Melbourne Metro - WordPress.com...2.1 17 October 2010 “ “ Updated second draft 2.2 23 October 2010 “ “ Draft for PCB 3.0 01 November 2010 “ “ Final for 2010 ... It is not

Melbourne Metro

Concept of Operations

Document version 8 (4 June 2013)

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Document Acceptance and Release Notice

1. Document Build Status

Version Date Author Job Title & Role in Project Team

Purpose for Issue

1.0 23 September 2010 Huw Millichip Rail Operations Workstream Manager

Draft for comment

2.0 01 October 2010 “ “ Second Draft

2.1 17 October 2010 “ “ Updated second draft

2.2 23 October 2010 “ “ Draft for PCB

3.0 01 November 2010 “ “ Final for 2010 Business Case

4.1 05 October 2011 “ “ Update for 2011 Business Case

4.2 02 July 2012 Eric Keys Principal Planning Advisor

Review and minor revisions

4.2a 27 August 2012 Chris Tehan Business Case Update Advisor

Review and minor revisions

5 30 September 2012 Huw Millichip Rail Operations Workstream Manager

Update to PTV template and minor revisions

6 30 November 2012 Huw Millichip Rail Operations Workstream Manager

Review and Update

7 17 January 2013 Mark Daly Transport Modelling Leader

Peer Review feedback

8 4 June 2013 Huw Millichip Service Planning Manager

Review and Update

Please note:

This working document was prepared to inform the design and development of the Melbourne Metro Rail Tunnel. The project team used the relevant patronage forecasts, population projections and workforce statistics available at the time of writing. It is not a statement of government policy nor is it necessarily an accurate description of the current project. These forecasts and inputs are subject to regular review and updating during the project planning and development stage. Third parties should not place any reliance on the content of this document and, if they do so, such reliance is at their own risk.

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Table of contents

INTRODUCTION 6 1.1 Purpose 6 1.2 Context and overview of MM project 6

1.2.1 Context 6 1.2.2 MM overview 8

2 COMMITTED CAPACITY AND SERVICE IMPROVEMENTS 10 2.1 Current and base case timetables 10 2.2 Precursor projects 11 2.3 Base Case Network 13 2.4 Capacity and demand match 15

2.4.1 Peak hour demand and capacity 16 2.4.2 Load breaches and average loads 17

3 PROJECT OUTCOMES 20 3.1 Capacity improvements overview 20 3.2 Network configuration and capacity enhancements 21 3.3 Ultimate scheme 21 3.4 Project Case 25

4 PROJECT CASE: SERVICE PLANS 28 4.1 Service Plan Principles 28 4.2 Cross-City Line and Frankston Loop Line 30

4.2.1 Overview 30 4.2.2 Peak period services 31 4.2.3 Off peak services 32 4.2.4 Rolling stock and stabling requirements 33

4.3 Northern Loop Line Services 34 4.3.1 Overview 34 4.3.2 Peak period service 36 4.3.3 Off-peak service provision 37 4.3.4 Rolling stock and stabling requirements 38

4.4 Sunshine-Dandenong Line Services 39 4.4.1 Overview 39 4.4.2 Peak period service pattern 40 4.4.3 Off-peak service provision 41 4.4.4 Rolling stock and stabling requirements 42

5 ROLLING STOCK AND STABLING IMPLICATIONS 44

6 INTERFACE WITH REGIONAL AND FREIGHT SERVICES 45 6.1 Regional service provision 45 6.2 Freight service provision 46

7 PROJECT OUTCOMES 47 7.1 Reliability 47

7.1.1 Background 47 7.1.2 Methodology 47 7.1.3 Modelling assumptions 47 7.1.4 Summary of Multi-Simulation Analysis 48

7.2 Demand match 52 7.2.1 Peak hour capacity 52

8 FUNCTIONAL REQUIREMENTS 55 8.1 South Yarra Portal to South Kensington Portal 55 8.2 South Kensington Junction 56 8.3 South Kensington to Sunshine Station 57 8.4 Sunshine Junction 58 8.5 Sunshine Junction to Sydenham 59 8.6 Sydenham to Sunbury 60

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8.7 North Melbourne to Essendon 61 8.8 Essendon to Craigieburn 61 8.9 North Melbourne to Upfield 62 8.10 North Melbourne to Werribee 62 8.11 South Yarra Junction 63 8.12 South Yarra Junction to Dandenong 64 8.13 Dandenong Junction 64 8.14 Dandenong to Cranbourne 65 8.15 Dandenong to Pakenham 66 8.16 Frankston line 67 8.17 Rolling Stock 67

Figure 1-1: Network Development Plan: Rail - Stage 2 8

Figure 1-2: Melbourne Metro network scope 9

Figure 2-1: Base Case Network Configuration and Capacity (Metro Services Only) 13

Figure 2-2: Comparison of Base Case Capacity and Forecast Demand – Northern Group 16

Figure 2-3: Comparison of Base Case Capacity and Forecast Demand – Caulfield Group 17

Figure 2-4: Base Case, Northern Group forecast AM Peak Rolling Hour Load per Train: 2022 18

Figure 2-5: Base Case Caulfield Group forecast AM Peak Rolling Hour Load per Train: 2022 19

Figure 3-1: “Ultimate” MM Scheme Network Configuration 22

Figure 3-2: MM Project Case Network Configuration 25

Figure 4-1: Cross-City and Frankston Loop Lines - Schematic Diagram 31

Figure 4-2: Northern Loop Line– Schematic Diagram 36

Figure 4-3: Northern Loop Line: Peak Service Pattern 36

Figure 4-4: Sunshine-Dandenong Line – Schematic Diagram 40

Figure 7-1: Demand and Capacity with MM 53

Table 2-1: Current and Base Case Peak Hour Service Levels 10

Table 2-2: Projects Delivered Prior to MM 11

Table 2-3: Base Case Service Levels (Cross-City Group) 14

Table 2-4: Base Case Service Levels (Northern Group) 15

Table 2-5: Base Case Service Levels (Dandenong Group) 15

Table 3-1: Summary of peak hour service levels pre and post MM project 20

Table 3-2: MM “Ultimate” Service Levels (Cross-City Line) 23

Table 3-3: MM “Ultimate” Service Levels (Northern Loop Line) 23

Table 3-4: MM “Ultimate” Service Levels (Frankston Loop Line) 24

Table 3-5: MM “Ultimate” Service Levels (Sunshine-Dandenong Line) 24

Table 3-6: MM “Project Case” Service Levels (Cross-City Line) 26

Table 3-7: MM “Project Case” Service Levels (Northern Loop Line) 26

Table 3-8: MM “Project Case” Service Levels (Frankston Loop Line) 27

Table 3-9: MM “Project Case” Service Levels (Sunshine-Dandenong Line) 27

Table 4-1: Key Service Planning Principles 28

Table 4-2: Cross City Metro - AM Peak Inbound Services and Rolling Stock requirements 2022 to 2046 32

Table 4-3: Frankston Loop Line - AM Peak Inbound Services and Rolling Stock requirements 2022 to 2046 32

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Table 4-4: Proposed off-peak service levels (Cross City and Frankston Loop) 33

Table 4-5: Cross-City and Frankston Metro: Fleet Requirements 33

Table 4-6: Proposed Stabling for Cross-City and Frankston Metro in 2022 34

Table 4-7: Northern Loop Line – AM Peak Inbound Services and Rolling Stock requirements 2022 to 2046 37

Table 4-8: Northern Loop Line: Proposed off-peak service levels 37

Table 4-9: Fleet Requirements: Northern Loop Line 38

Table 4-10: Stabling: Northern Loop Line 39

Table 4-11: Sunshine-Dandenong Line: Projected Peak Services Eastbound 2022 to 2046 41

Table 4-12: Sunbury-Dandenong Metro: Proposed Off-peak service level 42

Table 4-13: Fleet Requirements: Sunshine-Dandenong Line 42

Table 4-14: Stabling locations and capacity for Sunshine-Dandenong Line 43

Table 5-1: Rolling Stock Deployment following implementation of MM 44

Table 7-1: Sunshine-Dandenong Corridor Reliability Modelling Results 49

Table 7-2: Craigieburn and Upfield Reliability Modelling Results 50

Table 7-3: Werribee, Williamstown and Sandringham Reliability Modelling Results 51

Table 7-4: Frankston Reliability Modelling Results 52

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INTRODUCTION

1.1 Purpose

This Concept of Operations (COO) report provides details of the operational concept for the Melbourne Metro Rail Tunnel project (MM) to support the development of the 2012 business case. This document outlines:

The MM Concept and the high level objectives and service outcomes to be delivered by the project, as described in the 2012 Business Case;

The proposed staged development of the MM project in line with precursor, parallel and future projects described in the Network Development Plan – Metro Rail;

The indicative operational plan developed for the project;

The consequential functional capability that needs to be provided by MM at opening and for the longer term for which passive provision needs to be made in the design; and

The infrastructure required to support the operational plan.

This document aims to provide sufficient detail on the operational concept to meet the requirements of the business case, notably the economic appraisal and definition of scope.

The COO focuses in particular on the “Project Case” operations that are the service outcomes which will be achievable upon construction of the scope of the MM project. However, there is also a need to articulate the longer term benefits that will be achievable with the MM project in place and supplementary projects. The “Ultimate Scheme” description provides this context to ensure the longer term legacy benefits of the project case can also be captured.

1.2 Context and overview of MM project

1.2.1 Context

This section briefly summarises the fundamental policy drivers and integrated long term planning that has been undertaken for the rail system across the transport and land use portfolios. In particular, it reports on the Network Development Plan- Metro Rail (NDP-MR) program that has been developed by PTV to explain the planned sequential upgrade of the entire Metropolitan rail network to address congestion, meet population growth, improve reliability, enhance accessibility and improve the city’s productivity.

Planning for the rail network has hinged on creating a metro-style train system to allow frequent train services day and night so as to meet the needs of an international city of five million people and beyond. Metro rail systems are designed to run higher frequency and higher capacity trains on end to end lines using dedicated tracks. Unlike today’s rail network, the trains can run at higher frequency without interfering with other routes. The focus is on simple timetables, frequent services and consistent stopping patterns. MM is the key to make this happen.

As outlined above, Victorian planning policy is based on integration of land and transport, improving productivity and making the best use of existing infrastructure. Facilitating urban consolidation and sustainable growth patterns is a key land use objective. The NDP-MR continues to be refined and developed in this policy context.

The MM project is identified in the NDP-MR as the critical component to support the Stage 2 network plan. It follows the committed delivery of the following projects (Stage1):

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Service changes and new Greenfield timetables to improve rail capacity and reliability across the network (currently underway);

Electrification to Sunbury (Complete); extension to South Morang (Complete) and upgrades on the Hurstbridge line (underway) to enable more trains to operate on both lines;

Regional Rail Link (Construction underway) - full sectorisation of Werribee and Geelong lines and segregation of regional and suburban lines inbound from Sunshine providing major capacity improvements for Werribee, Sunbury and Geelong lines and creation of trunk section pathways to enable future service increases to Melton, Ballarat and Bendigo (for use following future infrastructure works on the corridors).

A number of operational and policy changes to better utilise the current infrastructure.

MM is also scheduled for implementation after the delivery of the following planned relevant projects:

New High Capacity Rolling Stock with capacity to carry 1100 passengers as a planned load;

Implementation of High Capacity Signalling on the Sandringham line as a pilot to precede network roll-out;

These investments will need to be progressively implemented over the next decade, commencing in the next two years.

The longer term “ultimate MM scheme” requires further projects to be delivered, including:

Dandenong Rail Corridor (DRC) works including multiple grade separation projects, the implementation of HCS and enabling works to operate longer trains;

Electrification to Melton allowing the Sunshine-Dandenong Line to be fed by both Sunbury and Melton lines and serving significant growth areas around the Melton corridor;

In addition to the above, Stage 3 of the NDP-MR identifies two further projects will also be considered for inclusion into the Metropolitan network, both of which are planned to connect with the Sunshine-Dandenong Line:

Construction of a Melbourne Airport Rail Link which would operate trains via Albion and alongside services from Melton and Sunbury via the MM tunnel;

Construction of a Rowville Rail Line which would connect with the Sunshine-Dandenong Line at Huntingdale.

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Figure 1-1: Network Development Plan: Rail - Stage 2

1.2.2 MM overview

The Melbourne Metro (MM) project is the critical enabler of a metro-style rail system, which is needed to maintain Melbourne’s liveability in the face of strong population growth, decreasing access to jobs and services, a poorly performing and congested transport system and declining productivity growth. The MM related lines are shown in Figure 1-2.

The rail tunnels from South Kensington to South Yarra, and accompanying works on the wider network, will dramatically increase transport capacity to central Melbourne, improving accessibility to Melbourne’s knowledge economy and facilitating inner urban renewal through a major development precinct in North Melbourne. The context and need for the project is detailed in Part A of the 2012 Business Case.

The MM project unlocks capacity for 19 additional train services in the peak hour across Melbourne’s north-west and south-east lines, as detailed in this COO. Further passenger capacity uplift can be provided with supplementary projects that will enable more frequent and longer trains to operate on the Sunshine – Dandenong Line.

The previous MM2 default “long” tunnel from Domain to Caulfield along Dandenong Road is made redundant by the considerably more cost-effective “short tunnel” extension of MM1 along Toorak Road, joining the Dandenong rail corridor east of South Yarra station. The additional capacity that the MM2 long tunnel option provides between Caulfield and South Yarra is no longer required for the foreseeable future.

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Figure 1-2: Melbourne Metro network scope

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Network Development Plan: Rail

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Based on detailed patronage forecasts and rail simulation modelling (reported in section 7), the MM project has been designed to deliver the following key service outcomes:

19 additional peak hour services immediately upon implementation of the MM tunnel spread across the existing Northern and Caulfield lines;

Significantly improved punctuality and reliability across the existing Northern and Caulfield lines through network sectorisation;

Improved access to areas served by 5 new underground stations;

Reduced congestion at existing inner city stations through the diversion of significant passengers numbers into the new stations;

Increased capacity to operate trains through the inner rail system by the addition of a new line designed to operate at least 24 trains per hour in each direction in the future;

Capability to operate longer trains when required to meet demand (subject to subsequent projects extending non-tunnel platforms); and,

Increased capacity to handle city oriented passengers through the construction of five new stations within inner Melbourne and the redistribution of key interchange locations;

Reduced congestion on the St Kilda/ Swanston Street tram corridor.

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2 COMMITTED CAPACITY AND SERVICE IMPROVEMENTS

This chapter outlines the planned infrastructure upgrades that will be implemented in advance of the MM project and the capacity and service outcomes delivered as a result of those upgrades. The chapter will also compare the capacity provision with the projected demand growth to highlight the shortfall in capacity that needs to be addressed by the MM project. It should be noted that this chapter focuses on the Northern and Caulfield Group of lines as only those would be affected by the implementation of MM.

2.1 Current and base case timetables

Since 2010 significant timetable changes have been introduced to increase train services making use of the existing capacity within the network. In some cases this includes infrastructure upgrades to eliminate specific “bottlenecks”. For example the May 2011 timetable delivered peak hour service improvements across the Melbourne metropolitan network. These improvements were enabled through the delivery of the Laverton and Craigieburn projects, a more efficient use of platforms at Flinders Street and a major “greenfield” redesign of the timetable.

Prior to delivery of the MM project further improvements are expected with new timetables to be introduced on an annual or biannual basis. These new timetables will reflect the outcomes of various initiatives including the Regional Rail Link project, on-going operational improvements and the purchase of additional rolling stock.

Table 2-1 provides details of the existing peak hour service and the assumed Base Case for both the Northern and Caulfield Groups. The Base Case Timetable is the assumed situation immediately prior to the completion of the MM project.

Table 2-1: Current and Base Case Peak Hour Service Levels

Line 2011 TT Base Case N

orth

ern

Gro

up

Craigieburn 9 12

Upfield 3 3

Sunshine 9 13

Melton 2d 3d

Werribee & Williamstown 11 14

Total 32+2d 42+3d

Caulfie

ld

Gro

up

Cranbourne & Pakenham 15 16

Frankston 14 16

Sandringham 8 8

Total 37 40

“d” indicates diesel service

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2.2 Precursor projects

The MM project forms a part of Stage 2 Network Development Plan – Metro Rail which will see a number of other operational and infrastructure projects delivered in advance of the MM project. The full benefit of the MM project relies on the implementation of these other projects.

The base case for the MM project includes provision of all the projects listed in Table 2-2 plus the provision of additional rolling stock. It should be noted that this list does not cover all projects to be delivered on the network, only those relevant to the MM project.

Table 2-2: Projects Delivered Prior to MM

Project Planned Implementation

Benefits

Reduced Crew Changeovers at Flinders Street

Ongoing Reduces bottleneck at Flinders Street enabling higher frequencies to operate across all groups

Improved Dwell Time Management in City Loop

Ongoing Reduces dwell times at City Loop stations enabling higher frequencies to operate through Northern Loop

Electrification to Sunbury

2012

Replaces existing regional services from Sunbury with Metropolitan trains creating capacity for more services on the Sunbury corridor. Assumed high level infrastructure provided includes:

Electrification of both lines between Sydenham and Sunbury

Supporting substations

Stabling roads at Sunbury

Signalling modifications at Sunbury

New cross-over at Sydenham from centre platform (#2) to Down line

Regional Rail Link

2015/6

Removes regional rail services from Werribee and Sunshine corridors creating capacity to operate additional Metropolitan services from Sunbury and Werribee

Key infrastructure provided includes:

New track pair from Southern Cross platform 15/16 to Sunshine

Upgraded track pair from Southern Cross platforms 1-8 to South Kensington via loco fly-over

Additional cross-overs between Franklin Street Junction and Southern Cross platforms to provide independent RRL and East/Main Suburban lines

New track pair from Deer Park Junction to West Werribee Junction

Grade separation of RRL tracks and ARTC tracks at West Werribee Junction

At grade diverge of Bendigo lines from Sunbury metropolitan lines on down side of Sunshine station

At grade merge of Bendigo lines with RRL lines at Sunshine Junction

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Project Planned Implementation

Benefits

Additional Rolling Stock, Stabling and Maintenance Facilities

Ongoing to 2019

Delivery of 38 X’Trapolis trains to enable additional services to be operated in pathways created by capacity projects up to and including Sunbury Electrification and extension to South Morang.

Funding for and delivery of an additional 40 new trains to replace Hitachi sets, provide trains to operate in new paths created by RRL and support other capacity upgrade projects and shoulder peak service improvements across the network. These include 33 High Capacity Metro Trains that will support the ultimate fleet required for the Sunshine- Dandenong Line.

Comeng and Siemens Fleet Interior Modifications

Prior to 2017

Reconfiguration of the interior space of the Comeng and Siemens trains to enable the accommodation of higher average loads without unduly impacting service delivery. It is assumed that these modifications will allow the load standard to be increased from the current 800 to 900 passengers per train.

High Capacity Signalling – Pilot Line

Prior to 2018 Implementation of In-Cab signalling technology on the Sandringham line to design, test and commission the system prior to its introduction across the remainder of the network.

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2.3 Base Case Network

Delivery of the projects outlined above will improve capacity and reliability on the Northern and Caulfield group of lines which will assist to meet projected demands until around 2018.

Figure 2-1 shows the network configuration and peak hour service capacity on each of the Northern and Caulfield group corridors following the completion of the precursor projects.

Figure 2-1: Base Case Network Configuration and Capacity (Metro Services Only)

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Following the implementation of RRL (and all other base case projects) it is planned that a total of 42 metropolitan services would operate from the Metropolitan lines that run through North Melbourne in the peak hour. This represents an additional 10 services in the peak hour compared to the May 2011 timetable (a 30% increase in capacity).

It is important to note that under the Base Case assumptions services through the City Loop are limited to 22 tph. It is therefore planned that services from Craigieburn would split between the Loop and running direct to Southern Cross and Flinders St. (Alternative strategies will be further considered closer to implementation. However, these would deliver the same overall capacity but may change the mix of loop and direct services on each of the corridors).

On the Dandenong line, it is expected that only 1 additional peak hour service can be added due to the existing constraints in this corridor. Current patronage forecasts show that without additional capacity significant overcrowding is expected on the Pakenham and Cranbourne lines. Increasing service frequency is constrained by the existing rail infrastructure (such as power and signalling) and also by the impact on traffic at the ten level crossings on the line. In addition to signalling and operational improvements, the introduction of High Capacity Metro Trains is the most effective way to significantly increase capacity in the short term without overly disrupting the road network. Table 2-3 summarises the service frequencies and stopping patterns in the peak period following the implementation of the base case projects.

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This uses the maximum capacity achievable in peak hour with base case projects. In most cases this will represent the service in operation immediately prior to opening of MM, in a few cases an earlier service plan has been used because currently unfunded projects are included in the service plan prior to the MM project,

Table 2-3: Base Case Service Levels (Cross-City Group)

Cross-City Group Services Service Levels

NDP-MR Dates of operation Peak 1

Hour Peak 2 Hour

Inter-Peak

Werribee to Flinders Street (Express Laverton to Newport to Footscray; some continue to Frankston line)

10 17 -

2018 until immediately prior to MM

Opening

Werribee to Flinders Street (Express Laverton to Newport; continue to Frankston line)

- - 3

Laverton to Flinders Street via Altona (Stops All Stations)

3 6 3

Williamstown to Flinders Street (Stops All Stations; continue to Frankston line)

3 5 3

Frankston to Flinders Street (Express Cheltenham to Caulfield, Malvern to South Yarra; some continue to Werribee line)

8 13 -


Opening

Frankston/Carrum to Flinders Street (Stops All Stations, continue to Werribee or Williamstown line)

8 8 3

Cheltenham/Moorabbin (Stops All Stations, some continue to Werribee or Williamstown)

- 5 -

Sandringham to Flinders Street (Stops All Stations)

9 15 6 both ways


Opening Middle Brighton to Flinders Street (Stops All Stations)

- 2 -

TOTAL CROSS-CITY GROUP SERVICES 41 71

12 each way

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Table 2-4: Base Case Service Levels (Northern Group)

Northern Group Services Service Levels


Hour Peak 2 Hour

Inter-Peak

Sunbury to City Loop (Stops All Stations except South Kensington)

6 9 3

Up to 2019, thereafter NDP-MR is based on currently unfunded projects to be implemented prior to MM.

Sydenham to City Loop (Stops All Stations except South Kensington)

7 12 3

Craigieburn/Broadmeadows to City Loop (Stops All Stations)

5 11 6

Craigieburn/Broadmeadows to Flinders Street via Southern Cross (Stops All Stations)

6 11 -

Upfield to City Loop (Stops All Stations)

4 7 3

TOTAL NORTHERN GROUP SERVICES 28 50 15

Table 2-5: Base Case Service Levels (Dandenong Group)

Dandenong Group Services Service Levels


Hour Peak 2 Hour

Inter-Peak

Pakenham to City Loop (Express Oakleigh-Caulfield-South Yarra)

7 15 3

2018 until immediately prior to MM Opening

Cranbourne to City Loop (Express Caulfield to South Yarra)

5 9 3

Dandenong to City Loop (Express Caulfield to South Yarra)

4 7 -

TOTAL DANDENONG GROUP SERVICES 16 31 6

2.4 Capacity and demand match

The rail network upgrade strategy has been designed to deliver capacity upgrades progressively in line with projected demand. Whilst it is not possible to deliver projects as soon as load breaches occur, the delivery of the committed projects will offer capacity increases to meet anticipated demand growth in the short term.

The Zenith (and MITM) models deliver overall two-hour peak patronage levels. Currently the peak hour accounts for between 62% and 67% of the peak two hour demand. The “peak of the peak” ratio has been declining over recent years as services become more crowded and shoulder period service levels are increased. For the purposes of this project an hourly demand value has been established by assuming a 60% peak hour to peak shoulder profile assuming the spreading of peak demand continues.

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2.4.1 Peak hour demand and capacity

Figures 2-2 and 2-3 show the projected demand in the peak hour (as measured by the maximum train loading on the line) between 2011 and 2046 overlaid on the anticipated capacity provision in the peak hour with the implementation of the committed works (e.g.: the base case). All capacity assessments are made using a capacity of 900 passengers per train rather than the current load standard of 800, based on the capacity of new trains being deployed on the network and on modifications being undertaken to the existing fleet to increase carrying capacity.

Figure 2-2: Comparison of Base Case Capacity and Forecast Demand – Northern Group

This comparison of patronage and capacity highlights a number of significant shortfalls where demand will soon exceed the service capacity. Key dates are:

Werribee/Williamstown lines will meet demand until around 2015;

Craigieburn line demand is likely to be met until around 2016;

Upfield line demand will also be met up to around 2016; and

Sunbury line will meet demand until 2016. (Demand on Sunshine comprises passengers from both Melton and Sunbury. The dotted line indicates the patronage on the Sunbury line inbound from Sunshine. The solid line shows the combined demand from Melton and Sunbury as well as the shared section from Sunshine.)

Page 17 of 67

Figure 2-3: Comparison of Base Case Capacity and Forecast Demand – Caulfield Group

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Current Demand

For the Caulfield group, it can be observed that there are similar shortfalls in capacity expected as predicted for the Northern Group including:

Shortfalls on the Dandenong corridor are immediate and rising to a severe shortfall by 2020;

Capacity shortfalls begin on the Frankston line around 2015;

Shortfalls on the Sandringham line are from 2017.

2.4.2 Load breaches and average loads

As outlined above, passenger demand (as measured by maximum train loads on each line) is expected to exceed the available capacity on most of the relevant lines by 2022 and therefore it is expected that there will be an increase in the number of load breaches (a load breach occurs when the average load per train in a rolling hour exceeds 798 passengers). It is also useful to consider the rolling hour average load in the same time period. Figure 2-4 and Figure 2-5 show the predicted average load on the Northern and Caulfield lines in each rolling AM peak hour in 2022 with the implementation of the committed works only.

Page 18 of 67

Figure 2-4: Base Case, Northern Group forecast AM Peak Rolling Hour Load per Train: 2022

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Figure 2-5: Base Case Caulfield Group forecast AM Peak Rolling Hour Load per Train: 2022

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It can be seen that in the event of no further infrastructure being provided, all corridors except Frankston will have significant over-crowding by 2022. Moreover, it is anticipated that crowding will be so severe on the Werribee and Craigieburn lines some passengers will be unable to board the trains in the critical peak hour.

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3 PROJECT OUTCOMES

The implementation of the MM project will enable lines to operate independently of each other and in an end-to-end service pattern, which forms part of the long term rail plan to sectorise the network into fully independent metro lines running on separate tracks at all times of the day. The MM project will fundamentally lift the capacity and reliability of the train network. The project will create the opportunity to immediately increase service capacity on seven existing corridors, provide the capacity to enable future electrified services to operate from Melton and it will alter the routing and operating patterns of a number of lines from the South East, Northern and Western suburbs.

This chapter summarises the capacity provided in the Base Case and with the implementation of each stage of the MM project

3.1 Capacity improvements overview

The MM project would improve service frequencies on the Craigieburn, Dandenong, Sunbury, Upfield and Werribee lines as well as create capacity for future electrified services from Melton (upon delivery of the Melton Upgrade project which is not part of the MM business case). Table 3-1 summarises the increases in peak hour capacity on each of these corridors with the MM project. It should be noted that not all the capacity provided within the new tunnel will be used on opening of the MM project. The infrastructure is being designed to support future projects (such as Melton electrification and further upgrades on the Dandenong corridor) consistent with the overall upgrade strategy for the network.

Table 3-1: Summary of peak hour service levels pre and post MM project

Corridor

Peak Hour Service Levels

Nov 2012 Timetable

Base Case MM “Project” MM “Ultimate”

Werribee & Williamstown 11 16 20 20

Sunbury / Airport 10 13 17 18 x 220m

Melton 3 x Diesel 3 x Diesel 3 x Diesel 6 x 220m

Craigieburn 10 11 16 16

Upfield 3 4 6 6

Dandenong / Rowville 15 16 16 22 x 220m

Frankston 13 16 17 17

Sandringham 8 9 12 12

TOTAL 73 88 107 117

CHANGE - +15 +19 +10

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3.2 Network configuration and capacity enhancements

As described above, the MM project would alter the configuration of the network and create an opportunity to deliver modified and enhanced services on a number of corridors. For the purposes of this COO consideration must be given to two future scenarios for the MM project. Of most relevance to the current business case is the “Project Case”. That is, a description and specification of the scheme that will exist at the conclusion of the current project. However, it is also important that consideration is given to the longer term use of the infrastructure in order that appropriate provision is made for future eventualities; that being the “Ultimate” Scheme.

The following sections firstly provide a description of the Ultimate Scheme to provide an overview of the considerations which underpin many of the key design parameters of the proposed scheme. However, as these longer term considerations have little bearing on cost benefit assessment of the project the second and subsequent sections focus on the Project Case.

3.3 Ultimate scheme

As identified earlier, provision would be made in the design of MM to enable full utilisation of the capacity potential of the new rail tunnel. It is assumed that tunnel will operate at a minimum of 24tph with 220m long trains in both directions in the longer term.

The current Network Development Plan- Metro Rail (NDP-MR) has identified that the Sunshine-Dandenong rail corridor (via the MM tunnel) will ultimately need to cater for the Sunbury, Melton and Airport lines from the west and the Cranbourne, Pakenham and Rowville lines from the east. As such a capacity of 24tph operating with 220m trains will be required to meet the expected long term patronage from those corridors in the peak hour. Whilst the NDP-MR identifies the preferred long term network changes to meet patronage growth and extend the network into growth areas, it should be noted that the Melton electrification project is at an early stage of development and the Rowville and Airport lines are currently the subject of feasibility studies.

In addition to the works proposed as part of the MM project a number of significant infrastructure upgrades would be required to complete the Full Scheme including:

Upgrade of the Melton line including duplication, electrification and stabling; the quadruplication between Deer Park and Sunshine and a rail-rail grade separation (fly-over) at Sunshine;

Upgrade of the Dandenong corridor with High Capacity Signalling and road-rail grade separations;

Potentially, new branch lines to Rowville and Melbourne Airport;

Duplication to Cranbourne; and

Additional rolling stock and supporting stabling facilities.

Figure 3-1 shows the network configuration under the Ultimate Scheme. This network allows a total of 24tph to operate through the MM tunnel with services diverging at Sunshine and Albion stations with 1 in 2 services operating to Sunbury and 1 in 4 operating to each of the Airport and Melton lines. Patronage projections indicate very rapid growth on the Melton line in the medium term. It is estimated that the operation of 6tph 220m long trains will meet patronage growth up to 2046, however, thereafter further projects would be required to continue to meet anticipated growth. NDP-MR includes projects that aim to segregate the Sunbury and Melton corridors in 2050 to meet anticipated growth.

Page 22 of 67

Figure 3-1: “Ultimate” MM Scheme Network Configuration

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Table 3-3, Table 3-4 and Table 3-5 provide details of the proposed service patterns and service levels in operation on each of the Metro corridors with implementation of the MM “Ultimate” scenario.

Table 3-2: MM “Ultimate” Service Levels (Cross-City Line)

Cross-City Line Services Service Levels

Peak 1 Hour

Peak 2 Hour

Inter-Peak

Werribee to Flinders Street (Express Laverton to Newport; continues to Sandringham line)

13.33 21 6

Laverton to Flinders Street via Altona (Stops All Stations, continues to Sandringham line)

3.33 7 3

Williamstown to Flinders Street (Stops All Stations; returns to Williamstown)

3.33 7 3

Sandringham to Flinders Street (Stops All Stations; continues to Werribee)

6 9 6

Brighton Beach to Flinders Street (Stops All Stations; continues to Werribee)

6 10 -

South Yarra to Flinders Street (Stops All Stations; continues to Laverton)

*Includes 3tph to Williamstown during Inter-Peak

4 7 6*

TOTAL CROSS-CITY LINE SERVICES 36 61 12 each

way

Table 3-3: MM “Ultimate” Service Levels (Northern Loop Line)

Northern Loop Line Services Service Levels

Peak 1 Hour

Peak 2 Hour

Inter-Peak


11 21 6

Essendon to City Loop (Stops All Stations)

5 10 -


6 11 6

TOTAL NORTHERN LOOP LINE SERVICES 22 42 12

Page 24 of 67

Table 3-4: MM “Ultimate” Service Levels (Frankston Loop Line)

Frankston Loop Line Services Service Levels

Peak 1 Hour

Peak 2 Hour

Inter-Peak

Frankston to City Loop (Express Cheltenham to Caulfield)

9 15 -

Carrum (AMP)/Frankston (INP) to City Loop (Stops All Stations)

4 4 6

Cheltenham/Moorabbin to City Loop (Stops All Stations)

4 11 -

TOTAL FRANKSTON LOOP LINE SERVICES 17 30 6

Table 3-5: MM “Ultimate” Service Levels (Sunshine-Dandenong Line)

Sunshine-Dandenong Line Services Service Levels

Peak 1 Hour

Peak 2 Hour

Inter-Peak

Sunbury to Domain (Stops All Stations, continues to Dandenong Line)

8 16 3

Sydenham to Domain (Stops All Stations, continues to Dandenong Line)

3 6 3

Melbourne Airport to Domain (Stops All Stations, continues to Dandenong Line)

6 12 6

Melton to Domain (Stops All Stations, continues to Dandenong Line)

6 12 6

Pakenham to Parkville (Exp Caulfield to Domain, continues to Sunshine Line)

10 21 6

Cranbourne to Parkville (Exp Caulfield to Domain, continues to Sunshine Line)

6 12 6

Rowville to Parkville (Exp Caulfield to Domain, continues to Sunshine Line)

6 12 6

TOT SUNSHINE-DANDENONG LINE SERVICES 45 111 18 each

way

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3.4 Project Case

Critical for the project assessment is the MM Project Case. That is, the network configuration that will exist and the service levels at the conclusion of construction for MM. The full capacity of the MM tunnel will not be realised until completion of the Melton line electrification and Dandenong corridor upgrades. Therefore the project case describes the outcomes delivered by MM in the absence of any other projects.

As will be described later in this report, significant benefits will still be delivered under the Project Case with capacity improvements delivered on the Werribee, Sunbury, Craigieburn, Upfield, Sandringham and Frankston lines. Moreover, the reconfiguration of the network enabled by the Project Case will provide significant congestion relief at inner area stations and improved network connectivity.

The network configuration under the MM Project Case is shown schematically in Figure 3-2.

Figure 3-2: MM Project Case Network Configuration

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The MM Project Case results in a generational change in the configuration of the Melbourne Metropolitan rail network which leads to the separation of the Northern and Caulfield groups into four independent units creating capacity for the following additional peak hour services in day one:

4 Werribee services

5 Craigieburn services

4 Sunbury services

2 Upfield services

3 Sandringham services

1 Frankston service

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The MM project is also a critical enabler for the operation of 220m long trains on the Sunshine and Dandenong corridors through the provision of longer platforms in the inner core. The extension of platforms in the existing City Loop stations is infeasible for a number of operational and engineering reasons, the extension of platforms at Flinders Street and Southern Cross on the Through Lines may be technically possible but would create significant vertical lift capacity issues, long dwell times and significant issues with heritage structures.

Table 3-6: MM “Project Case” Service Levels (Cross-City Line)

Cross-City Line Services Service Levels

Peak 1 Hour

Peak 2 Hour

Inter-Peak

Werribee to Flinders Street (Express Laverton to Newport; continues to Sandringham line)

13.33 21 6

Laverton to Flinders Street via Altona (Stops All Stations, continues to Sandringham line)

3.33 7 3

Williamstown to Flinders Street (Stops All Stations; returns)

3.33 7 3

Sandringham to Flinders Street (Stops All Stations; continues to Werribee)

6 9 6

Brighton Beach to Flinders Street (Stops All Stations; continues to Werribee)

6 10 -

South Yarra to Flinders Street (Stops All Stations; continues to Laverton)

*Includes 3tph to Williamstown during Inter-Peak

4 7 6*

TOTAL CROSS-CITY LINE SERVICES 36 61 12 each

way

Table 3-7: MM “Project Case” Service Levels (Northern Loop Line)

Northern Loop Line Services Service Levels

Peak 1 Hour

Peak 2 Hour

Inter-Peak


11 21 6

Essendon to City Loop (Stops All Stations)

5 8 -


6 11 6

TOTAL NORTHERN LOOP LINE SERVICES 22 40 12

Page 27 of 67

Table 3-8: MM “Project Case” Service Levels (Frankston Loop Line)

Frankston Loop Line Services Service Levels

Peak 1 Hour

Peak 2 Hour

Inter-Peak

Frankston to City Loop (Express Cheltenham to Caulfield)

9 15 -

Carrum (AMP)/Frankston (INP) to City Loop (Stops All Stations)

4 4 6

Cheltenham/Moorabbin to City Loop (Stops All Stations)

4 11 -

TOTAL FRANKSTON LOOP LINE SERVICES 17 30 6

Table 3-9: MM “Project Case” Service Levels (Sunshine-Dandenong Line)

Sunshine-Dandenong Line Services Service Levels

Peak 1 Hour

Peak 2 Hour

Inter-Peak

Sunbury to Domain (Stops All Stations, continues to Dandenong Line)

8 15 3

Sydenham to Domain (Stops All Stations, continues to Dandenong Line)

9 12 3

Pakenham to Parkville (Exp Caulfield to Domain, continues to Sunshine Line)

7 15 3

Cranbourne to Parkville (Exp Caulfield to Domain, continues to Sunshine Line)

5 9 3

Dandenong to Parkville (Exp Caulfield to Domain, continues to Sunshine Line)

4 6 -

TOT SUNSHINE-DANDENONG LINE SERVICES 33 57 6 each

way

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4 PROJECT CASE: SERVICE PLANS

4.1 Service Plan Principles

This chapter describes in detail the operational and service planning objectives identified for each of the four metro groups enabled through the implementation of the MM project as well as outlining the capacity and reliability benefits that have been estimated through simulation modelling.

A number of key principles have been used to underpin the design of the service plans as identified in the NDP-MR. These principles are now being progressively applied system wide as part of the regular timetable updates and other projects. Many of these principles are common to metro style operations, as applied in other cities. In particular, the following rules have been incorporated into the service plans for the MM project.

Table 4-1: Key Service Planning Principles

Design Feature Key criteria to be achieved Impact of MM Project

Service Patterns

Simple and homogenous: No mixture of stopping patterns, peak and off-peak services always operate to the same pattern in both directions. This helps to balance out train loadings and optimise train path utilization.

Trains to be scheduled at regular headways on each service route resulting in consistent presentation of trains.

To support even headway distribution and junction management, where more than one branch line is served trains to be scheduled to alternate between lines evenly or in a 2 to 1 or 3 to 1 split.

Criteria fully achieved on all lines affected by MM

Service provision

A metro service should offer all passengers on trunk sections of the train network a service at least every 10 minutes between 0700 and 2100;

Service levels at any given station should ideally not be reduced with a timetable change.

Criteria fully achieved on all lines affected by MM

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Capacity distribution Sufficient carrying capacity to meet demand to be provided on all sections where sufficient track and signaling capability allows;

Seating capacity should ideally be available to all passengers with a travel time of greater than 25 minutes from the cordon (for the Sunshine-Dandenong Line these are assumed to be Arden and Domain stations);

Capacity required to serve maximum load point on trunk section to be distributed as evenly as possible between all services (eg: loads to be balanced between trains operating through the maximum load point);

Short starters should not commence from or near maximum load point but instead start from corridors to avoid uneven loading between trains.

Achieved in most places; some passengers may need to stand

for greater than 25 minutes

Reliability/Recovery

Total recovery time for each train’s round trip to equal around 6% of total trip time;

Recovery provided in the form of suburban layover and short recovery ‘holds’ at stations preceding major junctions;

Use of multiple reversing points generally preferable to full end to end railway;

Some reversing bolt holes should be reserved for use at times of disruption;

Avoid the terminating of trains on trunk section, especially if train inspection is required;

Utilise “drop on drivers” where layovers are less than 6 minutes

Achieved

Integration with Regional lines

Service patterns to run on a cycle time that co-ordinates with single line sections on the Regional corridors in order for services to co-ordinate appropriately at key junctions and on shared sections.

Service patterns have been developed in conjunction with

regional service plans to ensure consistency

Page 30 of 67


Rolling stock efficiency An efficient rolling stock utilisation should be sought but must not be at the expense of capacity requirements or reliability and recovery principles;

Short starters to be used where possible to enable quicker cycle times but should commence from locations that enable load balancing to occur through the maximum load point (e.g. a short starter from Sunshine is unlikely to be as heavily loaded as other trains from the Sunbury and Melton line, whereas a short starter from Sydenham should carry similar loads).

Achieved

4.2 Cross-City Line and Frankston Loop Line

4.2.1 Overview

The Cross-City Line would incorporate the Werribee/Williamstown and Sandringham corridors as well as the “Through Suburban Lines” from North Melbourne to Flinders Street and the “Special Lines” from Flinders Street to Richmond.

The Frankston Loop Line would include the Frankston line, the Caulfield Through Lines and the Caulfield Underground Loop.

The lack of standalone maintenance and stabling facilities on the Frankston line requires some interworking of these two metros. Therefore, whilst the two metros would operate independently for most of the day, they would be grouped together in respect of rolling stock, stabling and maintenance requirements.

The Cross-City Rail Group was initially established in 2011 with the creation of through running of services from Werribee/Williamstown to Frankston via Flinders Street and Southern Cross. Sandringham services are currently operated as a virtual stand-alone shuttle to and from Flinders Street. To support the current timetable, new turn-outs were installed at the east end of Flinders Street enabling through services to operate via platform 8 in the east-bound direction and platform 10 in the west-bound direction thus leaving platform 9 available to turn-back additional peak services.

Prior to the MM project, the Cross-City group will need to accommodate other services in the peak hour removing capacity from the core service and the ability to operate a true ‘Metro’ service in accordance with the established principles. During this interim period the Cross-City Rail Group will need to accommodate the following:

Until the implementation of RRL, Geelong services will operate as part of the Cross-City Rail Group between Werribee and Southern Cross – taking up Cross-City pathways between North Melbourne and Southern Cross;

Between the implementation of RRL and the implementation of MM overflow Craigieburn services are proposed to operate on the Cross-City Rail Group between North Melbourne and Flinders Street due to capacity constraints in the Northern Loop. These services would operate via the Broadmeadows Suburban fly-over and merge, at grade, with services from Werribee.

Upon implementation of the MM project, the operation of the Cross-City Rail Group is significantly simplified with full sectorisation. Services from Werribee/Williamstown would be the only services from the western side

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of Flinders St Station allowing an additional 4 peak services to operate. From the eastern side, Sandringham services would through-run to Werribee/Williamstown instead of Frankston services.

Frankston services would be diverted into the Caulfield loop – made available by the diversion of Dandenong services into the MM tunnel.

Figure 4-1 provides a schematic representation of the Cross-City and Frankston Loop Lines, the likely peak hour service level on each section as well as the supporting maintenance and stabling facilities for the combined group of lines.

Figure 4-1: Cross-City and Frankston Loop Lines - Schematic Diagram

Newport

Williamstown

La

ve

rton

WestallSandringham

Flinders Street

Parliament

Richmond

South Yarra

Southern

Cross

North

Melbourne FlagstaffMelbourne

Central

Caulfield

20

9

12

Frankston

We

rribe

e 3

4

13

17

Stabling Facility

Maintenance Facility

3 Services in peak hour

Frankton Loop Line

Cross–City Line

Dynon Storage Yard

Melbourne Yard

4.2.2 Peak period services

The implementation of the MM project would enable a total of 20 services to operate on the trunk section between Newport and Flinders Street. Of these, it is planned that 2 in 3 would originate from Werribee and run via the main line from Laverton to Newport. The remaining services would run from Laverton via Altona and Williamstown. All services would stop at all stations between Newport and the city in both directions.

Services from Williamstown would generally turn-back at Flinders Street on platform 9 and return to their origin. Werribee and Laverton services would run through Flinders Street with 3 in 4 terminating at Sandringham or Brighton Beach and the remaining services terminating at South Yarra in a reconfigured turn-back platform 2 (with platform 3 adapted for down through services to Sandringham).

From the east, a total of 12 services would operate from Sandringham or Brighton Beach in the peak hour plus additional starters from South Yarra. These services would operate via platform 10 at Flinders Street and continue to Werribee or Newport. Additional turn-back services would originate from platform 9.

The Frankston line would operate a total of 17 services in the peak hour operating 50% as express services between Cheltenham and Caulfield and 50% as stopping services. All Frankston services would operate via the loop and run through Flinders Street platform 7.

The peak hour service pattern would be able to operate for the full two hour peak period if required and provided that sufficient rolling stock is available. However, not all pathways would be used upon

Page 32 of 67

implementation of the MM project. It is proposed that the number of services operated in the peak period would increase progressively in line with demand growth and rolling stock availability. The projected timing of new services has been based on forecasted demand in order to estimate the fleet and operational requirements. Table 4-2 and Table 4-3 outline the planned service increases over time, the impact on fleet requirements and the extra kilometres that would be incurred.

Table 4-2: Cross City Metro - AM Peak Inbound Services and Rolling Stock requirements 2022 to 2046

Year Trains In Fleet

Peak Hour Services Peak 2 hour Services Additional Kilometres per annum

Werr

ibee

Expre

ss

Will

iam

sto

wn/

Lavert

on

Sto

p A

ll

San

drin

gha

m

Sto

p A

ll

Werr

ibe

e

Expre

ss

Will

iam

sto

wn/

Lavert

on

Sto

p A

ll

San

drin

gha

m

Sto

p A

ll

2022 40 13 7 12 23 14 19 1,175,000

2026 45 13 7 12 25 14 21 106,000

Table 4-3: Frankston Loop Line - AM Peak Inbound Services and Rolling Stock requirements 2022 to 2046


Peak Hour Services Peak 2 hour Services Additional KMs per annum

Fra

nksto

n

Expre

ss

Carr

um

Sto

p A

ll

Chelten

ham

/Moora

bb

in

Sto

p A

ll

Fra

nksto

n

Expre

ss

Carr

um

Sto

p A

ll

Chelten

ham

/Moora

bb

in

Sto

p A

ll

2022 34 9 4 4 13 4 10 242,000

2030 36 9 4 4 15 4 11 191,000

4.2.3 Off peak services

The network changes and capacity uplift created by the MM project on the Cross-City and Frankston Loop Lines are unlikely to result in any changes to off-peak service levels. For the purposes of the MM business case it has been assumed that a 10 minute off-peak frequency would have been implemented at most times in advance of the delivery of the MM project. Therefore, the operating cost estimates do not include provision for any increase in off-peak services. Table 4-4 summarises the anticipated off-peak service levels on the Cross City and Frankston Loop.

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Table 4-4: Proposed off-peak service levels (Cross City and Frankston Loop)

Period Werribee Altona/Williamstown

Sandringham Frankston Loop

Weekday Pre AM peak

Every 10 minutes Every 20 minutes Every 10 minutes Every 10 minutes

Weekday Inter-peak


Weekday 1830-2200


Weekday Late night


Weekend Early Morning


Weekend 1000-2200


Weekend Late night


4.2.4 Rolling stock and stabling requirements

Upon implementation of the project, it is estimated that a fleet of 76 trains would be required on the Cross-City and Frankston Loop Lines. This fleet would comprise of 36 x 6 car Siemens trains and 40 x 6 car Comeng trains. Separate sub-fleets would be allocated to the Frankston Loop and Cross-City Line groups but inner-city stabling would be shared and maintenance of the Comeng fleet for both would be undertaken at Westall and a new road at Newport. The size of the fleet operating on the Cross City and Frankston Metros would increase in line with demand growth. The build-up of shoulder peak services will ultimately lead to a combined fleet size of 82 trains. Table 4-5 summarises the change in fleet requirements between 2022 and 2046.

Table 4-5: Cross-City and Frankston Metro: Fleet Requirements

Year Trains In Service Stand-bys Project and Maintenance

TOTAL

2022 66 2 6 74

2026 69 2 7 78

2030 72 2 7 81

The number of stabling roads available for the Cross-City and Frankston Metro will be increased over the next few years with the upgrade of Newport. To support the train numbers on the combined group, new stabling will be required at E-Gate (North Melbourne) utilising the existing disused Storage Yard. A total of 12 additional roads are expected to be required. Table 4-6 summarises the proposed stabling locations for the Cross-City Line trains.

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Table 4-6: Proposed Stabling for Cross-City and Frankston Metro in 2022

Stabling Location Trains stabled (for service) Trains stabled (for maintenance)

Newport 15 7

North Melbourne 7 -

Melbourne Yard 10 -

Brighton Beach 2 -

Sandringham 3 -

Mordialloc 4 -

Carrum 6 -

Frankston 5 -

Westall 2 1

New Stabling at E-Gate 12 -

TOTAL 66 74

4.3 Northern Loop Line Services

4.3.1 Overview

The Northern Loop Line includes the Craigieburn and Upfield corridors as well as the Northern Loop and Viaduct.

All services would operate via the Northern loop and originate from Craigieburn, Broadmeadows, Essendon or Upfield. V/Line services from Seymour would also need to be accommodated along the Craigieburn corridor. One option has been considered on the Upfield corridor to commence/terminate some peak period services at Gowrie in lieu of a second platform at Upfield or duplication between Gowrie and Upfield. Analysis of this option has deemed that it is a viable alternative as we believe that terminating at Gowrie may further enhance reliability for no extra cost to the overall project scope, whilst retaining three peak trains per hour operating through to Upfield. Patronage between Gowrie and Upfield is very low, so making this change would not have a material adverse effect on the benefits of the project. This COO remains predicated on all services running through to Upfield, however it is recommended the Gowrie option be further assessed.

The Northern Loop Metro would not interact with other metro lines except at the beginning and the end of each day, to enable 3 Burnley Loop Metro services to be stabled at Macaulay.

The removal of Sunbury services from the City Loop will enable all Craigieburn services to be returned to the loop and for all services to utilise platforms 3 and 4 at North Melbourne. As a result, Upfield services will have dedicated use of platforms 1 and 2 enabling an effective ‘grade separated’ merger of Metro services into the loop and running back from Southern Cross (in the base case Upfield and Craigieburn services have to share platforms 1 and 2 creating a flat junction conflict on the down side of North Melbourne).

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The removal of Sunbury services will create capacity for an additional 13 services via the loop, 6 of these will be used by returning Craigieburn direct services to the loop, the remaining 7 will be used to add 5 extra services from Essendon and 2 new services from Upfield.

The removal of Craigieburn direct services will remove interaction with the Cross-City Line, creating more capacity for Werribee line services, eliminating a flat junction conflict at North Melbourne and avoiding timetables on both groups to be built together.

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Figure 4-2: Northern Loop Line– Schematic Diagram

Flinders Street

Parliament

Richmond

Southern

Cross

FlagstaffMelbourne

Central

16

6

Craigieburn

Upfield

Broadmeadows


Stabling Facility

Maintenance Facility10

11

4.3.2 Peak period service

A total of 22 services would operate through the Northern loop in the peak hour. At present it is planned that 1 in 4 of these would operate from Upfield, 1 in 4 from Essendon and 2 in 4 from Craigieburn or Broadmeadows. As a result a service pattern operating on an 11 minute pattern has been developed offering an 11 minute frequency from Upfield and Essendon and a 5.5 minute frequency from Craigieburn. This service pattern is shown in Figure 4-3.

Figure 4-3: Northern Loop Line: Peak Service Pattern

When required to meet demand the peak hour service pattern can operate for the full two hour peak period.

Whilst the peak service pattern has been established and a two hour peak capacity identified, not all pathways are proposed to be used upon implementation of the MM project. The total number of services operated in the peak period would increase year by year in line with demand growth. The timing of the introduction of services has been based on projected demand in order to estimate the impact on fleet requirements and kilometres travelled.

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Table 4-7 outlines the planned service increases over time, the impact on fleet requirements and the extra kilometres that would be incurred. The anticipated increase in services has been determined based on the latest patronage forecasts.

Table 4-7: Northern Loop Line – AM Peak Inbound Services and Rolling Stock requirements 2022 to 2046


Peak Hour Services Peak 2 hour Services Additional Kilometres per annum

Cra

igie

burn

/

B’m

ea

dow

s

Essendo

n

Upfield

VLIN

E

(Seym

our)

Cra

igie

burn

Essendo

n

Upfield

VLIN

E

(Seym

our)

2022 28 11 5 6 1 22 6 11 4 862,000

2026 29 11 5 6 1 22 7 11 4 23,000

2030 30 11 5 6 1 22 8 11 4 23,000

Shoulder peak services have been added when insufficient capacity is available in the peak hour. However, future projects may increase peak hour capacity potentially enabling more services to operate in the period that best meets demand and reducing the requirement for shoulder peak services.

It is estimated that all pathways would be operated by 2032 on the basis of planning for an average load of 900 passengers per train.

4.3.3 Off-peak service provision

The network changes and capacity uplift created by the MM project on the Northern Loop Line are unlikely to result in any changes to off-peak service levels. For the purposes of the MM business case it has been assumed that a 10 minute off-peak frequency would have been implemented at most times in advance of the delivery of the MM project. Therefore, the operating cost estimates do not include provision for any increase in off-peak services on the Craigieburn and Upfield corridors. Table 4-8 summarises the anticipated off-peak service levels on the Northern Loop Line.

Table 4-8: Northern Loop Line: Proposed off-peak service levels

Period Craigieburn to North Melbourne

Upfield to North Melbourne (* = 1 in 2 services start/ terminate at Coburg)

City Loop

Weekday Pre AM peak

Every 10 minutes Every 20 minutes Every 6-7 minutes

Weekday Inter-peak

Every 10 minutes Every 10 minutes* Every 5 minutes

Weekday 1830-2200


Weekday Late night

Every 20 minutes Every 20 minutes Every 10 minutes

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Every 10 minutes Every 20 minutes Every 6-7 minutes

Weekend 1000-2200


Weekend Late night



The size of the fleet operating on the Northern Loop Line would increase in line with demand growth. Due to the capacity shortfall in advance of MM, the implementation of the project would result in a significant boost to services and consequently require 33 trains in the fleet (this is lower than the previous Northern Loop Group would require which included Sunbury line services but 6 more for Craigieburn and Upfield lines only). Table 4-9 summarises the change in fleet requirements between 2022 and 2046.

Table 4-9: Fleet Requirements: Northern Loop Line


TOTAL

2022 28 1 4 33

2026 29 1 4 34

2030 30 1 4 35

It has been assumed that a dedicated fleet of Comeng trains would operate on the Northern Loop Line. Table 4-10 summarises the anticipated stabling locations for the Northern Loop Line upon implementation of MM. All trains will be able to be stabled on the group in existing facilities.

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Table 4-10: Stabling: Northern Loop Line

Stabling Location Trains Stabled

(for service)

Trains Stabled

(maintenance/stand-by)

Craigieburn 15 5

Broadmeadows 3 -

Upfield 4 -

Macaulay 3 (+2 longer term) -

Racecourse 3 -

TOTAL 28 33

.

4.4 Sunshine-Dandenong Line Services

4.4.1 Overview

The Sunshine-Dandenong Line would be created upon delivery of the MM tunnel. Trains would operate from the Sunbury line via the MM tunnel and through to the Cranbourne and Pakenham lines and vice versa. The line will operate with a dedicated fleet of HCMT trains maintained at a new facility at Pakenham East. New train maintenance facilities will also be provided at Calder Park.

The line will operate with a new in-cab signalling system; initially this will be installed between Sunbury and South Yarra but with provision to roll-out across the whole line in subsequent projects.

Whilst the trains on the line will be dedicated to the group, some trains from the Cross-City and Frankston Loop Lines will need to access Westall for stabling and maintenance purposes. Therefore, at off-peak times some trains will access the Dandenong corridor via the surface tracks at South Yarra.

There will also be interaction with V/Line services. Trains from Traralgon will share tracks between Pakenham and South Yarra where they will diverge and use the surface tracks to access Flinders Street. At the other end, regional trains from the Bendigo line will share tracks between Sunbury and Sunshine before accessing the RRL tracks to Southern Cross. All V/Line trains operating on the Bendigo line will need to be fitted with in-cab signalling technology.

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Figure 4-4: Sunshine-Dandenong Line – Schematic Diagram

Fo

ots

cra

y

Cranbourne

Pa

ke

nh

am

Sunbury

Flinders Street

Caulfield


Watergardens

Sunshine

84

17

Huntingdale

Dandenong

16

Stabling Facility

Maintenance Facility

Westall

Pa

ke

nh

am

Ea

st

Calder

Park

Melbourne

Central

4.4.2 Peak period service pattern

At the completion of the MM project it is planned that a total of 17tph would operate in the AM peak hour in the east bound direction and 16tph would operate in the westbound direction. The proposed service pattern assumes 50% originating from Sydenham and 50% from Sunbury. In the south east it is assumed that 50% of the services originate at Pakenham and 25% at each of Cranbourne and Dandenong.

An alternative option has been considered where Dandenong starters commence at Westall. The positive outcomes of this option include reduced train movements through the at grade junction into Dandenong and potential improvements to reliability. The negative outcome of this option is reduced service frequencies at stations between Dandenong and Westall. Further analysis will be undertaken during the detailed development phase in order to understand, the impact on passenger loading and any risk to performance to determine whether short starter services should commence at Dandenong or Westall. For now, this COO remains based on all services running through to Dandenong.

A flat two-hour peak service would operate on the corridor to encourage peak spreading, maximise the utilisation of the new infrastructure and meet demand. Unlike the remaining corridors, the Sunshine-Dandenong Line would also be set up to operate with 220m trains; these would not operate in day one but as platforms were lengthened at suburban stations longer trains would be introduced in line with patronage growth.

Table 4-11 outlines the planned service numbers, the anticipated train lengths in operation, the impact on fleet requirements and the extra kilometres that would be incurred. The anticipated increase in train length has been determined based on the latest patronage forecasts.

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Table 4-11: Sunshine-Dandenong Line: Projected Peak Services Eastbound 2022 to 2046

Year Trains In Fleet (Cars)

Peak Hour Services Peak 2 hour Services Additional KMs per annum (includes extra kms for additional cars)

Sun

bury

Syden

ham

VLIN

E (

Bend

igo)

Cra

nbo

urn

e

Dand

eno

ng

Paken

ham

VLIN

E

(Tra

ralg

on)

Sun

bury

Syden

ham

VLIN

E (

Bend

igo)

Cra

nbo

urn

e

Dand

eno

ng

Paken

ham

VLIN

E

(Tra

ralg

on)

2022 60 (155m)

8 9 4 5 3 8 2 16 17 6 10 6 16 4 285,000

2031 60 (220m)

8 9 4 5 3 8 2 16 17 6 10 6 16 4 2,510,000

4.4.3 Off-peak service provision

It is not planned to increase off-peak service levels from what is planned to operate in advance of the delivery of MM. NDP-MR identifies a need to operate 10 minute off-peak services to Dandenong and Sydenham in the next few years. It is planned that MM would open with the same service level, albeit with trains through running rather than operating via their respective city loops. The through running will incur a small saving in total kilometres, identified in the table above and represent a net increase accounting for these savings.

With the opening of the tunnel it is planned that an underlying 20 minute service would operate between Pakenham and Sunbury at all off-peak times. This would be supplemented with an additional 20 minute service between Sydenham and Cranbourne at most off-peak times but at times of low patronage only a shuttle between Dandenong and Cranbourne would operate.

Table 4-12 summarises the proposed service levels on the Sunshine-Dandenong Line assumed for the MM Project business case.

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Table 4-12: Sunbury-Dandenong Metro: Proposed Off-peak service level

Period Sunbury to Pakenham Sydenham to Cranbourne (Dandenong to Cranbourne shuttle where marked with *)

Through MM Tunnel

Weekday Pre AM peak


Weekday Inter-peak


Weekday 1830-2200


Weekday Late night

Every 20 minutes *Every 20 minutes Every 20 minutes



Weekend 1000-2200


Weekend Late night



The Sunshine-Dandenong Line would operate with a dedicated fleet of 60 High Capacity Metro Trains (HCMT) upon opening of the MM tunnel. Table 4-13 summarises the anticipated change in fleet requirements between 2022 and 2046.

Table 4-13: Fleet Requirements: Sunshine-Dandenong Line


TOTAL

2022 54 x 155m 1 x 155m 5 x 155m 60 x 155m

2028 54 x 220m 1 x 220m 5x 220m 60 x 220m

2046 54 x 220m 1 x 220m 5 x 220m 60 x 220m

Table 5-11 summarises the anticipated stabling locations for the Sunshine-Dandenong Line upon implementation of MM. The majority of the fleet would be stabled at Calder Park and Pakenham East. In the longer term, as trains are extended to 220m, Westall would be transferred to the Frankston Loop Line and some capacity would also be lost at Sydenham and Dandenong. Additional roads would be provided at Pakenham East to replace the lost capacity elsewhere.

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Table 4-14: Stabling locations and capacity for Sunshine-Dandenong Line

Stabling Location Trains Stabled

(for service – Day one)

Trains Stabled

(for service – 220m)

Trains Stabled

(maintenance/stand-by)

Calder Park 23 25 1

Sydenham 4 2 -

Westall 8 - -

Dandenong 9 7 -

Cranbourne 5 5 -

Pakenham East 5 15 5

TOTAL 54 54 60

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5 ROLLING STOCK AND STABLING IMPLICATIONS

The MM project forms part of a long term rail plan to sectorise the network into fully independent metro lines running on separate tracks at all times of the day. One of the fundamental elements of that strategy is to provide a dedicated (or captive) fleet to each of the rail sectors and in turn, supporting maintenance and stabling arrangements for each fleet.

The implementation of the committed works and procurement of a new fleet will enable partial fleet sectorisation. However, MM will create the opportunity to further dedicate trains onto specific lines as shown in Table 5-1, which identifies the estimated fleet required and the proposed deployment of those trains by group following the implementation of the committed projects and the MM project.

As shown in previous chapters, the Cross City, Sunshine-Dandenong and Northern groups would each be furnished with their own maintenance facilities providing the opportunity to contain trains on their respective groups. The Frankston Metro will require trains to be transposed to Westall and Newport to access maintenance facilities. This operation will require some off-peak trains to operate across the groups; modelling has demonstrated this is workable and does not unduly affect performance and whilst this compromises the sectorisation philosophy, it has been deemed acceptable as the alternative solution would be to establish a new maintenance facility at Baxter – significantly adding to the cost of the overall project.

The base case for this project includes the procurement of 33 new HCMT. These trains form part of a pre-election commitment to purchase 40 new trains (the first 7 trains procured were additional X’Trapolis Units). A total of 60 HCMT will be required to deliver services on the Sunshine-Dandenong Line – this will require an additional 27 HCMT to be procured.

The first order of HCMT procured in advance of MM will be deployed on the Dandenong corridor and operate services via the Caulfield Loop. The new order of 27 HCMT will be added to the first 33 to create a stand-alone fleet of 60 trains required on the Sunshine-Dandenong Line. Comeng trains in operation on the Sunshine corridor in advance of MM would be cascaded to support the additional services on the Northern Loop, Cross-City and Frankston Loop Lines.

Table 5-1: Rolling Stock Deployment following implementation of MM

Line Comeng Siemens HCMT TOTAL

New Trains required

Northern Loop 33 - - 33

+27 HCMT Cross-City & Frankston

38 36 - 74

Sunshine-Dandenong

- - 60 60

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6 INTERFACE WITH REGIONAL AND FREIGHT SERVICES

The implementation of the MM project may require some changes to freight and regional services. The MM service plan has been developed in tandem with RRL.

Services on the Sunshine-Dandenong Line would interact with regional services over two sections.

Bendigo services will operate between Sunbury and Sunshine on the metropolitan tracks; and,

Traralgon services operating between South Yarra and Pakenham

Services on the Northern Loop Line would also interact with regional services from Seymour on the section between Craigieburn and Southern Cross. Cross-City Line services would be completely segregated from regional services.

The need to integrate metro and regional services may constrain the opportunity to meet all the objectives of a modern metro, nevertheless, detailed service planning has been undertake to ensure both networks can operate together effectively with track and signalling projects planned in both the regional and metropolitan sections to complement the combined service requirements.

Freight services would continue to operate occasionally on all corridors; however these would have to operate outside peak periods.

6.1 Regional service provision

The most significant interaction with regional services would occur on the Sunshine-Dandenong Line in particular due to the need to co-ordinate regional and metropolitan services at Sunshine Junction. As such the Metro line and RRL group of lines would need to be timetabled as a group. Future projects on that combined group have been developed to enable regional services to co-ordinate with Metro at both the suburban boundary points and at Sunshine junction. To protect travel times on the regional network and deliver high levels of capacity the service plan has been developed on the following basis:

Pathways for regional services from Ballarat and Bendigo scheduled through the Metro network from the boundary station consistently at peak and off-peak times;

In the design–case pathways for services to and from Bendigo are designed to arrive at Sunshine Junction at the same time as Metro pathways to and from Melton to enable capacity to be maximised on the up side of Sunshine;

Geelong services would tie in with Ballarat services at Deer Park Junction and Bendigo services at Sunshine and operate at twice the frequency of those lines;

Pathways for regional services from Traralgon scheduled through the Metro network from the boundary station (Pakenham) at all times of the day;

Pathways for regional services from Seymour provided every 22 or 33 minutes to arrive at North Melbourne in parallel with services from Upfield;

All regional services would be operated with DMU sets;

Short starters provided on the Sunbury corridor from Sydenham and the Melton corridor from Rockbank or Caroline Springs to protect travel times on the Bendigo and Ballarat lines;

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Long distance services from beyond Marshall, Wendouree and Eaglehawk would operate at off-peak times only and utilise the regular pathways normally provided for the associated regional centre services (e.g.: a service from Ararat would utilise a pathway created for Ballarat services).

6.2 Freight service provision

Occasional freight services use the metropolitan network at off-peak times and it is not intended that freight services would be precluded from the network with the implementation of the MM project. However, it should be noted that the MM tunnel is not proposed to support freight trains and existing freight services scheduled during the inter-peak may need to be re-timed.

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7 PROJECT OUTCOMES

7.1 Reliability

7.1.1 Background

The implementation of the MM project will result in significant improvements to the reliability of some Metropolitan lines. Simulation modelling has been undertaken to assess the likely reliability level of each of the metro lines created by the MM project. This chapter summarises these findings.

Reliability has been calculated using the RailSys model which is calibrated to the current performance of the network. Survey data collected for the calibration of the model demonstrates that significant delays are incurred at various locations for a variety of reasons.

The DOT RailSys model incorporates all of the metropolitan lines and regional passenger lines across Victoria, in addition to the key intrastate freight and Australian Rail Track Corporation interstate routes.

RailSys was developed as joint venture with German railways (Deutsche Bahn) and the University of Hannover. The collaboration came out of a need for German railways to have the ability to test a given timetable design, prior to implementation. RailSys is now a leading tool in rail infrastructure and timetable development, across leading European railways and global consultancies.

7.1.2 Methodology

The RailSys model has been used predominantly to assist in the development of robust, conflict-free timetables. A number of indicative service options were designed for each corridor and tested in RailSys. The best performing options were taken forward for detailed analysis and refinement.

In all cases peak service plans were developed to operate consistently over a 2-hour period rather than the 1-hour peak seen in current system timetables. It should be noted that a flat 2-hour service is not proposed for opening but it was determined that any service plan should be proven to work for 2 hours as longer term patronage requirements may necessitate the activation of the shoulder peak pathways. Moreover, the purpose of the testing is to demonstrate system robustness and adopting a more intensive traffic pattern assists in this regard.

In the first instance all service plans were refined to optimise train paths utilising the proposed infrastructure, ensuring no timetable conflicts were evident under the proposed service levels. Secondly, RailSys also has the capability of performing reliability assessments through undertaking multiple simulations of various delay scenarios. RailSys has been used to compare performance between various options, with the model calibrated to ensure that the simulation results are consistent with actual performance.

It should be noted that actual performance and reliability statistics are influenced by a large range of factors, many of which cannot be suitably incorporated into multi-simulation analysis (crew and rolling stock availability, for example). Therefore, whilst the statistics presented can be used as a guideline to the level of reliability expected compared to the base case, results must be used with caution.

7.1.3 Modelling assumptions

In order to assess the benefits of a given timetable design or infrastructure option, a benchmark is required by which it is possible to assess the relative change in reliability. For the purposes of the MM modelling, benchmarking has taken place against the current reliability statistics for each of the metropolitan lines. The benchmark utilised is an average reliability for the city bound morning peak services as reported through the Operational Performance Reporting (OPR) system.

To calibrate the base case model with the current actual performance some delay settings are adjusted to reflect current known performance black-spots. However, when estimating future performance some of those

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settings are altered to reflect the changed operating paradigm. In particular the following adjustments have been made regarding changes to likelihood and impact of delays resulting from the proposed operating plan:

Reduced underlying delays between Kensington and Flagstaff on the Northern Loop Line as a result of eliminated interaction with Sunbury line services in the North Melbourne area;

Reduced underlying delays inbound from Footscray on Sunshine-Dandenong Line as a result of eliminated interaction with Craigieburn, Upfield and Seymour services in the North Melbourne area;

Reduced underlying delays from South Kensington to Southern Cross on the Cross-City Line as a result of eliminated interaction with Craigieburn direct services in the North Melbourne area;

Reduced occurrences of extended dwell times as a result of reduced passenger loading and more even train presentation on all lines;

Increased scheduled dwell times at inner city stations on Sunshine-Dandenong Line as a result of higher proportion of boarding and alighting;

A minimum of 6% allowance is applied to all trains; however additional run time may be required at some locations due to timetable pathing requirements.

7.1.4 Summary of Multi-Simulation Analysis

7.1.4.1 Sunshine & Dandenong Corridors (via MM Tunnel)

The diversion of Sunbury, Cranbourne and Pakenham line trains into the MM tunnel will create a simplified network, enabling a new stand-alone timetable to be constructed around the constraints on those corridors. However, both ends of the network will continue to accommodate V/Line trains from Traralgon (on the Dandenong corridor as far as South Yarra) and from Bendigo (on the Sunbury corridor as far as Sunshine), this reduces the permutations for timetable design and results in some trains needing to operate at the capacity of the signalling system.

To mitigate this there is a need to install High Capacity Signalling system on the Sunbury line between Sunbury and South Yarra. A technically conflict-free timetable may be constructed with an upgraded line-side signalling, albeit at the expense of reduced reliability; being around 10%.

There also remain a number of other significant constraints on the metropolitan corridors which affect performance, notably the single line section to Cranbourne and the 5 minute signalling headway between Dandenong and Pakenham. The early morning positioning of trains on the Dandenong corridor also complicates timetable construction and performance especially with the signalling headway on the Pakenham line.

It should also be noted that a key assumption made in the modelling is that V/Line presentation at the metropolitan boundary at Pakenham and Sunbury will improve significantly compared to current performance. It has been assumed that 90% of Bendigo and Traralgon trains would arrive at the boundary within 2 minutes of the scheduled time. This improvement will require a combination of operational process changes as well as the potential need to add additional recovery time between the boundary station and the first regional area station.

The table below shows the current average reliability and the improvement shown in RailSys following the implementation of the MM project. It should be noted that due to the new routing of services, reliability is measured at different locations for each scenario.

Two options which have been considered include Westall and Dandenong starters and Dandenong starters only. These two options have no bearing on the required rollingstock and infrastructure requirements. However, due to complex operations around Dandenong, there is a preference for the Westall and Dandenong starter option and the reliability results for this option are shown in Figure 7-1.

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Table 7-1: Sunshine-Dandenong Corridor Reliability Modelling Results

Services “On-time”

AM Peak UP services

Line Current

(Feb to July 2011)

Anticipated Measurement point (current/Future)

Pakenham 72% 93% Flinders St / Parkville

Cranbourne 81% 93% Flinders St / Parkville

Sunbury (current – Sydenham)

79% >95% Flinders St / Domain

Traralgon (V/Line) 65% 92% Southern Cross / Richmond

Bendigo (V/Line) 79% >95% Southern Cross / Sunshine

“On-time” measured to 4:59 of scheduled time

7.1.4.2 Craigieburn and Upfield Corridors

The MM project enables the Craigieburn and Upfield lines to operate as an isolated group via the Northern Loop with access to four platforms at North Melbourne. This provides the opportunity to operate a high frequency service through the inner core at a high level of reliability. The reduced interaction between trains in the North Melbourne area in particular has demonstrated strong results. Nevertheless, there remain a number of constraints on the suburban corridors which need to be considered when constructing the timetable – especially given the higher frequencies required. These include:

The single line section from Upfield to Gowrie;

The Essendon starters turn-back in platform two;

The inability to schedule Up Seymour trains on platform 2 at Craigieburn due to the track configuration;

The need to slow Seymour trains between Craigieburn trains;

Isolated areas of long signalling blocks on the Craigieburn line.

Juggling these constraints allows a robust timetable to be constructed with a regular 5.5 minute service for Up Craigieburn trains and a regular 11 minute service for Up Upfield trains during the morning peak two hours. Essendon services are also scheduled at 11 minute intervals during the morning peak. This allows trains to be scheduled every 2 to 3 minutes through the loop.

The table below shows the current and modelled reliability results in the AM peak on the Craigieburn, Upfield and Seymour lines following the implementation of the MM project.

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Table 7-2: Craigieburn and Upfield Reliability Modelling Results

Services “On-time”

AM Peak UP services

Line Current

(Feb to July 2011)


Craigieburn 82% 88% Flinders Street

Upfield 89% >95% Flinders Street

Seymour 91% >95% Southern Cross

7.1.4.3 Werribee/Williamstown & Sandringham Corridors

The MM project allows Werribee and Williamstown trains to run into the city without any interaction with other lines. Modelling has demonstrated that the removal of Craigieburn line trains between North Melbourne and Flinders Street simplifies the timetabling of the section, removes a flat-junction conflict and significantly improves the operation of the section with capacity released for additional services.

These changes have significant flow-on benefits to the rest of the corridor enabling the timetable to be better designed around the remaining constraints on the line, notably:

The single line section on the Altona Loop;

Flat junctions at Newport and Altona Junction;

Single platforms at Sandringham, Williamstown and Laverton (for Altona loop trains).

Despite the improvements noted above, although additional capacity could be provided on the corridor inbound from Newport, the modelling analysis identified that those pathways were not accessible to Werribee line trains without the provision of an improved signalling system between Werribee and Newport.

Terminus capacity was also identified as a significant constraint on the reconfigured Cross-City Group. An option to turn-back all Sandringham and Werribee/Williamstown services at Flinders Street was quickly discounted for the following reasons:

This would result in a sub-optimal passenger outcome as Sandringham passengers would need to change trains to reach Southern Cross and beyond and Werribee/Williamstown passengers would need to change trains to reach Richmond and beyond;

Werribee/Williamstown trains would need to turn-back on platforms 8 and 9 to allow Sandringham services to use 12 and 13. Operating 18tph in and out of platforms 8/9 would have come close to the theoretical capacity of the area and resulted in a poor reliability outcome.

Instead, it was determined that most Werribee/Williamstown services would form Sandringham line services and vice versa. However, with 20tph running eastbound into Flinders Street on the Through Suburban lines it is still practical to terminate around 1 in 3 services at platform 9 with the remaining 14tph running through platform 8.

Of those running through, it was identified that significant pressure would be placed on the limited terminating facilities on the Sandringham line if they all operated to Brighton Beach or Sandringham, moreover, this would require 1 or 2 additional units of rolling stock in service. Therefore, the opportunity to

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utilise the vacated platforms at South Yarra was tested and determined to be a suitable bolthole to turn-back up to 4tph.

Up Sandringham services were worked around the Werribee corridor as it features fewer constraints than the Laverton (via Altona) and Williamstown lines. Nevertheless, modelling identified a number of critical issues that needed to be resolved in order to develop a robust timetable, including the need to re-instate platform 3 at Brighton Beach as a terminating/turn-back location.

In the city all Up Sandringham services operate into platform 10 at Flinders Street and have to merge with turn-back services from platform 9 before forming down services to Werribee.

Overall reliability results showed marked improvements on the Werribee and Williamstown lines compared to the existing timetable performance; Sandringham line is also expected to increase.

Table 7-3: Werribee, Williamstown and Sandringham Reliability Modelling Results

“On-time”

AM Peak UP services

Line Current

(Feb to July 2011)


Werribee (incl Laverton) 73% 93% Flinders Street

Williamstown 81% 92% Flinders Street

Sandringham 89% 93% Flinders Street

7.1.4.4 Frankston Corridor

The MM project separates the Frankston line from the Cross-City group and results in all Frankston line trains operating independently via the Caulfield Underground Rail Loop. Rail simulation work identified that the simplification of the group would enable a more reliable operation whilst increasing service levels to 17tph.

The operation of a more frequent service requires the stopping pattern to be altered with express services no longer skipping stops between Caulfield and South Yarra. Nevertheless, Frankston express services are still required to use the centre track to over-take stopping services between Moorabbin and Caulfield. In order to ensure an adequate level of clearance time between services leaving the third track section at Caulfield, modelling analysis identified that the timetable requires the addition of running time allowance to the stopping all stations service of approximately 60 seconds. Conversely the express services are required to operate under the minimum sectional time between Moorabbin and Caulfield in order to pass the stopping service before the merge at Caulfield. Between Caulfield and South Yarra the express services receive additional running time in order to service the intermediate stations.

Additional scheduled dwell time was also applied at locations such as Southland (for express trains), Bentleigh (fare zone boundary), Caulfield (interchange with the Sunshine- Dandenong line) and South Yarra (interchange with the Sandringham line) to account for anticipated increases in passenger movements. Other stations featuring additional scheduled dwell time include; Mordialloc, Moorabbin, Ormond and Glenhuntly.

Overall, additional allowances have had to be inserted into the timetable to allow the combined stopping patterns to operate in a robust manner. Therefore, part of the reliability improvements will be due to these increases in allowances and are at the expense of faster travel times.

The table below shows the change in average reliability on the Frankston line based on RailSys modelling following the implementation of the MM project and consequent sectorisation of Frankston services from the rest of the network.

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Table 7-4: Frankston Reliability Modelling Results

“On-time”

AM Peak UP services

Line Current

(Feb to July 2011)


Frankston 79% 95% Flinders Street

7.2 Demand match

As described earlier, the implementation of MM will increase capacity on the Pakenham, Cranbourne, Frankston, Werribee/Williamstown, Upfield, Craigieburn and Sunbury lines to enable demand forecasts to be met. Section 2.4 identified a capacity and demand mismatch with the delivery of the committed projects only, this section demonstrates the increase in capacity and the projected impact on load breaches and average loadings following the implementation of MM.

7.2.1 Peak hour capacity

The capacity benefits delivered by the MM project will be most significant in the peak hour, with capacity rising by between 2000 and 5000 passengers per hour on each of the lines. Figures 7-1 to 7-4 show the capacity uplift delivered by MM on each of the lines with the uplift highlighted in yellow on each of the graphs.

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Figure 7-1: Demand and Capacity with MM

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As shown in Figure 7-1 the capacity increase delivered by MM will significantly assist in meeting demand on all affected corridors. In particular it should be noted that:

Sufficient peak hour capacity will be provided on the Craigieburn and Upfield lines until the mid-2020s;

Sufficient peak hour capacity will be provided on the Sunshine line until the mid-2020s; and

Capacity provided on the Werribee & Williamstown, Frankston, Dandenong and Sandringham lines will meet demand upon opening of the project.

It should be remembered that MM will also form a platform for further upgrades to meet longer term demand. As such further capacity increases beyond MM are planned for all lines through the following projects:

High Capacity Signalling – providing a further capacity boost on all lines;

Completion of the Dandenong Corridor upgrades (including level crossing works) to enable higher frequencies to operate on the Sunshine and Dandenong lines;

Electrification to Melton – providing more trains west of Sunshine;

High Capacity Metro trains – which will enable more passengers to be carried in each pathway.

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8 FUNCTIONAL REQUIREMENTS

As described above, the MM project would improve service frequencies on the Craigieburn, Frankston, Sandringham, Sunbury, Upfield and Werribee lines and enable longer trains to operate on the Sunshine and Dandenong lines through a major reconfiguration of the network. As such the functional requirements would include corridor works on all these lines as well as the provision of the new tunnel.

This section outlines the high level functional requirements of the project to meet the operational outcomes described in earlier chapters. The scope of works is presented by network section and is broken down into four sub-categories as follows:

Track and Signal works

Stabling works

Station works

Any other works

The scope also identifies the timing of the works: where “Deliver” is listed the works are required for the day one service provision, where “Future” is listed only provision is required to ensure future upgrades are not precluded.

8.1 South Yarra Portal to South Kensington Portal

8.1.1 Track and Signal

Requirement Status

Two new uni-directional tracks in underground tunnel running from South Yarra portal to South Kensington portal

Deliver

Tracks to allow speeds of up to 80kp/h where achievable Deliver

Tracks and tunnels to accommodate HCMT of 220m Deliver

In-cab signalling system to be installed on the entire section with capability to deliver signalling re-occupation times of no more than 90 seconds and use of Automatic Train Operation

Deliver

8.1.2 Stations

Requirement Status

DOMAIN: New underground station provided at Domain configured as island platform with two sides capable of accommodating trains of 220m

Deliver

Station to provide direct access to Tram interchange station at street level Deliver

CBD SOUTH: New underground station provided below existing Flinders Street station in the vicinity of the corner of Swanston and Flinders Streets with two platforms capable of accommodating trains of at least 220m in length.

Deliver

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Requirement Status

Paid area connectivity to be provided between underground platforms and existing platforms 1 to 14 at Flinders Street station

Deliver

CBD NORTH: New underground station provided below existing Melbourne Central station in vicinity of the corner of La Trobe and Swanston streets with paid area connectivity to existing platforms at Melbourne Central station. Two platforms provided capable of accommodating trains of at least 220m in length.

Deliver

PARKVILLE: New underground station provided in Parkville area with direct connectivity to existing tram routes. Two platforms provided capable of accommodating trains of at least 220m in length. Side or island platforms are acceptable.

Deliver

ARDEN: New underground station provided under Queensberry Street. Two platforms provided capable of accommodating trains of at least 220m in length.

Deliver

8.1.3 Other

Requirement Status

The new underground tunnel will not be configured to accommodate freight or regional trains.

Note

Power supply systems to support opening day train requirements Deliver

New power systems to not preclude future train requirements Passive provision

8.2 South Kensington Junction


Requirement Timing

A new tunnel portal provided in the vicinity of South Kensington station on the north side of the existing Main Suburban rail lines. No connection required to Through Suburban lines.

Deliver

Junction required with the current Main Suburban lines required for abnormal operations and construction phase

Deliver

In-cab signalling system to be installed on entire section with capability to deliver signalling re-occupation times of no more than 90 seconds and use of Automatic Train Operation

Deliver

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8.2.2 Other

Requirement Status

Upgrade of power systems, where required, to support day of opening train requirements

Deliver

Upgrade of power systems to not preclude future train requirements Passive Provision

8.3 South Kensington to Sunshine Station


Requirement Status

In-cab signalling system to be installed on entire section with capability to deliver signalling re-occupation times of no more than 90 seconds and use of Automatic Train Operation. No changes to signalling system on Through Suburban lines

Deliver

8.3.2 Stations

Requirement Status

Provision for future lengthening of all platforms to accommodate trains of 220m in length

Passive Provision

8.3.3 Other

Requirement Status

Upgrade of power systems, where required, to support opening day train requirements

Second tranche HCMT Project

Upgrade of power supply systems to not preclude future train requirements Passive provision

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8.4 Sunshine Junction


Requirement Status

In-cab signalling system to be installed on entire section with capability to deliver signalling re-occupation times of no more than 90 seconds and use of Automatic Train Operation

Deliver

Grade separation on down side of Sunshine to enable up and down Bendigo services and down Sunbury services to cross up and down Melton services conflict-free

Passive provision

Provision for electrification to Melton and merger of Melton electric services with services from Sunbury at Sunshine Junction

Passive provision

8.4.2 Stations

Requirement Status


Passive Provision

8.4.3 Other

Requirement Status

Maintain at grade connection to Independent Goods lines at Sunshine and ensure signalling system can support continued freight movements to and from the corridor with an overlay system.

Deliver

Upgrade of power systems, where required, to support day of opening train requirements

Second tranche HCMT

Power systems to not preclude future train requirements Passive provision

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8.5 Sunshine Junction to Sydenham


Requirement Status

In-cab signalling system to be installed on entire section with capability to deliver signalling re-occupation times of no more than 90 seconds and use of Automatic Train Operation. System designed to accommodate fitted V/Locity rolling stock and with suitable overlay system to enable infrequent freight movements at off-peak times.

Deliver

8.5.2 Stabling

Requirement Status

Maintain existing stabling roads at Sydenham Note

Make provision to adapt existing double-stacked stabling at Sydenham to accommodate 2x 220m trains

Passive Provision

Assume existing stabling roads at St Albans have been removed Note

8.5.3 Stations

Requirement Status


Passive Provision

8.5.4 Other

Requirement Status

Assume grade separation of Anderson Road (North) and Main Road completed in advance of project

Note



Upgrade of power systems to not preclude future train requirements Passive provision

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8.6 Sydenham to Sunbury


Requirement Status


Deliver

8.6.2 Stabling

Requirement Status

New stabling facility provided in the vicinity of Calder Park with following functionality

• Provision to stable up to 30x HCMT of a length of 155m in day one and 220m in long term;

• Activation of 12 stabling roads; • Train wash.

First tranche HCMT Project

Activation 12 new stabling roads at Calder Park to support additional fleet on Sunshine-Dandenong Line


8.6.3 Stations

Requirement Status


Passive Provision

Allow for future stations at Calder Park, Holden Road and Jackson’s Hill Passive provision

8.6.4 Other

Requirement Status




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8.7 North Melbourne to Essendon


Requirement Status

Re-configure track-work at Essendon to enable short starters to operate on Craigieburn line from platform 2. Upgrade and extend platform 1 to accommodate trains of up to 155m in length to operate up through services from Craigieburn

Deliver

Upgrade of signalling system between Moonee Ponds and Newmarket to deliver re-occupation times of no more than 150 seconds and ability to operate regional and freight trains

Deliver

8.7.2 Other

Requirement Status

Upgrade of power supply systems, where required, to support opening day train requirements

Deliver


Allow for grade separation of Buckley Street Passive provision

8.8 Essendon to Craigieburn


Requirement Status

Upgrade of signalling system between Broadmeadows and Craigieburn to deliver re-occupation times of no more than 150 seconds and ability to operate regional and freight trains

Deliver

8.8.2 Other

Requirement Status


Deliver


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8.9 North Melbourne to Upfield


Requirement Status

Additional platform provided at Upfield to enable higher frequency to operate Deliver

Do not preclude future duplication of line between Gowrie and Upfield Passive provision

Do not preclude extension of electrified services from Upfield to Roxburgh Park Passive provision

8.9.2 Stabling

Requirement Status

Provision for future additional stabling at Upfield Passive provision

8.9.3 Other

Requirement Status

Upgrade of power supply systems, where required, to support opening day train requirements

Deliver


8.10 North Melbourne to Werribee


Requirement Status

Upgrade of existing signalling system between Newport and Werribee to deliver re-occupation times of no more than 150 seconds and ability to operate regional and freight trains

Deliver

8.10.2 Stabling

Requirement Status

New stabling at Melbourne Storage Yard for 12 x 155m trains to support additional services on Northern Loop, Cross-City and Frankston Loop Lines


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8.10.3 Other

Requirement Status


Deliver


Provide new 155m HCMT maintenance road at Newport to support increase in rollingstock kilometres on Cross-City and Frankston lines

Second tranche HCMT Project but

8.11 South Yarra Junction


Requirement Status

A new tunnel portal provided on the down side of South Yarra station in between the existing up and down Caulfield Local lines

Deliver

The new tracks exiting the tunnel would merge with the current Caulfield Local lines through a configuration allowing the grade separation of the up Caulfield Local line and the down MM tunnel line to allow merges and demerges with regional and freight services

Deliver

Reconfiguration of South Yarra station tracks to provide the following:

New turn-back platform 2 connected to the up and down Sandringham lines

Re-allocation of platform 3 as down through Sandringham line

Re-allocation of platforms 4 and 5 as up and down Frankston lines

Re-allocation of platform 6 as bi-directional platform for Gippsland V/Line services and freight

(Note: If above not achievable, platform 2 and 3 can be swapped)

Deliver

8.11.2 Other

Requirement Status

Upgrade of power supply systems to support long term train requirements Passive provision

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8.12 South Yarra Junction to Dandenong


Requirement Status

Existing track and signalling to be retained Note


Future DRC Project

Do not preclude construction of new track pair alongside existing tracks Passive provision

8.12.2 Stabling

Requirement Status

Retain existing stabling at Westall for use by HCMT and Comeng rollingstock Note

If achievable, retention of stabling at Westall and upgrade to accommodate trains of 220m in length (if not achievable, Westall stabling transferred to Frankston Loop Line and additional roads provided at Pakenham East)

Passive provision

8.12.3 Other

Requirement Status

Upgrade of power supply systems, where required, to support long term train requirements

Future DRC Project

8.13 Dandenong Junction


Requirement Status


Future DRC Project

Provision for grade separation of down Cranbourne line over up Pakenham line Passive provision

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8.13.2 Stabling

Requirement Status

Upgrade of stabling at Dandenong to accommodate HCMT of 220m – this will reduce capacity to 7 trains

Future DRC Project

8.13.3 Stations

Requirement Status

Upgrade of Dandenong station to provide separate up and down platforms for Cranbourne and Pakenham lines

Future DRC Project

8.13.4 Other

Requirement Status


Future DRC Project

8.14 Dandenong to Cranbourne


Requirement Status

Duplication of line from Dandenong to Cranbourne (unless already completed) Future DRC Project

In-cab signalling system to be installed on the entire section with the capability to deliver signalling re-occupation times of no more than 90 seconds and use of Automatic Train Operation. System designed to accommodate fitted V/Locity rolling stock and with suitable overlay system to enable infrequent freight movements at off-peak times.

Future DRC Project

Provision for extension of the line to Clyde (unless already completed) Passive provision

8.14.2 Stabling

Requirement Status

If achievable, retention of stabling at Cranbourne and upgrade to accommodate trains of 220m in length

Future DRC Project

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8.14.3 Other

Requirement Status


Future DRC Project

8.15 Dandenong to Pakenham


Requirement Status

In-cab signalling system to be installed on the entire section with the capability to deliver signalling re-occupation times of no more than 90 seconds and use of Automatic Train Operation. System designed to accommodate fitted V/Locity rolling stock and with suitable overlay system to enable infrequent freight movements at off-peak times.

Future DRC Project

Provision for additional track and platform at Pakenham Passive provision

8.15.2 Stabling

Requirement Status

New stabling and maintenance facility provided on down side of Pakenham station featuring the following functionality:

Provision to stable up to 30x trains of a length of 220m

Activation of 10 stabling roads

3x maintenance roads with functionality to undertake all maintenance activities

Train wash facility

Two access roads with provision for train cleaning in advance of stabling

First trance HCMT project

Activation of 6 additional stabling roads at Pakenham East to support additional fleet on Sunshine-Dandenong Line

Deliver

8.15.3 Other

Requirement Status


Future DRC Project

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8.16 Frankston line


Requirement Status

New crossovers required at Carrum to allow access between both platforms and the stabling roads on each side of the line

Deliver

Future duplication and electrification beyond Frankston to Baxter Passive provision

Reserving land for a future stabling and maintenance facility at Baxter Passive provision

8.17 Rolling Stock

8.17.1 New Trains

Requirement Status

Procurement of 27new HCMT to enable extra day 1 services to be operated Second tranche HCMT Project

Procurement of 180 new intermediate cars in 2028 to enable 220m trains to operate on Sunshine-Dandenong Line

Include in MM Economic

Assessment only

Procurement of 4 additional HCMT in 2026 to enable additional services to be operated on the Northern Loop and Cross-City Lines


Assessment only

Procurement of 4 additional HCMT in 2030 to enable additional services to be operated on the Northern Loop and Frankston Loop Lines


Assessment only

8.17.2 HCS Fit-out

Requirement Status

Install HCS in-cab equipment on 60 HCMT to enable operation Sunshine-Dandenong Line

Deliver

Install HCS in-cab equipment on 24x3car V/Locity regional train sets to enable operation of Bendigo services over HCS section between Sunshine and Sunbury

Deliver

Install HCS in-cab equipment on 36x6car Siemens trains to enable operation of Cross-City Line incorporating Sandringham line already fitted with HCS

Deliver

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