Norman wrote: ↑Sun Aug 27, 2017 12:10 pm
In the end, we ARE re-using poles. The ones along North Terrace between King William Street to Frome Street are being retro-fitted, so they are not replacing EVERYTHING. I am sure they will also re-use existing traffic lights, etc.
But re-using poles that are at or near the end of their asset life is silly, even the ones in Melbourne would be close to replacement age. Might as well replace them now while they are working on the line rather than having to close the system in 5-10 years because they have to replace these old poles. Imagine the Advertiser articles if that happened!
One of the definitions of an engineer is that an engineer is someone who can do for a dollar what anyone else can do for ten. So, let me assure you that a competent engineering organisation could replace poles, if necessary, without service interruption or undue expense. It could, with proper maintenance, extend the life of steelwork forever. The Sydney Harbour Bridge, in a corrosive marine environment, isn't going to collapse because it's made of steel, any more than poles, in a far less corrosive environment, are. So, frankly, if there's a system closure due to pole replacement, the Advertiser would be justified in criticising the shut down.
But let's get away from this rather obscure debate.
To me, the question is: what would a successful new tram network need to incorporate in its planning, but are lacking so far?
Things I can think of are:
Strategic tram selection. Let's get away from buying whatever's at hand like the Citadis, because we didn't plan. What about some local content, given parts manufacturers are having a hard time? What about including whole of life costs in selection criteria? Accessibility? Not all low floor cars are equal. Power consumption?
Track construction. Ordinary railway profile rails are quite ok for trams to run on. So how about giving Whyalla some work by minimising the use of grooved rail? Melbourne builds track much quicker than here. How about learning and using their methods? Swift construction means much less adverse impact on businesses.
Overhead and signals. Do we really need the heavy and expensive construction? Or can we do with lighter construction which seems to work elsewhere. Do we need expensive signals such as at the entertainment centre and West Terrace? The old Victoria Square terminus never had them, and never had a problem that I ever heard of.
Operations. Design into the system the ability to operate buses and trams in the same space. Thus in the Parade, Unley and Prospect Roads, let buses and trams use the same corridor as is done in similar situations in Europe. Apart from reducing the number of buses in the same space as cars, such interoperability means that if trams are out of action for some reason, replacement buses can slot in with minimal impact.
Set performance targets that designers and suppliers must meet, and tell them to go away if they can't achieve them...without payment.
What about some positive suggestions?
