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Melbourne 'metro', public 'consultation'.

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Melbourne 'metro', public 'consultation'.

Postby Roderick Smith » Tue Jun 14, 2016 8:38 pm

The whole set for the Dandenong proposals were spin degrading into lies.
This megabillion plan is just as vague, with no quantified benefits.
160614Tu Melbourne 'Herald Sun' - Melbourne 'metro'.

Roderick
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Re: Melbourne 'metro', public 'consultation'.

Postby Heihachi_73 » Sun Jun 19, 2016 10:52 am

Well, there is one benefit going to someone, the $10.9 billion going directly into the company's bankroll before any work is done! Let's see if they actually spend $2 billion building the thing.
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Re: Melbourne 'metro', public 'consultation'.

Postby Roderick Smith » Fri Aug 26, 2016 12:05 pm

PTV has been very evasive about the benefits: spin and not figures.

Roderick.

St Kilda Rd residents urge Metro rail project to dig deeper to save trees.
Herald Sun August 25, 2016.
RESIDENTS along St Kilda Rd are urging the Melbourne Metro Rail Authority to dig deep to save hundreds of trees lining the famous boulevard.
The Save St Kilda Rd group wants a deeper rail tunnel to avoid damage along the tree-lined road and in Kings Domain, Alexandra Park, and parkland surrounding the Shrine of Remembrance.
“Deep construction means less destruction,’’ organiser Marilyn Wane said.
The group represents residents of apartment complexes including Hallmark, Royal Domain Plaza, Botanica, Promenade and Princeton.
Ms Wane said the Domain Interchange, which was rebuilt in 2013 at a cost of $10 million, would be ripped out and rebuilt, and construction of the Domain station and the tunnel would disrupt local businesses and commuters.
She said the group supported the project, but wanted a change to the construction method to alleviate the chaos, especially between Dorcas St and Toorak Rd.
Melbourne metro rail fly through.
Disruption to St Kilda Rd would reduce traffic to one lane in each direction and result in trams being diverted.
Melbourne Metro Rail Authority spokesman Peter De Luca said that in preparing an environmental effects statement, it had consulted widely since early last year, drawing on expert advice and seeking input from the public and interested parties.
“The best engineering and urban planning expertise has helped guide our construction plans,’’ he said.
Sacha Fenton, speaking for Public Transport Minister Jacinta Allan, said: “There will be years of disruption during construction, but the benefits for Melbourne will last decades.’’
The Metro tunnel was Australia’s most important transport infrastructure project, she said, and “it will create the turn-up-and-go train network a world-class city deserves”.
It is believed the alternative deep-mining method of construction for the Domain station site would require that a significant part of St Kilda Rd be excavated.
The Save St Kilda Rd group will appear at a hearing that is examining the environmental impacts of the $11 billion cross-city rail project, and which began this week.
Two 9km rail tunnels will link South Yarra and South Kensington, and create five new stations through central Melbourne.
Construction is scheduled to begin next year.
www.heraldsun.com.au/news/victoria/st-k ... 55287e53f7
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Melbourne 'metro'

Postby Roderick Smith » Thu Mar 09, 2017 12:30 pm

Melbourne Metro rail project: Bid for new South Yarra station fails.
Herald Sun March 8, 2017.
A BID to force the State Government to build a new South Yarra station as part of the $11 billion Melbourne Metro tunnel has failed in the Victorian Parliament.
The motion put forward by the Victorian Coalition was defeated in the Upper House today, which would have allowed Stonnington Council to make the Andrews Government change the design of the major project to include the new station.
In February when the motion was flagged, the Andrews Government sought urgent legal advice on how it could impact on the preliminary works if successful.
A bid to force the State Government to build a new South Yarra station as part of the $11 billion Melbourne Metro tunnel has failed Picture: Rob Leeson
Opposition planning spokesman David Davis said it would be a “historic mistake’’ to not build a connection to a South Yarra station.
“It would be tremendously shortsighted to not build a South Yarra station as part of the project,’’ he told the chamber.
“It's a very significant station in the immediate CBD area and its an outcome that the community certainly want. This planning motion will give the capacity to the City of Stonnington to work constructively with the Metro Authority.’’
However, the Coalition were unable to get the numbers to pass the motion in the Legislative Council.
Despite the failed bid the Coalition are continuing to promise they will build South Yarra as part of the project if it won the state election in 2018.
The Coalition are continuing to promise they will build South Yarra as part of the project if it won the state election in 2018. Picture: Rob Leeson
Labor remains firm on its stance not to build the station claiming it is not economically viable costing up to $970 million.
Mr Davis said the figure was over inflated and the station could be built for $650 million.
Public Transport Minister Jacinta Allan welcomed the news the motion was defeated and the project would not be delayed.
“This is yet another failed attempt by the Liberals to block this critical project, which they abandoned in Government,’’ Ms Allan said.
“Despite their bumbling delay tactics, we’re getting on with building the Metro Tunnel, to run more trains, more
The business case, Infrastructure Victoria and the environment effects statement have all recommended the South Yarra station should not be included in the initial build.
http://www.heraldsun.com.au/news/victor ... 163216bd8f
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Re: Melbourne 'metro'

Postby Roderick Smith » Thu Jun 08, 2017 9:32 pm

This is all quite bizarre.
Metro claims that the tunnel will provide only 23 tph, insufficient for airport trains.
That doesn't need sophisticated signalling.
If it does get better signalling, it can take airport trains too.
Melbourne does have tracks signalled for 2 min headways already (to Newport, Newmarket and Clifton Hill, plus the Box Hill centre line, using four-position for higher speeds).
Once out of the tunnel, I doubt that the PTV/Metro duo will provide 2 min headways to Sunbury or Pakenham.

Roderick.
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Re: Melbourne 'metro'

Postby notch » Fri Jun 09, 2017 5:50 pm

Interesting given high-capacity signalling gets trialled between Epping and South Morang first. If it happens.
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Melbourne Metro

Postby Roderick Smith » Wed Jun 14, 2017 3:14 pm

How does it take 11 days to commission two junctions?
The usual management 'get stuffed passengers' messages, full of spin. then the insult of using South Yarra as the illustration, where the useless PTV and misnamed quango refuse to provide a station.

Roderick

Toorak Road West and St Kilda Road: Buses replacing Route 3, 5, 6, 16, 58, 64, 67 and 72 trams from Saturday 1 July to Tuesday, 11 July 2017.
Because of Tunnel works to install new tram infrastructure on Toorak Road West and St Kilda Road, buses will replace Route 3, 5, 6, 16, 58, 64, 67 and 72 trams in some sections from first service Saturday 1 July to last service Tuesday, 11 July 2017.
Preliminary construction works on Toorak Road and St Kilda Road may also cause some delays to tram services between Tuesday 13 June and Friday, 30 June.
Preliminary works
Tuesday 13 June to Friday 30 June
Construction works may cause some delays to tram services:
•Route 58: From Tuesday 13 June due to construction works on Toorak Road •Routes 3, 5, 6, 16, 58, 64, 67 and 72: From Monday 26 June due to construction works on St Kilda Road Passengers are advised to plan their journey ahead of time and allow extra travel time. Passengers may also wish to consider trains between the city and the suburbs for an uninterrupted journey.
Major works
From first service Saturday 1 July to last service Tuesday, 11 July During the major works:
•Buses will replace Route 58 trams between Stop 20 Domain Interchange and Stop 139 Glenferrie Road •Buses will replace Route 72 trams between Stop 19 Shrine of Remembrance and Stop 26 Alfred Hospital/Commercial Road •Buses will replace Route 6 trams between Stop 19 Shrine of Remembrance and Stop 27 High Street/St Kilda Road •Buses will replace Routes 3, 5, 16, 64 and 67 between Stop 19 Shrine of Remembrance and Stop 25 St Kilda Road/Commercial Road Passengers travelling to or beyond Domain Interchange should catch any Route 6a or 67a tram via Swanston Street/St Kilda Road.
Route 1 trams will not be affected.
Passengers are advised to:
•Avoid the major works area and seek alternative travel options whenever possible.
•Expect delays and allow extra time for their journey.
•Continue to check this page for the most up-to-date information before travelling.
•Plan ahead using our Journey Planner.
For more information on Metro Tunnel works, visit metrotunnel.vic.gov.au Please note: In accordance with the Victorian Fares and Ticketing Manual 2017, bicycles, surfboards and dogs are not permitted to travel on buses. An exception exists for guide dogs, hearing guide dogs, guide dogs in training, animals identified by an Assistance Animal Pass and small animals if they are suitably contained.
http://www.ptv.vic.gov.au/live-travel-u ... -july-2017
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Re: Melbourne 'metro'

Postby Roderick Smith » Wed Jun 14, 2017 3:58 pm

DoT/PTV failed to connect the existing Degraves St subway to the new tram stop, but could do so as part of this package.
It could well fail with the design of the new tunnel too: every other aspect is wrong.
Clearly, the concourse for the new station has to connect to all four corners of the intersection, passing underneath it, and to both tramstops, then to the existing platform 1/14, and to the Degraves St subway, and hence the other platforms, the state's longest riverside bar, and Southbank.
This will not replace pedestrians crossing on the level, but will reduce the flow.

170614W Melbourne 'Herald Sun' - Swanston St at Flinders St.

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Re: Melbourne 'metro'

Postby Roderick Smith » Thu Jun 15, 2017 11:38 am

170513Sa Melbourne 'Herald Sun' - South Yarra no tunnel station.
The tunnel chief is Evan Tattersall. His cv lists no relevant tertiary background or experience. He is a principal at Evans & Peck management consulting. E&P has now transformed into Advisian – a new global advisory firm dedicated to excellence. Advisian provides deep domain expertise and advice to clients in the hydrocarbons, transport, utilities, social infrastructure and minerals, metals and chemicals sectors. To keep up to date with Advisian, follow our new Linkedin page at: http://www.linkedin.com/company/advisian.

The figurHe has taken spin to outright lies in the clipping, largely because he has no relevant experience.
No real metro in the world would bypass a busy node, such as South Yarra, because it can't cope with design and construction.
His lack of logic: we can't build South Yarra for ten-car trains, so we won't build it.
Try: we could have built South Yarra for 160 m double deck trains with greater capacity, but don't want to do that. We might never have got our ego-tripping tunnel.
Outright lies: South Yarra will get a train every 2 min.
Since Sandringham is independent of everything, it could have a train every 4 min (15 tph) today, but isn't getting that.
He hints that the current loop gets all of Sandringham and Frankston, at 30 tph. It could be signalled for that, but isn't. It is signalled for 24 tph, but PTV and Metro don't dare go beyond 23.
Hence, at best 12 tph to both, and fix up the shonky 23 with 5 min headways to Sandringham, 10 min to Sandringham, and the last 5 as Cheltenham locals.
To achieve that requires rebuilding the useless flat junction from the first go around, a project nobbled by a Liberal treasury. Divert the Sandringham tracks to the Frankston portal; divert the Frankston tracks to the Dandenong portal, and throw away some of the existing Flinders St - Richmond tracks and platforms, and leave VLine with a flat junction with the lot.
There is still the problem of four tracks each way to South Yarra interfacing with three tracks each way: something is going to waste, and that includes the whole of Richmond pfm 1 & 2. That could become a terminus for airport trains, running via Flinders St 12 & 13, and throwing the long bar into the river.

Had the tunnel curved under the gardens, and under the current six South Yarra platforms, of course a long straight platform could have been built, but Victorian engineers can't cope with water tables. There are engineers in the world who can, including those who built the road tunnel on the other side of the Yarra. It may well have been possible to save a lot of St Kilda Rd trees too: axed because the engineers can't cope.
He has taken spin to outright lies in the clipping, largely because he has no relevant experience.
No real metro in the world would bypass a busy node, such as South Yarra, because it can't cope with design and construction.
His lack of logic: we can't build South Yarra for ten-car trains, so we won't build it.
Try: we could have built South Yarra for 160 m double deck trains with greater capacity, but don't want to do that. We might never have got our ego-tripping tunnel.
Outright lies: South Yarra will get a train every 2 min.
Since Sandringham is independent of everything, it could have a train every 4 min (15 tph) today, but isn't getting that.
He hints that the current loop gets all of Sandringham and Frankston, at 30 tph. It could be signalled for that, but isn't. It is signalled for 24 tph, but PTV and Metro don't dare go beyond 23.
Hence, at best 12 tph to both, and fix up the shonky 23 with 5 min headways to Sandringham, 10 min to Sandringham, and the last 5 as Cheltenham locals.
To achieve that requires rebuilding the useless flat junction from the first go around, a project nobbled by a Liberal treasury. Divert the Sandringham tracks to the Frankston portal; divert the Frankston tracks to the Dandenong portal, and throw away some of the existing Flinders St - Richmond tracks and platforms, and leave VLine with a flat junction with the lot.
There is still the problem of four tracks each way to South Yarra interfacing with three tracks each way: something is going to waste, and that includes the whole of Richmond pfm 1 & 2. That could become a terminus for airport trains, running via Flinders St 12 & 13, and throwing the long bar into the river.

Had the tunnel curved under the gardens, and under the current six South Yarra platforms, of course a long straight platform could have been built, but Victorian engineers can't cope with water tables. There are engineers in the world who can, including those who built the road tunnel on the other side of the Yarra. It may well have been possible to save a lot of St Kilda Rd trees too: axed because the engineers can't cope.

Roderick.
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metro tunnel

Postby Roderick Smith » Sat Jun 17, 2017 11:21 pm

This belongs in a different thread, but I can't find it. How gullible is the transport minister: 'relocating the station would add 3 minutes to journey times'.

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Re: Melbourne 'metro'

Postby Roderick Smith » Sun Jun 18, 2017 11:22 pm

170515M Melbourne 'Herald Sun' - South Yarra.
Roderick
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Re: Melbourne 'metro'

Postby Roderick Smith » Sat Jun 24, 2017 8:41 pm

Melbourne Metro Rail project: St Kilda Rd trees may not return for decades.
Herald Sun June 23, 2017.
•Push to list iconic tree-lined boulevard on World Heritage Register •Iconic trees cut down on St Kilda Rd ST KILDA RD’S famous tree-lined boulevard may not be ­returned to its former glory for decades, with 165 trees facing the chop to make way for the $11 billion Melbourne Metro Tunnel.
Although trees will be ­replanted, it can be revealed some will not grow to full height for up to 50 years.
It comes as St Kilda Rd ­residents have been offered earplugs and movie tickets to compensate for disruptive ­construction works.
Although trees will be ­replanted, it can be revealed some will not grow to full height for up to 50 years. Picture: Mark Stewart The Melbourne Metro Authority has committed to planting two trees for every one removed on the boulevard.
But many of the trees are elms, which can take between 40 and 50 years to grow to maturity.
The new trees will be grown in an off-site nursery and be around five years old and up to 5m high when replanted.
Thirteen trees were removed earlier this month and it is likely around 150 more along the road will be removed as part of the Metro Tunnel works. The Save St Kilda Rd group says the government could have saved most of the trees by digging a deeper rail tunnel to avoid damage along the tree-lined road.
Marilyn Wane, organiser of the group, said it was possible to build the rail line and new Domain station “without impacting on half of Melbourne”.
“We are not against the ­station. We just want them to build it in a sensible way,” she said. “If Domain station was built 30-40m below the ground rather than via the shallow ‘cut-and-cover’ method, very little disruption at surface level would be necessary.
“The traffic could continue to flow, the trams and buses would continue to run and the destruction of the heritage-­listed boulevard would be ­unnecessary.”
ST KILDA RD WORKS FOR METRO TUNNEL PROJECT TO CAUSE TRAFFIC SNARLS Thirteen trees along St Kilda Rd were removed earlier this month. Picture: Sarah Matray Locals are growing increasingly fed up with the disruption caused by the project. Included as “off-site mitigation measures” are free earplugs and “respite offers” such as pre-purchased movie tickets.
Improved window glazing “or other appropriate acoustic treatment”, as well as alternative accommodation may also be offered by the MMRA.
An MMRA spokesman said it was working hard to mitigate noise impacts on Domain residents. “We meet regularly with local residents and notify them of upcoming works so they are aware of what we are doing and can plan accordingly,” the spokesman said.
“For a project of this scale some tree removal is unavoidable however we will plant at least two trees of the same species for every one we remove.”
http://www.heraldsun.com.au/news/victor ... df37ab4f20, 45 comments
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Re: Melbourne 'metro'

Postby system improver » Sun Jun 25, 2017 9:54 am

Cut down all the plane trees that were introduced from Europe and replace them with quick growing, carbon eating native trees and at the same time reconfigure St Kilda Road so that the tram is in reservation. The opinion of millionaire squealers living in St Kilda Road is worthless, just like the propaganda rag they use. The problem with "Metro" is not that is doesn't have a station at South Yarra ( "we want a train every minute rather than every 2 minutes"), but that it goes anywhere near South Yarra. It should go further down St Kilda Road to at least Commercial Road and ideally St Kilda Junction. Alas, it's now too late. Whilst we continue to reduce taxes on the rich and allow multinationals to pay little or no tax, we will never be able to afford anything that's done right.
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Re: Melbourne 'metro'

Postby system improver » Mon Jun 26, 2017 2:38 pm

Roderick Smith wrote:170626M Melbourne 'Herald Sun' - original loop.

Roderick.

And, of course, it has been a complete dud because it was redesigned as a distributor/collector rather than as extra pathways through the city. 12 lines had to be crammed through 4 tunnels - you travel an extra 8 minutes to get from FS to Richmond. The $300 million extra two tracks from FS to SS (now Southern Cross), built only after they recognised the complete failure of the already under construction Loop to do anything about the congestion at FS, was far better value. The "Loop" should always have been an alternative pathway from Richmond to North Melbourne. Here is the original plan showing the idea, if the not the best alignment:
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Re: Melbourne 'metro'

Postby Roderick Smith » Mon Jun 26, 2017 3:35 pm

That is only partly true. There was also a scheme to link Fitzroy to St Kilda / Port Melbourne.
Three lines into one tunnel is hardly cramming. The tunnels could have been signalled for 2 min headways (but weren't).
Most of the lines 'cramming' couldn't support 10 min headways.
Even today, the Clifton Hill tunnel isn't saturated: it was designed to hold the Doncaster railway.
Bifurcating a single line tunnel at an island platform is a standard technique for creating reliability, and a longer available dwell time at the key node.
The four design mistakes with the loop as we know it:
* Only two portals instead of three at North Melbourne. That resulted in a cross-conflict junction, solved by taking the Newport lines out of the loop.
* Only two portals instead of three for the Caulfield group. That resulted in a cross-conflict junction, solved by taking Sandringham out of the loop.
Through routing of these would be the equivalent of the 1947 concept, so PTV gave away Flinders St pfm 11 to a riverside bar to prevent that.
* Not having a Y junction for the Clifton Hill group (claimed site constraints, but the evidence is lacking). That was solved by running Clifton Hill clockwise around the loop at all times, resulting in imbalanced traffic patterns, and a conflict for a bit of shared Burnley group track.
Building the Flinders St portals against the wrong platforms: Clifton Hill should have had 2 & 3; Burnley 4 & 5; northern 6 & 7; Caulfield 8 & 9.

The loop did ease Flinders St passenger congestion: traffic spread over five stations. It has also spawned a lot of development at the northern and western ends of the cbd.
One of the justifications was that reversing trains at Flinders St choked capacity: then a hyrid timetable was implemented. Now Metro reverses at Flinders St whenever it wants to avoid being fined for late running, and pfm 14 & 15 were given away for non-rail use.
The 8 min extra is only partly true: what is lost in the morning is gained in the evening (and vv), so the time penalty should have been halved. If the 1947 plan had been adopted, the time penalty would have been worse, because of poor connections. One justification for converting St Kilda & Port Melbourne to tram was that the convenient joining location would outweigh the running-time penalty.

In all era, pre-private and post-private, Melbourne has been designed not to provide convenient connections, and the new misnamed 'metro' is no better.

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Re: Melbourne 'metro'

Postby system improver » Mon Jun 26, 2017 4:03 pm

Roderick Smith wrote:...
The 8 min extra is only partly true: what is lost in the morning is gained in the evening (and vv), so the time penalty should have been halved. If the 1947 plan had been adopted, the time penalty would have been worse, because of poor connections. ...

The Dandenong and Burnley line trains change direction from am to pm except for direct runners. It takes 8 minutes longer both to and from FS to Richmond. There would be no penalty for the alternative as every second train would go via the alternate pathway. You just catch the timetabled train that goes the way you want. And if you miss that, you can change at Richmond or Nth Melbourne - like now.
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Re: Melbourne 'metro'

Postby Roderick Smith » Mon Jun 26, 2017 10:45 pm

Quite right, I had overlooked that. At weekends, those two work in opposed directions, with no change all day. That has been mooted as a potential future for the current loop. One of the PTV/Metro duo wants to reconfigure the loop, With Burnley running to Frankston. That ruins the current sectorisation, and may not be possible: vertical clearances of tracks west of Flagstaff, and tracks below buildings.
Running faster on the viaduct trims a minute, but nobody wants to put in the money to maintain it: banning locos was a much cheaper solution.
The Burnley group has an illogical mishmash, with Glen Waverley direct each way in the morning, but looped in the afternoon.
Had DoT gone double deck, all Burnley trains could have been looped at all times.
Equally, running Blackburn and Alamein as sets splitting at Camberwell would provide the requisite capacity, and avoid the knots in which Camberwell is tied by its inefficient layout.

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Re: Melbourne 'metro'

Postby funbus » Tue Jun 27, 2017 10:26 am

Just wondering has anyone seen who or if any tram replacement buses have been doing anywork with tram closures in certain areas/zones. Just wondering who may have got such a long term contract to do this work, if it's going to be a 10 year project. :|

To prepare for major construction on the Metro Tunnel, there will be major works on St Kilda Road and Toorak Road West that will affect tram services from first service Saturday 1 July to last service Tuesday, 11 July.

These works are vital to keeping the public transport and road networks moving throughout the entire Metro Tunnel construction period.

Once completed, Route 58 will travel further down St Kilda Road and turn left at Toorak Road instead of Domain Road. This will allow for the closure of Domain Road during Metro Tunnel construction.

During this time:

Buses will replace Route 58 trams between Stop 20 Domain Interchange and Stop 139 Glenferrie Road, a distance of approximately 5.8km.
Buses will replace Route 72 trams between Stop 19 Shrine of Remembrance and Stop 26 Alfred Hospital/Commercial Road, a distance of approximately 2.2km.
Buses will replace Route 6 trams between Stop 19 Shrine of Remembrance and Stop 27 High Street/St Kilda Road, a distance of approximately 2.6km.
Buses will replace Routes 3, 5, 16, 64 and 67 between Stop 19 Shrine of Remembrance and Stop 25 St Kilda Road / Commercial Road, a distance of approximately 2 km.
Preliminary works may also cause some delays to Route 58 tram services from Tuesday 13 June and Routes 3, 5, 6, 16, 58, 64, 67 and 72 from Monday 26 June. Passengers may wish to consider trains between the city and the suburbs for an uninterrupted journey during this time.

Throughout the preliminary and major works periods, passengers are encouraged to plan their journey ahead of time and allow additional travel time.

Please visit the Live Travel Updates page for further information and plan ahead using Journey Planner.

For more information on the Metro Tunnel project, visit metrotunnel.vic.gov.au

Keep up to date with planned disruptions on your line/route and across the network by subscribing to PTV's weekly travel update email.
Last edited by funbus on Wed Jun 28, 2017 9:21 am, edited 1 time in total.
"Its only a bus if it smells like diesel!" Electric buses might aswell be trams!!**
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Re: Melbourne 'metro'

Postby Roderick Smith » Tue Jun 27, 2017 6:50 pm

170627Tu Melbourne 'Herald Sun' - tunnel disruptions.
The spin:
- calling it a 'metro'.
The lies:
- the blatant 'untangling the choke' graphic. The chokes are at the outer ends. Dandenong can't get more than 18 tph (signalling and VLine); Pakenham can't get more than 6 tph (VLine); Cranbourne can't get more than 3 tph (single line); Frankston could go to 12 tph, and could get there with the loop resignalled, or going out of the loop (just like Newport and Glen Waverley). Sandringham could be on 12 tph today (it is independent of the loop today), and has the single-platform terminus as its choke. Sunbury is choked by Vline, with no improvement beyond Sunshine possible as a result of the tunnel. Upfield could be on 6 tph today, but breathless beyond Gowrie (or 6 tph to Gowrie, and 3 beyond). The Clifton Hill and Burnley groups gain nothing, and are choked to Hurstbridge, Lilydale and Belgrave. Even so, 10 min headways are available to Greensborough, Mooroolbark and Upper Ferntree Gully, with 20 min beyond.
- the 'more trains, more often' subtitle. Just not true. Most routes will gain nothing, and the spuriously-precise percentages quoted could have been achieved today (and 10 years ago).
- the unstated presumption that the tunnel was the only way to achieve this.
The design disasters:
- avoiding South Yarra for a range of lies, most of which are based on 'we can't cope, and don't want to cope, and shouldn't be expected to cope'.
- the platform screens, to make sure that new isn't compatible with old. As is now common with Melbourne, when anything goes wrong, call out buses (always guaranteed to be insufficient quantity, and an hour too late). Pay the money for four tracks to get the benefit of two.
The main benefit of the overhyped tunnel is the servicing of other traffic points, and the redevelopment of Arden (matching the redevelopment of La Trobe St and western cbd from the first loop). The tunnel does little for Swanston St trams, because of the gap from Flinders St to Domain, and the lack of a South Yarra interchange.

Roderick
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St Kilda road track laying

Postby Roderick Smith » Wed Jul 05, 2017 7:15 pm

170705W Metro Twitter St Kilda Rd track laying.

Roderick.
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Re: Melbourne capacity 'crunch'

Postby Roderick Smith » Wed Jul 05, 2017 7:46 pm

Poor Metro and poor PTV/TfV: a disaster of their own making. The seeds were the privatisation of the 1990s, with competition instead of cooperation, and with UK imports. The disaster DoI set the course. 'Double-deck is evil'. The Xtrapolis and Siemens orders were wasted opportunities, and now all over again, and a whole megabillion tunnel just to accommodate ten-car single-deck trains, and nothing for the rest of the system.
The useless DoI/DoT/PTV/TfV (herinafter referred to as just PTV) did not take the opportunity to build new work to Sydney structure gauge to allow for joint ordering. It is quite possible to build double deck for the Melbourne profile, but then it requires its own tooling and lead time. Scrapping the one and only showed the phobia which exists in PTV. For less than the price of the misnamed tunnel, every line in the city could have been carrying double deck trains for the last 10 years. Resignalling the loop also is essential. It is signalled for 24 tph, but run at only 23 to allow for Metro's hourly disasters. The city already has lines signalled for 2 min headways (30 tph), using existing technology. Chris stated that going from R/B to R/G in 120 s doesn't allow 2 min headways to run. I timed Box Hill this week: 90 s. I am not expecting 90 s headways (40 tph), but that could cope with 30, with a safety margin. Metro wants something in 2 years. Too late to get a real high-capacity fleet in that time frame.
Long ago, I covered the virtues of a two-tier system using gutted Hitachis for the inner tier. That isn't impossible in 2 years. AFAIK five x six car surviving, so run as ten x 3 car. Perhaps the Sandringham line, Flinders St pfm 13 to Shm on 5 min headways (genuine turn up and go), and a real metro instead of a fake one. That is a 72 min cycle time, so 15 x 3 car sets plus a maintenance spare.
That frees sets for other routes.
There isn't much else extractable. Splitting sets at Newport for Williamstown and Laverton is a failure: 20 headway to each. Connection to shuttles at Williamstown is just another bottleneck. Hence Smithplan: 6 tph to Werribee via Altona, limited express to Newport; 6 tph back via the straight, limited express from Newport. 6 tph to Williamstown (stopping at all). That leaves 6 tph to Werribee via the straight available for peaks. That saturates North Melbourne - Newport: signalled for 30, can run at 24 if everything stops at all, only 18 for expresses between stoppers. Ex Werribee is saturated at 15, but doesn't get that far.
Splitting Blackburn & Alamein at Camberwell has merit: 10 min headways to each, and unscramble the Camberwell bottleneck.
Running 10 min headways to Greensborough, every second to Hurstbridge has merit. Changing to a shuttle at Eltham claws back a half set.
Running 10 min headways to Gowrie, then every second to Upfield eases the congestion there.
Either out of the loop (F St 8 n, and tough titties VLine), or via 8 s and a new crossover to the Clifton Hill loop.
However, both Sunbury and Craigieburn are restricted by VLine pathing, and insufficient sets, and that should leave sufficient loop capacity for an enhanced Gowrie.
Express trains cost paths or megabucks for extra tracks, and PTV is doing nothing for track enhancement.
Metro wants to run both Frankston and Dandenong as a mix of loop and direct: more complexity. Far better to take all Frankston out of the loop, and through route to Newport. That leaves the loop unsaturated, as Dandenong can't accept more than 18 tph unless all trains stop at all (including Vline). Hence, putting Vlocitys around the loop works, and removes complexity.
Overlay the technical issues with the financial ones: Labor (which created zone 3 for the evil east, but not the noble west) then axed it. Liberal then capped zone 2 at zone 1 fares. Labor froze VLine fares. Liberal then introduced free cbd travel. Real commuters had paid already. All this against rising petrol prices and increased congestion. The new cheap people then want extravagant expresses and extra tracks. Tough tittes, but double-deck trains would solve a lot.

Roderick.

July 5 2017 Metro warns of capacity crunch within two years on some train lines .
Metro has warned the Andrews government that three of Melbourne's metro rail lines have breached capacity at peak hour, with three others to follow within the next two years.
The crowd crushes and heavy disruption experienced during the morning peak on the Sunbury, Craigieburn and Upfield lines will soon become the norm on the Cranbourne, Pakenham and Werribee lines.
The city's rail operator has proposed bypassing the City Loop more often in the peak and running trains direct to Flinders Street Station or Southern Cross Station instead, as a way to squeeze more capacity out of Melbourne's straining rail network.
It says the problem is most urgent on the "northern group" of lines that service Melbourne's booming north-west.
Peak-hour trains in Melbourne are getting more overcrowded. Photo: Jesse Marlow .
The Sunbury, Craigieburn and Upfield lines share one of the City Loop's four tunnels and are all experiencing rapid patronage growth and worsening overcrowding.
The government's solution to the issue is the Metro Tunnel, which is due to open in 2026, but Metro has said there is "an urgent need" to find an answer now.
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"The Northern Group [Sunbury, Craigieburn and Upfield lines] faces immediate challenges with a number of lines currently operating at capacity," Metro said.
Premier Daniel Andrews speaks to the media on Tuesday. Photo: AAP .
"There is an urgent need to develop a solution for the Northern Group to ensure that there is sufficient capacity on this group until the commissioning of Metro Tunnel in 2026."
The warning is contained in Metro's 2016 Strategic Operational Plan, which was leaked to Fairfax Media.
The plan reveals Metro has set an internal target to run 95 per cent of trains on time by 2026, the same year the Metro Tunnel opens.
But it has also warned the government that Melbourne's rail network needs significant taxpayer investment to fix a host of problems, such as peak-hour congestion in the City Loop, rail bottlenecks, and ageing trains and signals, if it is to do so.
According to the plan, Metro also expects the Cranbourne/Pakenham line in Melbourne's south-east to overflow with passenger demand in 2018, for the same reason – a lack of capacity in the City Loop.
This is in part because the government continues to run peak-hour Frankston trains through the Loop, Metro said.
It has proposed running more Cranbourne/Pakenham trains direct to Flinders Street Station as an interim solution.
It also said the Werribee line in Melbourne's south-west will be "at capacity by 2019 once the additional paths provided by the Regional Rail Link Project have been used".
The $3.65 billion Regional Rail Link between Southern Cross Station and Werribee opened just two years ago.
Premier Daniel Andrews acknowledged on Tuesday that "not enough has been done for a very long time" to deal with Melbourne's rail capacity problems.
"I think Victorians appreciate there is a lot of catching up to be done and Metro Tunnel does take quite some time, because it's the biggest public transport project our state has ever seen," Mr Andrews said.
The government's $11 billion Metro Tunnel will remove the Cranbourne/Pakenham lines and the Sunbury line from the City Loop, and free up capacity for more trains to run on other lines.
But given it is not scheduled to open for another nine years, Metro has urged the government to commit to a series of smaller investments to help it keep pace with passenger growth.
These include removing rail bottlenecks such as junctions and single-track sections.
Mr Andrews visited Southern Cross Station on Tuesday to announce that a consortium including Lend Lease and Coleman Rail would build the $518 million Ballarat Line upgrade, which includes the duplication of a single-track section between Deer Park and Melton.
The project will be overseen by the Melbourne Metro Rail Authority, which is also building the Metro Tunnel.
Melbourne Metro Rail Authority chief executive Evan Tattersall said the Ballarat Line upgrade would pave the way for the "likely" future electrification of the line to Melton, which is also part of the population boom in Melbourne's north-west.
"We're freeing up space in the heart of the metro system that ultimately enables expansion out to places like Melton, where the population growth is enormous," Mr Tattersall said.
http://www.theage.com.au/victoria/metro ... x4giy.html
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Re: Melbourne 'metro'

Postby Roderick Smith » Fri Jul 07, 2017 1:16 pm

Attached: 2016 South Yarra options. These were based on the shorted-lived Liberal diversion via Fishermans Bend to help developer mates. Would a Swanston St version via option H save trees? It would certainly give South Yarra a station. PTV didn't like it, because it was too hard to build. Using two existing platforms at South Yarra would destroy its vision for a freight line to Dandenong, but so has everything else. Clearly, the design should have been to stay low from the north, have two platforms under the existing six, then the climb and junction between there and Hawksburn. No property resumption, convenient interchange, and even construction simplicity: two of the six tracks to South Yarra can be taken out of use for the duration.

Roderick.

New location for Domain station would save more than 200 trees in St Kilda Rd, opponent claims.
Herald Sun July 6, 2017.
An alternative site for the new Domain station that could save more than 150 trees on St Kilda Rd should be independently reviewed, opponents say.
St Kilda resident Robert Brunner decided to redesign Domain station with other engineers, draftsmen and urban planners after attending a public information session.
He is calling for the station to be moved from beneath St Kilda Rd to beneath the Shrine of Remembrance Reserve.
While this would lead to controversy over the loss of 70 memorial trees from the Shrine grounds, just nine would be felled in St Kilda Rd.
St Kilda Rd after trees were removed in June. Picture: Sarah Matray MELBOURNE METRO TUNNEL GIVES OUT FREE COFFEES AND TRAVEL MUGS More importantly, St Kilda Rd could remain open and more than 150 trees be saved.
After an independent 12-month environmental effects statement, the Melbourne Metro Rail Authority ruled out moving Domain station to the Shrine’s grounds in December.
Mr Brunner now wants an independent review of his proposal before it’s too late.
“Having the people who designed the station review their own work must lead nowhere because they obviously won’t criticise their own work,” he said.
“If the station goes ahead as per their current plan, this devastation and disruption will continue for eight years or so, and St Kilda Rd will be one lane in each direction forever.”
Melbourne Metro Rail — Overview.
Opposition planning spokesman David Davis said St Kilda Rd was being sacrificed because the government was not prepared to examine other engineering options for the Metro construction.
He said the Opposition had not offered its support to the Brunner proposal, but wanted all options independently assessed.
“Labor refused to undertake independent assessment of alternative options, instead asking the Metro Authority to check their own homework, that is assess alternatives against their own preferred option,” Mr Davis said.
“This was not a proper process or even remotely independent.”
MMRA CEO Evan Tattersall said Mr Brunner’s concept would not work and would result in devastating and permanent damage to the Shrine of Remembrance and its grounds.
“Many trees dedicated with plaques to fallen Australian sol­diers would be lost and it would require more truck movements on local streets, take longer and cost more,” he said.
“Significantly, it results in an extra six minutes on the daily commute time for the tens of thousands of passengers who will use the station.”
“We make no apology for doing everything possible to avoid impacting the Shrine, its grounds, and the many solemn events that occur there each year.”
Shrine of Remembrance chief executive Dean Lee was unavailable for comment.
http://www.heraldsun.com.au/news/victor ... 18c4dc93e6
* Why do they need these enormous above ground edifices for these station entrances anyway? Can't they look at Flagstaff or Parliament? Or 90% of stations in New York or London?
* To save the trees they just need to use TBMs to bore the tunnels for the Domain station instead of "cut and cover". The station cavern can be created using an access shaft, as has been done in London for CrossRail. St Kilda road would be unaffected. Simple!
* It's only substantially more expensive. We should do it!
* Move along Robert... It is 100 trees . A month ago it was dig it deeper at a cost of 2 Billion to save the trees, now it is move it sideways at a cost of ???dollars and ruining the shrine to save the trees. ....Dig it all up and get it built as cheaply and quickly as possible and plant more trees when finished
* The lack of consultation on this project, the removal of historic trees on Melbourne's world famous boulevard, the 'shallow' tunnel design with its likely damaging vibrations, the non-use of the existing key South Yarra station hub and the years of disruption/roadworks impacting St Kilda Road and adjacent local communities amount to nothing short of a disgrace!
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Re: Melbourne 'metro'

Postby Roderick Smith » Sun Jul 09, 2017 4:58 pm

My letter, condensing ideas workshopped in multiple forums.
170704Tu Melbourne 'Herald Sun' - Swanston St tunnel.
Roderick.
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Re: Melbourne 'metro'

Postby Roderick Smith » Sun Jul 09, 2017 5:01 pm

It gets worse: not only justified badly, but designed badly, and now being built badly. The authority can't cope with either the trees or the tunnelling.
The useless PTV sold the idea to the incoming transport minister in the first 2 days of her appointment: never again would it get such a good chance to go for moulding such a malleable mind.
The dictatorial government is ramming through as much as possible at minimum cost, minimum quality, minimum time and minimum benefit.

Roderick

July 9 2017 Metro Rail: Tunnel dig will see 438,000 trucks through CBD over four years .
It's the Andrews government's marquee project, an $11 billion rail tunnel that will ease congestion on the metropolitan rail network for decades.
But engineers who have worked on the Metro Tunnel fear Melbourne's CBD will become clogged with trucks as the state government races to meet three deadlines it has placed on the project – to have construction underway in 2018, to have key tunnelling completed through the CBD by 2022, and the network operating in 2026.
A cement truck delivering cement to a building site in the Melbourne CBD. Photo: Jesse Marlow
Under Victoria's fixed four-year terms of government, all three happen to be election years.
The Sunday Age can reveal that, in order to meet those deadlines, the CBD's already congested roads will have a further 438,000 trucks added to the traffic burden over the four years of tunnelling work, as dirt, rock and supplies are trucked through the heart of the city.
The CBD's roads will have a further 438,000 trucks added to the traffic burden over the four years of Metro rail tunnel work. Photo: Craig Sillitoe .
Those trucks will run through the CBD every five minutes, 24 hours per day, for four years, and will impact the city's commuters, office workers, residents and retailers.
According to one engineer who has worked on the planning for the project, that truck burden is only necessary due to the tight deadline placed on the project by the Andrews government.
He claims the state government's decision not to use advanced tunnel boring machines (TBMs) to build the entire tunnel means 430,000 semi-trailer loads of dirt and rock will have to be excavated from underneath the CBD, loaded onto trucks, and driven through the centre of the city.
"The state government has requested a mined cavern design for the section of tunnel between CBD North and CBD South stations," he said.
Tunnel boring machines will not be used on Melbourne Metro tunnel. Photo: Christian Pearson .
"That means we will drop road headers under the city to build the tunnels. When you use road headers, who need to take all the spoil out through vertical shafts and truck it away. The only reason I can see for doing it this way is to meet the deadline.
"If you use TBMs, you can take the spoil back out through the tunnel you have built."
A tunnel boring machine at work. Photo: supplied .
Those road headers will be lowered underground via three giant shafts, 11 storeys deep, that will be excavated in the CBD – at Franklin Street and at A'Beckett Street, both near Melbourne Central station, and a third shaft at City Square, near Flinders Street Station.
Road headers will be lowered via those shafts and will begin the process of excavating the 2 million cubic metres of soil and rock needed to complete Metro. That's more than enough to fill the MCG to the roof, or fill 800 Olympic-sized swimming pools.
The tail end of a tunnel boring machine . Photo: Paul A Blunden .
"Under the original plan, when we were only building a shallow tunnel of 10 metres, so there was no way we would use TBMs," the engineer told The Sunday Age.
"When we moved the tunnel almost 40 metres beneath the surface, TBMs became an option, and a better option in my mind. That's because you can take the spoil back out through the tunnel, pretty much underneath the city. Instead it is going to be four years of truck hell in Melbourne."
Illustration: Matt Golding
Asked why road headers would be used instead, the engineer replied: "Time".
graph
TBMs can tunnel at up to 50 metres per day. Even if they achieve that maximum tunnelling rate on the Metro project, it will take many months for the tunnel borers to reach the city from either Arden or Domain.
"Using road headers means we can build the middle section of the tunnel and stations while the TBMs are approaching from each end. It shaves time off the project for sure, but the downside is the trucks."
The Environmental Effects Statement for Metro reveals the CBD section of the project will require 300 truck movements per day. That equates to one truck every five minutes, 24 hours a day, 365 days a year, for four years. Put another way, it an extra 438,000 semi-trailer trips through the heart of Melbourne over four years.
No economic or environmental modelling has been done on what impact that extra traffic will have on the city.
graph
Three consortia remain in the race to build the Melbourne Metro tunnel, and all have been instructed to use the "mining cavern" technique for the CBD section of the project
The reason, according to state government documents, is to "minimise the impacts on Melbourne's city centre, and specifically Swanston Street".
The favourite to win the bidding process is the Cross Yarra Partnership, which includes Lendlease, John Holland and Bouygues Construction.
It has already won the right to build vertical shafts for each station. According to sources at Spring Street, the Cross Yarra bid is also considering an extension of the road header section of tunnel, through to Parkville. That would put even more trucks on Melbourne's roads.
There are two rivals to the Cross Yarra bid.
The first is the Continuum Victoria consortium comprising Acciona, Ferrovial Agroman, Honeywell, Downer EDI and Plenary Origination.
The second is the Moving Melbourne Together consortium, which comprises Pacific Partnerships, CPB Contractors, Ghella, Salini Impregilo and Serco.
The early submissions from all three bidders are already in. They total more than 100,000 pages, and a final decision will be made on who gets to the build the project and how it will be built later this year.
The Sunday Age put a series of questions about the construction of Metro, and why road headers are being used to build the mid section of the tunnel, to the state government. The state government did not respond.
http://www.theage.com.au/victoria/metro ... x7bv8.html
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Re: Melbourne 'metro'

Postby Roderick Smith » Wed Jul 19, 2017 3:29 pm

The signalling is a sham: more spin and lies from PTV/tunnelauthority fed to the sock-puppet minister.
Melbourne has had 2 min headways for decades, but doesn't run them at that. It can't even run 2.5 min on the tunnel routes signalled for that. In an earlier spin release it claimed that the new tunnel could take only 23 tph, preventing airport trains from using it. 23 is a useless figure for even-interval timetables.
Whatever, Cranbourne can run only 20 min, Pakenham and Sunbury perhaps 10 by slowing VLine to match, or introducing more overtakes.

Roderick.

July 18 2017 Bombardier wins $1b contract to fit Metro Tunnel with high-capacity signalling
A $1 billion contract to install high-tech railway signalling that could enable trains in Melbourne to run as little as two minutes apart has been awarded to a consortium that includes Bombardier.
The high-capacity signalling technology will be installed on the Pakenham/Cranbourne and Sunbury lines, two of the city's busiest railway corridors, which are due to be connected by the $11 billion Metro rail tunnel by 2026.
Metro Tunnel's signalling could mean faster travel.
High-tech railway signalling in the Metro Tunnel could allow trains to run as little as two minutes apart, according to Metro Rail. Vision courtesy: Metro Rail Authority
Canadian-based transport giant Bombardier has a factory in Dandenong and is more renowned in Victoria for manufacturing E-Class trams and V/Line VLocity carriages.
High-capacity signalling is a feature of many railways around the world but not in Australia.
The Metro rail tunnel will be fitted with high-capacity signalling, in an Australian first. Photo: Daniel Pockett .
A $131 million trial of the technology will be done on part of the South Morang line before it is used for real between Dandenong and Watergardens.
Trials had previously been mooted for the Sandringham and Cranbourne lines.
Bombardier, which teamed with CPB Contractors to win the tender, previously won a contract to install similar technology in the London Underground in 2011, but the contract was later cancelled when it became clear that the company could not deliver on its commitment.
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Bombardier and CPB Contractors won the bid ahead of a consortium that included John Holland, UGL and Siemens. Siemens employs about 200 signalling engineers at its headquarters in Bayswater, perhaps the largest such workforce in Australia.
The Andrews government said high-capacity signalling allows trains to safely run closer together, meaning they can run more often.
Premier Daniel Andrews said the advanced technology will enable trains to run every two to three minutes, creating an "international style, turn-up-and-go system" for Victoria, the government said.
"For too long we've seen people talk about building a better public transport system but then do nothing about it," he said.
The signalling will operate with 65 next-generation trains currently being built in Newport, which will initially run exclusively on the Cranbourne/Pakenham lines.
New control centres will be built in Dandenong and Sunshine.
Jacinta Allan, the Minister for Public Transport, said fitting the new signalling technology to Melbourne's existing rail lines would be complex.
"This is the first time in Australia that high-capacity signalling, the most modern type of technology, is going to be fitted out in the existing train network, which makes it an even more complex task above the work that needs to be done," Ms Allan said.
The $1 billion contract for the rail systems alliance package of works will create more than 5000 jobs, Mr Andrews said.
It follows the government's announcement on the weekend that a consortium led by Lendlease had won the $6 billion contract to construct the Metro Rail project's nine-kilometre twin rail tunnels and five underground stations.
More Articles:
Desal plant could be moved to full capacity .
Metro tunnel: Consortium named for $11 billion rail project .
www.theage.com.au/victoria/bombardier-w ... xd9ok.html
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