Transport wishlists

[Roderick Smith]

February 16 2017 Five-year plan to save Geelong line from slower, more overcrowded trains .
The Geelong railway line will need an overhaul within five years, or it will decline into a slow, overcrowded service with more and more passengers standing in the aisles over long journeys, an expert analysis warns.
Geelong line trains have run on the Regional Rail Link, Melbourne's newest rail line, since it opened 18 months ago. The link also serves the rapidly expanding suburbs of Wyndham.
But the link's dual purpose is already creating tension between regional and suburban passenger needs.
Demand for trains between the CBD and Wyndham is growing so fast that patronage on the Geelong line jumped 57 per cent in the link's first year, an extra 2.4 million journeys, all because of two new outer suburban stations at Tarneit and Wyndham Vale.
Less than two years old, the Regional Rail Link "has already become a victim of its own success" and will soon be overwhelmed, the Rail Futures Institute predicts.
There are already 17 trains an hour in the peak, and the link was built to handle just 18 trains an hour.
The link has also done nothing to reduce train travel times between Geelong and the city.
"Instead of speeding Geelong trains, it slowed them, and the fastest journey is now no better than in 1958, almost 60 years ago. Hardly progress," the institute says.
If something isn't done, more people will be standing on Geelong trains Photo: Sebastian Costanzo .
The Andrews government's planned solution for the line, a new "high-capacity regional train" with extra standing room to fit in more peak-hour travellers, is a mistake that would consign Geelong travellers to ever-slower journey times, the institute argues.
An aerial view of Tarneit station. Photo: Jason South .
A Victorian rail group is calling for more than $1 billion of investment in the state's rail network. Photo: Justin McManus .
As train patronage grows, journey times generally blow out as passengers take more time getting on and off at stations.
There are also long-term plans to build three new suburban stations along the Regional Rail Link, which will further stretch out journey times between Geelong and the city.
The institute argues that dedicated new express tracks must be built for Geelong trains, There is space, it says, for two extra tracks in the corridor between Wyndham Vale and Sunshine.
The existing line would be electrified between Wyndham Vale and Southern Cross Station, at an estimated cost of $500 million, and would be operated by Metro Trains instead of V/Line.
Rail Futures spokesman Bill Russell said a failure to separate suburban and regional trains would ultimately make Melbourne less accessible for Geelong residents.
"Journey time is really important, it gives the Geelong community a lot of options in terms of employment and education in Melbourne, access to the footy and so on, so a 45-minute service is what we should be aiming for," Dr Russell said.
Paul Westcott, the Public Transport Users Association's regional spokesman, said the Regional Rail Link has been built to serve two purposes, so was struggling to do either.
"It was designed to take Geelong trains out of the way of Metro trains, and also designed to give Wyndham Vale and Tarneit a suburban-type service," he said.
"It hasn't done either of those well."
The Andrews government was contacted for comment but did not respond by deadline.
Related Content:
Caulfield station will be among those to receive an extended platform, .
Longer platforms to be built for new high-capacity trains .
More videos Melbourne to get 'bigger' trains. Animation recreation of the proposed high-capacity metro trains and upgrades to lines and stations. (Vision: supplied).
http://www.theage.com.au/victoria/fivey ... uemim.html

[Roderick Smith]

Roderick.

Rowville Rail among transport projects demanded by Eastern Transport Coalition.
Leader June 6, 2017.
•Train pain hits the big screen
•Our traffic becoming a never-ending peak
•Ten million more trips for transport network
•Rail line off track
BUILDING the Rowville and Doncaster railway lines, a new rail track to service the southeast and removing all level crossings and are among the projects needed to end traffic gridlock in Melbourne’s east, a lobby group says.
The Eastern Transport Coalition (ETC) today launched its Commuters Count campaign, aimed at securing state and federal money for transport improvements.
ETC chairman Cr Peter Lockwood said there were 49 projects that member councils had identified as priorities.
HAVE YOUR SAY: Is it time to spend big to alleviate transport and traffic woes in the east? Tell us below The councils involved are Greater Dandenong, Knox, Manningham, Maroondah, Monash, Whitehorse and Yarra Ranges.
Construction work to remove the level crossing at Blackburn. The Eastern Transport Coalition wants all level crossings in the eastern suburbs removed. Picture: Andrew Henshaw The group’s transport priorities report states the growth of rail patronage in the east is placing strain on trains and trams and there are issues that affect the reliability of services, such as signal failure and a shortage of rolling stock.
The Rowville Rail line was first proposed in 1969. It would be a twin set of dedicated tracks that would separate from the Dandenong line at Huntingdale station.
The report found it would improve transport choices and accessibility to Monash University and other clusters.
Cr Lockwood said the importance of building the long-awaited Doncaster rail line could not be overstated because of the rise in traffic congestion.
BAYSWATER STATION DEMOLITION.
He said the Doncaster railway was expected to relieve congestion on the Eastern Freeway.
The group is also lobbying for a track duplication between Mooroolbark and Lilydale and a track quadruplication between Burnley and Camberwell.
It also wants a dedicated southeastern rail track to separate regional passengers and freight from metropolitan trains, to ease congestion along the Dandenong line.
Cr Lockwood said 14 of 24 level crossings in the east were being removed by the State Government over the coming years.
But he said the ETC wanted a commitment for the removal of the remaining 10, including at Mont Albert, Croydon and Dandenong South.
Eastern Transport Coalition members Cr Michael Macdonald (Maroondah) Cr Peter Lockwood (Knox) and Cr Bill Bennett (Whitehorse) at the busy Box Hill Station bus interchange. Picture: Steve Tanner Whitehorse Council ETC representative Cr Bill Bennett said the Box Hill public transport interchange was in urgent need of infrastructure improvements.
“The current facilities are dysfunctional and disconnected, causing safety, connectivity and accessibility issues for train, tram, bus and taxi users as well as pedestrians and cyclists,” the report states.
The ETC found infrequent bus services, particularly at weekends, had resulted in under-utilisation of buses despite increasing traffic congestion, higher petrol prices, and emissions concerns.
Cr Bennett said the group would take its case to the State and Federal governments because they had to act now to put sustainable and integrated transport on the agenda.
Mick Van de Vreede, long time Rowville Rail campaigner, and Shing Hei Ho, who made a documentary about the 40-year fight to make the project a reality. Picture: Steve Tanner THE WISHLIST ■ Rowville Rail ■ Doncaster Rail ■ Removing another 10 level crossings ■ A rail track to service the southeast ■ A track duplication between Mooroolbark and Lilydale and a track quadruplication between Burnley and Camberwell ■ Croydon station upgrade ■ Tram route 75 extension from Vermont to Knox and tram route 48 extension from Balwyn North to Doncaster Hill The lobby group says completing a Doncaster rail line would ease congestion on the Eastern Freeway. Picture: Ian Currie ■ Bus interchange upgrades at Box Hill, Glen Waverley and Oakleigh stations ■ Westall Rd extension from Princes Highway to Monash Freeway/Ferntree Gully Rd ■ Dorset Rd extension from Burwood Highway through to Napoleon Rd and ultimately to Lysterfield Rd ■ Yarra Ranges road improvements including better infrastructure at Canterbury Rd, Kilsyth (Dorset Rd to Mount Dandenong Rd) ■ A bridge across the Yarra River at Banksia Park ■ Maroondah Highway bicycle lane ■ Burwood Highway shared path http://www.theage.com.au/victoria/fivey ... uemim.html

[Roderick Smith]

Driverless trains was just the tip of the iceberg. The full report will form a second section: fluff, spin, outright lies, a real-life version of 'Marge and the monorail'.
'How can they see with sequins in their eyes?' ('Chicago')


Driverless trains a part of expanded airshuttle proposal.
TRANSPORT REPORTER, Herald Sun June 18, 2017.
•Extra hour commute looms by 2030
•Experts: pay up to ease traffic
•City train use set to double
DRIVERLESS trains would link Melbourne airport to the city and high-growth suburbs at Doncaster and Monash as part of a radical plan to get the city moving.
Supporters of the SkyLink RapidTransit proposal to service Tullamarine say the technology could also be extended from the CBD to service “public transport desert” suburbs and complement the existing tram and train networks around Sunbury, Ringwood and Dandenong.
Peter O’Brien, who heads up the Airshuttle Australia consortium, is behind the $1.5 billion push for super-fast rail to the airport.
BERNARD SALT: MELBOURNE MORE LIVEABLE, AFFORDABLE THAN SYDNEY Connecting Doncaster and Monash would bring the total cost up to $5 billion. Monash is the second-biggest employment centre outside the CBD with more than 85,000 workers and 40,000 students. It is projected to double to 170,000 workers over the next 30 years.
The 601 service from Huntingdale station to Clayton campus is the busiest bus route in Victoria, with 37,000 people using it weekly.
A new $5 million bus interchange will be built at the station, providing facilities for buses, taxis and bikes, as well as a drop-off area.
Mr O’Brien said Monash was the main growth corridor in Victoria.
“Doncaster is the other big corridor. There are five cities out in the east without rail — and they’ve been trying to get a train line for more than 100 years,” he said. “We can do the airport link without doing Doncaster and Monash but it’s not going to be as effective.
“Most of the travel to the airport is domestic business and holidays, and the people who do that are the middle class.”
Business consultants PwC partner John Marinopoulos said the booming area around Monash University needed proper transport infrastructure.
He said PwC had investigated how the Monash precinct could be connected to the more traditional tram and light-rail network at a potential cost of less than $3 billion.
“One solution is a light rail down Dandenong Rd to Monash University and then to Burwood Highway,” Mr Marinopoulos said.
“This would connect multiple train stations and lines to the Monash precinct, and provide real alternatives to private vehicle travel.
“We need to have a conversation about these kinds of solutions, whether tram, light rail or newer technologies including how they are to be funded.”
Artist impression of the Melbourne to Tullamarine Airport rail link that will go along the Tulla freeway.
Driverless trains would link Melbourne Airport to the city and high growth suburbs at Doncaster and Monash as part of an expanded airshuttle proposal. Picture: supplied Transport For Victoria spokesman Adrian Darwent said Infrastructure Victoria had recommended a new mass transit network (bus and light rail) for the Monash precinct over heavy rail because it was a lower-cost solution that had greater potential to meet the needs of passengers.
“Transport for Victoria is responsible for assessing the long-term needs of the metropolitan transport network, including the need for new connections to locations such as Monash University,” he said.
Infrastructure Victoria released a report last year that said a train to the airport was needed in 15 years, but assumed the solution would be a heavy rail link via the Albion East reservation.
Costing up to $5 billion to build, the trip would take up to 40 minutes — three times the cost and time of the airshuttle.
Airport users are expected to grow to 60 million passengers a year by 2033.
The airshuttle would make the shortest trip between Southern Cross station and the airport about 15 minutes with silent, rubber-tyred trains running every two to four minutes, 24 hours a day.
Every 30 minutes, an 18-minute trip would take in stops at Essendon Fields and Moonee Ponds.
Mr O’Brien said the preferred technique was at grade or in an open trench but an elevated track was needed on some routes such as the Tullamarine Freeway.
A one-way trip to or from the city would cost about $25.
A map showing how a proposed network may function. Picture: supplied The consortium has investigated an 18-minute alternative route through Maribyrnong and Keilor Park, which is 10 per cent longer and 20 per cent more expensive, but it does facilitate the development of defence land.
“We need to be carrying 12 million people a year on rail to and from the airport in 10 years from now,” Mr O’Brien said. “In other words, about 20 per cent of the 60 million passengers visiting the airport each year, with another 20 per cent on buses.
“Sixty per cent will still use cars, which is 36 million vehicles, so there will be no shortage in airport carparking revenue.
“It’s got to happen now because the interconnectivity needs to be planned in detail, as well as all the studies required by the federal and state governments, and then about four years to build and commission, so it’s not ‘come back in 10 years’, which is the airport’s current line.
“It’s a question of 21st century light-rail technology verses 1914 heavy-rail technology — it’s superior in every regard.”
The trains would be 70 per cent solar-powered/battery, along the lines of the Bologna Airport Train now being built by the Swiss.
Our traffic nightmare
To run trains at two-minute intervals, Mr O’Brien said they would need to be automated.
“A computer is also far safer and more reliable. In fact, Hitachi no longer makes standard trains with drivers,” he said. “If you want to run trains every two minutes, you can’t use humans.”
Mr Marinopoulos said Melbourne was one of the largest cities in the world not to connected by rail to its international airport.
“With the type of growth Victoria is looking at, when you start seeing traffic delays going past Mickleham Rd back to Essendon Airport, how soon until it starts going even further back?” he said.
“If we don’t do anything about an airport rail link, we could be looking at up to 60-minute delays getting to the airport by 2030.”
Last month, the state government announced $10 million in funding to examine proposals for the best route for an airport rail link, its cost, and how to deliver it.
http://www.heraldsun.com.au/news/victor ... 612893af5d

[Roderick Smith]

There are a lot of serious issues here, but not a serious coverage. The lazy journalist has simply swallowed the management spin: just like the lazy transport minister.
Ironically, the same issue carried a full page ad: 'Parents, if you can't keep up with your children's school arithmetic, enrol on our course for $10 per week. PTV/TFV should join.
It has taken considerable effort to prune the post to group sizes, yet still be readable. It is worth the effort for the many people who are not Melbourne residents, and who have no access to the original (online is paywalled, and contained only a brief summary of just one component).
The two key parts are e3 and e4, the last two in this first set.

As ever, accompanied with images for those who grew up on comic books.
Ironically, in the same issue as a full page ad for arithmetic courses for parents so that they can keep up with their schoolchildren, and a big ad for housing subdivisions at Westmeadows, only 17 km from the cbd.

There is only one valid point for building the new tunnel: serving more traffic points. However, the blunt refusal to serve South Yarra destroys much of that. 'This station is too hard to build, and too expensive, because we want nine-car single-deck trains'. The solution was to scrap the operating philosophy, run compatible trains, with an easier station design. Option d (come north-south under South Yarra) would have worked, but the quangos couldn't cope with that.
Given that the tunnel serves only Dandenong - Sunbury, there is considerable merit in running all Traralgon Vlocitys through it, and on to Bendigo.
That frees up capacity on the underbuilt 'RRL' for airport trains.
The tunnel has been designed for failure from the outset: 23 tph, and incompatible with everything else. Platform screens serve no purpose on a suburban line, and don't turn it into a real metro.
Victoria spends money on four tracks to get the benefit of two.

The starting point was 1992: a double-deck train holding 2000 provided 43% more capacity than a Comeng holding 1400. Anything which doesn't reach that boost has been a waste of billions of dollars.
Those trains fitted all four existing loops, and all platforms, and could go to Newport, Lilydale, Belgrave and Pakenham already.
Most remaining routes could have had the requisite clearances for trivial work, leaving only the Clifton Hill group needing major work on three tunnels: not cheap, but nowhere near the cost of the Swanston St tunnel.
Fallacies:
* 24% more capacity on the Werribee and Williamstown lines. Since those ones don't go through the loop in peaks, nothing comes from the tunnel. There is nothing for Altona because of the single-line choke. Running all trains down via Altona and up via the straight could provide 6 tph (10 min headways) to Williamstown; 6 tph to Werribee via Altona; 6 tph up the straight (entirely Werribee expresses, or a mix of Werribee and Geelong fast trains).
* Zero for Melton. The existing infrastructure could support 20 min headways, but PTV withdrew the necessary rollingstock, and is withdrawing more.
* 60% more capacity to Sunbury. Since the level-crossing projects have made no provision for extra tracks, the VLine vs Metro choke has simply been relocated. The two could coexist if Sydenham Watergardens had been built with a Spanish layout for cross-platform interchange for overtakes in each direction.
* 27% more capacity to Craigieburn line. It is possible to fudge down overtakes at Essendon, and up at Broadmeadows. Essendon could be designed properly with the level-crossing removal, but won't be.
* 71% more capacity to Upfield. The choke is the single line. On existing infrastructure, it could go to 10 min headways (breathlessly), or at least 10 min to Gowrie, and 20 beyond. That is notionally a 100% increase in capacity. It could do a Newport, and run from Melbourne SC pfm 8 north; with one crossover, it could run from Melbourne SC pfm 8 south, and use the spare capacity in the Clifton Hill loop.
* Zero for South Morang, Hurstbridge, Lilydale, Belgrave, Alamein and Glen Waverley. Hurstbridge could have had 20 min headways for years now; the Burnley group could and should have had the 43%, also allowing all trains to use the loop and not today's inconsisten mishmash.
* 45% for Pakenham & Cranbourne. Overtaking at Dandenong would let Pakenham step up to 3 tph (20 min headways) stopping, and 3 tph express (some VLine; some Metro). Cranbourne is locked onto 3 tph because of the single-line choke. The overhyped level-crossing project is not providing any more track capacity.
* 15% for Frankston. It could have had 100% by doing a Newport, and going out of the loop.
* 48% for Sandringham. Since it doesn't go through the loop anyhow, there is no increase, or any increase could have been in place already. Just Flinders St pfm 13 to Sandringham could handle 15 tph unchanged; fixing the signalling at Brighton Beach (something steadfastly avoided by DoT through to TFV), could increase that.

Meanwhile, 'Lyle Ladlow' claims that driverless is essential for 2 min headways. It isn't. That implies that he will provide 2 min headways to the airport. He won't, even if his gimmick toys have to run at that interval to provide the capacity. His one point of honesty: we will charge a premium fare. Why to the airport, and not to Doncaster or to Monash University?
The airport has to be handled in the wider context of northern and western urban sprawl. Proper rail via either Albion or Broadmeadows, and continuing to Westmeadows and Bulla or similar.
San Franciso Bart serves the airport with driverless trains, at ordinary fares, and continues beyond the airport.
Rubber monorails are both rough and slow. Supposedly Haneda has increased from 65 km/h to 80 km/h; I didn't feel Chongqing been any faster than 65 km/h.
Sydney has already scrapped its gadget bahn. People are mesmerised by magic words (metro, monorail) and 1950s scifi comics, and our multiple qango 'planners' are too, but get the airspace to feed gullible politicians, journalists out of their depth, the general public and (regrettably) transport enthusiasts with wide experience and contacts than the lot.

Next to the blatant lies about the tunnel unscrambling the knot. There is no knot to unscramble. That was done in the early 1970s, when the current engineers hadn't even started university.
There is no knot when junctions are purely trailing or facing in the one direction, and with no opposing flat movement. The only knotting in the current layout was the result of Liberal treasury nobbling:
* Only two portals instead of three at North Melbourne. Worked around by not running Newport through the loop.
* Only two portals instead of three at Richmond for the Caulfield group. Worked around by not running Sandringham through the loop.
* Not a Y junction at Jolimont. Worked around by running clockwise all week. Meanwhile, the flat junction at Clifton Hill was retained when PTV got its much-desired second bridge to Westgarth. It could have brought the second track right up to the existing bridge, and held down Hurstbridge trains clear of down South Morang ones.

Resignalling the current loops to 30 tph would help, and doesn't need a megamillion trial. Melbourne has several sections with 2 min headways: both three-aspect and four-aspect signalling, using normal track circuits, signals and train stops.

What could Melbourne have had? Every trunk route should have been expanded to four tracks, in existing easments, with two-tier services. That provides speed and capacity. However, the billions spent on level-crossing removal for road benefits have blocked the prospect for 100 years.
We live with planners who can't plan, and transport agencies (increasing weekly) who can't transport, and politicians who can politicise, but can't think.

List of vital texts:
Simpsons 'Marge and the monorail'.
The full series of 'Yes minister'.
George Orwell 'Animal farm'.
The whole run of 'Razzle dazzle' from 'Chicago': <www.youtube.com/watch?v=c-zEtAuKuUY>
Give 'em the old razzle dazzle,
Razzle Dazzle 'em.
Give 'em an act with lots of flash in it, And the reaction will be passionate.
Give 'em the old hocus pocus,
Bead and feather 'em.
How can they see with sequins in their eyes?
What if your hinges all are rusting?
What if, in fact, you're just disgusting?
Razzle dazzle 'em,
And they;ll never catch wise!
Give 'em the old Razzle Dazzle,
Razzle dazzle 'em.
Give 'em a show that's so splendiferous
Row after row will grow vociferous.
Give 'em the old flim flam flummox,
Fool and fracture 'em.
How can they hear the truth above the roar?
Throw 'em a fake and a finagle,
They'll never know you're just a bagel.
Razzle dazzle 'em,
And they'll beg you for more!
Give 'em the old double whammy,
Daze and dizzy 'em.
Back since the days of old Methuselah,
Everyone loves the big bambooz-a-lah.
Give 'em the old three ring circus,
Stun and stagger 'em.
When you're in trouble, go into your dance.
Though you are stiffer than a girder,
They'll let you get away with murder.
Razzle dazzle 'em,
And you've got a romance.
Give 'em the old Razzle Dazzle,
Razzle dazzle 'em.
Show 'em the first rate sorcerer you are.
Long as you keep 'em way off balance,
How can they spot you've got no talents?
Razzle Dazzle 'em, Razzle Dazzle 'em, Razzle Dazzle 'em, And they'll make you a star!

Roderick.

[Roderick Smith]

The second half. I have included the arithmetic ad as a bonus. It may help the many parents in this group. It may also help any industry lurkers.

Roderick

[Roderick Smith]

Roderick

Warrenheip station and airport link proposed to keep Ballarat train line growing smoothly
2 Jul 2017 Ballarat 'Courier'.
A new Warrenheip train station could be the solution to Ballarat’s increasing reliance on the Melbourne V/Line service according to one of the country’s leading transport think tanks.
The concept being put forward by the Rail Futures Institute proposes the development of a “park and ride” style station, which would be located in close proximity to the Western Highway.
Expansion station: The Rail Futures Institute is proposing the development of a new train station at Warrenheip to stop cars from having to travel into the centre of Ballarat. Picture: Kate Healy.
Expansion station: The Rail Futures Institute is proposing the development of a new train station at Warrenheip to stop cars from having to travel into the centre of Ballarat. Picture: Kate Healy.
The location is influenced by European-style stations such as Bristol, where the station is located upstream of the city proper in order to allow for cars.
Rail Futures Institute secretary Dr Bill Russell said governments needed to consider the entire journey from leaving the home to the final destination when developing transport plans.
“All along the Ballarat line the parking areas are very much full,” Dr Russell said. “The idea is that all of the people on one side of the city can get to a parking area without having to cross the city.”
In the 2017/18 budget the state government pledged to place an extra level on the soon-to-be-developed multi-storey car park at the Ballarat Station precinct in order to cope with increased demand for spaces at the Lydiard Street complex.
The idea is that all of the people on one side of the city can get to a parking area without having to cross the city.- Dr Bill Russell - Rail Futures Institute secretary
The multi-storey park will be able to house 420 cars when completed, however the precinct itself will struggle to cope with additional parking demands given the remainder of the precinct’s parking will be designated to the new hotel and convention centre.
The Warrenheip proposal would see up to eight hectares of land turned into permanent commuter parking, with a capacity of about 1000 vehicles. The proposal also suggests the development of a bus interchange, which would bring the new station into line with the Wendouree facility towards the west of Ballarat.
The additional stop would add about two minutes to the trip.
RFI has identified the expansion station as one of its medium-term goals for the Ballarat line which it believes should be completed by 2026.
The proposal comes amid a boom in passengers on the Ballarat line, which is the second busiest V/Line service in the state.
In May alone 424,000 passenger trips were taken along the Ballarat line.
Giving Tullamarine a regional link
An airport rail link which would put regional cities at the heart of Melbourne’s Tullamarine public transport solution is being proposed by the Rail Futures Institute.
The RFI proposal would see Sunshine become a major transport headquarters, linking the Ballarat and Geelong lines with the metro system, while nearby Tottenham would be home to train stabling and maintenance.
The heavy rail link would turn Tullamarine into a rail and air hub, with both the Seymour and Bendigo lines passing directly though the airport junction en route to Southern Cross.
RFI secretary Dr Bill Russell said while it was pleasing to see the federal government’s interest in funding regional rail, it was important any airport link factored in areas outside of Melbourne.
“What we want to do is propose something where Melbourne Airport becomes a land transport hub as well as an air transport hub, because that’s what you get at all of the major European capitals,” Dr Russell said.
“The point about Sunshine is it’s served by Melbourne Metro, so it provides connectivity to all the lines on Melbourne Metro in one direction to Sunbury and the other to Dandenong.”
RFI is hoping the proposal will prove to be the next major infrastructure spend following Melbourne Metro, which is due to be completed in 2026.
The concept comes after federal politicians of both persuasions pledged their interest to the long overdue infrastructure spending, with Prime Minister Malcolm Turnbull setting aside $30 million from the 2017/18 budget to develop business case for the connection.
Opposition leader Bill Shorten has also flagged his interest in the project, saying he is willing to work with the government to see the connection come to fruition.
Any airport link project is likely to cost in excess of $1 billion, and while there has been speculation around the federal government bankrolling the entire project, it is more likely to involve both state and federal funding.
The airport is currently dealing with 33 million passengers a year, but this is expected to jump to 60 million in 10 years time.
Committee for Ballarat chief executive Melanie Robertson threw her support behind the notion of linking regional Victoria to Tullamarine, saying the prospect was a “game changer in terms of economic growth for the regions”.
“If we don’t invest (in a regional link to the airport) now then we'll never invest and if we don't dream big then we won't get there,” Ms Robertson said.
“The proposal is innovative but it just makes sense to link regional Victoria with the airport.”
Carriage boost to keep up with capacity
Changing the configuration of V/Line carriages is among a host of short-term measures needed to address the service provider’s capacity issues according to the Rail Futures Institute.
V/Line services currently can only run as either three or six car VLocity services, with a maximum capacity of 444 seats. In May 11 peak hour services along the Ballarat line were at 100 per cent capacity, while a further six were at 90 per cent or more.
The institute is proposing changes be made to VLocity services to ensure more carriages can be added to the peak services, while also lengthening platforms to accommodate larger services.
Public Transport Users Association Ballarat branch convener Ben Lever said while capacity on trains was important, more needed to be done to speed up duplication and electrification, particularly in the western suburbs of Melbourne.
“The big things are full duplication and electrification to Melton, because they’re going to have a massive impact on how reliable services are and how crowded the services are,” Mr Lever said.
The state government has recently invested heavily in providing more carriages to the state’s most congested regional lines, with more than $311 million allocated in the 2017/18 budget to build 39 new VLocity carriages.
This comes on top of a previous pledge to build 48 new carriages in 2016, of which the Ballarat line has so far been the biggest winner.
While the Melton line cannot be linked in with metro services until the completion of Melbourne Metro in 2026, RFI is lobbying for funding to be allocated for electrification sooner rather than later.
While Melton electrification has been listed by Infrastructure Australia as a priority project, neither federal or state governments have committed.
http://www.thecourier.com.au/story/4764 ... ins-viable

[Roderick Smith]

http://yoursay.infrastructurevictoria.c ... mendations. There's lots of interesting reading, and no place to comment.

Roderick