Two points - my impression is that the stairs up and down on the Millennium A class sets are far wider and better designed than on
the Tangaras - so they should after years of experience.

First I've heard that the original Sydney designs had provision for a single leaf door as well as the double width door in the
vestibules. Could this be refitted, or is there some structural reason why this is impossible?

Regards

Dudley Horscroft
----- Original Message -----
From: "rodsmith@werple.net.au [TramsDownUnder]" TramsDownUnder@...>
To: TramsDownUnder@...>
Sent: Tuesday, March 21, 2017 6:09 PM
Subject: [TramsDownUnder] Re: FW: snippets, Mon.6.3.17, Adele crowds.

>I am not quoting theory, I am quoting field measurement. For a unidirectional flow from Olympic Park, both-side loading is

>achievable, as nobody is alighting. Likewise, from the very diagram which Tony cited, on 2 min track headways, a train can have a

>3 min platform headway, and back to a quite achievable 60 000 per hour.

> Can trains peel alternately left and right grade separated when approaching Flemington/Lidcombe, or is that a flat junction?

> The French carriages, which have three doors per side, are also substantially longer. Recall, the original Sydney design made

> provision for a single-leaf door as well as a double-leaf one in all vestibules.

> At all times, railway capacity in Sydney and Melbourne has been stifled by useless managements feeding gullible politicians, but

> transport hobbyists shouldn't fall for the spin and the lies.

>

>

> Roderick./

>

>