V/Line: a ride on RRL, and 24-hour time… mostly

I finally took a ride on the Regional Rail Link last night. In summary:

Trains from the city to Geelong depart regularly, but from numerous platforms — when I was there in peak, it was 5A, then 7A, 15A, 1, 3A… and when I’d been there at lunchtime, 2B had also been in the mix. It wouldn’t hurt to have some consistency. As it is, if you just miss a train, you’re likely to have to backtrack a long way to figure out where to catch the next one.

V/Line departures: Southern Cross, peak hour

I caught the Southern Cross to Tarneit on the 17:44 to Geelong/Waurn Ponds — peak hour, quite crowded, every seat on the 5-car train occupied I think. A few people standing (probably by choice).

Tarneit station quite busy, perhaps 100 or more people alighted there. Not bad for the fourth weekday of operation. The area around the station is somewhat dominated by the car park (hopefully new development on the northern side will reduce this. Good to see the platforms have multiple exits.

Tarneit station, evening peak

Tarneit station park and ride

Hopped on another train to Wyndham Vale a few minutes later — not nearly as crowded.

Then a train back into the City — counter-peak, mostly empty. It was late, and the departure disappeared off the platform screens for a few minutes, a bit odd.

Notably, a lady hopped off the inbound train at Sunshine and changed onto the Sunbury line outbound, so while no doubt Geelong to Werribee people have been inconvenienced having to now make a bus connection, the opening of RRL has also made other trips easier.

Despite it being after 6pm and dark, I saw no sign whatsoever of PSOs at either of the new stations. They are not currently on the list of stations served by them, which seems odd.

It was too dark to see any scenery on this little jaunt, or even to fully appreciate the speed. There was a brief good view of the bright lights of the distant city between Deer Park and Tarneit. I’ll have to go back in daylight.

Riding V/Line in the dark

Footscray station platform 3 doesn’t have departure screens. This is cunning, given this is for citybound trains that you’re not meant to board there. (Sunshine does have them as that platform is used in both directions, but I’m told it doesn’t display citybound departures.)

It’s about time

It’s great to see a brand new rail line so popular already.

But something else I noticed…

24-hour time isn’t common in Australia, but V/Line uses it. It’s on their web site, on the screens at Southern Cross, and on their timetables… in fact the paper timetable has a panel explaining 24-hour time.

V/Line explains 24-hour time

Oddly, it’s not on their Passenger Information Displays at their stations. They all seem to be 12-hour time, even on the new platforms which exclusively serve V/Line trains.

Wyndham Vale station, evening counter-peak

Is it important? Not greatly in the grand scheme of things. But some consistency would be good across the greater public transport network of course. I’m undecided which is better… 12-hour time is more well and understood, but 24 avoids AM/PM ambiguity, and most people would know it from the world of air travel. It’s also used internally by operators.

It’s not the first time we’ve had inconsistency on this in public transport. The Metcard system used 12-hour times on the cards and readers, but from memory used 24-hour time when the readers showed expiry times.

RRL – good news its open (thanks to the GFC?)

I’ve been watching The Killing Season, the story of Labor and the switches in power between Rudd and Gillard. It’s really good, and episode one goes into some detail about the Global Financial Crisis, and the Rudd/Swan stimulus packages (two of them, totalling almost $60 billion) to fight it off.

The stimulus package was intended to spend money fast — the school halls and home insulation programs were evidence of that — some good outcomes from better school infrastructure and improved energy efficiency in thousands of homes, but fundamentally rushed and poorly planned.

Something that people might have forgotten is that Regional Rail Link was funded as part of the stimulus package. The Victorian government bureaucracy had been throwing the idea of a “Tarneit bypass” for the Geelong line for some years, in association with extending the Urban Growth Boundary to to encompass it.

If the GFC hadn’t happened, and if RRL hadn’t been close enough to ready to go (despite it being described later as costed on the back of an envelope) it may not have happened. Or at least, it might still be on the drawing board, perhaps overtaken by the Metro rail tunnel.

Wyndham Vale station open day

Even with the haphazard pre-planning — and for years the PTUA tried without success to get answers on the proposed changes to train schedules as part of it — it’s turned out well, perhaps far more so than the school halls and home insulation.

There are similar travel times from Geelong, despite the longer distance. Yes, they could have prioritised faster express trains, but these eat up track capacity, reduce frequency/service to skipped stations, and save little time (a minute or two per station). Thankfully, lessons have been learnt since the Regional Fast Rail project’s “flagship” trains — which were a near-pointless attempt to provide a single fast train per day from the commuter-belt into Melbourne. There’s some express running, but regular, more frequent services are far more valuable to users.

Wyndham Vale station open day

Importantly, the new stations (plus Deer Park) in the growth areas get decent rail services (at least on weekdays), with trains every 20 minutes most of the day, and timed connections to and from a re-designed local bus network.

I went along to the Wyndham Vale station open day on Saturday. It was very busy, with obviously a lot of interest from the locals, and (as at the opening of Lynbrook some years ago, overheard some saying they planned to start using the trains to get to work).

And there’s finally been some promotion of the new line, with flyers going to locals, and extensive newspaper advertising. (Now, when will they tell the Melburnians that trains run every 20 minutes to Geelong on weekdays?)

Regional Rail Link promotion

There are niggles: connections to Werribee and North Melbourne may be difficult for some passengers.

And crowding may be an issue at peak times for trains originating in Geelong and serving Wyndham Vale and Tarneit — hopefully PTV and V/Line will monitor this carefully and deploy extra carriages as they become available.

Indeed, the Wyndham Vale Leader says the 6:31am from South Geelong (7:10am at Tarneit) was looking pretty crowded this morning:

The separation of V/Line and Metro should help with the reliability of both, and provides extra capacity. But on the Metro side of the fence, almost none of this is being used yet. (From what I understand, they have enough metro trains available to do a lot more.)

RRL paths provided vs used, June 2015 timetable

On Metro, and elsewhere, numerous changes were expected with this timetable change, but have apparently been postponed until later in the year:

  • Wholesale re-write of the Sunbury and Werribee lines to take into account the removal of V/Line services from the majority of those lines — that is, timings due to previous congestion, and extra services on both (bar the two extra Werribee trains)
  • Postponing adding extra Sunbury services appears to be behind not enforcing the ban on using V/Line between Melbourne and Sunbury/Pakenham, due to the gaps of up to 40-60 minute between metro services at Sunbury. (Pakenham is okay in this regard; it’s every 20 minutes most of the time.)
  • Restoration of direct trains to the City for Altona Loop services on weekdays off-peak hasn’t happened
  • The new rail map is delayed, meaning the two newest suburban stations aren’t on metropolitan rail maps for now, and we’re stuck with the old confusing map
  • Flagstaff was going to open on weekends — not yet!
  • Numerous changes to the tram network were also held over

Hopefully it’s full steam ahead on these important upgrades to keep the network improving.

Where are the ads?

Before you read too much of this post, play the video and (assuming you haven’t seen it before), see how long it takes you to work out what it’s an ad for.

Gosh, isn’t it optimistic! And I’m finding it really catchy.

Even the bloke at the end seems pretty happy, perhaps with good reason.

That ad seems a bit long for television; perhaps it was in cinemas, or perhaps it was online only — though it seems there was a shorter version for TV.

These TV ads accompany it:

…and this in particular I like, as it manages to capture a key reason of why the product is so important:

(There’s one more I wasn’t so keen on… if you want to see it, it’s here.)

Meanwhile, I’ve just finished reading Mark Ovenden’s excellent book London Underground By Design.

Both the Washington DC ads above and the book show examples of rail authorities that are aware of the importance of promoting their new rail lines.

Piccadilly line extension promotion - from Mark Ovenden's book London Underground By Design

Today it’s a month until Regional Rail Link opens on 21st of June, and there’s been no promotion of it at all.

So far I’ve seen no posters, no ads, nothing online (the official project web site doesn’t even seem to indicate the precise date; it only says “June”), and recent media stories about it (not since the ones advising that the opening was delayed).

I’m told even the new rail map, which would have highlighted the new line to Metro users, has been delayed until later in the year. This is a real shame — it would have been a perfect way to promote the new stations to existing users, including those who might currently be driving from nearby suburbs to the overcrowded Werribee line.

Way to get people excited and interested in the first new major suburban rail line to open in 80 years!

Let’s hope local residents hear about it opening. At least they’ve seen construction going on.

But wait a minute, I hear you say, why does the rest of Melbourne need to know about this? I don’t live anywhere near Tarneit and Wyndham Vale; how will it help me?

As former Western Australian transport minister Alannah MacTiernan pointed out in a presentation in 2013, when the new Mandurah line opened in Perth, it actually resulted in patronage growth right across the Perth rail system.

My guess is it’s a mix of the benefits of the new line serving destinations previously difficult to reach, and the halo effect — oh, look at that, a new rail line just opened — it looks so modern — I haven’t caught a train in ages, but maybe I should take another look and see if my local trains are any good… oh, they’re more frequent than they used to be… I’ll give it a go.

In this short video about the creation of the Washington DC ads, they note (at about the 3 minute mark) that the campaign increased overall awareness of Metro, and helped contribute to very strong patronage on the new line when it opened last year.

Most of us don’t look as happy as the people in the first ad when riding trains.

But I think the “Good times are ahead” message resonates because it reminds us of something important — better public transport means better access to jobs and education and other opportunities — whether or not you can drive — and an option for getting out of the traffic. I can say with some certainty that my life is better thanks to good access to PT.

So too the Regional Rail Link will be of huge benefit to the residents of Wyndham Vale and Tarneit — and the frequency boost expected on the rest of the Geelong line and on the neighbouring lines thanks to freed up capacity will also help many others.

In Victoria, we seem to have an awful lot of trouble promoting the good things about public transport.

There’s certainly political promotion — this week I’ve received two sets of flyers about the forthcoming level crossing grade separations; at the station, AND in the mail… and let’s not forget ridiculous ads for non-existent infrastructure like last year’s promotions of the proposed airport line — designed not so much to promote the line, as to influence your vote.

But there has been virtually no promotion of the new RRL line, the trains that now run every ten minutes, the fare cuts in January, or the realtime mobile Smartbus information.

With the huge investment now going into the system to produce these upgrades, it’s time PTV and the government started better promoting projects as they are completed, to ensure people know about the benefits, and the return is maximised by getting more passengers on board.

Public transport in the media is so often dominated by bad news — crowding, delays, breakdowns — the good news stories need to be told as well.

  • Washington Metro ads found via Marcus Wong and commenter wxtre
  • The appallingly catchy tune is Melbourne band Architecture In Helsinki. I once saw them in support of Belle And Sebastian and was thoroughly unimpressed. Perhaps they were having a bad night.

Update: RRL finally had a launch at the end of June (for timetables) and an official opening on June 14th (a week before services start). I haven’t seen TV ads, but there’s been a lot of online ads, newspaper ads, and flyers sent out to locals, such as the example below:

Victoria’s first 21st century rail megaproject: benefits from Regional Rail Link

Victoria’s first big 21st century rail megaproject is almost complete. Regional Rail Link was started and mostly funded by Labor (State and Federal, in part as stimulus money during the Global Financial Crisis), and largely built under the State Coalition.

Construction itself is now complete, with driver training and other preparatory work happening ahead of the expected opening in April June.

The line provides an enormous amount of additional track capacity in the western suburbs… but of course this is only of use if it’s used.

So what are the benefits, and what do we know about how it’ll be used?

Wyndham Vale station, looking south

Tarneit/Wyndham Vale get their new stations and new rail line, served by some Geelong trains. The infrastructure for starting suburban diesel trains from Wyndham Vale into the City has also been provided, but it’s not clear that option will be used initially. The opening of the stations will be accompanied by a bus route revamp in the area, focussed on the new stations, which makes a lot of sense, and pleasingly have had extensive community consulation.

Geelong line – more reliable travel time in the suburban part of the journey, as V/Line trains won’t get stuck behind slower Werribee line trains. It’s unclear if the trip will take longer though — this was a subject of some controversy when RRL was first planned, and still hasn’t been clearly answered. While it’s a longer distance, the track speeds are higher than the old route, so hopefully the running time won’t be much longer.

We know the Geelong line will go to 20 mins off-peak (probably every 40 minutes to Armstrong Creek due to the single track beyond South Geelong), a move which was probably possible in the past, but will be easier to reliably operate with RRL in place. This boost was promised by Labor before the election, and amusingly matched by the Coalition, who claimed they’d been planning it all along… but they hadn’t actually told anybody about it. Ah, secret railway business.

Ballarat and Bendigo lines — ditto; more reliable travel times. Likely to be faster, particularly during peak when in the past they had to wait for Sunbury line trains. Scope for some extra services, though this is still constrained by the single track sections further out. These trains are already using the new RRL tracks from Sunshine into the City, but timetables haven’t yet been adjusted. The question will be whether the April timetable makes use of this properly, and whether V/Line get their act together at the city end to reduce or eliminate delays coming into Southern Cross, where they should now have plenty of platforms to accommodate all the incoming trains.

The 2021 draft documents suggested the three lines combined would have up to about 15 trains in the busiest hour, but the infrastructure should allow some growth beyond that.

Sunshine station

Sunbury line — apart from between Sunshine and Sunbury, no V/Line trains have to share the metro tracks anymore, meaning a virtual doubling of capacity between Sunshine and the City.

Right now (as of the last load survey in May 2014) figures show crowding on the line has eased, following a roughly 50% boost in peak services over the past 6 years, thanks in part to moving the Werribee line out of the Loop in 2008, and also thanks to the Sunbury electrification, which added stations but also added overall track capacity by removing short haul V/Line trains off the line.

However with Zone 1+2 fares having been cut by about 40% since the start ofg the year, we may see a lot more people on suburban trains across the network, so the question is how quickly will the government move to boost services on the line to cope — particularly in peak hour, but also at off-peak times when crowding can be a problem. The new Calder Park train stabling, expected to open later this year, will help with this.

Sunbury line load survey May 2014

Werribee line — again, once RRL opens the Geelong line trains will be off the Werribee line completely, and with crowding already bad before January, they’ll need to make use of that capacity to boost services.

In the past 6 years, the load survey shows the Werribee line has gone from 13 to 21 services, and in that time has gained Williams Landing station. But the line has evidently seen greater passenger growth than the Sunbury line, with far more trains above the load standard. In fact it has 46% of AM peak passengers travelling on crowded trains, the highest proportion anywhere on the network.

I’m hearing the zone changes have eased demand at Laverton, in favour of Williams Landing, but given the huge population growth in that area, I’d also expect overall patronage to keep growing.

Werribee line load survey May 2014

Williamstown line — theoretically could get a boost, but not seen as a priority as it doesn’t serve growth corridors, and the last load survey showed crowding was well below the levels seen on other lines. One would hope at least the 22 minute peak frequency shared with Altona will be fixed to 20.

Altona Loop — technically part of the Werribee line, the changes in 2011 when the third (turnback) platform at Laverton opened were primarily of benefit to the outer section of the Werribee line (early 2011 was when the line got a big increase in services). It helped add capacity for the Altona Loop stations, but degraded the service in other ways: peak hour service dropped back to an almost impossible to memorise 22 minute frequency, and at off-peak times on weekdays shuttle trains run every 20 minutes only as far as Newport.

This means that at off-peak times, if you want to travel to a City Loop underground station, you need to catch three trains — one to Newport, another to North Melbourne or Southern Cross, then a third to the Loop.

One of the reasons widely cited for the shuttle trains (and the 22 minute peak timetable) was a lack of capacity between Newport and the City, given the need to share the line with Geelong trains. RRL will see the Geelong trains off the line, and it has been flagged many times that this would bring an end to the shuttles, with off-peak Altona Loop trains going all the way into the city — in fact Labor pledged it during the 2014 election campaign. It would help those passengers, but also ease off-peak crowding on the Werribee line by enabling the Werribee trains to run express Newport to Footscray, bypassing busy inner-city stations like Yarraville.

But with a lack of assurances from the powers that be, there are now fears this won’t happen after all, or at least not any time soon. (Do you use the Altona Loop? Click through to find out how to help the campaign.)

Jill Hennessy at MTF forum: Altona rail
Source: Metropolitan Transport Forum — video from Western Suburbs forum

Other lines indirectly benefit: the Frankston, Craigieburn and Upfield lines gain some isolation from V/Line operations which currently can snowball across the network.

So, RRL brings a lot of scope for extra services

With the zone 2 fare cuts, anecdotal evidence is that patronage is on the rise again, right across the rail network. The government is going to need to stay ahead of the growth, to avoid the politically sensitive situation of widespread packed trains that we saw in the later years of the Bracks/Brumby government.

This time, they’re a bit more prepared. RRL unlocks capacity for a number of lines, and planning work is underway to unlock capacity on other lines around the network. The key is for the funding for upgrades (and that includes infrastructure, fleet and services) to keep on coming.

You wouldn’t expect them to use all the extra capacity from day one, but they should where they have the train fleet available and the crowding is worst (eg the Werribee line and Altona Loop), as well as a plan to roll out additional service boosts over time.

Of course it shouldn’t just be directed at easing train overcrowding. Trains, like no other transport mode, have the ability to get large numbers out people out of the traffic on the Westgate Bridge and the other river crossings, if good frequent services are provided.

And remember — all-day, 7-day frequent servicesevery 10 minutes or better — are actually relatively cheap on the upgrade list, because they largely use fleet and infrastructure already provided for peak hour. Frequent services help the people who can, make more trips outside peak hours, and just like in the world’s biggest cities, help turn our train system into a mass transit solution that gets people out of cars by providing good connections between lines, and Turn Up And Go services.

  • Update 20/2/2015: The government has postponed the opening to June, blaming a lack of V/Line rolling stock due to the previous government delaying the order.

Regional Rail Link tour part 2 braindump

About a year ago, a group of us from the PTUA went on a tour of the Regional Rail Link, a massive 50 kilometre-long rail project providing new tracks from Southern Cross, via Footscray and Sunshine, then along a new corridor through Melbourne’s new outer-western suburbs to West Werribee.

The project will provide extra track capacity for V/Line trains on the Geelong, Ballarat and Bendigo lines into the city — in other words, the bulk of V/Line services into Melbourne — but will also allow more trains on the busy Werribee and Sunbury lines.

A few weeks ago we did part two of the tour, to look progress in the last 12 months, which has been considerable. The project is expected to finish up in 2015, about a year earlier than previously expected.

Southern Cross new platforms

The city end

At Southern Cross, new platforms 15+16 went into service in December last year, primarily for Geelong trains. As noted last year, platform 16 is outside the glass, but it’s still undercover, and passengers seem to be surviving so far.

The works have resulted in a greatly simplified track layout between Southern Cross and North Melbourne, and a lot of wiring and signalling has apparently been ripped out and replaced, which over time should cut signal faults in the area.

Apart from into Southern Cross 15+16, extra track has been provided from the existing flyover into platforms 1 to 8. This resulted in widening of the bridge so it almost touches Festival Hall — art has been installed at ground level recognising some of the music history of the Hall.

Along the street nearby, noise barriers are going up — in fact this is now a common sight along the project where housing is nearby to the new and existing tracks along the line.

Rail bridge widened near Festival Hall

Rail flyover near North Melbourne station

North Melbourne

At North Melbourne, you can get a good view of the new tracks into Southern Cross (both the ground level and revamped flyover) from the new(ish) concourse.

View of city and rail flyover from North Melbourne station

Alas, RRL trains won’t stop at North Melbourne, though there is space for platforms to be provided later to serve the ground level tracks into Southern Cross 15+16. We don’t yet know how many trains will use each set of tracks, but if trains from specific lines consistently use the ground level tracks, it would then be possible to stop at least those trains there, for connections to Metro services and the very popular 401 bus. Platforms serving the flyover tracks would be a great deal more difficult to construct.

Along the rail corridor from North Melbourne to Footscray, it’s now possible to see the bridge over the Maribyrnong river, which along with the rest of the new track as far as Sunshine, has just come into use. West of the river, these new RRL tracks have a flyover to get over the Werribee line tracks, so V/Line trains can cross to the middle platforms at Footscray without causing any delays.

Footscray

Signal box being restored at Footscray station

Footscray station

At Footscray, works seem to be largely complete. The two new platforms (1+2) for Sunbury line trains have been in use for some months, and the bridge extension is finished (along with weatherproofing improvements), providing escalators, new ramps to accompany the lifts and stairs. Having used Footscray a few times in the past few months, it’s pleasing that most of the locals have worked out the Melbourne escalator etiquette of standing on the left so those in a hurry can walk past on the right.

The RRL platforms, now known as 3+4, have been extended, like all platforms on the new line, to allow for much longer V/Line trains in the future. 4 is a little bit curved at the western end by necessity due to the confined space, though given V/Line trains have conductors to verify a safe departure, one wouldn’t expect this would be a problem.

Notably, drainage is built into all the platforms at Footscray and the other renovated or rebuilt stations, with a slight slope away from the tracks. Yes, after decades of building stations so water simply drains onto the tracks, the standard has changed This has been the case for some decades now, and is good for safety, given some highly-publicised incidents of unsecured prams rolling off platforms recently.

Although booking offices and so on are at ground level, the bridge includes some concourse elements, including Myki machines and gates for platforms 2 and 3. The Passenger Information Displays (PIDs) are also in place, though at present only showing four departures at once — I’m told they are looking at solutions to show information for all 6 platforms — possibly separate screens for the V/Line-only platforms 3 and 4.

The heritage buildings at Footscray are being completely restored. This has involved a lot of work, in part because of termites, but if restoration work done at Windsor a couple of years ago is any guide, they should look terrific when finished.

As with many of the other new and rebuilt stations, the bike cage has been provided underneath a staircase, making good use of the space.

The doughnut seller has a new kiosk which opened for the first time on a couple of weeks ago. It’s lacking the trademark-defying dodgy upside-down Olympic logo of the old caravan — not that it matters. But you can tell it’s the same doughnut vendor because the dolphin jam dispenser is back.

Parkiteer at Sunshine station

West Footscray

As I wrote in December, West Footscray station has been completely rebuilt, but is looking even nicer now than when I last saw it, thanks to murals built into the bridge, and a few more splashes of colour around the place.

The ramps have been connected to the local bicycle network — apparently they were built to be a full metre wider than the required station ramp standard of 1.8 metres, to make it easier for cyclists to pass each other. Provision is there for a future upgrade of the station to premium status, and thanks to solar panels and rainwater harvesting, West Footscray has gained a 4-star sustainability rating.

West Footscray station

West Footscray station

We didn’t stop at Tottenham station, but there has been work on the road underpass, and there’s some rather nice murals around the station entrance now which it’s hoped will deter tagging.

Sunshine

Sunshine station, which is becoming a very important interchange, has been completely rebuilt — in fact apparently just about the only remaining feature of the old station is a retaining wall on platform 1. The old dingy subway is gone, replaced by an overpass/concourse with booking office, waiting room, and fare gates.

It looks good — though very grey from some angles.

Sunshine station

Sunshine station

Junction at Sunshine station

Northwest of Sunshine, the Ballarat/Geelong and Bendigo lines converge at a junction. This is at-grade, but apparently there’s provision for a future Melton electrification project to include an overpass to allow Melton trains to pass under these lines to connect to the Sunbury tracks. In the mean time, space has been provided for Bendigo trains to wait, clear of both the Ballarat/Geelong line and the Sunbury line.

Level crossings on two sections of Anderson Road have been grade separated as part of the project.

Following along the line towards Deer Park, more noise walls are in evidence, as well as automatic pedestrian gates at the crossings, which hopefully should prevent accidents such as the fatal one in 2008 involving a pedestrian at one of those crossings.

The new line

West of Deer Park, the new Geelong line branches off the Ballarat line. Near the future Caroline Springs station there’s a new road bridge over the Ballarat line, providing additional road access into the area.

A “consolidation train” was running between Deer Park and West Werribee most of that particular weekend, to apply weight to the new tracks, as part of (literally) bedding down.

Tarneit station was closed up, but at a glance much of it appears to be nearing completion.

Tarneit station


Wyndham Vale station

We did get to have a good look around Wyndham Vale station, which looks rather good. Sunk into the ground, it’s currently got two platforms, for V/Line trains, but also has provision for another two tracks in the future, allowing electric trains to come through from Werribee and terminate there. In the short term though, that connection is expected to be provided by buses.

There are also points nearby to allow V/Line to provide short-starting services from there into the city, and would also presumably provide a termination point during major disruptions.

Works at the station seem to be almost complete. The track is in, the basic building structure is there, the lighting and so on is installed. We saw Myki equipment ready to go in, and even the waiting room has its chairs.

At ground level next to the concourse is an extensive bus interchange — it sounds like numerous routes in the area will converge here. There are stairs and ramps down to the platforms.

For anybody who’d fancy working at one of the new stations, V/Line is advertising for “Services Officers” at Wyndham Vale and Tarneit — 5 full time positions at each station.

Wyndham Vale station

Wyndham Vale station: Myki is coming

Wyndham Vale station, looking south

Wyndham Vale station, looking north

Looking south from Wyndham Vale station

The line continues south to West Werribee (aka Manor) junction, where it connects with the existing Geelong line. The entire line from Geelong through to somewhere just west of Sunshine is engineered to allow trains at 160 kmh, so for express services, my thinking is the running time should be similar to now, despite the longer distance.

At the junction, the existing track between Werribee and Geelong has been slewed to get around the new overpass (needed to prevent delays between V/Line trains and freight and passenger trains on the standard gauge line to Adelaide) — this track is now down to 80 kmh, though given it appears few trains will continue using it after next year, this wouldn’t appear to be a huge problem.

Completion next year

It seems the project is running much earlier than expected, in part to the major shut downs which over the past couple of years (including the one just finished), meaning more has been able to be done each time the existing train service is disrupted. This in turn has resulted in huge money savings — for instance some of the funds saved are going into the St Albans grade separation project. So despite some pain for existing passengers on the affected lines, there seem to have been good outcomes for taxpayers — more bang per buck.

And while there have been some problems with the project in the initial design phase, there are undoubtedly benefits in terms of capacity to run extra trains on both V/Line and Metro to the western suburbs lines, with fewer delays.

Parts of the new line from Sunshine to the City have started to be used by V/Line trains (though some trains are arriving early, as the timetables don’t really take the quicker trip into account).

It looks like the full project will be completed next year.

And I for one look forward to my next visit to Footscray station for a doughnut.

PS. Just to prove we were properly authorised and equipt to look around the construction zone at Wyndham Vale: here is bad dorkie selfie of me in high-vis. Thanks to the Regional Rail Link authority for the tour.

Daniel at Wyndham Vale

Updates/corrections: Some minor changes made to the text tense, because some was written a couple of weeks ago.