Picture: Richard Dobson / Newswire
A City of Sydney-commissioned study found improved public transport at night was needed to help the city’s night-time turnover to an annual worth of $30 billion by 2030.
INSIDE METRO’S ‘MISSION CONTROL’ HQ
This week The Daily Telegraph went inside the Metro’s “mission control”, the Operations Control Centre (OCC) at Tallawong.
Here, staff monitor 21 stations as services reach speeds of up to 100 kilometres an hour, arriving every four minutes during peak times.
“We’ve had eight weeks of really good, consistent performance” said Mr Williams, as he guided this masthead through the room.
Mr Williams has worked in transport for 32 years in Paris, Berlin, the UK and Toronto, but declares the Metro is “by far is the most city-shaping, life-changing project I’ve ever been involved with”.
Staffers monitor Metro movements at the Tallawong control centre. Picture: Tim Hunter.
The centrepiece of the OCC is a 17-metre screen, offering a live visual representation of the location and status of each train “set”, plus a range of CCTV cameras.
Staff, who generally work 12 hour shifts, perform specialist operational duties to ensure the network runs smoothly.
The Metro is controlled by a “central brain” called the Automatic Train System, programmed by complex algorithms, which send out various instructions.
When those systems fail, an alarm rings out in the control room, allowing staff to pinpoint the issue and resolve it immediately. Overwhelmingly, the problem is simply caused by a blocked door. Alarms rang out frequently during this masthead’s visit.
Pashin Madan, one of the Train Controllers working on a section of the line said “when a door strike does happen, the camera pops up so we can actually see which door it is. We can automate it or liaise with station staff if they need to be physically closed.”
A separate role is Station Controller — who interact with Metro staff on the ground at each individual location and handle passenger flow on platforms, while also cataloguing faults.
Staff monitor the driverless trains from the Metro Trains Sydney Mission Control Centre in Tallawong today. Picture: Tim Hunter.
The Information Security Controller is tasked with monitoring anti-social behaviour and keeping customers safe. There are an astonishing 3500 cameras scattered across the Metro.
“The real science of this system is being able to pinpoint a particular location” Mr Williams said.
“If a passenger was to press the emergency alarm, what would ultimately happen is that camera would be trained right in on that person’s location.
“We have an excellent working relationship here with the local police and they’re even quite frequently asking us for playbacks on CCTV, asking us to hone in on certain areas. We can (also) pause trains outside of platforms to enable the police to be present.”
The Metro has 45 train sets, which are rotated through a “set cycle”, as only 31 are in action during peak times. Some of these sets will also be used in the future, when the line extends into the Metro South West.
Screens and cameras follow every Metro move. Picture: Tim Hunter.
Operators at the OCC have the ability to add additional trains to the grid from either Tallawong or Sydenham. They can also override the route and skip stations, which occurred this week after a fire alarm at Gadigal.
Another senior role — described by Mr Williams as “the conductor of the orchestra” — is the Manager of Network Control, who ensures the line is running to its meticulous schedule. A complex spirograph gives live indications of performance times.
“This role is absolutely key, because the slightest distortion in the network can take a period of time to recover” Mr Williams said.
“They have a difficult role in trying to balance the customer needs with equally trying to deliver a safe, reliable, high performing network.”
Before launching, Metro staff held more than 240 drills and exercises, including with emergency services.
Station Controller Riva Shaheen, Chief Controller Daniel Merlino and Station Controller Nicole Radakovic, at the Metro’s OCC. Picture: Tim Hunter.
“That is everything from someone putting a suspect package on the train, right through to smoke on a train, right through to a door obstruction or an escalator not working. A real series of structured drills and exercises” Mr Williams said.
Future options include extending hours of operation and also the ability to run services every two-and-a-half minutes, although that has only happened during testing.
Eight weeks since the extended line opened, passenger numbers have exceeded predictions, a phenomenon known internally as “Metro Mania”, and the flow-on effect is an improved performance on Sydney’s above ground rail.
With Sydney embracing “Metro mania”, the private operator has confirmed it is investigating extending its operating hours. Take a look inside Metro HQ.
James Willis
Daily Telegraph
October 11, 2024 - 5:00PM
https://www.dailytelegraph.com.au/n.../08b52cd837fa975646278c9e716c6dde#share-tools
Call it “Metro mania”. Sydney’s enthusiasm for the new Metro has kickstarted investigations into the possibility of extending the operating hours on Sydney’s flagship transport network.
With Australia’s first automated train now making up to 200,000 trips per day, CEO of Metro Trains Sydney, Daniel Williams confirmed his team is independently inspecting the possibility of running constant services.
“We are talking around the potential for a 24-hour service on a Thursday and a Friday. The option is there and we are currently exploring it,” Mr Williams revealed.
Currently, the Metro closes for several hours overnight for maintenance which includes the track, signalling systems, tunnels, alarms and stations.
Mr Williams said on Thursday and Friday “there is less maintenance activity going on. What we’d be looking to do is restructure that maintenance window to distribute it across the early part of the week, so we can run trains (on those days) through the night.”
Sydney Metro City Acting Project Director Nathan Hoffmeister, left and Metro Trains Sydney CEO Daniel Williams at the Operations Control Centre in Tallawong. Picture: Tim Hunter.
“Everyone loves the new Metro and the numbers we originally had forecast … we have far surpassed those numbers. We felt after the first four weeks that may have plateaued, it completely has not.”
He pointed to the London “Tube” network, which runs for 24 hours on several days and is popular with shift workers: “The belief is it will be pretty much the same in Sydney, but we still need to test that”.
However, despite the claim from the project’s independent operator, a government spokesperson said there are “no planned changes to the current Sydney Metro timetable” and the final decision “would be made by the state government.”
The Daily Telegraph has been campaigning for extended Metro hours, with support from the Rail, Tram and Bus Union, Young Labor and the business community.
She Metro is now making 200,000 trips a day. Picture: Richard Dobson / Newswire
A City of Sydney-commissioned study found improved public transport at night was needed to help the city’s night-time turnover to an annual worth of $30 billion by 2030.
INSIDE METRO’S ‘MISSION CONTROL’ HQ
This week The Daily Telegraph went inside the Metro’s “mission control”, the Operations Control Centre (OCC) at Tallawong.
Here, staff monitor 21 stations as services reach speeds of up to 100 kilometres an hour, arriving every four minutes during peak times.
“We’ve had eight weeks of really good, consistent performance” said Mr Williams, as he guided this masthead through the room.
Mr Williams has worked in transport for 32 years in Paris, Berlin, the UK and Toronto, but declares the Metro is “by far is the most city-shaping, life-changing project I’ve ever been involved with”.
Staffers monitor Metro movements at the Tallawong control centre. Picture: Tim Hunter.
The centrepiece of the OCC is a 17-metre screen, offering a live visual representation of the location and status of each train “set”, plus a range of CCTV cameras.
Staff, who generally work 12 hour shifts, perform specialist operational duties to ensure the network runs smoothly.
The Metro is controlled by a “central brain” called the Automatic Train System, programmed by complex algorithms, which send out various instructions.
When those systems fail, an alarm rings out in the control room, allowing staff to pinpoint the issue and resolve it immediately. Overwhelmingly, the problem is simply caused by a blocked door. Alarms rang out frequently during this masthead’s visit.
Pashin Madan, one of the Train Controllers working on a section of the line said “when a door strike does happen, the camera pops up so we can actually see which door it is. We can automate it or liaise with station staff if they need to be physically closed.”
A separate role is Station Controller — who interact with Metro staff on the ground at each individual location and handle passenger flow on platforms, while also cataloguing faults.
Staff monitor the driverless trains from the Metro Trains Sydney Mission Control Centre in Tallawong today. Picture: Tim Hunter.
The Information Security Controller is tasked with monitoring anti-social behaviour and keeping customers safe. There are an astonishing 3500 cameras scattered across the Metro.
“The real science of this system is being able to pinpoint a particular location” Mr Williams said.
“If a passenger was to press the emergency alarm, what would ultimately happen is that camera would be trained right in on that person’s location.
“We have an excellent working relationship here with the local police and they’re even quite frequently asking us for playbacks on CCTV, asking us to hone in on certain areas. We can (also) pause trains outside of platforms to enable the police to be present.”
The Metro has 45 train sets, which are rotated through a “set cycle”, as only 31 are in action during peak times. Some of these sets will also be used in the future, when the line extends into the Metro South West.
Screens and cameras follow every Metro move. Picture: Tim Hunter.
Operators at the OCC have the ability to add additional trains to the grid from either Tallawong or Sydenham. They can also override the route and skip stations, which occurred this week after a fire alarm at Gadigal.
Another senior role — described by Mr Williams as “the conductor of the orchestra” — is the Manager of Network Control, who ensures the line is running to its meticulous schedule. A complex spirograph gives live indications of performance times.
“This role is absolutely key, because the slightest distortion in the network can take a period of time to recover” Mr Williams said.
“They have a difficult role in trying to balance the customer needs with equally trying to deliver a safe, reliable, high performing network.”
Before launching, Metro staff held more than 240 drills and exercises, including with emergency services.
Station Controller Riva Shaheen, Chief Controller Daniel Merlino and Station Controller Nicole Radakovic, at the Metro’s OCC. Picture: Tim Hunter.
“That is everything from someone putting a suspect package on the train, right through to smoke on a train, right through to a door obstruction or an escalator not working. A real series of structured drills and exercises” Mr Williams said.
Future options include extending hours of operation and also the ability to run services every two-and-a-half minutes, although that has only happened during testing.
Eight weeks since the extended line opened, passenger numbers have exceeded predictions, a phenomenon known internally as “Metro Mania”, and the flow-on effect is an improved performance on Sydney’s above ground rail.
“This has made Sydney a truly international city” Mr Williams said.
(Tony P)
Geoffrey Hansen
Oct 11, 2024, 6:43:30 PM10/11/24
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I sometimes think that the Metro is like a large model train layout controlled from a remote centre.
Regards
Geoffrey
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TP
Oct 12, 2024, 2:17:26 AM10/12/24
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Just think of the metro as a horizontal elevator.
What rail and tram systems are missing is a giant hand that comes down from the sky and relocates rolling stock that's got itself into a mess.
Tony P
Matthew Geier
Oct 13, 2024, 1:31:29 AM10/13/24
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On 11/10/24 23:43, Geoffrey Hansen wrote:
> I sometimes think that the Metro is like a large model train layout
> controlled from a remote centre.
It is basically that. The Sydney Metro M1 trains are not smart or in any
> I sometimes think that the Metro is like a large model train layout
> controlled from a remote centre.
way autonomous. The train simply follows speed codes transmitted from
the ground equipment. It's basically an extension of 100 year old cab
signalling technology, except a human isn't looking at the signal and
translating that to a power/brake setting, the indication is being feed
straight to the speed controller.
The signalling system works out which of a limited number of speeds
ensures safe movement and that is transmitted to the train. The train
blindly follows that instruction.
Sydney Metro 'regulation' is performed by the control center staff
withholding departure authority for trains at a stations. It's possible
the master train planning computer can do this with human intervention.
The trains them selves have no idea of route profile or operating
diagram, they just follow the speed code sent to them.
The simple minded system frequently results in the trains 'hunting' for
an ideal speed. Particular up the grade from Epping to Cherrybrook, the
trains hunt badly, with pulsed application of power. The train powers
for the grade, reaches line speed, over speeds slightly, cuts off, slows
down below target, then powers again. 'bang bang control'. With their
modern electronic traction drive, any level of power could be applied
for traction, but no, it goes full on, full off and back to full on again.
I've also observed multiple times trains charging up the grade when they
go onto the viaduct section further west at full power, crest the grade
still at full power then go to full brake. A decent control system (and
a competent human driver) would cut off before the top of the grade to
avoid suddenly speeding up when the grade eases.
I hope Siemens provides a more intelligent system for Metro West. I've
certainly been on GoA4 metros where the train does exhibit route
knowledge uses momentum properly.
There are any number of systems referred to as 'distance to go' where
the signalling sends the 'distance' to the next speed / authority change
and the train itself calculates the appropriate speed profile to meet
that authority. This is NOT what Alstom supplied for 'M1', instead it's
an old school 'send speed code to train and train runs at that speed'. I
think Alstom also have Distance-to-Go systems, but I suspect we got the
old speed-code system because TfNSW specified 'tried and tested system'.
So we got a rehash of a 40 year old control system instead of 'state of
the art'.
Note i've seen similar tech applied to trams - Dubai's trams have to
line up with the platform doors at stops, so the trams auto-brake into
the stations. When the tram hits the station beacon, the ATP takes over
from the human and brings the tram to a stop within the 10cm tolerance
for the platform doors.
A good human driver is more than capable of this accuracy, but not all
drivers employed by operators care about their 'craft'.
TP
Oct 13, 2024, 3:49:57 AM10/13/24
to TramsDownUnder
Regardless of the control system, the metro has consistently achieved 98-99% reliability and 98-99% customer satisfaction, including surviving the busy first week of the city extension with absolutely no lapse in performance. Achievements only matched by Sydney Ferries. No other mode comes close. I think these issues are quibbles for tech-heads that have no bearing on the actual day to day experience.
Tony P
Andrew Highriser
Oct 13, 2024, 4:07:27 AM10/13/24
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I don't think I am a tech head but both London's DLR and Sydney's Metro felt unnatural to me. I hated the way they accelerated and then braked, instead of coasting. On the Metro, I did not like the G forces when sitting sideways, as I don't on Melbourne's D Class trams.
Andrew.
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TP
Oct 13, 2024, 5:52:14 AM10/13/24
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Maybe the general public doesn't have the eye for detail of the enthusiast, but after scanning feedback and social media on the metro for a few years, I find virtually nobody has any critical comment about the quality of the ride. I associate coasting with a slow journey. Have had enough of that over the years on Sydney Trains. One of the things I like about Prague's trams is that they most definitely don't coast and the journeys are quick! They have very strong acceleration and deceleration. People have other things to do than spend hours commuting. If I want a leisurely commuter trip I'll hire a pony cart.
Tony P
Matthew Geier
Oct 13, 2024, 4:34:02 PM10/13/24
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On 13/10/24 10:52, 'TP' via TramsDownUnder wrote:
> Maybe the general public doesn't have the eye for detail of the
> enthusiast, but after scanning feedback and social media on the metro
> for a few years, I find virtually nobody has any critical comment
> about the quality of the ride.
to Bella Vista a few months back. Some of the trains do have significant
have ride problems.
Any operator can run a reliable service with near brand new equipment
and separation from 'external' influences.
Poster Children of 'reliable and frequent services' Hong Kong MTR
(operator of Sydney Metro) and the Singapore MRT are now both having
reliability problems as their earliest infrastructure approaches 30
years old and their growing networks become more complex.
MTR probably got the gig operating Sydney trading on their reputation
for profitability and reliability - but it was a mirage. Back home they
no longer have any more real estate sell off and the maintenance costs
of their aging infrastructure are catching up with them, not covered
fully by fare box revenue.
Singapore had a very high profile failure a few weeks back - an older
train suffered a gear box issue and while being run back to the depot
derailed and wrecked several kilometers of track in the process. Cracked
the running rail in multiple places, tore out the conductor rail. It
took them 4 days to fix. Senior government people are 'demanding
answers'. The operator has asked the government for even more money to
'fix the reliability issues'.
Geoffrey Hansen
Oct 13, 2024, 5:14:17 PM10/13/24
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Do you think the rough riding is because of the trains or the tracks?
Regards
Geoffrey
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Brian Blunt
Oct 13, 2024, 8:10:41 PM10/13/24
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I’d say it was the trains, because you get different performances over the same track sections.
I rode up to Tallawong a few weeks ago and the vertical oscillations made it near impossible just to read the newspaper. Other carriages have similar problems at different levels of discomfort.
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Geoff Olsen
Oct 15, 2024, 9:11:32 AM10/15/24
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“Tech heads” Mr. Prescott? I would suggest that the criticisms are valid regardless of the statistics that you are viewing from afar. I would grade the metros performance as satisfactory but can, with a little effort, do much better.
Of course the most amusing (to me) comment that I have heard is “They don’t go on strike.” As the trains are controlled by humans I think that we just need to be patient on that score.
Geoff O.
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TP
Oct 15, 2024, 8:44:57 PM10/15/24
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Monthly patronage figures are starting to come through and, at present, M1 is averaging over 5 million passengers per month, which would average over 60 million per year, making it already the third busiest train line in Sydney after T1 and T4. It has taken patronage from T1, T9, T4 and other lines, enabling those lines to function better and the closure of T3 for conversion has relieved pressure on Central and the city circle, enabling more suburban services to enter the city. It has also generated additional patronage that didn't use public transport previously. Satisfactory indeed.
I've never experienced this ride issue, so it must be random, but I agree that the operator should clear it up. From the above figures, it's obviously not deterring people from using the metro. Reliability, speed and frequency are clearly valued foremost by public transport users, a fact that seems to elude the insight of most enthusiasts.
Tony P
TP
Oct 17, 2024, 12:29:09 AM10/17/24
to TramsDownUnder
A map of the desired metro network, just released by Sydney's planning think tank, Committee for Sydney, with a new housing policy report. It's similar to the government's 2056 plan, with a couple of additions.
Tony P
TP
Oct 17, 2024, 5:02:07 AM10/17/24
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espee8800
Oct 17, 2024, 11:17:45 PM10/17/24
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So what are the dotted and dashed lines represent other than the obvious - the route to be take?
On Thu, 17 Oct 2024 at 15:29, 'TP' via TramsDownUnder <tramsdo...@googlegroups.com> wrote:
A map of the desired metro network, just released by Sydney's planning think tank, Committee for Sydney, with a new housing policy report. It's similar to the government's 2056 plan, with a couple of additions.
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cheers and best wishes,
David in Avenel.au,
[Before you change anything, learn why it is the way it is.]
Robert Taaffe
Oct 17, 2024, 11:55:23 PM10/17/24
to 'Alex Cowie' via TramsDownUnder
Fantasyland
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TP
Oct 18, 2024, 12:31:48 AM10/18/24
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The thin solid line is the section of M1 that is operational. The thin dashed lines are lines under construction. The thicker lines with short dashes are proposed lines, with the exception of the Warringah line to Dee Why which is not yet formally proposed, but is a suggestion by Committee for Sydney.
Tony P
Geoffrey Hansen
Oct 18, 2024, 12:32:16 AM10/18/24
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It's especially frustrating how there is currently no rail connection between Tallawong and the Richmond line or between Carlingford and Epping.
Regards
Geoffrey
Fantasyland
On 18 Oct 2024, at 2:17 pm, espee8800 <espe...@gmail.com> wrote:
So what are the dotted and dashed lines represent other than the obvious - the route to be take?
On Thu, 17 Oct 2024 at 15:29, 'TP' via TramsDownUnder <tramsdownunder@googlegroups.com> wrote:A map of the desired metro network, just released by Sydney's planning think tank, Committee for Sydney, with a new housing policy report. It's similar to the government's 2056 plan, with a couple of additions.
--cheers and best wishes,
David in Avenel.au,
[Before you change anything, learn why it is the way it is.]
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Stuart Keenan
Oct 18, 2024, 9:37:33 PM10/18/24
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I agree, very frustrating that it stops so close yet so far from Schofields station and convenient interchange. Equally bizarre is the decision to stop the metro at Bankstown instead of extending it to, say, Regents Park. The previous short direct journey from Campsie to Chester Hill (to give an example) is now and forever more a bit of an ordeal with changes of train necessary at both Bankstown and Regents Park. The direct Liverpool - Bankstown trains seem to have vanished!
On Fri, Oct 18, 2024 at 3:32 PM Geoffrey Hansen <gnhan...@gmail.com> wrote:
It's especially frustrating how there is currently no rail connection between Tallawong and the Richmond line or between Carlingford and Epping.Regards
Fantasyland
On 18 Oct 2024, at 2:17 pm, espee8800 <espe...@gmail.com> wrote:
So what are the dotted and dashed lines represent other than the obvious - the route to be take?
On Thu, 17 Oct 2024 at 15:29, 'TP' via TramsDownUnder <tramsdo...@googlegroups.com> wrote:A map of the desired metro network, just released by Sydney's planning think tank, Committee for Sydney, with a new housing policy report. It's similar to the government's 2056 plan, with a couple of additions.
--cheers and best wishes,
David in Avenel.au,
[Before you change anything, learn why it is the way it is.]
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TP
Oct 19, 2024, 12:21:40 AM10/19/24
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The planning approval for the NW rail line was organised by the previous Labor government, which was still thinking about whether the line should join with the Richmond line and, if so, where, so the approval only went as far as Tallawong. The following Coalition government wanted to get started on the job asap, rather than wait a further couple of years for more studies and a new planning approval, so that's why we have the line terminating at Tallawong. All the reservation and planning for extending the line to Schofields and Marsden Park has been done, but now it awaits approval to go ahead. Whether the current government will do this remains to be seen, but at least they've commissioned a business case.
The Bankstown metro line is proposed to go through to Liverpool, cutting at least 15 minutes off the journey time for Liverpool commuters to Sydney. There is a reservation for an underground station at Bankstown (the present metro station is a temporary one) for the Liverpool extension. This extension will be an indefinite time in the future as there are other proposed lines with a higher priority. Meanwhile, Liverpool services have reverted to their traditional city route via Regents Park and Lidcombe, with alternative services running via Granville. It's possible to change from a Liverpool train to Bankstown at Regents Park or Lidcombe.
Tony P
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