Regional Rail Link

Work on the Regional Rail Link project was continuing, with the new track connections to the North Melbourne flyover taking shape to separate V/Line and suburban trains.

The launching truss was also in place at the new Maribyrnong River bridge.

Forming a third pair of tracks between North Melbourne and Footscray.

Including a flyover outside Footscray to swap the position of the V/Line and Werribee line track pairs.

At Footscray station work continued on the expanded station concourse.

With two new platforms being built on the north side of the station, to allow V/Line and suburban trains to be separated.

The bridge at the west end of the station was also being widened for the extra pair of tracks.

As well through the cutting towards Middle Footscray.

The first stage of Regional Rail Link between the city and Footscray opened in July 2014, with the project completed in June 2015.

Car parking – cheap at twice the price

At North Williamstown station a $530,000 car park upgrade had just been completed.

The gravel forecourt being turned into an asphalt car park with 50 spaces.

Another screw up by V/Line

In mid-2013 V/Line discovered cracked bogies beneath their fleet of 1950s-era locomotive hauled carriages, which also happened to be the only wheelchair accessible carriages in their long distance fleet.

A total of 22 carriages were impacted by the bogie cracks, with 13 returned to service by June 2014 when new bogies were sourced, the last finally fixed by the end of 2016. Fast forward to today, and the carriages are now retired.

Touring Melbourne’s train control centre

I somehow managed to wrangle a tour of ‘Metrol‘ – Melbourne’s train control centre.

Inside train controllers were busy directing trains across the network.

Each controller being responsible for one part of the network.

With an array of screens showing the location of trains, and a control panel to set which route they would take.

And next door was the shiny new Train Control and Monitoring System room – ready to go, but not yet in everyday use.

But there was one low tech system still in use – stringline graphs.

Depicting the timetabled services running on each line, the hand drawn annotations show where ad-hoc changes needed to be made following delays and disruptions.

Buses

On Queens Bridge I found a Melbourne Free Visitor Shuttle bus.

A victim of competition from the Free Tram Zone, the City of Melbourne finally killed off the service in August 2017.

Trams

A decade ago there were still no platform tram stops on Elizabeth Street.

They were finally built in late-2013.

And the B1 class ‘light rail vehicles’ were still in service.

They were eventually withdrawn in 2016, following a farewell tour.

The clunky old Z1 class trams were also still kicking around.

They were also withdrawn in 2016, having also had their own farewell tour.

And finally, the Colonial Tramcar Restaurant was still trunding around the streets of Melbourne.

The service last ran in October 2018, when Yarra Trams banned the fleet of the network citing safety concerns.

Stupid motorists

I found this old man driving down through the tram stop on Swanston Street – did he think his beat up Mercedes Benz was a bike?

While this motorist figured they could actually take their Toorak Tractor off road, and decided that instead of squeezing out of the bike line, driving off the edge would be quicker.

And the cost of living

A decade ago you could travel anywhere in Melbourne on a weekend for just $3.50.

But fast forward to today – public transport fares are now $10 a day, which on weekends is discounted to ‘just’ $7.20.

Footnote

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

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It was little after 2.45pm on a Friday afternoon, and I found a Sunbury line train waiting just short of the station at Albion.

The signal ahead was defective – one of the two lights was dark.

And Metro Trains staff were busy on the ground trying to get it working again.

Including a signal electrician up in the overhead gantry, working on the wires leading up to it.

By 3.45pm outbound trains were now running 11 minutes late and counting.

Eventually blowing out to 16 minutes late, on a service that on paper runs every 20 minutes.

It also took an hour for Metro Trains Melbourne to finally tell passengers about the disruption via their Twitter account.

Sunbury Line: Major delays and clearing after an equipment fault in the Albion area.

Please listen for announcements and check platform displays as services may be altered at short notice. pic.twitter.com/h64D9AlBy4

— Metro Trains (@metrotrains) August 4, 2023

Luckily as the frequency of trains stepped up for the start of evening peak, the delays to trains started to reduce – down to just 7 minutes late.

The reason for the delay – each train arriving at the defective signal has the ring up the signaller, inform them of the defective signal, have a caution order dictated to them, and then proceed into the section with extreme caution, ready to stop short of any obstruction.

But unfortunately maintenance staff were not having much success finding the cause of the fault – having to crack open the trackside equipment cabinet to see if that was the cause.

By 7.30pm trains were still being delayed by the fault.

Sunbury Line: Major delays – after an earlier equipment fault.
-Trains may be altered at short notice.
Listen for announcements and check platform displays. pic.twitter.com/D58Q8phKnq

— Metro Trains (@metrotrains) August 4, 2023

Which was not resolved until 8pm – four hours after the fault first occured.

Sunbury Line: Minor delays – after an earlier equipment fault.

>Trains may be altered at short notice.

Listen for announcements and check platform displays. pic.twitter.com/9LaggvhLby

— Metro Trains (@metrotrains) August 4, 2023

So what’s the big deal

The end result of not following proper precautions after a signal failure can be fatal – one example being the 2020 derailment at Wallan.

NSW Trainlink XPT passenger train ST23 was operating a service from Sydney to Melbourne on 20 February 2020 when it derailed entering a crossing loop at a speed of between 114 and 127 km/h, when the maximum permitted speed to enter the loop was 15 km/h.

The train’s leading power car overturned and slid on its side before coming to rest, and the driver and an accompanying qualified worker (who was in the power car alongside the driver to manage activation of a level crossing) did not survive the accident. Eight passengers were admitted to hospital with serious injuries, while a reported 53 passengers and the 5 passenger service crew sustained minor injuries.

An ATSB transport safety investigation into the accident, led by Victoria’s Chief Investigator, Transport Safety, and supported by the New South Wales Office of Transport Safety Investigations (OTSI), details 37 findings including 15 safety issues (an organisational or systemic safety factor with an identified on-going risk to safety).

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Hello, Southern Cross platform 8

Platform 8 is usually used by V/Line, and the last of the dead end platforms at Southern Cross before the electrified “through” platforms 9 to 14 used by Metro Trains Melbourne.

But platform 8 has a trick up it’s sleeve – overhead wiring for the use of electric trains.

The overhead wiring dates back to the 1920s, when the entire Spencer Street Station complex was electrified for the use of the new fangled electric trains, including the country platforms.

Weston Langford photo

It remained in place until the 1960s renovation of the station which saw the bulk of it removed, except for platform 8 – spared thanks to the L class electric locomotives used to haul country trains to Gippsland.

Weston Langford photo

But following their retirement in 1987, there was little need for the overhead wires at platform 8 and they fell into disuse – until they were rebuilt as part of the Southern Cross Station project. New overhead wires were installed in 2006, and then – nothing.

Metro Trains on platform 8

November 2014 saw the first electric train use Southern Cross platform 8 – a Comeng train minus passengers, sent there to test that it was compatible with the infrastructure.

A new ‘Metro Trains stop here’ sign had been installed at the south end of the platform 8, along with a fixed trainstop to automatically apply the emergency brakes if an electric train passed the mark.

So why the change of heart? Metro Trains wanted to run special trains to Flemington Racecourse and Melbourne Showgrounds as shuttles from Southern Cross platform 8, avoiding the need to continue over the viaduct to Flinders Street Station and take up a platform there.

The test was successful, with the first revenue usage being race specials to Flemington Racecourse on 13 December 2014.

In the years since, X’Trapolis trains headed for the Showgrounds have also used platform 8.

As have Siemens trains.

And the complicated bit

No, Metro Trains can’t just send an electric train into Southern Cross platform 8 any time they feel like it – there is a special operating procedure that must be followed each time the platform is handed over from V/Line to Metro.

Spencer Street – Routing Restriction Suburban Electric Trains
No. 8, No. 8A & No. 8 South Tracks

Commencing Monday 8th December 2014, suburban electric passenger trains are permitted to be routed into No. 8 track at Spencer Street via No. 8 North or No.8A tracks from Signal Post No. 520 only.

Suburban electric trains (passenger or empty) are not permitted to be routed into No. 8 South track (from either direction) or towards No. 8 or 8a tracks from Signal No.123 (City Circle Viaduct), Signal No.303 (Burnley Viaduct) or Signal No.567 (Northern Viaduct).

The routing of suburban electric passenger trains towards No. 8 track from Signal No. 520 will only occur when advertised by special circular with the following prerequisites in place;

– Points No. 435 & 448 must be secured in the normal position by lockable point clip.
– The special platform coping infill must be fixed in place.

The Signaller Metrol, Northern Panel must record in the signal control panel log book the details regarding the installation or removal of the point securing devices (points 435 & 448) and the platform coping infill.

The installation or removal of the platform coping infill and the application / removal of point securing devices will be undertaken under cover of an Absolute Occupation.

The “special infill panel” is attached to the edge of the platform.

You need to look very closely to see that is there.

But it fills a missing chunk of platform edge.

So why not fill the gap permanently? Trains diverging through a crossover sway outwards at the end of each carriage, putting them closer to the platform edge.

So when the necessary platform gap is filled, trains cannot be allowed to use the crossover.

Which explains the “lockable point clip” part of the procedure – it prevents the crossover from being changed to direct trains towards the filled in platform gap.

Simples?

And that’s not all

Metro Trains marks the end of the line with a red buffer light.

While V/Line does not.

So what to do with Southern Cross platform 8, where both operators run trains?

Install a buffer light to meet the standards of Metro Trains.

But cover it up when the platform is handed back to V/Line.

Using a sliding metal cover.

Why can’t they both just get along!

A technical footnote

I’ve been informed that Southern Cross Station platform 8 is actually part of the Metro Trains Melbourne infrastructure lease – the track and signalling is maintained by them, despite V/Line trains using the platform the majority of the time.

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Trains for the City Loop depart from platform 1 and 3.

But there is only one track towards Flagstaff station.

So trains have to wait their turn.

You could try looking at the screens on the platform to see which one leaves first.

But instead you can head up to the overhead concourse.

And look towards the departure end of the platform.

Looking at the same thing train drivers are looking for – signals!

Any combination of red, yellow or green lights means go, while two reds mean stop.

With your newfound knowledge, you can now pick the first train to depart.

And save a grand total of a minute.

Footnote

You can read more about how Melbourne’s railway signals work at Vicsig and Victorian Railways.

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So what is High Capacity Signalling anyway?

‘High Capacity Signalling‘ is a new technology that is about to be rolled out to Melbourne’s rail network as part of the upcoming Metro Tunnel.

Next-generation High Capacity Signalling technology will be installed on the Metro Tunnel and on the Cranbourne, Pakenham and Sunbury lines to deliver more trains, more often during peak times. The technology will also be rolled out on the new Melbourne Airport Rail when it is built.

High Capacity Signalling is a new hi-tech ‘moving block’ signalling system that enables trains to automatically adjust their speed to maintain a safe distance from the train in front.

This replaces the current conventional ‘fixed block’ system, which uses coloured signals to indicate when it is safe for a train to proceed.

High Capacity Signalling allows trains to run closer together and delivers more trains, more often.

With this nifty diagram indicating how it works.

Initially the scope of the High Capacity Signalling rollout was between Dandenong and Watergardens stations via the Metro Tunnel (54 km), but it appears this has been cut back – HCS equipment was only been installed between Westall and West Footscray stations (30 km).

High Capacity Signalling equipment

There isn’t much visible trackside to show that High Capacity Signalling has been installed. The first are new signal equipment rooms, used to house all of the new gear.

The second are ‘Trackside Radio Assemblies’.

Just a fancy name for 2.4 Ghz radio antennas pointed along the railway tracks, to transmit signals between trains and the signal control centres.

Some are located on new posts, others have been added to existing signal masts.

Making them hard to spot.

And finally – ‘norming points’.

Located between the running rails, they are passive RFID tags that provides precise location data to the HCS system onboard a train, so they know exactly where along the platform they are.

And testing it

The High Capacity Signalling system chosen for use in Melbourne is a Bombardier’s Cityflo 650 communications-based train control (CBTC) system – an off-the-shelf product used elsewhere, but it needs to be integrated with the existing signalling systems and trains used in Melbourne.

For this reason, a multi-stage test program has been conceived.

First up – February 2020 was system integrations testing in the lab.

From a Rail Projects Victoria video

Then off to the ‘Initial Test Site’ on the Mernda line between Epping and South Morang stations in June 2020.

From a Rail Projects Victoria video

Using a single X’Trapolis train retrofitted with High Capacity Signalling equipment.

From a Rail Projects Victoria video

And a suite of test equipment on board.

From a Rail Projects Victoria video

March 2021 saw the degree of difficulty increased – introducing a second X’Trapolis train fitted with High Capacity Signalling into the mix.

From a Rail Projects Victoria video

The two trains taking to each other, to ensure they kept a safe distance from each other.

From a Rail Projects Victoria video

Including out on the mainline.

From a Rail Projects Victoria video

And with the technology now proven, in August 2021 a HCS fitted High Capacity Metro Train was despatched to the test site to see how it performed.

Let’s pay a visit

After Melbourne’s Covid-19 curfew was finally lifted in October 2021, I took the opportunity to head over to Epping to see the High Capacity Signalling testing for myself.

HCMT set 18 was allocated to testing that night, departing Epping Workshops once the Mernda line had been replaced by buses.

Dust covers protected the seats.

The equipment cabinets were hanging open.

And the testing staff had set up desks in the saloon to hold their laptop computers and other test equipment.

A STOP board was erected over the tracks back towards the city, giving the testing staff free reign over the the line.

With a flagman standing guard.

The first task was a ‘sweep’ of the line as far as South Morang.

Followed by a second sweep move back to Epping – proving that the line was clear of all other trains.

It was now time to throw the changeover switch, deactivating the existing fixed-block signalling system, and activating the new High Capacity Signalling system equipment.

From a Rail Projects Victoria video

Once the system detected a HCS fitted train was in position at Epping, the lineside signal extinguished, indicating to the driver they could proceed according to the cab signalling equipment.

Heading along the line to the ‘Virtual Station’.

One end marked by a conventional lineside signal, the other by a CBTC ‘Block Marker’ sign.

And configured in the signalling system as a ‘real’ station, so that stopping and starting of trains at stations could be tested.

From a Rail Projects Victoria video

Once the test train stopped at ‘Virtual Station’, the signal extinguished, indicating that it could proceed again.

And by that point it was past midnight, and I’d seen all the testing there was to see, so called it a night.

So why X’Trapolis trains and the Mernda line?

High Capacity Signalling is intended for the new HCMT fleet of trains that use the Metro Tunnel – so why test it on completely different trains on a different line?

Back in 2012 High Capacity Signalling was a standalone project, and the Sandringham line was favoured as the test site – a situation reiterated in 2015.

The reason for the change – a desire to get it done fast, so in 2017 what was a $131 million signalling trial rolled into the Metro Tunnel Rail Systems Alliance contract – the Metro Tunnel website explains their choice.

A range of locations were considered for the testing site. The Mernda line was chosen because it does not share tracks with regional or freight services and has fewer timetabled night services than other rail lines.

But what about the HCS equipment installed for the testing along the Mernda line?

• 60,000m of cable
• 13 Wi-Fi masts
• 29 axle counters
• 56 norming points

It’s all going to go.

At the end of testing, all of the infrastructure installed by the Metro Tunnel Project for High Capacity Signalling testing will be removed from the Mernda line.

So we’ve gone from a trial that would be put into production, to a prototype that is going to be thrown away.

As for the decision for HCS testing to be completed using X’Trapolis trains – the first High Capacity Metro Trains weren’t even ready yet! The first HCMT didn’t leave the Pakenham East depot under it’s own power until November 2019, and they weren’t cleared to carry passengers until December 2020.

And not to mention testing a new technology on a ‘known’ train on the Melbourne rail network eliminates one possible variable in the test program.

Sources

• High Capacity Signalling testing to begin – Victorian Government, 6 Aug 2019
• High-capacity signalling takes metro tunnel to new heights – Infrastructure Magazine, 26 May 2021
• Advanced signalling tested on Melbourne HCMT – Rail Express, 5 August 2021
• High Capacity Signalling Initial Test Site – Metro Tunnel

Footnote: a timeline of testing on the Mernda line

Thank you for your patience as we prepare the Mernda line for testing of new High Capacity Signalling.

Buses will replace trains from Thornbury to Mernda from 3-15 December.

Further info: https://t.co/EyZpNb4bzZ

Plan your journey at https://t.co/aRUf2lAatg pic.twitter.com/BmntERBwPV

— Metro Tunnel (@metrotunnelvic) December 1, 2019

The Metro Tunnel is using specially fitted out X’Trapolis test trains on the Mernda line to test Melbourne’s next-generation High Capacity Signalling. pic.twitter.com/KMGQygb2i1

— Metro Tunnel (@metrotunnelvic) June 22, 2020

Testing of next-generation High Capacity Signalling for the Metro Tunnel is underway along the Mernda line between Epping and South Morang. Works will include using trains at night, when services are not normally running. pic.twitter.com/b5ZkBGWj3t

— Metro Tunnel (@metrotunnelvic) September 2, 2020

We are revolutionising Melbourne’s train network by moving to High Capacity Signalling (HCS). It will mean more trains, more often.
We are now testing HCS for the first time ever in Melbourne, resulting in minor disruptions to the Mernda line. More info: https://t.co/84iYkDRDGD pic.twitter.com/KK2FllnYgr

— Metro Tunnel (@metrotunnelvic) September 18, 2020

We're testing Melbourne’s new High Capacity Signalling technology on multiple trains for the first time. This technology will enable our more modern trains to talk to each other and keep a safe distance. It means we’re a step closer to turn-up-and-go train services in Melbourne. pic.twitter.com/CPazRpbUlJ

— Metro Tunnel (@metrotunnelvic) March 24, 2021

Meet the Metro Trains Melbourne drivers who are testing the next-generation High Capacity Signalling (HCS) technology. This team is pivotal in revolutionising the metropolitan rail network, towards a "turn-up-and-go" service. pic.twitter.com/4pqlfFNrsz

— Metro Tunnel (@metrotunnelvic) April 1, 2021

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The project

The Cherry Street level crossing is located at the Melbourne end of Werribee station, and heavily used by suburban trains.

It’s being replaced by a road-over-rail bridge a short distance to the east.

While at the Geelong end is the far quieter Werribee Street crossing – following the diversion of Geelong trains via Regional Rail Link in 2015, only sees a dozen freight trains each day.

Which is being replaced by three single-track rail-over-road bridges.

Thanks to the alternate route via Tarneit, the pair of broad gauge tracks have been closed to allow the construction of the new bridges, but standard gauge trains on the Melbourne-Adelaide railway have been diverted through the work site via a temporary level crossing.

The November 2020 shutdown

The initial plan was for a week long shutdown.

Werribee line
Buses replacing trains between Laverton and Werribee

Starts: 8:30pm Sunday 29 November 2020
Ends: Last service Sunday 6 December 2020

Buses replace trains between Laverton and Werribee from 8.30pm Sunday 29 November to last train Sunday 6 December, due to Level Crossing Removal works.

Please allow an additional 45 minutes travel time.

With the scope of the work including:

– 325 metre long viaduct over Werribee Street
– East and West lines between Werribee and Manor Junction restored to service
– points no. 9 will be abolished
– commissioning of new signals
– commissioning of axle counter units for primary train detection

Public messaging as late as December 4 advised trains would still return as planned.

Werribee line: Buses replace trains on sections of the Werribee line from 8:30pm Sun 29 Nov to last train Sun 6 Dec, while @levelcrossings works take place.

See how your journey may be affected here: https://t.co/gR2y6DVwkE pic.twitter.com/vn1MOmUILk

— Metro Trains (@metrotrains) December 3, 2020

But come December 5, the project hit a rough patch.

Buses will continue to replace trains on the Werribee train line for another week following a signal failure.

The signalling fault impacted the boom gates at the Cherry and Werribee streets level crossing on Friday morning, with no injuries or damage reported.

Level Crossing Removal Project works which have been taking place since Sunday and were scheduled to be completed tomorrow, will now be extended to next Sunday with buses replacing trains between Laverton and Werribee.

Freight trains are able to continue running during this time, and will be guided through the level crossings by traffic management.

The Department of Transport says it is working with the ARTC, Metro Trains Melbourne and the Office for the National Rail Safety Regulator (ONRSR) to investigate the cause of the incident and to stop it from happening again.

Public Transport Victoria gave no reason for the extension in their communications, but Metro Trains did – initially blaming works on the “ARTC freight lines” until they changed it to a generic “equipment fault” message.

Werribee line: Buses are replacing trains Laverton – Werribee through to the last train Sun 13 Dec, while @levelcrossings works take place. This extension is due to an equipment fault.

See how your journey may be affected here: https://t.co/kx1jurhT0K pic.twitter.com/zZomCYNP4J

— Metro Trains (@metrotrains) December 6, 2020

A few days later, the Australian Transport Safety Bureau advised they were investigating the incident.

The ATSB is investigating a level crossing irregularity involving freight train 3PM7 at Cherry Street, Werribee, Victoria on 4 December 2020.

At approximately 0825, Pacific National freight train 3PM7 was approaching the Cherry Street level crossing when the train crew noticed that the level crossing protection had not operated. The train was travelling at approximately 40 km/h and emergency braking was applied, bringing the 1400m long train to a stop across the level crossing. A number of cars were observed passing through the crossing just prior to the train’s arrival at the crossing. There was no collision or injuries.

And Metro Trains advised staff that the planned signalling changes had been delayed.

The Werribee Street grade separation project works have been deferred and will now apply from 00:05 hours on Monday 14th December 2020.

As late as December 12, the two-week long shutdown was still advertised as ending on the extended date.

Werribee line: Buses are replacing trains Laverton – Werribee through to the last train Sun 13 Dec, while @levelcrossings works take place. This extension is due to an equipment fault.

See how your journey may be affected here: https://t.co/kx1jurhT0K pic.twitter.com/hVZHi9LBhZ

— Metro Trains (@metrotrains) December 11, 2020

Until a further extension was announced by Metro Trains.

Transport Alert: Further extension to Werribee line @levelcrossings removal works.
Buses continue to replace trains Laverton – Werribee for a further two weeks following last week’s signalling fault at Cherry & Werribee St level crossings.
Regular services now resume Mon 28 Dec pic.twitter.com/leRkACTTtg

— Metro Trains (@metrotrains) December 12, 2020

The Level Crossing Removal Authority published a media release.

Buses will continue to replace trains on the Werribee line for a further two weeks following a signalling fault that occurred last Friday 4 December in Werribee.

Regular train services are set to now resume Monday 28 December, with buses continuing to replace trains between Laverton and Werribee until last service on Sunday 27 December.

Independent investigators have been working throughout the week to identify the source of the fault. They have advised that further work and testing needs to be carried out to make sure the system is safe.

To allow investigators to access the line, construction work on level crossing removals at Werribee and Cherry streets in Werribee, Old Geelong Road in Hoppers Crossing and Aviation Road in Laverton was stopped following the signal fault.

Werribee line passengers are thanked for their continued patience during this time.

Freight trains are able to continue running during this time and are being guided safely through the level crossings by traffic management.

Public Transport Victoria finally giving a reason for the extension.

Due to an ongoing signalling fault, buses will continue to replace trains on the Werribee line between Laverton and Werribee until last service on Sunday 27 December.

For more information, please visit https://t.co/zWD0jMofAG. Thank you for your continued patience at this time. pic.twitter.com/OcP2gPcFOB

— PTV (@ptv_official) December 12, 2020

Including on their website.

Werribee line
Buses replacing trains between Laverton and Werribee

Updated: 6:10am Saturday 19 December 2020
Ends: Last service Sunday 27 December 2020

Due to an ongoing signalling fault, buses will continue to replace trains on the Werribee line between Laverton and Werribee until last service on Sunday 27 December.

Level Crossing Removal Project works have been taking place since Sunday 29 November and were scheduled for completion on Sunday 6 December.

To ensure a safe return to train services on the Werribee Line, the disruption has been extended and trains will now resume on Monday 28 December.

December 16 saw another government agency get involved – the Office of the National Rail Safety Regulator, advising of a systematic safety issue.

ONRSR is issuing a Safety Alert in response to several recent occurrences where level crossings were incorrectly isolated resulting in trains travelling through unprotected level crossings.

Whilst investigations are continuing it is important industry is made aware of emerging safety critical details.

– On 7 December 2020, a freight train travelled through the Torrens Road Level Crossing in Adelaide without any warning equipment activating.
– On 4 December 2020, a freight train travelled through the Cherry Street Level Crossing in Werribee without any warning equipment activating.
– On 8 January 2019 a passenger train travelled through the Thompson Road Level Crossing in North Geelong without any warning equipment activating.

All three incidents involved level crossings with multiple lines with more than one rail infrastructure manager and required partial isolation of the crossing. The level crossings were to be isolated for some lines but were required to remain operational for other lines.

However, the crossings were mistakenly isolated for the operational lines and workers were unaware of the mistake until the passage of trains through the unprotected crossing. This represents a significant risk to rail safety.

But they still aren’t finished!

Metro Trains returned to the Werribee line on the revised date – December 27.

With the temporary level crossing at Werribee Street removed for good in January 2021.

And just like that #45 is gone – for good!

We've removed the level crossing at Werribee Street, with freight trains now running on the new rail bridge.

See the designs for new open space, including a skate park and public artwork – https://t.co/Dm4Ls5A5qg pic.twitter.com/jOq7EXB3Ae

— Level Crossings (@levelcrossings) January 30, 2021

But the signalling works were still incomplete.

From 06:00 hours Thursday 24th December 2020, the following interim track and signalling arrangements will come into effect:

• The East and West lines between Werribee and the MTM lease boundary will remained closed to rail traffic. The Absolute Occupation of the East and West lines will remain in force until further notice.
• The East and West lines between Laverton and Werribee will not be available for bi-directional movements. All down trains will be restricted to operate on the East line only, and all up trains will be restricted operate on the West line only.

The result – all rail freight to Geelong and Warrnambool has to be diverted through Tarneit on the Regional Rail Link tracks.

So when will the tracks at Werribee Street be reopened for broad gauge trains? Given that the ribbon has been cut on the level crossing removal, I’m not holding my breath.

And the butterfly effect

Back in April 2019 a woman was struck and killed by a train at the Grenville Street pedestrian crossing on the Sandringham line at Hampton.

Public Transport Victoria reacted by closing the unprotected crossing, until local advocacy saw the decision made to upgrade it instead.

The upgraded crossing will include:

– train-activated warning bells and electronic gates to alert people to oncoming trains
– an improved surface
– ground tactiles to help people who are vision impaired

To date we have completed several key tasks. These include:

– design and planning work to ensure crossing operates safely with surrounding infrastructure
– site preparation works
– installing a custom upgraded surface at the
– new fencing on the approach to the crossing
– asphalt and concreting works
– electrical works and installation of lighting and light poles

The final stage of works due to be completed in December 2020, but the signalling issues at Werribee saw the works deferred, and in a surprising move from Public Transport Victoria, they actually explained the reason *behind* the delays.

Signalling and commissioning works that were planned to occur in early December 2020 could not take place as a signalling fault on the Australian Rail Track Corporation (ARTC) freight line, took precedence on the network and the planned works at Grenville Street were delayed.

Signalling works must be thoroughly tested and certified by accredited rail safety experts to ensure the reliability of the crossing and community safety.

The accredited rail safety experts, who specialise in signalling are a limited resource and often work across a number of projects.

The earliest availability of the Metro Trains Melbourne signalling and testing team to complete these final works necessary to open the crossing is in February 2021.

Following these works, the crossing will re-open in February 2021.

With the crossing able to be reopened following a night of works.

The Grenville Street pedestrian crossing upgrade near Hampton station was completed yesterday and reopened to the public overnight. The crossing had been closed for over a year following a fatal accident. pic.twitter.com/hcU7r6O0Li

— Vicsig (@vicsig) February 1, 2021

So why so complicated?

The signalling at Werribee station is a legacy ‘freewired’ relay interlocking commissioned way back in 1973.

Photo by Signalhead at English Wikipedia, via Wikimedia Commons

Interlockings ensure trains can operate safely.

Within a railway signalling system, the so-called “interlocking” is the logic architecture which ensures that the routing of trains and the signals provided to trains provide safe operation of the rail network. Trains are routed through the infrastructure using points, and are controlled and regulated through the infrastructure using signals. The location of trains is detected using track circuits or axle counters or other devices.

Essentially, the interlocking prevents (i.e. locks) a change to the system configuration unless a number of related parameters have the appropriate settings (for example points detected in the correct place, the absence of trains in certain track sections etc.). In particular, the interlocking has a logic architecture which prevents the controller of the infrastructure from allowing two trains to occupy the same piece of track at the same time and allows the controller to regulate and route trains through the infrastructure.

A total of 39 freewired relay interlocking exist on the Victorian rail network, and they’re a complicated beast – each containing a web of custom wiring.

“Free wired” relay- based systems started to be introduced in the 1950s. In these systems, a logic circuit is specifically designed for a part of the network. This enables the logic circuit to be optimised for its required functionality and removes redundancy. The system operates very quickly and has inherent parallel operation. One problem with free wired interlockings is they are time consuming to design, install and test, as they are tailored to the specific track layouts they are to serve. So-called “geographical” relay based interlockings were developed in the 1960s in order to resolve some of the problems with free wired systems.

So why did a one week change spiral out of control into a month long shutdown – difficulty making changes to a legacy signalling system, procedural lapses leading to an incident at an active level crossing, or something else altogether?

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Taking a quick tour

Mount Mistake is a tangle of concrete bridges and slip lanes.

Google Earth 2020

Carrying six lanes of Geelong Road over the top of the railway.

Google Street View 2014

With a crazy 270 degree loop for westbound traffic from Gordon Street.

Google Street View 2019

Merging into 80 km/h traffic on the top of the bridge.

Google Street View 2019

A fork in the middle of the bridge for eastbound traffic to access Gordon Street.

Google Street View 2019

Leaving a tangle of ramps below.

Google Street View 2019

And a seedy under croft.

Google Street View 2018

So how did it come to be?

The early years

Like most of the western suburbs, ‘Mount Mistake’ was once open plains.

SLV BIB ID 685472

The first road towards Geelong started at Footscray, following today’s Buckley Street to the present line of Geelong Road. It was joined in 1859 by the initial section of the Melbourne-Bendigo railway, the two meeting at a set of level crossing gates.

PROV image VPRS 12800 P7 C/0297

The neighbouring railway station opened in 1888 as Footscray West, before being renamed West Footscray in 1912.

Victorian Railways diagram, West Footscray 1922

And the growth in suburban traffic saw the railway electrified as far as St Albans in 1921.

SLV photo H28682/25

But a bigger change was to come, with the construction of the South Kensington to West Footscray freight line. Two new tracks were built beneath Footscray, allowing goods trains to bypass busy passenger traffic on their way to the new railway yard at Tottenham.

But with four tracks running through a level crossing the gates would spend more time closed than open, so the decision was made to grade separate the corridor.

Enter ‘Mount Mistake’

Grade separating the Geelong Road level crossing was a classic “skyrail vs trench” debate.

GEELONG ROAD CROSSING
Subway Preferred to Bridge

Footscray City Council has decided to again wait on the Minister for Railways and urge the construction of a subway at tho Geelong Road crossing, instead of the proposed overhead bridge at an estimated cost of £27,000.

Estimating the cost of constructing a subway at £50,000, the Railways Department informed the council that this cost would be too great. In addition, stone would be encountered in the excavation work necessary for constructing a subway.

Melbourne’s western suburbs getting the same treatment they do today.

BRIDGE OR SUBWAY?
GEELONG ROAD PROBLEM.

Considerable diplomacy was displayed by the Assistant Minister’ of Railways (Mr. Mackrell) yesterday in dealing with a deputation from the Footscray council, which requested that a subway should be substituted for the proposed overhead bridge on the Geelong Road over the new goods railway line. Mr. Mackrell intimated plainly that he had no hope of the request being granted, but stated that he would inspect the area before reaching a decision.

Cr. A. Hansen said a subway was being built at Essendon, where there was not one-tenth of the traffic as at Footscray.

Cr. O’Toole: Why has Essendon got a subway?

Cr. Hansen: It is not the Cinderella of the districts.

In conclusion, the Minister promised to visit Essendon and Footscray and inspect the areas, and also consider the substitution of a brick wall for an embankment if the bridge were constructed.

But it came to naught.

FOOTSCRAY BRIDGE
Minister’s Decision — No Subway

Protests against the construction of an overhead road bridge at the crossing of the West Footscray railway and Geelong Road are still being made by residents of Footscray, but it is considered unlikely that any alteration will be made in in the plans now being carried out.

The Minister of Railways said yesterday that he was not inclined to agree to the request for an examination by independent engineers. The subway proposal south by Footscray council had been rejected by the Railways Standing Committee, Parliament, and two former Ministers of Railways before the present Government had assumed office.

Railway engineers were against the subway, and after a personal inspection he had also approved of the overhead bridge. On further representations being made he had appointed a committee of two engineers, who, although Government employees, had every freedom to report as they wished, and the committee had endorsed all the previous opinions. He considered in the ‘circumstances that the combined opinion of all the experts should be final.

So the original plans stood – the railway was sunk into a cutting beneath Nicholson Street and Albert Street, and Geelong Road was raised onto an embankment to cross the tracks.

Work started on the Geelong Road bridge in 1927.

SLV photo H2001.308/2924

Tall brick retaining walls taking shape on the approaches.

VPRS 12800/ P7 unit 23, item C 0436

Forming a massive mountain of dirt.

SLV photo H2001.308/2928

The residents of Footscray dubbing it ‘Mount Mistake’.

“MOUNT MISTAKE”
Three Ministers Join in Protest
COLLEAGUE TO INQUIRE

Fifty citizens, representative of the municipal councils of Footscray, Williamstown, and adjoining districts, and of several associations, district and national, this morning urged the Minister for Railways (Mr Tunnelcliffe) to remove the preparations for the overhead crossing at Geelong Road, West Footscray, and to substitute a subway.

Three members of the Cabinet – Messrs Prendergast, Williams and Disney – joined the protest to the Minister.

The embankment was referred to by the various speakers as “Mount Mistake”, “an awful eyesore”, “a rabbit warren”, “a quagmire” and a “monument to the incapacity of the departmental engineers.”

Tho Minister, while defending the engineers, promised to go thoroughly into the question of alteration, and to place the matter shortly before Cabinet. He said that the question of additional cost should not be paramount.

“INJUSTICE TO DISTRICT”

Mr Prendergast, M.L.A., who introduced the deputation, said that the embankment was the most extraordinary thing he had ever seen. It amounted to an injustice to the district, and would, if persisted in, inevitably have to be removed in the near future. The overhead bridge would be dangerous to traffic and unsightly, and the embankment would depreciate the value of real property. The revenue of the football club would be affected by the embankment providing a free stand. He could not understand that a Government department would cause such a disfigurement to a thickly populated district.

Cr. O’Toole (Mayor of Footscray) handed in a petition signed by 4744 residents, in six days. The embankment was known in Footscray as “Mount Mistake.” (Laughter.) It was one of the greatest atrocities ever perpetrated. Not only was the embankment a tragedy from the aesthetic point of view, but it was also dangerous to traffic. A subway would be welcomed by Footscray council, which was prepared to pay the cost of removing the material. Footscray council was spending money in the beautification of the Geelong Road, one of the great arteries.

“A MATTER OF AESTHETICS”

The Minister said he believed that the engineers of the department had honestly tried to overcome a difficulty in the most economic manner. The grade of the proposed subway (1 in 20) would he equal to the grade of tho overhead bridge. The department had eliminated four level crossings in the Footscray district, and had saved the municipality about £50,000.

He agreed that the work on the Geelong road was of outstanding importance. The question at issue seemed to be one of spending £26,000 to provide a more aesthetic structure. He was not sure that a subway would be the more aesthetic. The whole matter would be reviewed by him at an early date.

But it was completed as intended by 1928.

VPRS 12800/ P3 unit 13, item ADV 0138

The approaches were landscaped.

Herald Sun photo

And there the bridge remained for the next few decades.

1945 Department of Lands and Survey photo map

The main beneficiaries – footy fans who could stand on the footpath and watch Doggies games for free.

Photo by Urgeback at English Wikipedia, via Wikimedia Commons

The rise of the car

Trees once lined Geelong Road, forming Footscray’s Avenue of Honour. But in the 1960s they were chopped down to make way for a dual carriageway.

The dual carriageways were extended west throughout the 1960s from Ballarat Road towards Brooklyn, except for one gap – ‘Mount Mistake’. Enter the Country Road Board.

Country Roads Board annual report 1971

Who reported in their 1971 annual report.

The replacement of the old four-lane road over rail bridge at West Footscray commenced in June 1970. A new six-lane bridge and major improvements to several highway intersections either side of the railway line will improve the flow of through traffic and assist cross movements by local traffic when completed in 1973.

The $2,000,000 project includes a new bridge 90 metres (305 feet) long by 23 metres (77 feet) wide, providing six lanes for traffic. A pedestrian overpass and several other structures on the approaches to the rail overpass will cater for cross traffic.

By 1972 costs had blown out – possibly due to the extra underpass taking Cross Street under Geelong Road?

The construction of a new six-lane bridge to replace the old four-lane road over rail bridge at West Footscray continued during the year.

The whole project will cost approximately $3,400,000. Half the new width was completed and opened to traffic, providing four lanes for highway traffic.

When Weston Langford visited in February 1973, the old bridge was gone, ready for the second half of the new bridge to be built.

Weston Langford photo

But the cost of the project had increased yet again – up to $3,800,000.

So the Country Roads Board must have been happy to report the completion of the bridge in 1974.

Country Roads Board annual report 1974

But the bridge did stand the test of time – thirty years later it was just as ugly as it was when built.

Google Earth 2005

Enter Regional Rail Link

In 2008 the Regional Rail Link project was unveiled, to build a pair of new tracks from Southern Cross to Sunshine, taking the total number of tracks through West Footscray to six.

But Footscray was a pinch point, with two more tracks needed to be squeezed beneath the Geelong Road bridge.

To make space, the ‘Rising Sun’ footbridge was demolished.

It once connected Buckley Street to the middle of ‘Mount Mistake’.

Google Street View 2009

But the closure sent pedestrians on a long detour.

Buckley Street was moved behind a concrete crash barrier.

And West Footscray station was moved to a new site to the west.

The old station being demolished.

To make extra space beneath Geelong Road.

With the new tracks opened in 2014.

But despite all the changes, one part of ‘Mount Mistake’ still exists – the brick wall that formed the north abutment.

Footnote: concrete traffic barriers

In the 1970s increasing vehicle speeds saw the need for stronger barriers on road bridges, and the new Geelong Road bridge at West Footscray was one of three sites they were trialled by the Country Roads Board.

Country Roads Board annual report 1972

The barriers were of the California Division of Highways ‘Type 20’ design:

Approximately 1500 metres (5,000 lin. ft.) of barrier is to be constructed on the West Footscray project. The barrier is to be continuous over approach embankments and structures. A steel-pipe railing supported by cast-steel posts is to be mounted on top of the concrete barrier

The standard precast unit is 1.5 metres (5 ft.) long and weighs 500 kg (1,100 lb.) allowing easy handling and installation on curved alignments (at West Footscray, units are used around a 27 metre (90 ft.) radius curve).

By June 15th 1972, all of the 263 units required for the first stage of the West Footscray bridge had been delivered to the site, and 750 units for later stages remained to be manufactured.

Footnote: signal boxes

The first signal frame at West Footscray was commissioned in 1886 to control access to the sidings, with a full signal box opening at Geelong Road in 1889. This was followed in 1992 by a new signal box at the Melbourne end of the down platform, featuring a 41 lever VR ‘A’ Pattern Cam and Tappet frame.

PROV image VPRS 12800 P7 C/0297

As part of the construction of the road overpass, in 1927 a temporary level crossing was provided at Geelong Road, controlled by a 23 lever signal box.

This timber signal box had been relocated from Footscray ‘C’ at Albert Street, following the removal of that level crossing in 1926.

SLV photo H2001.308/2928

In 1928 the overpass was in use and the temporary level crossing and signal box removed.

The 1922 West Footscray signal box controlling trains on both the passenger and goods lines.

VPRS 12903/P1, item Box 670/18

Following the construction of the wider Geelong Road bridge in the 1970s, the hipped roof of the signal box was removed, replaced by shallow pitched flat roof.

But by the 1990s the role of the signal box went into decline. The first change was the removal of the West Footscray goods yard by 1991, followed in 1996 by the removal of the connection between Tottenham Yard and the suburban tracks.

In 2000 the signal box was permanently ‘switched out’ after control of Tottenham Yard was transferred to West Tower, until finally decommissioned on 3 October 2013, after which it was immediately demolished to make way for Regional Rail Link.

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As you can see, Franklin Street goes nowhere near a railway line.

While the signal box bearing that name is wedged between the Dudley Street and La Trobe Street bridges.

But I found the answer in this 1855 map of Melbourne.

Map of Melbourne, 1855, via Wikimedia Commons

Franklin Street continues through what is now the Flagstaff Gardens, terminating at Adderley Street as ‘Franklin Street West’.

This 1895 plan by the Melbourne and Metropolitan Board of Works also features ‘Franklin Street’ adjoining Adderley Street.

But jump forward to the 1920 Morgans street directory, and we find Batman Street – the same as today.

So when did the name change? From Melbourne newspaper The Age on 16 December 1907:

The question of changing the name of the western end of Franklin Street to Batman Street, which will be considered by the City Council to-day, draws attention to the deplorable oversight by which the memory of John Batman, the founder of Melbourne, has been allowed to lapse into oblivion. It is late in the day to name a street after Batman, though better late than never, even if the street is only half a street.

But it may well be asked if the memory of Batman cannot be best incorporated into the beatification of Melbourne scheme by the erection of a statue to him? John Batman founded Melbourne, and he made no fortune by it, but it is fitting that the people of Melbourne should know of him and of the manner of man he was. With his fine, stalwart, broad shouldered figure, and strong, determined face. Batman in his picturesque habit as he lived would be an admirable subject for a statue!

And the day after, 17 December 1907.

The idea mooted in “The Age” of yesterday that some better plan of perpetuating the memory of John Batman, founder of Melbourne, than of naming half a street after him should be thought out was warmly supported at yesterday’s meeting of the City Council.

In calling on the tenth order of the day, that the portion of Franklin Street west of King Street be changed to Batman Street, the Lord Mayor, Cr. Weedon, referred to what he termed the excellent suggestion in “The Age” that John Batman, the pioneer of Melbourne, was a worthy and an artistic subject for a statue.

The idea had already occurred to himself, and now that there was a tendency to erect statuary in suitable places, it was beyond question that there was no name in the history of Melbourne better deserving of prominent public recognition than that of Batman, and no better means of doing honour to his memory than by the erection of his statue. At a recent meeting of the Geographical Society, he had brought the mutter forward, and had suggested that the A.N.A. Society should take the work in hand and carry it through, for Batman was a native of whom natives I might feel proud.

Cr. Aikman said this was a matter that should not be allowed to drop. It was certainly a reflection upon the city that
Batman should be forgotten. He hoped that a statue of the courageous pioneer might be incorporated in the scheme for the beautification of Melbourne, and erected in some suitable position overlooking the river and the city.

Cr. D. V. Hennessy said the City Council should take this matter in hand, and not leave it to the A.N.A. It was true that Batman was an Australian native, but it was as the founder of Melbourne that his memory should be perpetuated, and thus the obligation rested upon the municipality. He would like to see Batman’s statue standing in a prominent place in the municipal gardens near the Yarra.

Crs. Gardiner and Marks also supported the idea of erecting a statue, and Cr. Gardiner put forward a further suggestion that the name of Flagstaff Gardens should be changed to Batman Reserve. This, however, did not appeal to councillors, who voiced objections to interfering with the spot where the flag was first unfurled.

The order of the day was carried, and the west end of Franklin Street is now Batman Street.

So my question is answered: the signal box was opened at the west end of Franklin Street, but the thoroughfare being renamed ‘Batman Street’ in 1907 to remember John Batman, founder of Melbourne.

History of the signal box

A history of the signal box at Franklin Street can be found on page 170 of ‘Docklands Heritage Study: A Report to the Docklands Task Force‘, completed by Andrew C Ward and Associates, in conjunction with Dr Peter Milner, Gary Vines and Ron Greenaway in 1991.

Description

The Franklin Street box controls passenger train movements at the junction of the suburban and country lines from the Up side of North Melbourne station to the points of interface with Spencer Street No. 1 box and No. 2 box. It is a two level brick signal box with concrete slab floor and walkway, steel approach steps and pipe railings and terracotta tiled hipped roof.

Condition: Good
Integrity: Good (architectural), Poor (technical)
Original Owner: Victorian Railways Department
Chief Engineer of Way and Works: E.H. Ballard
Chief Architect: Builder: J. TN. Fawcett

History

The Franklin Street and Viaduct Junction (demolished) signal boxes formed part of the rearrangement of the passenger suburban lines through the Melbourne Yard from the Spencer Street viaduct to Kensington. These works were associated with the construction of the Spencer Street suburban platforms opened in August 1924, and the interlocking frames were electro-mechanically operated in a manner similar to earlier installations at South Yarra and Camberwell.

The original box, close to the present building was opened on 6.9.1884 and replaced by the present installation on 17.8.1924. The interlocking frame was closed in March 1984 and replaced with a control panel which has been remote controlled by Metrol since 18.10.1986.

Significance

Although the original electro-mechanical apparatus has been removed, the Franklin Street box has controlled train movements since 1924 and forms a part of the suburban lines reconstruction plan at the Melbourne Passenger Yard of that date. It forms a unit with suburban platforms 11-14 and is typical of the Department’s work of the period, comparing with Camberwell (1924), Footscray ‘A’ (1930), Caulfield (1933), North Melbourne (1928) and Dandenong (1929).

The interior of 1924 signal box can be seen in this photo from the collection of the Public Records Office Of Victoria.

VPRS 12800/P5, item S 1179

Here the electro-mechanical interlocking frame used to direct trains takes centre stage.

VPRS 12800/P5, item S 0077

While this 1968 photo from West Tower shows the signal box among an array of railway tracks.

VPRS 12800/P5, item S 1007

In conjunction with the opening of the City Loop, in March 1983 a new electronic control panel was installed to control signals in the area, allowing the retirement of the mechanical interlocking frame in March 1984.

Finally in 1986 Franklin Street signal box was closed, control transferred to the Metrol train control centre, but the remote control panel that replaced it was still in place as late as 2012.

Panel inside Franklin Street signal box, normally remotely controlled from Metrol. pic.twitter.com/p16DoVZR

— Vicsig (@vicsig) October 16, 2012

The building itself remains in place today.

Footnote

This history of the W.G. Goetz & Sons engineering works also mentions Batman Street.

After operating at 140 and later 260 Queen Street, the Goetz engineering works moved to 399-401 Franklin Street West (later Batman Street), West Melbourne.

The move from 260 Queen Street to Franklin Street West occurred sometime between 1892 and 1895. Franklin Street West was renamed Batman Street in 1909, and the Goetz property was later renumbered as 115 Batman Street.

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First some background – two separate issues have been afflicting V/Line’s fleet of VLocity trains:

• excessive wheel wear reducing the number of trains available for service.
• level crossing activation issues resulting in a ban from the suburban network.

The first sign of trouble was the widespread replacement of V/Line services by road coaches, as VLocity trains with worn wheelsets were pulled from service.

But things got worse on the evening of January 15, when V/Line blamed “unplanned metro works” for the cancellation of late night Bendigo and Gippsland line services – in reality it was a ban of VLocity trains from the suburban network.

New rumour – @metrotrains have banned @vline VLocity fleet from their tracks. It'd explain these cancellations… pic.twitter.com/omckFAQNFk

— Marcus Wong (@aussiewongm) January 15, 2016

By the morning of January 16 V/Line’s excuse had changed to “service changes in the suburban area”.

Now @VLine is quoting "service changes in the suburban area" for their trains terminating at Sunbury and Pakenham. pic.twitter.com/wo6lknOn4s

— Marcus Wong (@aussiewongm) January 15, 2016

At Southern Cross Station passengers for Traralgon and Echuca services were told to catch a suburban train to meet their onward connection.

That night V/Line lashed together a VLocity train between a pair of diesel locomotives, ready to send them across the suburban network to test the failing level crossing outside Dandenong.

VLocity trains are fitted with a fully automatic Scharfenberg coupler, but diesel locomotives only have a semi-automatic knuckle coupler, so a special ‘transition coupler’ needs to be fitted to bridge the gap.

To allow the tests to take place, Metro Trains obliged by cancelling all late night suburban services between Dandenong and Pakenham.

Suspicious @metrotrains cancellations post midnight, right where @vline VLocity level crossing issues occurred pic.twitter.com/dHYrltsRmK

— Marcus Wong (@aussiewongm) January 16, 2016

Once the train arrived at the testing site the diesel locomotives were removed, and the VLocity train made a number of passes over the level crossing.

In the days that followed, more special VLocity transfer trains operated across the suburban network – each movement requiring a diesel locomotive to be attached as a safeguard to activate level crossings along the way.

By January 18th VLocity trains returned to the Bendigo line – with only two troublesome level crossings on the line at Ginifer and St Albans, safeworking staff were posted at each crossing in order to manually activate the warning devices.

Staff were also posted at the pedestrian crossing to be doubly sure.

To compensate for the disruptions to services, in V/Line declared free travel on all services from January 23 to 31.

To avoid passengers mistaking touching on their myki cards and getting changed for their journey, station staff printed out their ‘Free travel – no need to touch on’ signs.

At Southern Cross Station the ticket gates were locked open.

As were the emergency entrance gates.

Yet for some reason, there was still a line of passengers at the Southern Cross Station ticket office.

After the first week of free travel and no resolution in sight, it was extended another week until February 7.

Official ‘no need to touch on or off’ flyers were printed and affixed to myki readers across the network.

Permanent timetable boards were also printed for Southern Cross Station, listing the scheduled V/Line coach replacements in place Monday through Friday.

Despite the coach replacements and free travel, V/Line commuters were still spilling out of overcrowded trains.

As an interim fix, a 25 km/h speed restriction was applied to the North Melbourne flyover – supposed source of the excessive wheel wear.

On the weekend of February 13 the flyover was shut down to rail traffic, as the ‘outside’ broad gauge rail through the curves was replaced.

In the weeks that followed, trains continued to use the track, but with rail staff manually applying grease to the rail heads.

And the worn wheels beneath VLocity carriages have been replaced with fresh sets.

From March 21 normal rail services started to return – with 43 out of the 64 disrupted services back as trains.

Yet to be completed are fixes for the root cause of each problem: axle counters at level crossings on the Dandenong line to ensure reliable train detection, and an automated rail lubricator on the North Melbourne flyover to reduce wheel wear.

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1995 – Sprinter trains

V/Line ordered single car 22 Sprinter railcars, which entered service in 1993-95. Soon after they had to be pulled from service because they were not activating level crossings, with a device known as a track circuit assister having to be installed on each train to address the issue.

2008 – VLocity trains to Bendigo

January 2008: it was discovered that VLocity trains were not activating level crossings on the Bendigo line, so they were replaced with Sprinter trains.

2011 – VLocity train at Sunshine

On December 11, 2011 a V/Line VLocity train was about to pass through the Anderson Road level crossing in Sunshine when the boom gates opened to road traffic.

2013 – Bairnsdale line

Thirty-two level crossings on the line between Traralgon and Sale were failing to consistently detect trains, so from March 2013 all Bairnsdale train services were replaced by buses. A milling machine worth $13 million was imported from Europe to reprofile the rails on the approach to each affected level crossing, and $8.3 million was spent to replace the track circuits train detectors with axle counters.

2014 – Sprinter trains to Stony Point

In August 2014 it was discovered that Sprinter trains were failing to activate level crossings on the Stony Point line, resulting in a ban on single carriage Sprinter train consists. More failures occurred in April 2015, with the line being closed indefinitely, until the track circuits were replaced with axle counters at 19 level crossings.

And now

The current round of issues relate to a VLocity train failing to activate a level crossing outside Dandenong. The fallout from this event resulted in it being made public that similar events occurred in 2011 and 2012, but no work was done to address the root cause.

November 2016 update

Now more issues – a locomotive hauled V/Line train failed to activate a level crossing between Camperdown and Terang, with a similar issue occurring at a crossing north of Bendigo.

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