On the train

Yes, still on the Regional Rail Link topic – Ballarat and Bendigo trains now had their own tracks through Footscray to Sunshine, along with their own next train displays located away from the ones showing suburban trains.

But for now Geelong line services were still running along the Werribee line. Here we see a N class locomotive hauled train passing through Williams Landing.

A VLocity train passing through Laverton station.

And another passing through the platforms at South Kensington.

Which then took the crossover at the city end of the station to access the new V/Line tracks towards Southern Cross.

Freight trains

A decade ago Pacific National still had the contract to transport grain by rail to the flour mill at Kensington. Southern Shorthaul Railroad won the contract in November 2017.

Meanwhile down at North Geelong Yard Pacific National was busy scrapping surplus wagons – the bulk of which once transport freight that has been lost to road.

Down around Geelong

The North Geelong B signal box was still hanging around a decade after it had been decommissioned in 2005, and surprisingly it hung around almost a decade longer – eventually being demolished in May 2022.

While down in Grovedale money was getting spent on Baanip Boulevard, with a new bridge being built over the railway to link the Geelong Ring Road to the Surf Coast Highway.

And down at North Shore even the dive of a station was getting some attention – new asphalt!

Ding ding on the trams

Remember the ‘Melbourne Star’ observation wheel? This tram was advertising it, before the operator went broke in 2021.

But a tourist icon that people actually patronised was the Colonial Tramcar Restaurant – it ran until 2018 when their restaurant trams were kicked off the Yarra Trams network due to safety concerns.

Another safety concern that is having to dodge cars to climb onboard tram at South Yarra station. The platform stop there wasn’t opened until 2021.

Another crappy tram stop was the one at La Trobe and Swanston Street – on this December afternoon it was overwhelmed by a crowd of RMIT graduates spilling out onto the road. Platform stops were not provided along La Trobe Street until July 2024.

And continuing on that theme, now we’re at Collins and Queen Street – closed in 2015 following completion of a new platform stop at Collins and William Street.

Another stop to close being the one for southbound route 96 passengers at the corner of Spencer and Flinders Street.

Works about to start on new platform stops at Batman Park a short distance to the south.

A few buses

A decade ago route 400 between Sunshine and Laverton was operated by plain white liveried buses – an artifact of the shared operation of the route between Westrans and Sita. Today the operations are now CDC Melbourne and Transit Systems, and the white buses are gone – they’re mostly PTV orange, with the exception of a few buses still in the old poo brown Sita corporate livery.

Another oddball bus was the British-built Optare Solos used on the SkyBus hotel shuttle service around the Melbourne CBD. Later branded as ‘SkyBus Link’, the service was discontinued in 2020 thanks to the Covid-19 pandemic, and never restored.

And the last bus is a Designline ‘bubble’ bus running on route 903 along Bell Street in Coburg.

Stuck in traffic waiting at the level crossing with the Upfield line – which was removed in June 2020.

Ticketing bits

Down in Geelong it was once possible to buy a ‘Short Term Ticket‘ from bus drivers rather than use a Myki card – an option removed in April 2013.

While in the lead up to the November 2014 election both parties promised to cap Melbourne suburban travel to zone 1 prices, and introduce the ‘Free Tram Zone’ in the CBD.

Both starting from 1 January 2015.

But don’t think they’re giving you something for nothing – PTV was simultaneously running yet another fare evasion campaign.

As well as promoting free travel on Christmas Day.

Car parking

What’s a worse use of prime CBD land than a ground level car park? This is the ‘Golden Square’ car park at 217 Lonsdale Street, which is still a car park today.

And this is the ‘Safe City Car Park’ at 132 Little Bourke Street in Chinatown – which has since been turned into a pop up event space.

And finally – a power station

Here we are at the main gate to Anglesea Power Station.

Located in the middle of the Anglesea Heathlands.

Next to a brown coal mine.

Opened back in 1969 to power Alcoa’s Point Henry smelter outside of Geelong, the smelter was closed down in July 2014 but the power station remained open pending a new owner, before it too was shut down in August 2015.

Footnote

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

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In the beginning

For years Sydenham station was a wayside stop on the empty plains north-west of Melbourne enroute to Bendigo.

SLV photo H1077

But the suburbs of Melbourne eventually grew north to Sydenham, and so in 2000 the decision was made to extend suburban trains from St Albans five kilometres north to a new station called ‘Watergardens’.

Weston Langford photo

Which opened in 2002.

The new terminus was well provisioned for a terminus station – three platforms, with centre turnback for terminating trains.

Sidings at the down end for stabling trains to form peak services.

Three lifts – one of the street on both sides, and a third to the central island platform.

With stairs in parallel.

However the footbridge across the tracks is narrow compared to what stations have today.

And the lifts were undersized compared to current standards – of 12 person capacity rather than 18.

But the lifts don’t work

As Watergardens station aged, the lifts weren’t exactly the most reliable – from 2016:

A malfunctioning lift at Watergardens train station that reportedly breaks down nearly every second week, on average, is likely to be replaced.

Western Metropolitan MLC Bernie Finn told state parliament recently the Watergardens lift had broken down 43 times over the past two years, and sometimes took a week to fix.

“For people to have to wait for up to a week for a broken down lift to be fixed seems to me to be quite insane. That is just ridiculous,” he said. “It is a major concern, particularly for people with disabilities and for elderly people.”

Public Transport Victoria and Metro Trains have been forced to provide maxi taxis for special needs commuters, who could not access the train to get to doctors’ appointments.

Mr Finn has also called for a second ramp to be built to service both sides of the station.

“I find it just astonishing that we have a lift there that has broken down so often. There is only one ramp for people to use, and it is on the opposite side of the platform,” he said.

“I just do not understand how the PTV could allow such a situation to exist.”

A PTV spokesman said it would continue to provide “alternative transport arrangements” for passengers when lifts are out of order.

“PTV is committed to finding a permanent solution for passengers – which at this stage could involve replacing the lifts,” he said.

Lift failures rendering stations inaccessible being the reason why the trio of stairs, lifts and long zig-zagging ramps with a DDA compliant 1 in 14 gradient has became the standard at new and upgraded railway stations in Melbourne from 2013.

But in the case of Watergardens station it was too late for that, so the only option was to upgrade the control and power supply systems for the existing lifts to improve their reliability – requiring one outage from 1 to 5 May 2017, and a second from 18 September to 3 November 2017.

And spending the big money

But even upgraded lifts can still fail, so in 2016 PTV commissioned Jacobs Group to study possible options to bring Watergardens station up to current standards, and provide a redundant method of access if the existing single lift to a platform failed.

They looked at going under, over and through the tracks. As you might expect, building a new level crossing got knocked on the head pretty quickly, and going under option was less than salubrious, so also got knocked out.

This left three options to upgrade the existing overpass – duplicating the three existing lifts, providing a ramp beside each lift, or a hybrid option with a additional lift to the island platform and two ramps to the street entrances.

Fitting in the new ramps on the street site was easy.

Artist’s impression, Jacobs 2016

But the island platform was more constrained, with a DDA compliant ramp taking up much the space at the Melbourne end.

Artist’s impression, Jacobs 2016

The Jacobs report also looked at the costs of the three options:

3.2 Constructability and Whole of Life Costings
An estimate of the turn out and life cycle cost for the 3 options – out to 30 years – is attached as Appendix D.
In precis, the full lifts option is the cheapest in the short term, the full ramps the most expensive:
Option 1 – All Lifts $5,276,700.00 – immediate Capital Construction Cost.
Option 2 – 2 ramps + 1 lift $5,595,000.00 – immediate Capital Construction Cost.
Option 3 – All ramps $6,568,200.00 – immediate Capital Construction Cost.

When factoring in the costs to service and maintain each option for 30 years (non-discounted cashflow) the costs become:

Option 1 – All Lifts $9,868,230.00 – adding $4,591,530.00 (non-discounted $s) in costs over 30 yrs.
Option 2 – 2 ramps + 1 lift $7,661,793.00 – adding $2,066,793.00 (non-discounted $s) in costs over 30 yrs.
Option 3 – All ramps $7,632,994.00 – adding $1,064,794.00 (non-discounted $s) in costs over 30 yrs.

For the first 10 years Option 1 has the lowest WOL cost.
Between year 10 to year 29 Option 2 has the lowest WOL cost.
After 30 years Option 3 has the lowest WOL cost.

Surprisingly the lift option was cheaper to build initially, through obviously the ramps became cheaper once ongoing maintenance costs were included.

Decision time

The 2018-19 State Budget committed $8.9 million to upgrade Watergardens station, with community consultation taking place in July 2018.

But there was a problem – the preferred option was installing additional lifts, but the PTV Network Technical Standards at the time required lift, stairs and a ramp for a vertical change of 5.6 metres – and so a waiver was required to provided a second lift, as well as to infringe on the minimum platform width where the new lift would land on the island platform.

However a waiver was granted, and work started on the project in early 2021.

The new lifts being located in plain grey towers, beside the existing brick ones.

An additional lift added at the end of the western entry.

And to the eastern entry.

While the additional lift to the island platform was snuck in beneath the existing concourse.

The stairs to the platform rebuilt.

To pass around the new lift shaft.

Which looks like it was always there.

PTV having this to say about the upgrade.

We have opened three new lifts at Watergardens Station to help people move around the station precinct and catch the train more easily.

This is part of the Public Transport Accessibility Improvements Program, which sees several metropolitan train stations upgraded to comply with current access guidelines for people with disabilities.

The new lifts feature:

• more space to increase lift capacity and allow for social distancing
• improved lighting
• a back up power supply, making them more reliable and avoiding breakdowns
• improved security with new CCTV coverage and windows
• more open design than the existing lifts with partially transparent lift walls.

Other completed works at Watergardens Station:

• We have increased the number of wheelchair accessible parking spaces in the Sydenham Road car park from five to nine.
• A back up power generator has been constructed to help power the lifts and station in the event of a blackout.
• Six extra CCTV cameras have been installed to cover blind spots around the stairs.
• Toilet refurbishments have been completed on the central platform and concourse to improve passenger amenities.
• New tactile ground surface indicators have been installed on all three platforms to improve accessibility.

A lot of work for a railway station only 20 years old!

Footnote: ramps vs lifts

Back in 2016 the Level Crossing Removal Authority also had to fight to avoid building massive ramps as part of the Mernda rail extension, but since then it seems to be a non-event – most new stations built since then feature dual redundant lifts to each platform, rather than ramp and a lift.

Footnote: platform extensions

The 2016 Options Report by Jacobs touched on the need for platform extensions at Watergardens station for the upcoming fleet of High Capacity Metro Trains, and flagged at changes at the city end would be the logical option.

1.5 Provision for other works – Future 10-car HCMT

Possible options should consider other works that may occur at or around the station in the future. The most important of these – in fact, the only one known to Jacobs – is the platform extensions for the new 10-car High capacity Metro trains (HCMT).

Currently the 3 platforms are 160 m long. The island platform is approximately.8.9 m wide at the down end; tapering on the Platform 3 side to c.7 m at the up end. All platforms will require an extension of 70m to bring them 230 m and, depending upon where this extension occurs, Platform 3 may need straightening.

Informal advice from PTV indicates that it is likely that it would be simpler and less costly to extend the platforms toward the city.

Jacobs’ own study of aerial photographs indicates that the gates to the stabling yards down from the station are c. 200 m from the NW end of the platform and that there are at least 7 sets of points in this area. The corridor to the SE is significantly less congested with 5 sets of points within c.250 m of the station after which it appears to be completely unencumbered until it reaches the next station at Keilor Plains.

For these reasons it seems most likely that the platform extensions would occur to the SE (up end); widening Platform 3 to remove the existing taper to provide an island of consistent width for its full length. Although the platform extension has no immediate bearing on the provision of secondary (or contingency) means of access to and from the station, as the widening would create additional space on the platform that would ease a pinch point in one of the options (see below), an up end extension to the platforms has been presumed in the development of the options..

And then look at what happened in 2022 – the entire lead into the yard at the down end of Watergardens was rebuilt.

Platform 1 extended by 15 for a 7-car HCMT.

And platform 2 and 3 extended by an even shorter 12 metres.

They also completed a major track slew at the down end of the yard at Watergardens, taking the sidings from 329 metres (two 6-car trains) long to 560 metres (three 7-car trains) long.

Footnote: the gory technical details

First – the options study by Jacobs.

Watergardens Accessibility Study
Options Study
December 2016

Watergardens station was designed and constructed between c. 2000 – 2002. The station was officially opened in January 2002.

The design provided for a single lift and stair access only to and from the island platform and the adjacent streets on either side of the station. However, the lifts have proved to be unreliable and, for those unable to use the stairs, access and egress to and from or across the station from either side has been made difficult.

With this in mind, PTV commissioned Jacobs to carry out an Options Study to draw out such options as might exist to provide a secondary means of access from one side of the station to the other and to the station’s central island platform for those unable to use a flight of stairs

The station contains 3 platforms – Platform 1 to the NE on the shopping centre side of the line and platforms 2 and 3 forming an island platform. Access to Platform 1 is made by one of two sets of stairs – one of 12, the other 13 risers – or one of two ramps – rising from the kerbside footpath. From the level of Platform 1 access is provided to the concourse level (c. 5600 mm above Platform level) by means of a lift or stair of 33 risers (two flights – of 17 and 16 risers).

From the SW side of the line, access to the station is made at concourse level. This is some 7000 mm above the pavement level, with access provided by means of lift or stairs. This stair consists of two flights – of 20 and 21 risers – 41 risers in all.

From the concourse access is provided to the island platform by lift and stair of two flights.

Looking at going under, over and through the tracks.

2. Options
Based upon the limitations noted above, there are three basic approaches – to cross the rail line / gain access to the platforms:
– At grade
– Under the permanent way
– Over the permanent way

As you might expect, building a new level crossing got knocked on the head pretty quickly.

2.1 Options – At-grade

Whilst recognising that both pedestrian and vehicular at-grade crossings both are, as a matter of PTV guidelines, no longer considered suitable, for completeness the possibility of at-grade options has been considered.

An at-grade point of egress has been provided at the down (NE) end of the island platform. This was previously used to provide emergency egress for the mobility impaired from the platform to the kerb-side on Sydenham Road, but the practice has since been discontinued. Presently, in the event of a lift failure, mobility impaired patrons are re-entrained and taken to the nearest accessible station from whence they are returned to Watergardens by taxi.

The ramp is still used by the Train drivers to access the stabling yard down line from the station.

In discussion with PTV and MTM at an initial Stakeholder consultation, it was agreed, for the above reasons and more, that an at-grade option is not feasible and was not pursued as a viable design option.

The going under option was less than salubrious, so also got knocked out.

2.2 Options – Under the permanent way

One underpass option was considered.

This is based upon using ramps of a maximum length of 6000 mm at an inclination of not more than 1:14 (one metre rise over 14 metres of length). Landings of not less than 1200 mm length are provided between each section of ramp. Larger landings are provided at changes in direction.

The scheme provides a straight ramp (of 10 x 6000 mm sections) descending from ground level adjacent the existing lift and stairs on the SW side of the station to a horizontal underpass lying c. 5600 mm below the level of the platform.

This ramp runs through the area currently used as a retention basis for storm water runoff from the adjacent carpark.

From the bottom end of this ramp, the underpass runs under Sydenham Road and the up end of the platform to emerge on the NE side of the lines with a switchback ramp (of 8 x 6000 mm sections) in an open area between the Telstra communication tower and existing station ramps. This delivers users c.60 m to the south of the existing station entry. The underpass is c. 50 m long.

A third ramp (of 13 x 6000 mm sections) runs from the mid-point of the underpass to deliver patrons to the far SE (up) end of the island platform.

The overall length of ramps and underpass is c. 190 m. There is a further c. 95 m of ramp from the underpass to the island platform.

In discussion with PTV and MTM at the initial Stakeholder consultation, it was agreed by all that due to the excessive ramp length required, particularly for the elderly and people with a disability, site drainage issues, issues surrounding potential local contaminated soil and the potential public safety risks associated with a long, unsupervised tunnel that this option was unfeasible and not to be pursued further.

Leaving options to upgrade the existing overpass.

2.3 Options – Over the permanent way

Three approaches suggest themselves to provide access over the permanent way:
• An all lift option – duplicating the three existing lifts
• An all ramp option and
• Hybrids of the above – the main version involving two external ramps with a lift to access the island platform

2.3.2 Three Additional Lifts

Duplicating the existing lifts is the most obvious approach to providing redundancy / contingency access to and across the station. There is some flexibility with the placement of these lifts but in each case, one position generally seems to recommend itself over the alternatives.

At the station entrances, new lifts can be located adjacent each of the existing entrance lifts. Subject to the final geometry of the lifts to be used, there appears to be sufficient space at both ends of the existing concourse to land a second lift.

Access to the island platform is more constrained. There does not appear to be anywhere adjacent the existing lift or on the existing concourse where a new lift could be placed without significant and deleterious effect upon the existing flow and function of the concourse.

The only suitable place is on the platform – on the up side from the stairs. To accommodate this, the existing concourse – complete with its glazed screen is to be extended. The concourse would extend to fill in the spaces on either side of the existing stairs and thence extend as a “U” to the new lift.

The new lift placement would require the relocation of the existing platform canopy and its associated furniture.

2.3.3 Additional Ramps and Central Platform Lift

After an all Lifts option, the next option is to replace lifts with ramps where these might be done easily i.e. outside the limits of the station but to keep a lift to the island platform.

The option is based upon providing two 1 in 14, 1.8m wide ramps – one on either side of the station – linking these into the existing stairs. This was a part of the original design – allowing the stairs and ramps to sit side by side – sharing the same landings at ground / platform and concourse levels.

As in the all Lift Option, the lift option requires an extension of the concourse and reconfiguration of the canopies.

On the NE (shopping centre) side, the ramp consists of 13 x 6 m sections for an over-all rise of c.5600 mm from platform level to the concourse. The rise from the street to the platform is provided by existing ramps. On the SW side, the ramp rises c. 7 m – 17 x 6 m sections – and is over 125 m in length.

2.3.4 Additional Three Ramps

The third option is that of 3 ramps consisting of a ramp at either station entrance (as per Option 2) and a third ramp on the island platform.

To install the required ramp on this platform at least one switch back is required. (The platform is not quite long enough to accommodate a single length ramp – being short by perhaps 3 m plus ramp run-off.) The difficulty that emerges is to maintain a 1.8m clear width between handrails on the ramp (and a zone on either side for screening on it) and maintain clearances at platform level to the coping.

In the layout as proposed, as the platform tapers a pinch point is reached where the width to the coping must be reduced to c. 3.1m. This “pinch” decreases as the ramp drops to platform level – opening out to c. 3.6 m at platform level.

The report also covered the suitability of lifts in general.

The current 12 person public lifts are smaller than is required by the current standard and are subject to vandalism.

Lift reliability is currently a problem because they operate publicly for 24 hours and are the only method of DDA entrance to and egress from the platform.

The additional lifts proposed in Option 1 & 2 will be larger 18 person lifts (3.5 x 3.5m footprint) and compliant with current design standards.

Discussion took place during the initial stakeholder meeting about whether new lifts should be introduced considering the maintenance issues associated with the existing 24 hour public use. The example of Coolaroo Station was given as a successful case where the introduction of duel public lifts works successfully. In addition, it was suggested that the majority of vandalism occurred within working hours as opposed to at night.

The current lift renewal programme was also discussed. It was noted that it could be 18 months before the existing lifts will be replaced and that some action will be required to improve reliability in the interim.

It was also noted that during the replacement of the existing lifts a means of temporary alternative access and egress will need to be provided. No solution to this was suggested, but Jacobs notes that it may be preferable to defer the upgrade of the existing lifts until after the installation of the alternative means of access considered in this study.

During the stakeholder meeting it was noted that by introducing ramps; the lifts may be turned off after hours, reducing maintenance and safety concerns, noting also that ramps are easier to install and of low maintenance comparatively to lifts. Ramps are likely to be less expensive over the long term however this is sensitive to maintenance costs.

Discussions took place around what would happen if no ramp upgrades occurred and lifts were closed at night. It was decided that removing an amenity that was previously provided would cause complaints and is not a suitable option.

Turning Lifts off after hours was generally accepted as an option that could be explored further.

And the costs of the three options:

3.2 Constructability and Whole of Life Costings
An estimate of the turn out and life cycle cost for the 3 options – out to 30 years – is attached as Appendix D.
In precis, the full lifts option is the cheapest in the short term, the full ramps the most expensive:
Option 1 – All Lifts $5,276,700.00 – immediate Capital Construction Cost.
Option 2 – 2 ramps + 1 lift $5,595,000.00 – immediate Capital Construction Cost.
Option 3 – All ramps $6,568,200.00 – immediate Capital Construction Cost.

When factoring in the costs to service and maintain each option for 30 years (non-discounted cashflow) the costs become:

Option 1 – All Lifts $9,868,230.00 – adding $4,591,530.00 (non-discounted $s) in costs over 30 yrs.
Option 2 – 2 ramps + 1 lift $7,661,793.00 – adding $2,066,793.00 (non-discounted $s) in costs over 30 yrs.
Option 3 – All ramps $7,632,994.00 – adding $1,064,794.00 (non-discounted $s) in costs over 30 yrs.

For the first 10 years Option 1 has the lowest WOL cost.
Between year 10 to year 29 Option 2 has the lowest WOL cost.
After 30 years Option 3 has the lowest WOL cost.

Next – the PTV Network Technical Standard Waiver.

PTV-NTS-002-W004 – Watergardens Dual Lift to Island Platform

Currently the central island platform (Platforms 2 and 3), Watergardens Station has DDA-compliant vertical transport with lifts and stairs, but the lifts have no operational redundancy. In the case of a lift failing, passengers with a DDA-accessible requirement would need to travel to the next accessible station and be provided with a taxi to return to Watergardens.

Up until 2017, lifts at Watergardens have not been reliable with many people having to travel to other stations to maintain access. In 2017 lifts at Watergardens were upgraded to increase their reliability lack of redundancy remained an issue.

Recently the State budget provided $8.9 million funding to provide for 3 lifts and increased concourse area at Watergardens Station. Design options for Watergardens were canvassed in a report by Jacobs on behalf of PTV: Watergardens Accessibility Study – Options Study – 02 December 2016.

Compared with the current arrangements, accessing the island platform (Platforms 2 and 3) requires a vertical change of about 5.6 metres above the platform. Normally this would trigger the need for a lift, stairs and a ramp (as opposed to two lifts).

However, providing a switchback ramp here with appropriate concourse modification, has been assessed as being a higher risk than providing a second lift with concourse modification. Providing a continuous grade (non-switchback) ramp would require platform extension, which would trigger expensive track work and will not be considered.

A Waiver is required to be provided to allow two lifts to be used in lieu of a lift, stairs and a ramp. Compliance with minimum platform width standard (MTM Structure and Facilities Standard (MCST 020 100-01)) cannot be achieved with either ramp or lift solutions. Ramp non-compliance would occur over a much longer length of the platform than a lift. This clearance will be subject to a Safety In Design Review once design has been completed. The lift non-compliance will need to be assessed further during detailed design and a potential subsequent MTM standards waver, separate to this application will need to follow process.

And the project requirements document.

Client Requirements Document
Watergardens Station Accessibility Upgrade
December 2018

As a part of the Public Transport Accessibility Improvements Program, several stations within the Metropolitan train network have been stated to receive upgrades in order to achieve compliance with current access guidelines for people with disabilities. Watergardens Station is identified as being in critical need of accessibility improvements. The reasons for this are summarised below:

• The current station has been prone to frequent lift failures causing reduced access to Patrons/Passengers and increased travel times. This has been attributed to unreliable lifts, lack of backup power systems and vandalism.
• With the concourse between the car park and shopping centre serving as a 24×7, primary access path for station patrons and general public alike, reliability issues with the lifts and vandalism lead to accessibility issues.
• The current issue is exacerbated as the lifts in the station are not complaint with DSAPT standards which raises major concerns with regards to safely accessing and moving casualties from the station.

There are some unpleasant customer experience complaints (from Jan 2017 to Oct 2018) against Watergardens Station regards to the DSAPT non-compliance station amenities. These complaints were lodged through MTM customer feedback system.

The main complaint topic is expressing the unpleasant reliability of the existing station lifts and inconvenience to enter and exit platforms when the lift/lifts are out of service. The other streams, one is about no level access or poor direct assistance for mobility impediment passenger boarding, and the other one is about inefficient/misleading notification to passenger with impediment.

If the concourse is inaccessible, the closest access path to cross the tracks is located about 750 meters on the Down side of the station and the other access is located about 1.5km from the station on the Up side of the station. There is no backup power supply for the existing three lifts.

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In the beginning

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

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

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

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

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

So what next?

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

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

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

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

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

High capacity next generation regional trains

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

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

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

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

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

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

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

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

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

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

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

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

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

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

And they finally happen

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

Sunshine station being the sticking point.

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

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

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

ThebusofdoomFSX video

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

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

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

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

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

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

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

Extending the platforms at Sunshine

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

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

And pouring of the concrete deck.

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

The nine car trains still having to skip the stop.

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

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

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

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

And now to Melton?

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

And reiterated yet again in March 2024.

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

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

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

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

Footnote: it’s not just platform length

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

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

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

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Regional Rail Link

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

And the site offices were being cleared away.

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

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

And the new railway through Wyndham Vale.

Wyndham Vale station looked ready for trains.

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

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

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

Flinders Street Station

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

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

With views of the Yarra River.

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

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

Southern Cross Station

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

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

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

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

New signalling

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

The old signalling equipment placed trackside waiting collection.

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

Trams

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

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

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

And new liveries

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

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

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

Footnote

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

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Well, they get given some posters to put in their front window.

Boxes of Myki cards – in full fare, concession and seniors flavours.

And the most important thing – a Psion Teklogix Workabout Pro handheld computer running custom Myki software, to process Myki card sale and topups.

And a quarterly payment of $260.00, along with a card issuing payment of $0.50, and a 4% commission on every topup.

So what do retailers think?

Back in 2008 the Herald Sun covered the reaction of newsagents to the new ticketing system, and the change in commission structure compared to the previous Metcard tickets.

The Victorian Authorised Newsagents Association says the Transport Ticketing Authority is offering just 12c commission on a transaction for the new myki card.

Under the existing Metcard arrangement newsagents receive a 5 per cent commission.

Clayton Newsagency owner Simon Richards, a third-generation newsagent, said he told the TTA he would not be selling the ticket, despite his long history selling Metcard.

“I won’t be taking up their offer,” Mr Richards said.

“They are just making it economically unviable.”

Mr Richards said newsagents would lose money on the transactions if customers used debit or credit cards, which cost the retailers a fee every time they were processed.

“We get 12c a transaction, but if someone produces an Amex card, which is 3 per cent (fee), then it’s just unviable.”

A copy of the myki outlet fee schedule, seen by the Herald Sun, shows that retailers who sell a new myki will get 50c, while processing a top-up on the smartcard will generate a 12c commission.

As well, a service fee of $260 will be paid to the agents four times a year.

Opposition transport spokesman Terry Mulder said the Government had slashed newsagent commissions by up to 65 per cent.

With independent newsagents also unhappy the government favoured 7-Eleven as their favoured Myki retail outlet.

Myki is a dog of a system. The previous government allowed it to provide 7-Eleven with an advantage over newsagents by agreeing to integration with their in-house systems. This was promised for newsagents, after my lobbying, and then dropped. So much for the Government back then supporting small business. If scrapping Myki pulls this back then it’s a good thing.

But they don’t seem worried if the upcoming changes to Myki see newsagents cut out altogether.

From a retailer perspective, the minuscule commission from MYKI card top-ups does not cover the actual costs of providing the service and the dealing with myriad customer queries. But plenty continue to offer it, including me in one of my shops.

There is no upside in services, especially minuscule commission services – these are best handled throng convenience stores. But … as with anything I write about here, what you do in your business is up to you.

For the one shop I have that offers MYKI top-ups, we will continue until the government decides otherwise. We don’t rely on it. It’s not core. But, it is a customer service that is appreciated locally … and for that we are grateful.

Footnote: fee schedule

Here is a full fee schedule dating back to the introduction of Myki in the late-2000s.

MYKI OUTLET FEES SCHEDULE

This Fees Schedule applies for the purposes of the myki Outlet Agreement and supersedes any previous Fees Schedule

1. Customer service payment

A quarterly payment of $260.00, paid for your satisfactory performance of operational and customer service obligations. The payment is payable each quarter in arrears. If you fail to meet the required service obligations, payment may be partially or fully withheld or forfeited

2. Top up of myki with money or myki pass

Each time a myki is loaded with product or topped the up with value at the myki Outlet, you will receive payment of four per cent (4%) of the published price of the product or value of the top up

3. Card issuing

For each new myki you issue you will receive a card issuing payment of $0.50. This amount is payable in addition to the initial top up. Thus, if a customer buys a new myki and loads initial value or product onto the myki at the same time, you will be paid $0.50 for issuing the card plus 4% for the initial top up. The initial top up does not include the
card fee payable by the customer.

4. myki merchant service fee (MSF)

The MSF is payable by you to TTA if myki is used to purchase goods at your store. The use of myki as payment for goods and services is a service that must first be approved by TTA, as it will be subject to Government approval. The MSF is 2.5% of the value of the purchase.

5. GST

All amounts are inclusive of GST.

5. EFTPOS and credit cards

If the myki Outlet has EFTPOS or credit card facilities, these should be available for customers who wish to buy myki cards and add product or value. It is preferred if these facilities are provided at no extra charge to customers. This does not prevent the myki Outlet from applying its normal minimum EFTPOS or credit card limits.

Note the mention of “use of myki as payment for goods and services” – the original plans for the “New Ticketing Solution” intended that the smartcard would be able to be used for more than just transport payments.

One example is Hong Kong’s Octopus card, which is accepted at vending machine, parking meters, and retail outlets.

However the Myki rollout took so long that by the time it finally went live, contactless payment was now a standard feature of credit cards, leading to it being dropped from the scope like so much else.

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Looking up the company name, I found the bus featured on the ‘Ride with Addikted’ Facebook page – their game being “Premium bus transport service: Birthdays, Hens, Bucks, Corporate events, Weddings & more!”.

The bus has national heavy vehicle plate number “XV22LW”, so my next step was to look up the registration plate on the VicRoads website.

Registration number:
XV22LW

Registration status & expiry date:
Current – 04/06/2024

Vehicle:
2005 BLACK M.A.N. BUS

VIN/Chassis:
WMAA66ZZ05C005571

Engine number:
19510105291015

Registration serial number:
7499449

Compliance plate / RAV entry date:
06/2005

I then searched online for the VIN of “WMAA66ZZ05C005571” – and found this expired auction listing on the machines4u website.

Showing a bus with a mismatched livery of white, blue and orange – a common sight for buses originally delivered to the National Bus Company, and then rebranded for Public Transport Victoria after their takeover by Transdev Melbourne in 2013.

With the full story becoming clear when I put the VIN into the search at the Australian Bus Fleet Lists site, which brought this up.

Operator
Transdev Melbourne

Depot
North Fitzroy

Fleet Number
#544

Registration
5840AO

Chassis Type
MAN 15.220

Chassis No
WMAA66ZZ05C005571

Body Manufacturer
Custom Coaches “CB30”

Body No
04-133

Body Date
6.2005

Withdrawn
15/10/2019

And with registration plate 5840AO on hand, I then searched my collection of photos, and what did I get – a photo of the bus in service with Transdev Melbourne back in June 2015.

And a parting shot from 2012, with the bus in the National Bus Company blue livery.

Quite the journey indeed!

Footnote – another ex-Transdev bus

I spotted another ex-Transdev CB30 bus in the back blocks of Ballarat earlier this year – where the wet weather and lack of shelter have not been kind to it.

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By operator

Ventura has the most of articulated buses in Melbourne, with 25 in their fleet – some used on school runs in the outer eastern and south-eastern suburbs.

Photo by Thomas Hobley, via Wikimedia Commons

And others out of Frankston on routes along the Mornington Peninsula.

CDC Melbourne has six articulated buses scattered across their depots, mostly for school and charter work, along with one for the route 601 Monash University shuttle.

Sunbury Bus Service has three articulated buses – two for route service, the other for charter work.

Kinetic also has six articulated buses used on routes from Doncaster to the Melbourne CBD – two older buses in the silver ‘SmartBus’ livery.

And four newer ones in PTV livery.

And a ring in

SkyBus Melbourne was once a big operator of articulated buses on the Southern Cross Station – Melbourne Airport run.

But since the 2015 introduction of double deck buses, they’ve been bumped down to other services or moved interstate.

Footnote: articulated buses interstate

Sydney is a big user of articulated buses, despite their network working alongside a busy rail system.

Canberra is another big bus city, so ACTION has a number of articulated buses.

Adelaide runs both standard and articulated buses along their oddball O-Bahn Busway.

And Brisbane City Council is a massive bus operator competing against the Queensland Government owned Queensland Rail, deploying articulated buses to their network of parallel busways.

Photo by EamonM25, via Wikimedia Commons

Footnote: double deck buses in Melbourne

Articulated buses aren’t the only oddball vehicles on Melbourne’s bus routes – there is also an even smaller handful of double deck buses.

Sources

The ‘Australian Bus Fleet Lists’ website lists the details of virtually every bus and coach operating on Australia’s roads – here are the gory details for the buses I’ve listed above:

• Ventura Group
• CDC Melbourne
• Kinetic Melbourne
• Sunbury Bus Service
• SkyBus Melbourne

You can find the articulated on those pages by searching for the ‘AB’ (Articulated bus with standard seating) seating code.

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So why was it a problem?

When Myki was first rolled out, the cards were bright green, with different designs for Full Fare, Concession, Child and Student fares.

As you might expect, having to keep four different types of card in stock was a logistical pain, so in May 2013 it was decided to move to a single card design, as part of a larger rebrand of Myki.

Over the coming weeks you will notice some changes as the myki website progressively moves to the Public Transport Victoria website.

We’ve already updated myki management forms to include the PTV website and call centre number.

And we’ve just replaced all references to the myki call centre number with the PTV call centre number (1800 800 007) on the myki website, but because cards last for four years, your myki card will continue to carry the 13 6954 number for a while. There’s no need to worry. If you call the myki call centre number you will continue to be diverted to the PTV call centre.

We are also in the process of moving to a single myki card design which will allow us to add PTV information to all new cards produced in the future. These cards are expected to be available later this year.

“Later this year” was wishful thinking, with the new look cards not rolled out until November 2014.

Victoria will see new-look myki cards from early November, the next step in Public Transport Victoria’s (PTV) plan to simplify the system and provide more options at myki ticket machines next year.

The new-look myki is dark grey and will be available for all passenger types. It features PTV’s network branding design, PTV’s updated contact information, and a blank strip for customers to write their name for identification.

Alan Fedda, PTV’s Director of Customer Services, said the new-look myki has many benefits for card sellers, operators, and distributors.

“The new-look myki will make distribution and stock holding simpler for retailers and station window staff as they no longer need to carry four different types of cards,” said Mr Fedda.

“Distributing four separate card types across the network increases delivery costs for PTV.

“The single card design streamlines the process of ordering and handling cards for operator and retail outlets, and reduces the overall amount of stock they need to hold on site.”

In 2015, new-look cards will enable seniors, child and concession customers to purchase myki cards at myki vending machines for the first time.

Mr Fedda said myki machines will be reprogrammed to sell all four types of myki cards.

“Myki machines will only carry the new-look myki. The passenger type and any concession entitlements will be coded to the myki at the vending machine.

“This means seniors, children and concession customers will be able to purchase myki cards at unstaffed stations, in addition to the staffed stations and other locations they already use.”

Mr Fedda said there was no need for customers to change to a new card if their green myki has not expired, in line with PTV’s commitment to minimise wastage.

And their 2015 timeline for selling all kinds of card in machines was even more optimistic – the subsequent Myki machine ‘upgrade’ was just some new stickers!

And the rollout of card sales of all types to ticket machines – it took until August 2021!

Victorians can now buy more types of myki cards from myki machines. Until now, you could only purchase a Full Fare myki from a myki machine but this is changing.

Beginning Friday 20 August 2021, General Concession, Senior and Child myki cards will be available for purchase from a myki machine. This applies to all myki machines throughout Victoria and is expected to be completed by Tuesday 31 August 2021.

A Full Fare myki costs $6.00 and a General Concession, Senior and Child myki each cost $3.00. You will still be able to top up with myki Money or a myki Pass at every myki machine. The minimum top up amount is $1, but we recommend topping up with at least a 2-hour fare so you have a valid ticket for your next trip.

If you’re travelling with a General Concession, Senior or Child myki, please ensure you have the correct proof of eligibility with you.

That’s 7 years since the idea was first floated publicly.

Footnote: the other long running Myki saga

Myki machines were also know for covering Melbourne in unwanted receipts – that problem was eventually fixed in 2019.

Footnote: expiry dates and retail ticket sales

Turns out the expiry date of Myki cards sold at retail outlets is set during the card distribution stage, a problem discovered in 2013 when people buying “new” cards discovered they were almost ready expire.

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The early years

The first multi-deck car park at a Melbourne railway station opened in 1984 as part of the rebuild of Box Hill into a transport interchange and shopping centre. On the lowest level of the shopping centre car park, there is an area dedicated to all day parking by public transport users.

But it took two decades for the next one to be built – in inner suburban Elsternwick on the Sandringham line. There a 156-space, five-level car park was built in 2003 beside the railway station, as part of a $10 million residential and commercial development on 4000 sq metres of publicly owned land.

And it took another decade for the third multi-deck car park to be built – a $10.8 million four storey structure at Syndal on the Glen Waverley line, which added 250 car spaces to bring the total at the station to 590.

And it’s on

With the launch of the Level Crossing Removal Project in 2015, there has been one iron clad commitment followed in every single project they have completed across Melbourne – “no net loss of car parking”.

Initially this requirement was met by expanding at grade car parks at nearby railway stations or on land freed up by the relocation of railway tracks, but as the project moved into more densely populated areas, this was not possible.

And so Cheltenham station gained a four storey 220-space car park in 2020.

And Mooroolbark station gained a four storey 900-space behemoth in 2022.

And doubling down

In the lead up to the 2019 federal election the Morrison Government launched their ‘Urban Congestion Fund’ – intended to fund car parks at railway stations, it was widely criticised as a way to buy votes in marginal seats.

Australian National Audit Office diagram

But the Andrew’s Government in Victoria had already been playing that game, following the launch of the $150 million ‘Car Parks for Commuters Fund’ in 2018. Multi-deck car parks being built as part of this program include –

Frankston: 500-space multi-deck car park, jointly funded by the Victorian Government and the Australian Government, and delivered by the Level Crossing Removal Project.

Greensborough: 100-space car park and bus interchange, jointly funded by the Victorian Government and the Australian Government, and delivered by the Level Crossing Removal Project.

Sunbury: 300-space car park, funded by the Victorian Government, Australian Government Urban Congestion Fund, and the Growth Areas Infrastructure Contribution (GAIC) Fund.

Watsonia: 60-space car park as part of the North East Link project.

Belgrave: 640-space car park funded by the Victorian Government and delivered by VicTrack.

Footnote: meanwhile in Sydney

Up in Sydney they’ve building multi-deck car parks at railway stations for decades – one example is the $29 million expansion of the Revesby station car park, which added three storeys to the existing car park, providing 385 additional car spaces.

Further reading

It’s surprisingly hard to find how many car parks actually exist at Melbourne railway stations, but back in 2016 Public Transport Victoria published a dataset, which Philip Mallis has plotted in map form here.

The Office of the Victorian Government Architect also has a Design principles: Multi-deck commuter car parks document, to describes how they can “can support and contribute to a well-connected, enjoyable, safe and vibrant public realm”.

Daniel Bowen has also written about Melbourne’s station parking problem, and the poor state of alternatives to driving to the station.

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Off to Geelong

On Saturday 25 March 2023 I decided to jump on a train from Melbourne down to Geelong, and the trip was mostly uneventful.

Other than a toilet temporarily out of service.

And rock hard seating in what was a ‘short distance’ VLocity carriage.

The first oddity was the ‘No trains departing from platform 1 for the next hour’ message on the next train display at Tarneit station.

Trains to and from Geelong normally run every 40 minutes on the weekend, so that was a confusing sight.

Another odd sight as the large crowd awaiting at North Geelong station, but given their Collingwood and Bulldogs scarves, I assumed it was just a busy day for footy fans headed to the game.

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But on my arrival at Geelong I saw that wasn’t the only crowd.

The next Melbourne-bound train was about to depart, and it had standees all the way down the train.

It turns out the previous service – the 10:38 Waurn Ponds to- Southern Cross – had been cancelled.

The 10:38 Waurn Ponds – Southern Cross service will not run today

More information at https://t.co/IiZLwHhuoI pic.twitter.com/kDmNHRRuYG

— V/Line Geelong Line (@vline_geelong) March 24, 2023

And thanks to the 40 minute weekend service frequency, two services worth of passengers had to try and board a normally rather full service.

Admittedly V/Line put some effort into moving the passengers left behind – 15 minutes later a coach from usual rail replacement operator Endeavour Coach Company arrived at Geelong station.

But for my trip home, the same inadequate timetable struck again – Geelong station was full of intending passengers.

With the next service to Melbourne being an already full long-distance service from Warrnambool.

This train had standees on leaving Geelong, and at stations along the way the train had long delays as intending passengers tried to find a doorway not already filled with standing passengers.

I hate to see what these services look after the fare cuts!

Spare trains ahoy

The reason V/Line doesn’t run any more services isn’t a lack of trains – on my way past Wyndham Vale all four sidings were filled with VLocity trains awaiting their next run on Monday morning.

There were more VLocity carriages in the sidings next to the turntable at Geelong.

Three complete 6-car trains worth.

Another 6-car train parked beside the train wash.

And two older locomotive hauled trains stabled beside Geelong station.

And these trains aren’t ‘awaiting maintenance’ – the only work that gets done at these sidings is overnight refuelling and toilet decanting.

The big shed outside Southern Cross Station is the main maintenance facility.

Alongside the Alstom facility at Ballarat East.

The blame lies at the feet of the State Government.

They’ve allocated $207 million over four years to increase the frequency of weekend services in regional Victoria – but the changes won’t occur until July 2024 for the Geelong line, and July 2025 for the rest of the network.

Just a little late!

Footnote: getting pedantic

Trains might be sitting empty in sidings, but if you decided to utilise them more intensively, then maintenance requirements also increase – something that Connex struggled to do in 2009 on the Melbourne suburban network – and which V/Line ignored following the opening of Regional Rail Link in 2015, which resulted in the mass withdrawal of the VLocity train fleet with wheel wear issues.

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