Headed in

The open day was held on the closed off section of Domain Road, east of Anzac station.

With food stalls.

And kids activities.

Including a train ride.

But the reason I was there was to see inside Anzac station itself.

Touring the station

We headed downstairs.

The Domain Road entrance having a single up escalator and a flight of stairs.

As well as a lift, that doubled as a light well.

We were then greeted by the unpaid area concourse, which passes beneath St Kilda Road.

And the tram stop above.

A trio of escalators and a lift connect the station concourse to the south end of the tram stop.

And a single escalator, steps and lift to the northern end.

The unpaid area walkway then continued west to the station entrance on Albert Road.

With a pair of escalators.

Along with a lift.

Down to the platforms

Now it was time to head down to the platforms.

Obviously no trains running.

But the passenger information screens had been installed.

Through the ticket gates.

With sunlight still streaming in from the glass roof above.

We went past the pair of lifts down to platform level.

And took the escalators down instead.

A wide island platform greeting us.

But still no trains.

Temporary fencing in place across the platform screen doors, with a demarcation still in place between active rail tunnels and the under construction railway station.

But network ‘strip maps’ already displayed.

Along with customer help points.

The big orange pendant light fittings also a design feature.

Along with the orange ceiling details.

It was then time to head back out again, so we took a trio of escalators back to the concourse.

And then back out of the same ticket gates we entered through.

Past the customer service counter.

Past the hidden away back of house area.

Back down the unpaid concourse towards Domain Road.

Back up the escalator.

And back into the sunlight.

Ending the tour.

Footnote: a few other things I noticed

Anzac station isn’t completely finished yet – the retail spaces are still taken up by temporary facilities for construction workers.

With a few bits of wall cladding also missing.

I also noticed a separate set of stairs beside the Domain Road entrance.

Locked away from public use, for firefighter access in case of emergency.

I also found a second lift door hidden away at the back of the Domain Road lift – presumably it leads into the back of house area of the station.

And on Domain Road the tram tracks have been rebuilt, with new platform stops installed – despite route 58 trams still using the tracks along Toorak Road West they were diverted along back in 2017 to make way for the construction of Anzac station.

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McDonald’s

The McDonald’s in the Melbourne Central basement food court station has a serving window facing onto the concourse at Melbourne Central station.

While the Box Hill Central outlet takes it a step further – a serving window facing into the paid area at Box Hill station.

McDonald’s logo on the station signage.

And the McDonald’s dining room has next train displays on the wall inside.

Red Rooster

It’s not just McDonald’s located in stations – Red Rooster at Southern Cross Station has a “Walk Thru”.

A glass wall separating their counter into paid and unpaid sections.

And a failure

At Melbourne Central Station there is also a KFC service window facing into the Elizabeth Street concourse.

But thanks to it being a dead end for passengers, it has since been abandoned.

(Also blocking the view of the Geoff Hogg mural.)

Footnote: an interstate example

Brisbane Central station also has a fast food outlet inside it’s paid area – a McDonald’s.

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In the beginning

The story starts back in December 2005, with the introduction of the VLocity trains to the V/Line fleet. Each set consisted of two carriages seating a total of 140 passengers, with a drivers cab at each end. For the peak hour express trains on the Geelong line, they would coupled together three units to make a six car train.

We then saw a politically motivated 20% cut in V/Line fares in 2007, resulting in an explosion in patronage, especially on the Geelong line.

One response to this was the ordering of additional trains for V/Line, who saw their first three-car long VLocity set enter service in August 2008.

But with patronage still growing and suburban and V/Line trains sharing the tracks out of Melbourne, running more services on the Geelong line wasn’t an option. But V/Line had another solution – 7-car long VLocity train, made up of two 2-car sets with a 3-car set.

These trains were introduced to the Geelong line in November 2008 and ran until June 2015, when Geelong trains commenced using the new Regional Rail Link tracks, and the last of the 2-car VLocity trains had been extended to be three cars along.

So what next?

As early as 2011 V/Line knew longer trains would be required – their ‘Initial Strategic Operations Plan’, obtained by the Greens under the Freedom of Information Act, says the following:

V/Line anticipates that by this point in time (2018) a high capacity style DMU will be required for Geelong services. It is expected that these trains would operate in 8- or 9-car consists and would each be able to carry 750 – 800 customers. It is expected that the eight peak hour services would be operated with the high capacity DMUs.

And the Regional Rail Link project also included provision for these longer trains – providing 250 metre long platforms at Footscray, Tarneit and Wyndham Vale stations to cater for a hypothetical nine car long train, made up of three 3-car sets.

But for some unknown reason, they decided only only build a 190 metre long platform at Sunshine, despite plenty of space at the city end for a 250 metre long one.

But in 2016 the State Government’s focus switched to a ‘high capacity next generation regional train’ – from the PTV website:

High capacity next generation regional trains

The 2016-17 State Budget includes $10 million in development funding for High-Capacity Next Generation Regional Rolling Stock to cater for the future needs of regional Victoria.

A next generation high capacity regional train will be commissioned in the coming years to cater for strong patronage growth and provide new peak services.

With V/Line saying in 2017 that nine car trains are possible, but won’t be happening any time soon – from the Geelong Advertiser.

Nine-carriage V/Line trains possible, but no plans for Geelong line yet
23 October 2017

The boss of the regional rail network has admitted for the first time nine-carriage trains on the Geelong line are a possibility.

Potential for a mega-train carrying more than 660 passengers comes after calls from commuters and rail experts to reduce peak-time overcrowding on the line.

But while James Pinder said a nine-carriage train was possible, he said it was not a current priority.

Mr Pinder said V/Line’s priority was bolstering its fleet from three to six-carriage trains.

“The (VLocity) train is capable of running in a nine-car configuration. (To run nine-carriage trains) it becomes an issue around infrastructure and number of vehicles (available),” he said.

“We don’t currently have any plans to run nine-car ser­vices. To run large numbers of nine-car services we would have to have a look at (increasing) platform lengths.”

On Monday, a spokeswoman for the Public Transport Minister did not say if the Government was considering introducing nine-carriage trains on the regional network.

The Geelong Advertiser under­stands platforms at Geelong station are long enough for nine-carriage trains — which could open the possibility for Geelong to Melbourne express trains.

Platforms at other smaller stations on the line would need to be extended for a stopping-all-stations Waurn Ponds to Southern Cross train.

Mr Pinder said nine-­carriage trains did not run across the V/Line network at present.

And they finally happen

On Sunday 21 June 2020 V/Line ran their first nine car VLocity train on the mainline, taking it from Southern Cross Station to Wyndham Vale and back to test their operation, as well as platform clearances.

Sunshine station being the sticking point.

The last one and 1/2 carriages fouling the junction when the front was stopped at the city end of platform 3.

Or sticking out in front after the rear of the train was brought onto the platform.

These tests were then followed in July 2021 by more testing, this time between Ballarat and Lal Lal, which doesn’t see any V/Line passenger services run along it.

ThebusofdoomFSX video

But it took another year for the first nine car train to take passengers – following the 30 May 2022 timetable change.

Passengers in Melbourne’s west now have more space on selected peak services with 9-car VLocity trains running to and from Wyndham Vale Station for the first time.

The longer trains, which have the highest-capacity of any regional commuter train in Victoria, will boost capacity by 50% cent on the busiest part on the V/Line network.

The new 9-car services will run each weekday, with 1 in the morning peak starting at Wyndham Vale and 2 in the evening peak departing from Southern Cross.

As well as improving capacity, the 9-car trains also provide more doors for boarding, reducing crowding in corridors particularly in peak periods.

Platforms will also be extended at Sunshine Station to allow nine-car VLocity trains to stop there in the future.

But due to the short platforms, these nine car services had to run express through Sunshine, as well as Deer Park.

Extending the platforms at Sunshine

With level crossing removal works at Deer Park station regularly closing the Geelong and Ballarat lines, V/Line took the opportunity to finally extend the platforms at Sunshine. In March 2023 the piled foundations were installed.

The real work kicking off in April, with assembly of the steel platform supports.

And pouring of the concrete deck.

They then left the completed section of platform fenced off for a month.

The nine car trains still having to skip the stop.

Until May, when they decided to take down the fence between new and old.

And the introduction of a new timetable from 28 May 2023 adding a stop at Sunshine to the nine car Wyndham Vale services.

However in recent months I haven’t seen a nine car train run – possibly due to a shortage of VLocity railcars following the retirement of the H set locomotive hauled carriage fleet.

And so they choose to cut down a nine car train to six cars, than a six car train to three.

And now to Melton?

In May 2021 the State Government announced that funding would be provided to allow nine car VLocity trains to run to Melton, a promise repeated in October 2022.

And reiterated yet again in March 2024.

The Melton level crossing removal works will help introduce larger nine-car VLocity trains as part of the $650 million Melton Line Upgrade, increasing capacity for passengers by 50 per cent and creating 1,000 jobs during construction – while making roads safer and less congested for pedestrians.

To support the introduction of nine car trains, a new train stabling facility is being investigated at Cobblebank where trains could be stored when they are not operating, further supporting local jobs in construction and ongoing maintenance.

But look at what else was happening at the same time – a brand new station at Deer Park was opened in April 2023, with platforms only 215 metres long – half a carriage (10 metres) too short!

That flew under the radar until August 2024, when the State Opposition gave a media drop to the Herald Sun, and then it was all over the news.

Footnote: it’s not just platform length

The new platform extensions at Sunshine also happen to be ~100mm higher than the existing platforms.

This happens to be a new platform height standard, which was also used at Deer Park station – and happens to be incompatible with the outward swinging plug doors fitted to V/Line’s Sprinter railcars.

And so those trains are banned from stopping at the new platforms.

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Today we look at the Middleborough Road Project of 2007, which isolated the Lilydale and Belgrave lines for six weeks while a new rail cutting was excavated under Middleborough Road at Box Hill.

Trying to catch a bus at Box Hill

If you’ve ever had the misfortune of trying to catch a bus at Box Hill station, you know how convoluted the route is – first a set of escalators to exit the platform.

Then futz around with the ticket gates.

Dodge clueless shoppers inside Box Hill Central shopping centre.

Then take a vertigo inducing trip up another set of escalators into the middle of the shopping centre atrium.

And you’re finally there.

So what did the Middleborough Road Project do?

Then-rail operator Connex still called in the buses.

Up to 48 buses will run in peak periods between Box Hill and Blackburn.

The trip between Blackburn and Box Hill should take no longer than 17 minutes, including time to board and disembark, and walk between the bus and the train.

During peak periods and throughout the day on weekdays, a continuous shuttle bus service will operate between Box Hill and Blackburn. Buses will depart as soon as they are full and return as soon as the passengers on board have disembarked.

After 9pm on weekdays and on Saturdays, Sundays and public holidays, buses will operate to a set timetable. This will correspond to the temporary timetables for train services.

But built two temporary bus interchanges for them to operate from.

Blackburn

Buses will depart a temporary bus interchange just to the north of the station. Up to eight buses can stop in this interchange which will be built over an existing small car park and on the station side of Railway Road.

An extra DDA compliant crossing point is being built to the west of the station to accommodate passenger movement to and from the buses. This walkway will cross from the end of platforms 1 and 2, north to temporary bus interchange. It will not extend southwards to South Parade.

In addition, a number of gateways will be made in the fence separating platform 3 (which is the northern-most platform) and the adjacent temporary bus interchange in the car park.

Box Hill

A temporary bus interchange will be built next to the station, under Box Hill Central. The railway tracks, which are not in use during the shutdown, will be covered and the interchange built over them.

The interchange will have capacity for up to eight buses at a time to load/unload.

A pedestrian bridge, with stairs, will link platforms 2/3, with the bus interchange.

And how it worked

The interchange at Box Hill was the most impressive, with concrete being laid right over the top of the railway tracks, but in a way that trains could still run.

Weston Langford photo

So after the railway was shut down, buses could drive right in along the tracks.

Weston Langford photo

Stopping at a temporary bus interchange built on the tracks beneath the shopping centre.

Chris Gordon photo

Passengers being able to connect to trains on platforms 2 and 3 using a temporary footbridge over the bus roadway.

Chris Gordon photo

Buses then headed for Blackburn along the railway tracks.

Weston Langford photo

Exiting onto Whitehorse Road via a ramp at Linsley Street.

Weston Langford photo

And today?

2023 saw buses replace trains between Camberwell and Box Hill for level crossing removal works at Mont Albert Road, Mont Albert and Union Road, Surrey Hills – so how much effort was put into the replacement buses for that project?

At Camberwell station passengers had a short walk from the platforms to a shelter on Cookson Street to wait for buses.

With traffic controllers guiding buses out onto Burke Road.

But at the Box Hill end passengers got nothing – having to fight their way out of the station and along the Market Street mall to Whitehorse Road, where the buses would stop outside the shops.

In all an incredible contrast to the world of 2007 – we now grade separate dozens of level crossings each year without blinking, but put almost zero effort into making life easy for the passengers having their travel disrupted.

Further reading

• Vicsig page on the Middleborough Road Project
• Connex page on the Middleborough Road Project
• Forgotten lessons from rail replacement buses by me, and
• A look at the longest railway line closures in Melbourne, also by me.

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The original

The first locomotive numbered #6029 is a New South Wales AD60 class Beyer-Garratt 4-8-4+4-8-4 heavy goods steam locomotive, which entered service in 1954 and is now preserved by Transport Heritage NSW.

The young one

The next locomotive numbered #6029 is a UGL Rail C44aci diesel electric locomotive, operated by Aurizon on freight services across Australia since delivery in 2012.

And the ring in

And the electric version of #6029 is actually a tram – a Melbourne E-class which entered service in 2015.

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Regional Rail Link

These has been an ongoing theme for many months now, but ten years ago Regional Rail Link was nearing the finishing line – the finishing touches were being applied to the new platforms at Footscray.

And the site offices were being cleared away.

The road under rail grade separation on the Sunbury line at Anderson Road was open to traffic.

Noise walls were going up beside the existing railway line around Ardeer.

And the new railway through Wyndham Vale.

Wyndham Vale station looked ready for trains.

But the street entrance was boarded up – the first train was still a year away.

V/Line trains still sharing the suburban tracks into North Melbourne station.

But Ballarat trains were snaking across the new tracks to use the new country platforms at Sunshine station.

Flinders Street Station

Metro Trains Melbourne was more interested in making money at Flinders Street Station than running trains.

Leasing the site of the long abandoned platform 11 for the construction of a bar.

With views of the Yarra River.

The station also gained a massive video wall on the concourse, screening an endless loop of advertisements.

They didn’t stop until 25 November 2022, where an activist covered it with paint, shutting it down until June 2023 when a replacement screen was installed.

Southern Cross Station

V/Line’s fleet of A class diesel locomotives were still in frontline service a decade ago.

While the western end of Southern Cross Station was a much brighter place.

But not for long – work on the 699 Bourke Street development atop the station was underway.

The work supposedly the reason for the failed lighting above the platforms, which has never been fixed.

New signalling

The Kensington Racecourse Essendon Signaling Project (KRESP) was wrapped up on the Craigieburn line.

The old signalling equipment placed trackside waiting collection.

The project enabled the retirement of the 1885 signal box at Flemington Racecourse, 1918 signal frame at Kensington, and 1969 signal panel at Essendon.

Trams

The last of the Z1 class trams were still in revenue service, but apprantly not too reliable – this one was being followed by mechanics onboard tram recovery truck ‘R10’.

And motorists were having trouble figuring out the bike lanes on Swanston Street – like this wanker driving a BMW through the tram stop at A’beckett Street.

While at the nearby State Library tram stop was the aftermath of an even less competent driver.

And new liveries

June 2014 was the first V/Line train painted into the new PTV ‘shard’ livery – VLocity railcar 3VL40.

The shiny new colors a contrast to the faded livery the rest of the VLocity fleet was then wearing.

The move to PTV colors had also started on Melbourne’s bus fleet, with Westrans moving away from their corporate livery, before their eventual rebranding as part of CDC Melbourne.

Footnote

Here you can find the rest of my ‘photos from ten years ago‘ series.

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I set off from the CBD at C̶i̶r̶c̶u̶l̶a̶r̶ ̶Q̶u̶a̶y̶ the Ferry Building.

The ferry set off across the water, C̶e̶n̶t̶r̶e̶p̶o̶i̶n̶t̶ ̶T̶o̶w̶e̶r̶ Sky Tower above the skyline.

The arch of the S̶y̶d̶n̶e̶y̶ ̶H̶a̶r̶b̶o̶u̶r̶ ̶B̶r̶i̶d̶g̶e̶ Auckland Harbour Bridge to one side.

Navy ships moored at the G̶a̶r̶d̶e̶n̶ ̶I̶s̶l̶a̶n̶d̶ Devonport Naval Base.

As we headed across S̶y̶d̶n̶e̶y̶ ̶H̶a̶r̶b̶o̶u̶r̶ Waitematā Harbour.

Before our arrival at the M̶a̶n̶l̶y̶ Devonport ferry pier.

There I realised I could catch a bus back to the city.

So I caught a local bus to the M̶a̶n̶l̶y̶ ̶V̶a̶l̶e̶ Akoranga busway station.

And jumped on a B̶-̶L̶i̶n̶e̶ Northern Busway double decker bus.

To the northern terminus of M̶o̶n̶a̶ ̶V̶a̶l̶e̶ Albany.

And then hopped on a bus headed back south towards the W̶a̶r̶r̶i̶n̶g̶a̶h̶ ̶F̶r̶e̶e̶w̶a̶y̶ Northern Motorway.

I found a separate set of lanes to one side, o̶n̶c̶e̶ ̶u̶s̶e̶d̶ ̶b̶y̶ ̶t̶r̶a̶m̶s̶ ‘cliped-on’ to the original bridge.

On the other side there was a tangle of exits from the W̶e̶s̶t̶e̶r̶n̶ ̶D̶i̶s̶t̶r̶i̶b̶u̶t̶o̶r̶ Auckland Northern Motorway.

And there it was – S̶y̶d̶n̶e̶y̶ ̶ Auckland!

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Who’s that bus?

Back in 2023 I photographed a Transit Systems coach, with registration plate 5629AO.

I wanted to see if I’d photographed this coach before, so I plugged ‘5629AO’ into Google Search – which didn’t return anything of mine.

But a photo dated 2015 on Flickr titled ‘Big White Bus‘, with registration plate 5629AO visible – the same bus photographed.

And an article in the Bendigo Advertiser dated 2014 titled ‘Bus driver trapped by live power lines after incident‘, illustrated with a photo of the bus involved – registration 5629AO.

As for the history of the bus itself, the Australian Bus Fleet Lists entry for 5629AO says it entered service in 2005.

And I didn’t think that would even work!

I ended up in a discussion recently around Australian bus manufacturing, where imported chassis have bodies built atop them locally, and was trying to find out which bus operators use Iveco chassis – so I figured I’d try searching my photo gallery to see if I could find any.

And lo and behold, as search for “wongm Iveco” actually turned up highly relevant entries.

From the first row – a photo captioned “Moonee Valley Coaches #92 2266AO on St Albans Road, Sunshine North” appears because the bus has an ‘Iveco’ badge on the front.

Same applies to their photo captioned “HG Corporate Buses minibus XV95BF with luggage trailer at William Street and Flinders Lane”.

“Hi-rail weed spray trucks at Somerton” too.

“Moonee Valley Coaches #87 BS02AL at Swanston and Flinders Street”.

“Moonee Valley Coaches bus #82 9682AO on out of service at Moonee Ponds Junction”.

“Moonee Valley Coaches bus #90 2264AO on route 506 along Glenlyon Road at Lygon Street”.

And “McKenzie’s coach 1829AO at the Southern Cross coach terminal”.

I wouldn’t think that such a small piece of text like the badge on the front of a bus would get picked up by Google, but turns out they can do it.

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Some history

V/Line’s ‘H’ type carriage sets were originally built as ‘Harris’ suburban trains back in the 1950s.

SLV image H31188. Photographer unknown. Undated but circa 1956 to 1968.

In the 1980s the decision was made to refurbish the aging Harris trains, bringing them up to the same standards as the air conditioned Comeng suburban trains then being delivered.

Weston Langford photo

However the additional weight of the upgraded equipment and expense of asbestos removal from the bodyshells saw the economics of the program compared to the purchase of additional Comeng trains, so the refurbishment program was abandoned.

Instead, it was decided to convert the Harris trains into the ‘H’ type locomotive hauled carriages for the use on V/Line services to destinations such as Bacchus Marsh, Kyneton, Sunbury, Seymour and Leongatha.

Image via Wikipedia

A role they continued in throughout the 2000s.

The delivery of the new VLocity railcars from 2005 was intended to allow the retirement of the H sets.

But the increase in patronage thank to the Regional Fast Rail project and a 20% cut to V/Line fares saw the aging carriages retained and refurbished from 2007.

And refurbished for a third time from 2020.

But then just a few years later V/Line decided they were were done with the H sets, and in December 2023 H sets were withdrawn from services to Bacchus Marsh.

And the surplus carriage sets were sent to Echuca for storage, where they were quickly vandalised.

Video by ‘Rail Australia’

The last day

On 2 February 2024 the last two H sets were retired from service, their runs to Geelong being taken over by VLocity railcars.

I started my day at 5 am, catching the first train of the day down to Geelong.

There I found diesel locomotive N456 already coupled up to carriage set SLH33.

Ready to shunt it out of the sidings.

And into platform 2.

To form the 7:23 am service to Melbourne

I opted to catch an earlier service to Lara, so I could photograph it’s arrival.

And then ride it though to Melbourne.

On arrival at Southern Cross, N456 ran around the carriages, as shunter Y163 pushed the carriages back into platform 4.

Where the carriage set was stabled for the day.

The last run?

It was the turn of N468 to lead carriage set SLH33 back to Geelong that evening – I caught the train from Sunshine.

And went through to Geelong.

Geelong’s resident shunter Y129 arrived soon after to collect the carriage set.

Pulling the set out of platform 3.

And in a bizarre touch for something being retired – they sent it through the train wash!

And then stabled it in the sidings.

And the actual last run

Turns out V/Line had some late running that day, and the N set rostered to run a down Waurn Ponds service wasn’t available to run that service, so V/Line pulled carriage set SLH32 out of storage at Southern Cross, having withdrawn it from service the day before – and pressed it back into service.

So I climbed aboard it at Geelong.

For the short trip to Waurn Ponds.

On arrival the locomotive was uncoupled from the carriages.

And ran around them via the main line.

N456 then coupled onto the Melbourne end.

And after an arriving VLocity train cleared the single track from Geelong.

Departed Waurn Ponds for the yard at Geelong.

The end for a train now over 65 years old.

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The back story

I first looked into how many railway stations that I’ve photographed back in 2015:

As of August 2015, I had taken a photograph at 167 of the 209 suburban railway station in Melbourne, leaving 42 which I have no proof of ever visiting – a strike rate of just under 80%.

However, those raw numbers were a little misleading, as my subject of my photos isn’t necessarily a train – as the graph below shows.

Confused?

Some explanation

Before collating the data around which stations I have taken a photo at, I never intentionally set out to photograph every railway station in Melbourne – instead I take photos of trains…

• when I think a particular location looks photogenic,
• when I hear about a steam train running,
• when I want to see V/Line and freight trains,
• when I realise I need a photo to illustrate a specific blog post,
• when I discover something is about to change and I don’t yet have a photo of it,
• when I decide to head out and photograph every ‘X’ item.

But the most common reason – I take photos of trains when I’m out and about doing other things.

The end result of this is a selection of photos across Melbourne that primarily covers the areas that I’ve passed through for work, study and visiting friends; with a particular focus on railway lines that see V/Line and freight services upon them; and leaving vast swathes of the city undocumented by my camera.

This also explains the stations where I have never photographed a suburban train at…

If a location is photogenic, I might take a photo of a train near the station when I’m in the area – but not bother visiting the station itself.

Alstom Comeng emerges from under the Jacana Flyover

Over the years I’ve travelled on a number of special trains around Melbourne – resulting in plenty of photos featuring steam and diesel trains in strange locations, but no photos of the suburban trains that normally run to said stations.

Diesel Electric Rail Motor RM58 at Upwey

When a weekend services run only every half hour, I don’t have time to wait around for the next train to show up – hence the stations where the only photo I have is of the station building.

Island platform at Ruthven station

And finally the ‘only substation’ category – I’ve been playing Pokemon with the substations that power Melbourne’s electric trains, and slowly photographing every example that I can find.

Traction power substation on the Mernda line at Reservoir

And the years since

In the end, the very act of determining how many stations I have photographed changed my attitude to photography, and in the years since 2015 I stepped up my efforts to take a photo at every railway station in Melbourne – and by December 2019 I was getting close.

But visiting the last few stations took until November 2021.

The station that marked the end of my quest – Parkdale, which received a special visit due to the upcoming level crossing removal works.

However I am yet to photograph a train at every Melbourne railway station – the following stations have slipped from my grasp due to their lack of frequent services:

• Moreland on the Upfield line, and
• Ruthven on the Mernda line.

And there are two stations I’ve only visited on a day that trains were being replaced by buses:

• Hampton and Gardenvale, both on the Sandringham line.

So how many years will it take until I find at train those last four stations?

Raw data

The raw data used for the above calculations as a Google spreadsheet.

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