Tracking the rail replacement buses

PTV rolled out a new, more readable style of poster summarising upcoming rail replacement buses across the Melbourne suburban network back in May 2022, giving passengers an overview of which lines were going to be closed for weeks on end, just for a weekend, or just for evening works.

Throughout August and September 2022 the Mernda line was closed for an extended period, while the lines to Upfield, Lilydale, Belgave and Alamein were closed for a weekend.

In late September the Craigieburn and Sandringham lines joined the weekend closure club.

October it was the Williamstown, Werribee and Sunbury lines.

But come November – trains running everywhere, except for a single night on the Lilydale and Belgrave lines.

But come Sunday 27 November, buses were replacing trains on six separate lines.

And they’re back – during December 2022 nine lines were replaced by buses, including two extended line closures.

So why the lack of replacement buses?

Turns out there was one major event in November – the 2022 State election, held on Saturday 27 November.

So did someone high up in the government tell transport operators November was off limits for project works, because they wanted trains to keep running? I don’t know, but I can’t think of a better explanation.

And they’re still more

Since the election we’ve had tram replacement buses on St Kilda Road due to Metro Tunnel works and buses on the Upfield and Craigieburn lines due to Dynon Road works for the West Gate Tunnel project.

And coming up – closure of the underground stations on the City Loop from 2 January through to 15 January 2023; replacement buses on the Cranbourne, Pakenham, Frankston, Stony Point and Sandringham Lines for three weeks from 4 January 2023 for Metro Tunnel works; and the Lilydale and Belgrave lines from 23 February to end of May for the removal of the level crossing at Union and Mont Albert Roads.

However the ability for operators to supply buses and drivers might be in trouble – the most recent round of occupations have been described as “the worst ever” with run times not allowing traffic conditions, with buses running 15+ minutes late compared to the driver’s schedules, and multiple concurrent projects have seen the available fleet of buses spread thin, causing even further crowding.

The only respite – the rumoured hiring of buses and drivers from South Australia and New South Wales to shore up the rail replacement fleet.

Footnote: New South Wales tries the same thing

March 2023 saw a state election up in New South Wales, and they’ve done the same thing as Victoria.

Hundreds of rail workers have been temporarily redeployed from their main jobs because the state’s transport agency has had an order in place for almost three weeks preventing a raft of maintenance and project work on signalling and operational systems across the rail network.

Two weeks before Saturday’s state election, the transport agency made the order halting “any non-essential work on signalling, operational technology and control systems” until further notice.

Transport for NSW’s internal memo to maintenance workers – obtained by the Herald – said the suspension was aimed at reducing the “risk of system failures” and to “minimise train service disruptions”. The agency refers to the suspension as a “brown out”.

At the election the New South Wales government changed so I suppose the incoming team had a reason to start asking questions – but with no change in the top in Victoria, everyone kept their lips shut.

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‘Vote 1’ signs for Monique Ryan, an independent candidate looking to unseat treasurer Josh Frydenberg in Kooyong, an electorate 30 kilometres away in Melbourne’s leafy eastern suburbs.

But a few days later, her posters were sitting discarded in a pile, replaced by ads for Tim Wilson – Liberal member for Goldstein, at risk of being unseated by independent candidate Zoe Daniel.

But even the deep pockets of “freedom boy” couldn’t keep his face on the back of scooters – he joined the pile of rejects, replaced by Eric Kolmeyer, Liberal Democrats candidate for Scullin, in the outer northern suburbs of Melbourne.

And the washup

With the election now over…

• Monique Ryan ended up ousting Josh Frydenberg in a tight race.
• Tim Wilson conceded defeat to independent Zoe Daniel.
• And as for Eric Kolmeyer – a middling 3.7% of votes, sitting behind Labor, the Liberals, Greens, United Australia Party, and One Nation.

A note on mobile advertising

Theoretically a motor scooter with a noisy two stroke engine causes less pollution than a truck mounted billboard.

But advertising towed around by pedal power are the cleanest option.

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South Kensington – Footscray railway quadruplication

In 1973 work on this project was already underway.

The western suburbs of Melbourne are serviced by the electrified suburban railway lines to St Albans and Williamstown / Altona. They have a common section from Footscray to the City, a distance of 5.5 kilometres. These lines also carry passenger and freight traffic for the country rail services to Geelong, Ballarat and Bendigo.

The existing route from the City has six tracks to North Melbourne (junction for the Broadmeadows and Upfield lines) and four tracks to South Kensington. The remaining two kilometres to Footscray have double tracks. This section of double track line crosses the Maribyrnong River and is a bottleneck for the traffic to the western suburbs with trains in each direction converging from two to one track , only to diverge again a mile further on.

The project is to quadruplicate the remaining section of double track between the City and Footscray.

Work was completed on the project in 1976, with track capacity between the City and Footscray expanded to six tracks in 2014 by the Regional Rail Link project.

Caulfield – Mordialloc Railway third track

At the time of the report, the Frankston line was something of a basket case.

The railway between Caulfield and Frankston provides a passenger service for residents on the eastern side of Port Phillip Bay. The line also carries limited passenger and freight traffic from the Mornington and Stony Point Lines.

At present the electric suburban services suffer from congestion in peak hours resulting in little travel time advantage from the operation of express trains. Although the capacity of the present line between Caulfield and Mordialloc can be increased by improved signalling, there would still be delays to the peak hour trains serving Mordialloc to Frankston.

The project is based on the provision of a third track signalled for two-way operation, between Caulfield and Mordialloc. This would provide significant benefits from improved travel times, and express and local services would be more efficiently combined. The peak hour express trains between Caulfield and Cheltenham/ Mordialloc would save up to six minutes travel time per trip.

The project would involve construction of 15.5 kilometres of single-track railway, together with the installation of associated signalling and electrical equipment. The capital expenditure on the project would occur between 1973 and 1976 for Caulfield to Cheltenham, and 1976 and 1978 for Cheltenham to Mordialloc.

But work on a third track was slow to start – by 1981 the the scope cut back to just Caulfield-Moorabbin – a distance of 6.5 kilometres. The project was given the go ahead by then Transport Minister Steve Crabb in 1984, and took until 1987 to be completed. It also also done on the cheap, with level crossings instead of grade separations.

Sunshine-Deer Park West Railway

Rail services to the west have long lagged the west of Melbourne, with Deer Park especially forgotten.

The Melbourne western suburbs of Ardeer, Deer Park, and Deer Park West are served by bus routes of the Melbourne and Metropolitan Tramways Board, as well as by private operators. All of the bus routes serve Sunshine Station, where a bus-rail interchange is proposed to replace the existing limited bus terminal facilities. The “TB bus routes at present continue on to the city but function mainly as a local bus service, because the Sunshine to the City running time by bus is 17 minutes longer than by train.

Sunshine is at the junction of the main Ballarat and Bendigo railway lines. The Ballarat line is single track with a station and crossing loop at Deer Park. This station is served by only a limited number of short distance country trains.

The project is to duplicate and electrify the existing railway to Deer Park West, and to introduce a suburban passenger service. This would involve the construction of a second track for about 7 kilometres and electrification of 14 track kilometres. New stations would be built at Ardeer and Deer Park West and the existing station at Deer Park would be rebuilt.

Two evaluations were completed. The first included the immediate electrification as well as the duplication. The second was on the basis of immediate duplication of the track, but deferment of electrification for ten years. The initial service would be provided by a shuttle service, using reconditioned railcars, between Deer Park West and Sunshine. This service would be supplemented by the existing Melton/Bacchus Marsh commuter trains.

The duplicated line opened to trains in 1976, in addition to the rebuilt Ardeer station, but no extra services were provided – something not addressed until the opening of Regional Rail Link in 2015, and the opening of Caroline Springs station in 2017.

As for electrification – 18km of track was duplicated between Melton and Deer Park West in 2019, but we’re still waiting for electric trains.

Macleod-Greensborough Railway Duplication

The Hurstbridge line was another goat track in need of upgrading.

The Hurstbridge Line is an electrified suburban railway in Melbourne serving the north-eastern suburbs of Ivanhoe, Heidelberg and Eltham, and the Diamond Creek valley to Hurstbridge.

The line is double-track for the first 16.5 kilometres to Macleod, except for single-track sections across the Merri Creek Bridge (Clifton Hill-Westgarth) and Heidelberg-Rosanna. Beyond Macleod the line is single-track for the remaining 20.5 kilometres with crossing loops at Greensborough, Eltham and Diamond Creek. The basic service is for alternate trains to Eltham and Hurstbridge, with extra trains to Heidelberg and Macleod during peak hours.

The numerous sections of single track, particularly between Clifton Hill and Eltham, considerably constrain the frequency of service which can be provided on this line without incurring excessive delays at crossing loops. The project is to extend the double track from Macleod to Greensborough, a distance of about 5.5 kilometres. The Merri Creek Bridge and Heidelberg-Rosanna single-track sections are expensive to duplicate and have not been included in the project.

In 1979 the line between Macleod and Greensborough was duplicated, with the ‘too expensive’ sections also tackled in recent years – Clifton Hill – Westgarth in 2009, and Heidelberg – Rosanna in 2018.

Electrification of Newport-Werribee Railway

Once upon a time Werribee was a country town and not a suburb of Melbourne, and had a rail service to match.

The Geelong railway provides services for the Western Suburbs of Melbourne. The services to Altona and Williamstown operate over the electrified section between Altona Junction/Newport and the city. A diesel service operates to Werribee.

The population in the area between Newport and Werribee is growing rapidly and so is the demand for suburban rail travel. The project provides for the electrification of the 18.5 kilometres of double track between Altona Junction and Werribee, allowing the service to be integrated with the electrified suburban system.

The project would be commenced in 1973 and would be completed by the end of 1974. New stations are proposed at Newport West and Tarneit at an estimated cost of $100,000 each.

It took until 1983 for electric trains to start running to Werribee, with services rerouted via Altona from 1985 following the completion of a new railway via Westona to Laverton.

However the extra stations proposed in the 1970s were never built, and instead two stations were closed – Paisley in Newport South and Galvin on the northern edge of Altona, made redundant following the rerouting of Werribee line services via Altona in 1985.

Capacity on the rail corridor was expanded in 1995 following the opening of the parallel standard gauge Melbourne-Adelaide track in 1995, and expanded again in 2015 following the diversion of Geelong line services to the new Regional Rail Link route via Tarneit.

Frankston Railway Resignalling

Track amplification on the Frankston line already appeared in the report, but the life-expired signalling elsewhere on the line was also in need to replacement.

The Frankston Line provides a passenger service to the residents on the eastern side of Port Phillip Bay. The line also carries the limited passenger and freight traffic from the Mornington and Stony Point lines.

The present signal capacity on the Caulfield-Frankston section of this line is only sufficient to carry the existing number of peak hour trains, The double line block telegraph system of signalling is still in use between Glenhuntly and Bentleigh, and between Highett and Frankston, a distance of nearly 27 kilometres. This system is labour intensive and is not readily modified for the close headways usually required on urban railways.

The project would be the replacement of the existing double line block telegraph system between Frankston and Mordialloc to increase track capacity and improve reliability. The minimum headway would be reduced from 6 minutes to 3 minutes.

Thankfully this these upgrades happened much quicker than the track implication works – Glenhuntly to Bentleigh was upgraded in 1974, followed in 1976 by Carrum to Seaford and Carrum to Chelsea.

The last examples of double line block safeworking were replaced on the Williamstown line and Upfield line in the 1990s, and on the Bendigo line in 2005, leaving just the Seymour line.

Signal Improvements – Oakleigh Station

Way back in the 1920s Oakleigh station was rebuilt as the terminus for suburban services from Melbourne, but by the 1970s it had been left behind by post-war suburban sprawl towards Dandenong.

The Dandenong Line is one of a number of railway lines serving the south-eastern suburbs of Melbourne. The line also carries the Gippsland rail traffic.

Oakleigh is the mid-point of the line, being 15.5 kilometres from Flinders Street Station ad 14.5 kilometres from Dandenong. During the peak hours, additional trains are run between the city and Oakleigh to supplement the Dandenong trains. Adjacent to Oakleigh Station there is a small goods yard and stabling facilities for suburban trains.

At either end of Oakleigh Station there are manually operated signal boxes. These control the section through Oakleigh Station, this being the only remaining section of manual signalling between Caulfield and Dandenong. These signal boxes also control entry of trains to the goods yard, suburban trains storage sidings and the movements of terminating suburban trains.

The project would replace the two existing signal boxes with one consolidated box within the station building. The design of the new signal box would be compatible with the proposed third track between Caulfield and Huntingdale.

In 1975 the new signal panel replaced the aging mechanical signal boxes, but in the years that followed the reason for it existing has disappeared. The first casualty was the goods yard which was removed in 1984, followed by the stabling sidings in 1995. A turnback platform was built at Westall in 2012 removing the need to use Oakleigh for the purpose, with the signal panel abolished in 2018 following the opening of the Dandenong Signal Control Centre to control the entire line.

As for the third track from Caulfield – we’re still waiting. The idea was revived in 2006, but the elevated tracks from Caulfield completed in 2016 only have space for two tracks.

Melbourne Train Replacement

In the 1970s Melbourne rail travellers with still stuck onboard old ‘red rattlers’.

The Victorian program for 1973-74 includes $10.7m for replacement trains. The cost of the trains has increased 7 per cent since 1972.

In view of some adverse press comment about seating on the one new train which has come into service since the 1972 evaluation, it is noted here that a sensitivity test of the evaluation was made in which passenger benefits were halved.

However, in response to the press criticism the Victorian Minister for Transport now has arranged for improved seating to be incorporated in the new trains.

The stainless steel ‘Hitachi’ trains were constructed between 1972 and 1981, remaining in service until replaced by the current Siemens and X’Trapolis trains in 2003–2004. The last Hitachi train carried passengers in 2014, with the last set moving on the Melbourne rail network in 2015.

Melbourne Eastern Railway – Stage One

Photo by Philip Mallis from Melbourne, via Wikimedia Commons

The 1970s saw yet another proposal to build a railway to Doncaster.

The section of the Eastern Freeway at present under construction is between Alexandra Parade, Collingwood and Thompsons Road, North Balwyn. This section of the freeway provides a central reserve for the proposed Eastern Railway. The railway would link Doncaster and Templestowe with central Melbourne.

The railway is planned to be constructed in two stages.

Stage One would construct the railway a distance of 8.5 kilometres to a station near Thompsons Road, Bulleen. The railway would branch from the Hurstbridge and Epping Lines at Victoria Park and use the railway reserve provided by construction of the Eastern Freeway. The only station on the new line would be at Bulleen, where interchange facilities would be provided for buses and cars.

Stage Two would extend the railway from Bulleen through Doncaster to East Doncaster.

In 1977 the Eastern Freeway opened to Bulleen Road, being extended to Doncaster Road in 1982 and Springvale Road in 1997, but today we’re no closer to a Doncaster railway.

Melbourne Bus Replacement

MMTB Annual Report 1979

Buses – the forgotten mode of Melbourne’s public transport network.

Of the 260 buses operated by the Melbourne and Metropolitan Tramways Board (MMTB), 135 are over 20 years old. It is intended to purchase 30 buses in 1973-74 to replace an equal number of 22 year old AEC Regal Mk I11 buses. The MMTB believes the new vehicles – integral construction National buses fully imported from UK – would have an economic life of approximately l5 years. Accordingly, the evaluation assumes a project case of replacing the 22 year old Leyland buses in 1973-74, followed by 15 year replacement cycles thereafter

And the story isn’t any different today – some Melbourne bus operators kept buying high floor buses despite the availability of accessible low floor models, and today we’re still buying old fashioned diesel buses instead of hybrid or 100% electric buses.

Melbourne Tram Replacement

Weston Langford photo

W class trams might be a Melbourne icon, but they served as everyday public transport for far too long.

The rolling stock of the MMTB consists of 696 trams of which 70 per cent were built before 1939. The MMTB have indicated that over the next five years they intend to purchase 205 new trams, of which 100 have already been ordered.

The first ‘modern’ tram was the 100 Z1 class trams that entered service in 1975 – 1978, followed by 15 Z2 class trams in 1978 – 1979, and 115 Z3 class trams in 1979 – 1984.

However this was not enough to send the aging W class fleet to the scrap yard – it took the arrival of 28 A1 class trams in 1984 – 1985, 42 A2 class trams in 1985 – 1986 to finally kill them off, with the last W2 class tram carrying paying passenger in December 1987.

Ringwood Corridor

Back in the 1970s the railway east to Ringwood was the ‘darling child’ of the Melbourne suburban network, but was still not up to scratch.

The Box Hill-Ringwood Railway is the main railway serving the eastern suburbs of Melbourne. There are four tracks over the first 4.5 kilometres to Burnley, the junction of the Glen Waverley Line. The next 10.5 kilometres to Box Hill has three tracks, allowing express trains to operate on this section in peak hours. The remaining 10 kilometres to Ringwood is double track.

Ringwood is the junction for the electrified service to Lilydale (13 kilometres) and Belgrave.(l6.5 kilometres). Ringwood is also an important terminal station for peak hour trains. The Lilydale line is single track except for the section Croydon-Mooroolbark (3.5 kilometres). The Belgrave line is also single track except for double track between Bayswater and Ferntree Gully (5 kilometres). There are crossing loops at Upper Ferntree Gully and Upwey.

The railway continuing beyond Lilydale to Healesville (25 kilometres) has an infrequent diesel rail car service which connects with the electric suburban service at Lilydale. The railway beyond Belgrave is the narrow gauge (0.76 metre) ‘Puffing Billy Tourist Line.

The railways beyond Ringwood were originally built in the 1880’s as low capacity branch lines. They were electrified in the 1920’s. The recent growth of the Melbourne urban area into the area served by the lines has increased the demand on the rail service. The improvements are designed to upgrade the railway lines to meet projected demand.

The proposed improvements are as follows:

(i) Ringwood Station: Third Platform. The improvement is the provision of a third platform. The estimated cost is $0.7m, which includes associated resignalling.

(ii) Ringwood-Bayswater: Duplication of 5 kilometres. This would complete the duplication between Ringwood and Ferntree Gully. The estimated cost is $1.3m.

(iii) Ringwood-Croydon: Duplication of 5 kilometres. This would complete the duplication between Ringwood and Mooroolbark. The estimated cost is $l.1m.

(iv) Signalling Croydon-Lilydale and Bayswater-Ferntree Gully. The existing signalling on the two existing double track sections is Double Line Block Telegraph System. The single track section between Mooroolbark and Lilydale uses the electric staff system. It is proposed to replace these systems with power signalling at an estimated cost of $1.3m.

The third platform at Ringwood, the track duplications, and the signal improvements are proposed for commencement in 1973 and completion during 1975. Additionally, it is proposed to build a third track from Box Hill to Ringwood between 1975 and 1978 at an estimated cost of $7.2m.

The first change to occur was the closure of the line to Healesville in 1980.

As for duplication, it had to wait – Ringwood to Bayswater completed in 1982, followed by Ringwood to Croydon in 1984.

The third platform at Ringwood – that didn’t happen until 1999. And a third track from Box Hill to Ringwood – the Middleborough Road Project of 2007 left space for it, but subsequent upgrades have kicked the idea off into the never-never.

Huntingdale-Ferntree Gully Railway

The government wanted funding to reserve land for a railway to Rowville.

The Melbourne Metropolitan Transportation Plan provides for the eventual construction of a railway line between Huntingdale and Ferntree Gully. As residential development is now proceeding along the alignment of the proposed route, the Victorian Government desires to make the land acquisitions necessary for an eventual construction of the railway.

The most recent feasibility study was completed in 2012-14 but we are still no closer to building it.

Frankston-Lyndhurst Railway

Another proposed cross-country railway line was one from Dandenong to Frankston.

The Melbourne Metropolitan Transportation Plan provides for the eventual construction of a railway between Frankston and Lyndhurst to improve public transport services between Frankston and Dandenong. As residential development is now proceeding along the alignment of the proposed route, the Victorian Government desires to make the necessary land acquisitions.

But the only progress in the years since was the extension of suburban services to Cranbourne in 1995, using the existing railway from Dandenong.

Additional Melbourne Railway Stations

Melbourne has a long history of building new ‘infill’ stations on existing railways, and the 1970s was no different.

The Melbourne Metropolitan Transportation Plan proposes the construction of a number of additional railway stations.

Where these coincide with other rail improvements for a corridor the cost of providing additional stations .has been included in the corridor evaluations.

There are six additional stations which are not associated with corridor improvements of which two are planned for construction in 1973-74 at an estimated cost of $0.2m.

In 1975 two new suburban station opened – Kananook outside Frankston, and Yarraman outside Dandenong, followed in 1982 by a third – Ginifer station south of St Albans.

Melbourne Station Rebuilding

By the 1970s suburban sprawl had seen what were once country railway stations absorbed into suburban Melbourne, and passenger were finding the facilities lacking.

It is proposed to reconstruct 50 Melbourne suburban railway stations. These stations are timber structures more than 60 years old, many of which were designed to handle peak traffic volumes much less than current day levels. The reconstruction would be designed to complement, where appropriate, modal interchange improvements, and alterations to platforms and facilities required for the provision of additional tracks.

So in the years that followed aging timber buildings were replaced by brown brick bunkers, a process which continued until a growing interest in heritage saw them restored instead of demolished.

Scorecard

The report listed 16 public transport projects – so how many actually happened?

• completed on time: 5
• completed, and subsequently improved further: 2
• completed, but with scope cut: 2
• delayed but eventually completed: 2
• delayed and completed after scope cut: 2
• never started: 3

And a surprising outcome – completed on time, and improved further in the years that followed: 2.

Footnote: public transport patronage in the 1970s

The 1970s was a time of falling rail patronage – cars had already taken over the streets of Melbourne.

In Melbourne the share of journeys to work taken by private vehicles climbed from 19% in 1951 to 69% in 1976. That’s more than a threefold increase in share over 25 years.

On the other hand, public transport’s share of work trips plummeted. It fell from 57% in Melbourne in 1951 to 24% by 1976; walking also halved, from 14% to 6%; and cycling was virtually wiped off the map, collapsing from 9% to 1%.

So the improvements listed above were a belated attempt by the railways to make themselves relevant to the modern world.

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Shadow Minister for Public Transport, David Davis and Shadow Minister for Community Safety, Ed O’Donohue made the campaign promise.

Davis-O’Donohue: Second entrance for Windsor station
28 August 2018

Second entrance for Windsor station

A Liberal Nationals government will open a second entrance at Windsor station if elected in November this year.

A Matthew Guy led government will get commuters home faster by opening a second entrance and adding extra Myki readers so patrons can move on and off the train at the northern end of the station.

The Liberals continue to focus of the safety of commuters and commit to adding CCTV cameras at the station.

There are approximately 4,000 passengers who use the station daily, with patronage increasing as population in Windsor and surrounding areas increase.

The second entrance will include a ramp to allow for those passengers who use a wheelchair to access the station platform with ease.

Comments attributable to Shadow Minister for Public Transport, David Davis:

“Station users will benefit from easier access on and off the platform saving them from missing trains and walking long distances to their cars and homes.”

Comments attributable to Shadow Minister for Community Safety, Ed O’Donohue:

“The Liberals will continue to invest in the safety of all Victorians, including those who are using our public transport network.”

Comments attributable to Liberal Candidate for Prahran, Dr Katie Allen:

“Locals have all told me how they have missed trains due to the congestion at the entrance and at the Myki reader. This second entrance will help ease the crush at peak times.”

But it came to naught.

The Liberals lost the election to Labor.

None the less Greens MP Sam Hibbins, Member for Prahran, took up the case.

Upgrade Windsor station

A good local train station is critical to the liveability of any community, and Windsor station is right in the heart of the Windsor community.

In response to my local survey, hundreds of commuters suggested several important but relatively low-cost and achievable upgrades to the station, all whilst maintaining the station’s important heritage status.

A second entrance at the western end of the station would be a very easy-to-implement upgrade that would greatly benefit residents in the western half of Windsor, having travelled through Windsor siding. Windsor siding has recently been upgraded by the local council and a second entrance would be a welcome contribution by the state government.

He raised the proposal in parliament.

Windsor train station
5 March 2020

In terms of a second entrance at the west end of the station, this would be a very low cost and easy to implement upgrade just requiring a gate, some Myki readers and possibly some steps or a ramp, and this would greatly benefit residents in the western half of Windsor having travelled through Windsor Siding. Windsor Siding has recently been upgraded with better paths and lighting by the council, and I think this upgrade would be a welcome contribution by the state government to that upgrade.

Getting a brush off response from Melissa Horne, Minister for Public Transport.

Costs for new station entrances can be significant and often requires changes to lighting, CCTV, electrical and communications cables.

Who knows that the 2022 State Election will bring?

Further reading

In 2014 Melbourne-based economist Jason Murphy pondered the question of adding additional station entrances in his post ‘Faster train journeys – some low-hanging fruit‘.

Professor David Levinson also asked the same question in his 2017 post ‘Sydney train stations need two exits‘, the 2019 article ‘How to increase train use by up to 35% with one simple trick‘, and associated journal article with Bahman Lahoorpoor – ‘Catchment if you can: The effect of station entrance and exit locations on accessibility‘.

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‘Liberal’ search results at www.premier.vic.gov.au

Down the rabbit hole

One might think the https://www.premier.vic.gov.au/ domain is supposed to be for the Premier of Victoria to crow about their own achievements, but in reality it seems to be more concerned with playing political games.

‘Liberal’ search results at www.premier.vic.gov.au

Complaining about the opposition’s record on regional rail.

Liberals’ Regional Rail Plan Keeps Unravelling
5 October 2018

Liberal Leader Matthew Guy’s regional rail plan is only 48 hours old and it already has more holes than Swiss cheese.

Regional Victorians well know that the Liberals and Nationals closed these vital passenger rail services. Victorians also remember that when the Liberals make promises about rail, they never happen. The Liberals promised Rowville rail, Doncaster rail and Avalon rail – but they were never delivered.

The latest example is the Liberals claiming they will return passenger rail services to Mildura, Horsham and Hamilton, while their own policy document clearly states that won’t happen.

Their attitude towards the West Gate Tunnel money pit.

Leadership Test Looms For Liberals On The West Gate Tunnel
Minister for Roads and Road Safety
24 May 2018

As construction powers ahead on the Andrews Labor Government’s West Gate Tunnel, the Liberals are today faced with a test of leadership following the Greens again trying to revoke planning permission for this vital project.

The Liberals now have a clear choice – do they support jobs, getting trucks off local roads and relieving traffic congestion? Or will they again team up with the Greens to try and block this urgently needed project?

By attempting to revoke current planning permission, the Greens are trying to sack the more than 1,200 workers already building the project and stop the Labor Government’s 24-hour truck bans for residents in the inner west.

Level crossing removals.

Parliament Rejects Liberal Stunt To Stop Level Crossing Removals
Minister for Public Transport
22 June 2016

Victorian Parliament today overwhelmingly rejected a Liberal stunt to delay the $1.6 billion project to remove nine dangerous and congested level crossings in Melbourne’s south east.

Hospital funding.

Report Confirms Liberals’ Broken Beds Promise
Minister for Health
23 June 2015

New figures released today confirm that the former Liberal Government failed to deliver on its promise to add 800 hospital beds to the health system over their term of government.

Right-wing extremists.

Victorian Liberals Must Explain Extremist Links
6 May 2019

The Liberal Party must come clean on its links to right-wing extremists, following more reports that they are cosying up to members of the far-right to infiltrate and disrupt Victorian politics.

Last week convicted criminal and neo-Nazi sympathiser Neil Erikson claimed he met with prominent Liberals Andrew Hastie and Ian Goodenough – claims which were at first denied, but then shown to be true.

Mr Erikson also claimed to have flown to Queensland to take part in a conservative recruitment event for the Liberal-National Party – claims which were again first denied, but then shown to be true.

This extremist recruitment event was attended by well-known Victorian Liberal operative and State Council Delegate Elliot Watson.

The response to this extraordinary revelation has been met with deafening silence by the Victorian Liberal Party.

Content that looks more at home on the Labour Party website.

So what happens when the State Government changes?

Denis Napthine was Premier of Victoria until the Liberals loss at the 2014 Victorian state election, and also published media releases on the www.premier.vic.gov.au domain.

www.premier.vic.gov.au media releases by Denis Napthine

And was no stranger to attacks on the Labor Party.

Labor’s transport fraud
Tuesday, 19 November 2013

Labor’s approach to transport offers no real solutions for road congestion or the state’s infrastructure needs, Premier Denis Napthine said today.

“Today, Labor has failed to commit to one new tram, one new train, or a single new bus; Labor will condemn us to decades of gridlock and frustration on the roads,” Dr Napthine said.

“All we have seen today is the Labor Party turning its back on its own plan – Rod Eddington’s proposal for an East West Link. This was a plan endorsed by John Brumby and his government, including Daniel Andrews.

“Residents right across Victoria know that we need to ease the burden on the West Gate corridor, and that is what the Victorian Coalition Government will deliver through the East West Link.

“The East West Link will remove congestion and improve connectivity and productivity across Melbourne.”

Dr Napthine also highlighted the Coalition Government’s record in removing level crossings across Melbourne.

“The Coalition Government has five level crossing removal projects already under construction and another seven projects in pre-construction at this very moment,” Dr Napthine said.

“The Coalition has a strategic and managed approach to level crossing removals to minimise the disruption to the road and rail system and local communities.

“In stark contrast, Labor does not have a strategic approach which accounts for the complexity of traffic management issues. This will result in unnecessary chaos, congestion and disruption for motorists and commuters.

“Labor’s transport con is hardly surprising given its track record when it comes to infrastructure in Victoria. This is the party which gave Victorians the Desal Plant, the North South Pipeline, Myki and $1.4 billion of ICT blowouts.

“The Victorian Coalition Government has spent more than $3.7 billion on roads in the past three years. This year alone, we are spending $1.2 billion on roads, including $466 million dedicated to road repairs and maintenance.

So no wonder that the site had to be thrown down the memory hole following the election.

www.premier.vic.gov.au following the 2014 Victorian state election

Will we see the same purge in 2022?

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‘See you at 6pm’ and ‘Safety you can see’ are the taglines of the campaign, with advertising space purchased on the JCDecaux digital screens found at railway stations.

In JCDecaux poster cases.

And the side of trains.

Stickers have been added as you walk into railway stations.

The poster cases usually used to host PTV promotions have been taken over.

And the previously anonymous PSO pods now feature a marketing spiel.

But Footscray station is ground zero for the campaign.

Stickers cover the stairs leading up to the footbridge.

‘Safety you can see’ billboards beside walkways.

The ‘See you at 6pm’ message looming over the main walkway.

‘Safety you can see’ stickers in front of the ticket gates.

And yellow and blue police tape applied to CCTV cameras.

Not just one, but all over the station.

Along with more police tape down the station walls.

And a big ‘CCTV cameras operate 24 hours a day’ sticker on the concourse floor.

It’s going to be a long election campaign.

Footnote

September 2 saw the announcement that PSOs would now start patrolling trains, expanding their area of operation from their previous posting at railway stations. Coincidence, or something more?

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I found a good example of this in the Spring 1996 edition of the Hansard for the Legislative Assembly, where backbencher Robin Cooper moved a motion:

Mr Cooper – I move:

That this house, while regretting the lack of general policy commitment by the Labor Party to transport issues, congratulates the government on its transport achievements during its first term in office and applauds the commitments to further improve the transport system in Victoria during the coming four years as outlined in the public transport policy of the coalition published in March 1996.

After attacking the Labor Party on their failings on public transport while in government, Cooper then pulled out a list of of every transport improvement that the government had made over the past four years.

Mr Cooper

I now move to the period 1992 through to now to outline what has been done in public transport. And an enormous amount has been done; far more than I will have time for today, because I know the honourable member for Thomastown will also want to say something about the motion. I hope I will be able to get through the mountain of material I have in support of my motion, but if I read out all the things–

Mr Batchelor interjected.

Mr Cooper

I am not going to do that; I am going to give you something to talk about. If I went through every public transport achievement of this government from October 1992 to March 1996, I would still be talking at around 10.00 p.m. -but I am quite prepared to accept a motion for an extension of time.

Some changes were positive, no matter what side of the fence you sit on:

• February 1993 agreement was reached between the Victorian and federal governments for the standardisation of the Melbourne-Adelaide rail link at a cost of $153 million.
• Continued operation of V/Line rail services at international best practice to Albury-Wodonga, Swan Hill, Stony Point and Sale.
• 15 May 1993 one of the great successes that can be testified to by members living in outlying areas was the commencement of Melbourne’s Nightrider bus service.
• In May 1993 the notorious Southern Aurora Hotel in Dandenong was demolished in the first step of a $5 million redevelopment of the Dandenong railway station.
• Also in May 1993 it was announced that 10 improvements would be made to the Flinders Street station, with a police booth on the concourse – which is now in place – new and upgraded food, newsagency and retail outlets, and improved customer waiting facilities on platforms.
• July 1993, due to increasing patronage of the Nightrider buses – this is a quick endorsement of the service – the service was improved with the addition of an extra departure time at 4.30 a.m. from the City Square each Saturday and Sunday morning.
• July 1993 the new $6 million, 1.7 kilometre extension of the East Burwood tram route was opened.
• Again in July 1993 the weekday coach services from South Gippsland and Phillip Island began operating direct to Melbourne for the first time.
• V /Line’s new Goulburn Valley super freighter service began transporting containers to and from Melbourne docks on 2 August 1993.
• On 8 August 1993 trams were back on all Sunday services for the first time since 1961. Trams replaced buses on routes 3, 82 and 57.
• On 12 August 1993 the new $330 000 Moonee Ponds modal interchange was opened.
• On 16 August 1993 construction was commenced on the $6.3 million City Circle tram loop, which was the first tram extension in the central city for nearly 40 years.
• new, faster, larger XPT trains commenced overnight services between Melbourne and Sydney in November 1993, in cooperation with the State Rail Authority in New South Wales and in so doing reduced the travel time between the two cities by 3 hours.
• November 1993 $150,000 upgrade of the Sunbury railway station.
• December 1993 the frequency of the Nightrider bus service was doubled to a half-hourly service on New Year’s Eve. That marked the return of public transport on New Year’s Eve.
• February 1994 new Elizabeth Street tram terminus was opened.
• February 1994 public transport brochures translated into 13 different languages were released.
• April 1994 V /Line freight was to expand its operations into southern New South Wales with the reopening of the Strathmerton-Tocumwal railway line.
• May 1994 The facade of Flinders Street station was to be cleaned, repaired and painted in heritage colours by the end of 1994.
• May 1994 abolition of the fee charged by country bus operators for the carriage of prams, pushers and shopping jeeps.
• May 1994 further extension of the Nightrider bus service – this time into the new areas of Craigieburn, Melton and Bacchus Marsh.
• June 1994 the $20 million program to upgrade suburban rail commuter safety and security was announced. The main features included the establishment of 51 premium stations and the appointment of 330 customer service employees and more than 200 Transit Police to regularly patrol the Met. All stations were to be monitored by closed-circuit television.
• September 1994 there was the opening of the new $2.5 million V/Line wagon maintenance depot at Geelong.
• October 1994 $36 000 covered walkway between Belgrave’s Met station and the Puffing Billy station.
• January 1995 the Met’s first premium railway station at Mount Waverley was opened.
• March 1995 there was the announcement of a $62,000 grant to restore and repaint the facade of the historic Hawthorn tram depot.
• March 1995 A $50,000 grant to refurbish the former Seymour railway station refreshment rooms.
• March 1995 $27 million electrification of the Dandenong-Cranbourne railway line took place.
• April 1995 it was announced that a new $10.3 million tram depot would be constructed at Montague to replace the existing South Melbourne tram depot.
• April 1995 the government announced its intention to retain the Upfield railway line and to seek $23 million of federal funding for a long overdue upgrade.
• April 1995 $22 million going to upgrade 200 suburban railway stations.
• April 1995 $6 million for new railway station car parking.
• April 1995 $1.5 million for bus-rail interchanges.
• April 1995 $1.4 million for the new Melbourne University tram terminus.
• April 1995 $5 million of which was going to the standardisation of the Ararat-Maryborough and Maryborough-Dunolly railway lines.
• April 1995 $1.5 million for the purchase of Australia’s first road-transferable locomotive.
• May 1995 there was the announcement of $49 million being allocated over four years for the overhauling of the Met’s entire Comeng train fleet.
• May 1995 $36 million already being spent to upgrade the Hitachi train fleet.
• May 1995 also announced that the PTC would spend $360 000 in the 1995-96 financial year to install state-of-the-art digital clocks at 63 suburban railway stations.
• May 1995 $6.2 million is allocated to eradicate ozone-depleting gases and PCBs from the PTC’s equipment and facilities.
• May 1995 a new $4 million train-washing plant was opened in North Melbourne.
• June 1995 that year there was an announcement of the beginning of work to upgrade the Broadmeadows railway station to premium station status, with the work estimated to cost more than $400 000.
• June 1995 new $9 million railway station and South Side Central development were opened at Traralgon.
• July 1995 that year there was an announcement that the Werribee railway station was to become a $750,000 premium station and the site of a new $250,000 bus rail interchange.
• August 1995 it was announced that Victoria’s public transport patronage had increased by more than 10 million boardings, or 3.6 per cent, in 1994-95.
• September 1995 of that year it was announced that all the 53 W-class trams would have heating installed.
• October 1995 that year the Bundoora RMIT tram extension was opened.
• January 1996 we saw the opening of the upgraded Footscray bus depot.
• February 1996 there was an announcement of increased services on the Sandringham, Dandenong, Pakenham, Cranbourne, Frankston, lilydale and Belgrave lines.
• September 1996 Sprinter trains introduced to Echuca, no service before.

Others could be considered necessary examples of cost cutting.

• November 1992 : removing conductors from restaurant trams, who spent their entire journey twiddling their thumbs in the rear cab.
• September 1993 there was an extension of driver-only trams to four more routes on weekends after 8.00 p.m.

But some of the quoted ‘improvements’ are on shakier ground, depending on your opinions on outsourcing and privatisation.

• Luxury road coaches replacing rail services to Mildura, Leongatha and Dimboola.
• In May 1993 the cleaning of Transport House was contracted out to Security Cleaning Services with savings of $160 000 per annum.
• In May 1993 the Geelong and Bendigo railway station refreshment rooms were contracted out for a combined savings of nearly $200 000 per annum.
• In July 1993 V /Line’s freight trucking fleet was contracted out to TNT with savings of $650,000 over three years.
• On 22 August 1993 Hoys Roadlines commenced operating the Melbourne-Shepparton rail service, Australia’s first private rail service.
• September 1993 West Coast Rail commenced services between Melbourne and Warmambool, the second private rail service in Australia.
• October 1993 cleaning and graffiti removal for trains was contracted out to the private sector with savings of $910,000 annually.
• November 1993 the Public Transport Corporation contracted out 21 major activities at a saving of $20 million annually.
• May 1995 new competition legislation for the bus industry and the setting up of two new transport corporations, with both V/Line Freight and Metbus to be established as separate corporations with their own boards independent of the PTC.
• December 1995 there was also an announcement of the deregulation of rail freight from 1 January 1996.

Cooper did boast about increased patronage.

In 1995-96 patronage on all modes of public transport increased. Patronage increased on Met trains by 3.7 per cent. That was the highest patronage on Met trains since 1976-77. Patronage on Met trams also increased 4.9 per cent, the highest patronage since 1989. Met buses received a 3 per cent increase in patronage. V/Line had more than 7 million patrons in 1995-96, which was the highest V /Line patronage since 1954-55. The average patronage in 1994-95 increased by 4 per cent, with a further increase in 1995-96.

And increased operational efficiencies.

In July the Age published a report from the Industry Commission which commended the Public Transport Corporation because it carried 61 per cent more rail passengers per employee in the city and 30 per cent more in the country and passengers were paying 10 per cent more in real terms, which has doubled the cost recovery ratio from 35 to 71 per cent

Followed by a list of transport improvements the Liberal/National coalition would introduce during a a second term in government:

• The current Met Summer timetable which reduces train and tram service during December /January will be abolished.
• There will be only two timetables for Met train and Met tram, weekday and weekend/public holiday, thus providing customers with greater certainty and a better overall level of service.
• For the first time, City Loop rail services will run every Sunday.
• The Upfield Railway Line will be maintained and upgraded.
• The railway line at Boronia will be lowered to alleviate the problems which currently exist at the Boronia rail crossing..
• An additional 10 premium stations will be established.
• All bus operators will be required to gain accreditation which allows the government to ensure that only competent operators enter the industry and provide services to the public.
• There will be a $23.8 million upgrade of amenities at Flinders Street Station..
• A study will be commissioned to assess the costs and benefits of further standardising Victoria’s remaining broad gauge rail network.
• A ‘one-stop-shop’ for all public transport service inquiries and bookings to be known as Victrip will be set up.
• A new station will be built at North Shore in Geelong to serve passengers using the interstate standard gauge line.
• A $400 000 program will be implemented to expand the network of secure storage facilities for our cycling customers throughout the metropolitan area by constructing new storage facilities at 30 premium stations.
• Expressions of interest will be sought from the private sector for the establishment of a world-class transport museum at the Docklands.

As well as the ‘improvements’ that the Kennett Government is better remembered for.

• The Public Transport Corporation will be disbanded with Met tram and Met train established as totally separate organisations and Met Bus to be divested, with a preference for an employee/management buy-out.
• Met Train and Met Tram will contract out their infrastructure and vehicle maintenance requirements.
• V/Line freight will be separated from the PTC and established with its own Chief Executive and Board, thereby placing it in a more competitive position.
• Current V/Line coach contracts will be put up for tender upon expiry with the option for tenderers to nominate either rail or coach modes.

So what did the rest of the chamber think of this Dorothy Dixer? Fellow Liberal MP Inga Peulich couldn’t take any more.

Mrs Peulich

You must be getting tired.

Mr Cooper

No. I am prepared to go on for hours.

While Shadow Transport Minister Peter Batchelor was more blunt.

We have just heard more than 2 hours worth from the honourable member for Mornington. And what a tragic and pathetic performance it was! A former and failed shadow minister was brought into the house by the current Minister for Transport. No doubt the minister and his staff have provided him with reams of written material which he has taken the time of this house to read out in the very patronising, rabid and hysterical way that is par for the course with this member.

He spent hours a week for weeks practising his routine, trying to learn it off by heart, going over it time and again and practising the two jokes he delivered in more than 2 hours which went over like a lead balloon. It is horrible to imagine the honourable member for Mornington working himself into an absolute frenzy while practising in front of a mirror for hour after hour, going through his histrionics and practising his jokes until he couldn’t see himself.

I recall that about an hour into his speech we had the pathetic vision of one of his loyal colleagues and luncheon partners, the honourable member for Bentleigh, not being able to stomach it anymore and leaving the chamber. It was even too much for her! He failed to make any significant point in his contribution, which began with events back in 1986. From memory, that was one of the first dates he mentioned. He systematically went through and highlighted dates over that long period, quoting from written material and completely missing the point.

Peter Batchelor then pointed out that the government was taking credit for projects they didn’t fund.

A number of points need to be made in response to the honourable member for Mornington. He claimed a number of initiatives on behalf of the state government that were funded by the federal Labor government.

It is clear from his comments that he did not know that a number of initiatives claimed for the state government were clearly not initiatives of that government.

The honourable member for Mornington mentioned the upgrading of the Sunbury railway station. We know that was federally funded. He also sang the praises of the City Circle tram service. That was also federally funded.

Earlier I talked about a number of initiatives that were paid for by the federal government. Another was the electrification of the train line to Cranbourne.

And projects conceived under the previous government.

The Nightrider bus service was developed under the previous Labor administration. Steps were taken to finalise the sponsorship and the routes were selected. It was, for all intents and purposes, an initiative of the previous Labor government.

And services provided by other states.

He claimed the passenger service to Sydney as a great initiative of the government, whereas the service is actually provided by the New South Wales State Rail Authority. It is not provided by V/Line.

So did the Kennett Government do anything good for public transport in Victoria? The short answer is yes – but their single minded pursuit of privatisation has seen them consigned to the dustbin of history.

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From The Age, Thursday March 18, 1976

Some background

The Liberal government led by Premier Henry Bolte took over from Labor in 1955, starting a long period of conservative rule over the state of Victoria. Following the resignation of Bolte in 1972, Rupert Hamer succeeded him as Liberal leader and Premier, despite opposition from the conservative wing of the party.

From a transport perspective, the 1970s was a period of great change: investment in the Melbourne train and tram networks had stalled for a decade, as the 1969 Melbourne Transportation Plan proposed the massive freeway grid covering the city. New car-based shopping centres and factories were opening away from existign transport infrastructure, leading to a hollowing out of the inner city, and massive growth of new housing developments on the outskirts of Melbourne.

Premier Hamer then went on to win the 1973, 1976 and 1979 state elections, marketing himself as a reformist leader, despite the fact the Liberal Party had been in power for almost two decades. Hamer remained premier until succeeded by Lindsay Thompson as party leader in 1981, who then lost the 1982 state election to the Labor Party led by John Cain.

So what about the public transport achievements listed in the 1976 election advertisement?

New trains

Back in the 1970s the Melbourne rail network was still reliant on the last of the timber bodied ‘red ratlers’ trains – some of which dated to 1887. The 50 new ‘silver’ stainless steel trains were intended to replace the last of these. These days known as the ‘Hitachi’ trains, eventually 118 3-car sets were delivered: nine more trains than advertised in 1976.

PROV image VPRS 12800/P1, item H 4250

Lacking air conditioning, the first of the Hitachi trains were scrapped from 2002, the last was finally retired in 2014. As for the ‘new trains to a new design’ – these were the air conditioned ‘Comeng’ trains, delivered from 1981 and still in service today.

New buses

New buses are a lot less sexy than trains and trams. The 30 new look orange buses were Leyland National buses imported from the UK, with the 100 additional buses being 100 Volvo B59 buses imported from Sweden. The Leyland buses bit the dust in the early-1990s, but some Volvo B59s lived on until the early 2000s under National Bus.

Photo via GSWRHS Collection

New trams

For decades the rickety old W class tram were the mainstay of the Melbourne tram network – hundreds of them were built between 1923 and 1956, despite the archaic looking design by the end of their long production run. A long lull in tram construction followed, thanks to the future of the tram network being up in the air. This finally changed with the development of the Z class tram – a modern steel bodied vehicle based on the latest tramway technology from Europe.

The first of the 100 locally built Z1 class trams entered service in 1975, followed through the 1970s by the upgraded Z2 and Z3 classes, and in the 1980s by the A and B class trams. The first Z1 class trams were retired from 2001 to make room for new low floor trams, with the last being finally withdrawn in 2016.

New and reconstructed stations

Despite the areas of Melbourne passed by railway lines not having grown for decades, construction of new stations to serve new suburbs has been an ongoing activity – Kananook and Yarraman were opened in 1975 and 1976 respectively to cater for new suburban growth.

In addition, replacement of life expired timber station buildings was an ongoing task over the years. I don’t have a complete list of the 30 stations listed in the 1976 advertisement, but stations rebuilt during this period include Hampton, Macaulay, Glenbervie, West Footscray, Glenroy, Gardiner, Rosanna, Dandenong and Mount Waverley – all received brown brick buildings that look much like public toilet blocks. Many of these stations still there today, just covered with dozens more coats of paint.

Underground

Work on the City Loop started in 1971, with the first trains running in 1981, with the final stage of the project completed in 1985.

More express running

The automated signalling system referred to is the Metrol signal control centre. The history is a saga in itself – it moved physical home in late-1990s, then moved again into an emulated computer system in the mid-2000s, until finally replaced in 2015.

Free car parking

With the growth in car ownership through the 1970s and the decline in rail freight to suburban stations, surplus railway land next door to stations became available for the construction of commuter car parking. Construction of these car parks continues today, but due to a lack of suitable land, multi-storey car parks at $44,000 per space are now the future.

Electric train extensions

Extensions to electric train services are a big ticket item that politicians love to cut the ribbon on. Here the Hamer Government was on shakier ground: extensions west from Sunshine to Melton and south-west from Frankston to Langwarrin never happened, both projects still sitting on the to-do list. As for the other promises: suburban trains were not extended west to Werribee until 1983; Craigieburn wasn’t reached until 2007; and Sunbury took until 2012. Also interesting to note is the omission of the Cranbourne line – suburban trains reached there in 1995.

More tracks

Building more tracks in order to operate more train services – some real research was required to answer this one. South Kensington – Footscray is an easy one: the section was quadruplicated in the 1970s to separate trains towards Sunshine and Newport. Duplication of the single track Sunshine to Deer Park West line was an early win, though mainly to serve interstate freight traffic between Melbourne and Adelaide.

Other projects took much longer to complete: Macleod to Greensborough (1979), Ringwood to Bayswater (1982) and Ringwood to Croydon (1984). Caulfield to Mordialloc was a much more drawn out process: completed in fits and starts due to a lack of funding, the project was cut back a third track as far as Moorabbin, which eventually opened in 1986.

Triplication from Box Hill to Ringwood never happened, neither did duplication of Greensborough to Eltham or any track amplification along the Glen Waverley line. Duplication of single track sections of the rail network remains a pressing concern today, due to the restrictions they place on train operations.

New transport interchanges

Both transport interchange promises fell in a heap – Box Hill station cropped up again in 1983 and was completed in 1985, while Frankston keeps on coming up.

Geelong line duplication

Upgrades to the Geelong line look like just a promise – it took until 1981 for the section from Little River to Corio to be duplicated. As for new trains, in 1977 new air conditioned carriages were ordered for the Geelong line, but they didn’t enter service until 1981 as part of the ‘New Deal for Country Passengers‘, which arrested the decline of failing country rail services in Victoria.

Today the Geelong line is still just double track, but with a dedicated route through the suburban area thanks to the Regional Rail Link project completed in 2015, and the locomotive hauled carriages are still in service today, but supplemented by VLocity train sets introduced from 2005.

One ticket transit

Early versions of multi-modal tickets for public transport in Melbourne were launched in 1976 and 1980, but it took until 1981 for a zone based system to be rolled out across Melbourne. The same basic concept is used today, but implemented with a electronic smartcard, and not paper tickets.

Scorecard

12 boxes of public transport promises:

• Seven projects already underway,
• Half marks for delivering ‘more tracks’,
• Swing and a miss for the Geelong line and ‘one ticket’ – they eventually got done,
• And no ball for transport interchanges and electric train extensions.

Compare that to public transport campaigns from the modern era that focus on projects decades way from being started.

Further reading

• Judith Brett reviews ‘Dick Hamer: The Liberal Liberal’
• Liberal Party reflect on Hamer’s legacy
• Daniel Bowen reflects on ‘Liberal vs Labor’ thinking in public transport

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Labor candidate for Prahran Neil Pharaoh fired the first salvo in April 2014:

Labor candidate for Prahran petitions for second entrance at Prahran train station
Holly McKay
Stonnington Leader
April 16, 2014

A petition for a second pedestrian entrance at Prahran station has been set up by the Labor candidate for Prahran.

Neil Pharaoh is campaigning for a second gate at High St, which he believes will make catching the train “easier and safer”.

Mr Pharaoh said if he can get more than 300 signatures he will put the suggestion forward as an election commitment for Labor.

But that would still not guarantee Labor committing to it as an election promise.

According to 2011-12 patronage figures — the most recent available — Prahran records about 24,000 passenger entries each weekday, making it the 34th busiest station on the metro network.

Nearly 95 per cent of train passengers walk to the station.

Mr Pharaoh said an extra entrance to platform 1 would reduce crowding and make it quicker and safer for residents to catch the train to the city.

“I get to the station from High St and it’s really frustrating to have to travel all the way to the Greville St end to get my train,” Mr Pharaoh said.

“Plus at peak hour, the entrance gets jammed, so people regularly miss their trains.

“It’s frustrating and it’s so easily fixed by building a second entrance from High St. This simple change will make it much easier and more comfortable to catch the train from Prahran station.”

Prahran resident Steve Lopez said a gate at the High St end would make his trip to work much easier.

“There is nothing worse than having to get to the Greville St end to get on the platform — especially when this means sprinting all the way from High St so I don’t miss the train when I’m running late,” he said.

Prahran state Liberal MP Clem Newton-Brown said the Coalition government had recently installed a second gate on Platform 2.

“As far as future improvements go I’m happy to consider other ideas,” he said.

The petition is available online at Neil Pharaoh’s campaign website or will be made available to commuters ad-hoc on weekdays.

It looks like the petition for a second entrance went somewhere at Labor HQ, because by the time September rolled around, it was now an election promise.

Prahran train station to receive a second entrance and two extra ticket readers in Labor is elected
Holly McKay
Stonnington Leader
September 13, 2014

Prahran train station will receive a second entrance and two extra ticket readers if Labor wins the November state election.

Opposition public transport spokeswoman Jill Hennessy and ALP candidate for Prahran Neil Pharaoh made the announcement this week.

Mr Pharaoh has been campaigning for a second pedestrian entrance at the station since April, saying he believes a second gate at High St will make catching the train “easier and safer”.

“As a regular user of Prahran station, I know first- hand the frustration of not having a second entrance,” Mr Pharaoh said.

“Commuters just want to get to their destination quickly and safely, whether that be work, school, or home.”

According to 2011-12 data – the most recent available – Prahran Station has about 24,000 passenger entries between Monday and Friday, making it the 34th-busiest on the metro network.

Labor did not confirm how much the project would cost or a timeline, instead saying in a statement that “station improvements will be funded by existing departmental resources and delivered as soon as possible if Labor is elected”.

Not to be outgunned, incumbent Liberal MP Clem Newton-Brown must have tapped the shoulder of Denis Napthine, and so the Liberal Party matched the promise:

Liberal Party come out in support of Prahran station improvements
Holly McKay
Stonnington Leader
October 03, 2014

Election promises are coming in thick and fast for the seat of Prahran, with the local train station set to receive a $160,000 upgrade if the Liberals hold power.

Premier Denis Napthine and Prahran state Liberal MP Clem Newton-Brown matched an earlier pledge by Labor candidate Neil Pharaoh and announced the funding to construct a second entrance at the Prahran Station if the Coalition Government is re-elected in November.

The Liberal project will also include enhanced lighting and extra CCTV surveillance.

Dr Napthine said the upgrade would cater for Prahran’s growing population, and was part of a bigger transport infrastructure program.

Mr Newton-Brown said the project would make travelling by public transport more convenient for the Prahran community.

“Commuters exiting the station and walking towards High St will have their journeys shortened by approximately 200 metres as a result of this upgrade,” Mr Newton-Brown said.

“It will also reduce passenger queues at the station, which is used by approximately 24,000 people per week.”

Prahran Labor candidate Neil Pharaoh had previously announced a commitment to install a second gate at Prahran Station, as well as two new ticketing machines.

However those promises came to nothing – local residents decided to give the two big parties the boot, and elected Greens candidate Sam Hibbins to represent them.

Mr Hibbins asked the new Minister for Public Transport about progress on the station entrance in March 2015, with a response being given a month later:

Question on Notice: Second entrance for Prahran station

Mr Hibbins to ask the Minister for Public Transport —

With reference to the Government’s election commitment of a second entrance and two extra Myki readers at Prahran Station:

1. What are the details of the proposed works.
2. When will the works be completed.
3. What is the total budget for the works.

Answer:

I am informed that, as at the date the question was raised:

(1) The Victorian Government remains committed to providing an additional entry/exit point with two additional myki readers toward the High Street end of Platform 1 (City bound platform) at Prahran station.

This initiative will improve connectivity and ease of access for commuters accessing High Street including access for tram Route 6 which operates between Melbourne University and Glen Iris. At the conclusion of the project both Platform 1 and 2 will have two entry/exit locations.

(2-3) Public Transport Victoria (PTV) has completed scoping of the proposal including engagement with the City of Stonnington. Works are expected to be completed by end of the 2014–15 financial year, utilising existing internal PTV funds.

And just to prove that pitiful promises can be fulfilled, June 2015 saw the official opening of the second station entrance. Having lost the lower house seat of Prahran, Member for Southern Metropolitan, Philip Dalidakis, was instead given the honour of cutting the ribbon.

Promised and Delivered: Making Your Commute Easier in Prahran
June 24, 2015

Member for Southern Metropolitan, Philip Dalidakis, today opened a second entrance at Prahran Station, making it quicker and easier for locals to get to the train.

The new entrance and extra myki readers was a key election commitment of the Andrews Labor Government and will reduce congestion at the busy station, which is used by 25,000 passengers every week.

The new entrance is particularly helpful for those wanting to get to and from High St, addressing a long-standing problem for commuters.

Previously, passengers getting off the train at the end of Platform 1 who wanted to get to High St had to walk the length of the platform to get out of the Station, before doubling-back and walking the same distance again along the footpath.

By allowing passengers to enter and exit the station half-way along Platform 1, the new entrance shortens the walk by approximately 200 meters for commuters.

Mr Dalidakis also thanked the City of Stonnington, which worked closely with the Labor Government on this project.

A new shelter has also recently been installed on Platform 1, which compliments the new entrance.

It just goes to show how politicised the provision of public transport in Melbourne has become – even adding an extra gate to a railway station involves three political parties and an election campaign!

A note on costs

Did you notice how the cost of the works was estimated at $160,000 – when the works involved the removal of a single piece of fence, followed by the installation of two ticket validators and some asphalt.

Further reading

In 2014 Melbourne-based economist Jason Murphy pondered the question of adding additional station entrances in his post ‘Faster train journeys – some low-hanging fruit‘.

Professor David Levinson also asked the same question in his 2017 post ‘Sydney train stations need two exits‘, the 2019 article ‘How to increase train use by up to 35% with one simple trick‘, and associated journal article with Bahman Lahoorpoor – ‘Catchment if you can: The effect of station entrance and exit locations on accessibility‘.

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Multicultural Affairs Minister Matthew Guy may ask police to investigate a series of Facebook posts purporting to be one of his staffers making highly racist and sexist comments about senior Liberals.

In a bizarre twist to the state government’s recent social media woes, several Facebook screen grabs claiming to come from one of Mr Guy’s employees have been distributed, with offensive references to Asians as “slopes”, Arabs as “towel-heads” and Arts Minister Heidi Victoria as a “dumb blonde.”

A spokesman for Mr Guy, who is also the state’s planning minister, insisted the statements were fabricated, and the Minister’s office is now considering whether to refer them to police on the grounds of fraud and defamation.

But the fact they were distributed in the first place – and the considerable effort it would have taken to get them looking like genuine Facebook material – paints a worrying sign of the battles now being waged in politics using social media.

The “considerable effort” line is the part that caught my eye, as creating a fake Facebook page is incredibly easy once you know what you are doing – such as this example I created years ago.

In the ‘old’ days of the internet creating fake web pages required one to take a screenshot of a source web page, find a font that matches the original, and then add your own text in using Photoshop.

Today you don’t need to go to anywhere near as much effort – just open up the ‘Developer Tools’ panel of your web browser (my example is Google Chrome), find the text you want to change, and then type in your new slanderous text.

I can’t imagine the Greens ever supporting an expansion of brown coal mining in Victoria, but just look at what their Facebook page says!

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