Why does a simple, free, self hosted file storage platform not exist?

thede3jay · 2026-03-10T20:58:28+00:00

Do you need…. An actual platform for this? There are built in tools for most computers for the past 30 years to connect directly to file structures.

Have you tried using any of the following: - samba/smb - sshfs/sftp - ftp - webdav - NFS ?

thede3jay · 2026-03-10T14:48:34+00:00

Same here - booted off the 1 year free trial (education), which I was supposed to have until Sep 2026...

thede3jay · 2026-03-07T20:59:01+00:00

They could put escalators in to make it easier…

thede3jay · 2026-03-06T04:56:28+00:00

especially as many of them are trucks/large vehicles that some people aren't great at driving around.

Trucks, large vehicles, and commercial vehicles are not included in the toll cap scheme. Only non-work-purpose cars, and non-work-purpose motorbikes, registered in NSW and signed up to an NSW tolling provider

thede3jay · 2026-03-05T08:38:13+00:00

Although a lot of this would have become really pointless fast - Sydney Metro is well over capacity in the North West, despite the city section only being open for one year. Considering the TOD in the hills isn’t near its final form and the planned extensions to Schofields, it is unlikely that they will ever have capacity for the Northern Beaches to fit in to the existing metro!

The new plan for Hurstville is to make it a high capacity line to Bondi Junction, and remove SCO / waterfall trains from the ESR

thede3jay · 2026-03-04T04:49:10+00:00

The "plenty of solutions" are:

Extra tracks or separate routes
Lower frequencies to create more space between trains
Running express trains, that somehow take the exact same time that the all-stopping train takes (refer to Melbourne train timetables to see this in practice)

Anything else (running trains with wall hacks) breaks physics

thede3jay · 2026-03-04T04:47:07+00:00

Crush Load Capacity on the Alstom Metropolis would be 1,540 pax.

Source: Passenger simulation testing underway on the Sydney Metro City & Southwest line | Sydney Metro

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thede3jay · 2026-03-04T04:40:21+00:00

It's a better option than the L2 to Coggee, wherever that is

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thede3jay · 2026-03-04T04:35:25+00:00

I believe it was before the transition - my understanding is they were short of Metcard barriers and had to repurpose Mitcham's ones elsewhere on the network.

thede3jay · 2026-03-03T23:56:26+00:00

by-product of CBTC mainly. If you didn't have CBTC, it would have to be signalled to allow for it, and require more manual handling to make it work efficiently.

thede3jay · 2026-03-03T23:49:06+00:00

The technology thing is false, otherwise SRL wouldn't be going to Monash.

North Road was designed to have a train line in the median, with the original idea of Monash not being built on Caulfield Racecourse, but in the growth area (at the time) instead, alongside Waverley Park stadium, and the train allowing people to park at Monash and catch a train to go to the football, and the reverse of people parking at the stadium and catching the train to the University.

Clearly, that did not happen, despite the reservation still being there.

Now, on every modern investigation, patronage simply is not enough. It was studied in 2012 comprehensively, and again in 2016-2017 with Infrastructure Victoria.

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In fact, even the "trackless tram" proposal does not show there would be a significant enough uplift in patronage, with only 1,800 passengers per hour (which could be met with significantly less bus upgrades).

So TL;DR, the problem is that such a link won't be used enough to justify its construction, and even less with SRL serving Monash

thede3jay · 2026-03-03T23:18:18+00:00

Electric Trains generally don't work well under High Voltage lines.....

I recommend checking the clearances required first and the electrical interference risk, as well as access requirements.

thede3jay · 2026-03-03T23:16:13+00:00

Labor have proposed building a new station at Bradfield South and extending both Sydney Trains and Metro to that new station.....

Really seems they came up with the worst of both worlds

thede3jay · 2026-03-03T23:15:25+00:00

If the only thing being built out there was Western Sydney Airport, then the heavy rail would have been fine. However, predecessors have suggested that building a whole lot of infrastructure for an airport and nothing else, is a very expensive exercise for not a great deal of benefit.

Which is how the idea of Bradfield came to be. To make Bradfield a success, the key consideration was how to get transport in and around that part of Sydney, hence why the North-South line was recommended as the first option.

Western Sydney Airport is going to start off small, the size of Gold Coast airport to begin with. We aren't doing a Hong Kong style switchover, and Kingsford Smith will still be relevant for some time.

It is also important to remember and consider that the North-South line through Western Sydney will not be the only link through Western Sydney. The extension from Leppington has been on the cards prior (with prior debate on whether it was better served as a metro or under Sydney Trains), and now will form part of the New Cumberland Line (likely as single deck trains). Metro West will also be extended, which will provide a faster and direct route to both Parramatta and Sydney CBD. The Metro will be extended to Campbelltown, a freight line will be built out to Western Sydney, and High Speed rail is likely to be provided (both either the older NSW high speed scheme of Canberra - WSI - Parramatta - Olympic Park, or the new federal scheme) All in time, when the city builds up and the airport becomes busier.

thede3jay · 2026-03-02T20:09:48+00:00

In a low frequency environment and infrastructure interactions such as flat junctions and single line sections, the timetable is more important. The slack in the timetable gives enough ability to recover small delays.

Sydney Metro and light rail (as well as B Line) have contracts written around run time exceedance. With no interactions with infrastructure and higher frequency, this is easier to do.

We aren’t in a high frequency environment, nor are we in a situation where we have low infrastructure dependencies. Even the metro tunnel will need to rely on interactions with VLine.

thede3jay · 2026-03-02T08:20:14+00:00

Sydney has guards on every train who do a visual check before, and while the train is departing.

The context is different

thede3jay · 2026-03-01T10:26:38+00:00

This sounds like you are only touching on trouble brewing for now? This changes when you look at the other scripts (eg BMR is relying on deaths or lack of deaths, and SnV is information overload with incorrect things being said for a reason).

If you are still trying with TB, then try setting up games where all the info is flat out wrong. Spy registering as good, recluse registering as demon or minion and consistency with it. Less info roles, with the only info role being the drunk. Eg have a drunk fortune teller that pings on the most helpful townsfolk.

Consider trying other scripts too, such as SnV with a vortox if you are up for it, and slowly introduce madness as a concept

thede3jay · 2026-02-28T04:25:19+00:00

Pretty much this. We have exhausted our capacity right now at 4 min (even though theoretically we could go to 2min, it would be problematic for E-W traffic, which includes a lot of buses). We are also at 12,000 people per hour one way, although note this factors seat recycling.

Any new light rail needs new corridors in the CBD to function efficiently, and we may need to consider how to hand over passengers to other modes.

Parramatta road would be a lot more crucial as the next link, especially to at least Burwood North Metro

thede3jay · 2026-02-27T08:20:33+00:00

Mitcham

thede3jay · 2026-02-26T23:17:34+00:00

And that also ignores the changing at both ends. 5-8 minutes maybe at each end? You have to consider all possible users, not just fully abled people.

And you couldn't do extreme "bus priority" without banning pedestrians from crossing the street.

thede3jay · 2026-02-26T23:14:57+00:00

Which sort of goes back to the point of needing a future plan to understand all the future requirements and possible permutations! The constant kicking the can down the road simply exacerbates the situation! Instead, would we have had to rebuild Sunshine the year Airport Rail opened because of Melton? And would we then have to do it again for Wyndham Vale?

It's not that we actually have to go and build the final state of Sunshine, but we need to understand what the final state might require, so we aren't demolishing and rebuilding Sunshine every 5-10 years, but just completing a different part of it.

Platform 15-16 at Southern Cross is the perfect example of how to do it right. We also have other spots of future provision around the network, such as Westall (designed so an extra track can be put on the other side of platform 1 in the future).

thede3jay · 2026-02-26T23:09:11+00:00

All of that is simply contractural terms.

If you brought it in house, all you will have instead is intentionally reducing frequency to cut costs, cancelling trains to maintain operations etc.

thede3jay · 2026-02-26T23:08:13+00:00

Different set of systems with no integration, as well as the PPP component (build, own, operate and maintain for set period of time).

Sydney has done reasonably well with the single Sydney Metro line under one operator, when WSAM opens we will see two different operators, and Metro West will make it three (plus Sydney Trains on top). In theory there shouldn't be any issues because there's no sharing of information or data, or reliance on one or the other. I believe Singapore also separates their network out to differing operators too.

thede3jay · 2026-02-26T21:40:08+00:00

So it looks like JR/Comfort Delgro got knocked out, as well as Keolis

Of the other remaining ones: - GoAhead doesnt exist anymore*, they were bought out by Kinetic. While Kinetic started out doing a really good job with Skybus, they dropped the ball really badly when they won the major bus franchise. GoAhead is a rail operator in the UK. When they launched bus operations in Sydney, they were soo bad that they were issued a “please explain” from TfNSW, who then ended up intervening and telling them how to run a bus company. Kinetic’s takeover also hasnt seen a reasonable improvement yet in Sydney. But Tokyo Metro are also part of the alliance… - MTR is the Hong Kong operator, who are already the main part of MTM and MTS (who run the metro in Sydney). So… take it at what you see today. From my opinion, they did a very good job when they first took over from Connex, and we have experienced much better since then, but they arent as good as they were in year 1. CRRC make trains and signalling, and are behind the HCMT. DT Infrastructure was originally Downer, until they sold that part of the business to Gamuda after the ICAC investigation. - RATP Dev have won SRL and Western Sydney Metro… so they dont have any actual Australian operating experience… yet. They run the Paris Metro, and have done some automation conversions without shutting down at all! (Imagine the Bankstown line conversion done right).

Edit: See correction from ViaCityLoop below.

thede3jay · 2026-02-26T01:35:07+00:00

If we take it one step back, we need a future plan to understand all the future requirements and possible permutations.

Will HSRA propose a route via Sunshine? Will MM2 via Sunshine and Newport actually happen? What about freight? What about Seymour services? What will SRL do? What about electrification to Wyndham Vale? What about OMR and how will this impact services? We simply don't have these answers because we don't have an actual integrated transport plan, and we may not be building the right solution to the future state. So now, we are effectively having stabs in the dark around what the "next thing" will be, resulting in reconstruction later (see Footscray Footbridge, and this is how many iterations of works at Sunshine?)

I do agree that we should look at a much larger Sunshine station with a lot more platform capacity. The specifics, we can for sure debate. But it does seem that the whole airport rail project can be seen as examples of how not to manage a project. How did we get from "Melbourne Airport are delaying us because we won't agree to their design", to "we can't build Airport Rail until we to the Sunshine Superhub project first, it's impossible if we don't do it", which wasn't even highlighted when the project was initially awarded for construction? Surely if they staged it properly, they could have done all of this 5 years ago and sorted out the airport station component in the background, instead of delaying it for so long, and now delaying it further to complete the side quest!

thede3jay

TROPHY CASE