FEATURE MORE TRACKS, SLOWER TRAINS The Victorian Regional Rail Link project is hobbled by inefficient planning and wasteful spending, says John Nestor

he Victorian government has blindly by average speed, many more can run on a given plunged into a $5.3 billion1 Regional section of the line than if trains of varying average Rail Link (RRL) project whose stated speeds (metropolitan versus non-metropolitan aim is to separate metropolitan trains in the metropolitan area) use the same T(electric) train services from the non-metropolitan line. This will involve determining the minimum services to reduce delays to the latter in the new tracks needed to meet the expected growth area. Sadly, this aim will be only patronage after analysing the cost of extra tracks partly realised and can be achieved by far less at various possible locations and possible costly investments. Moreover, the stated aim timetables. The aim is to use cost-benefit is being used to cover up the construction of a analysis to find the best possible journey time new metropolitan railway that will absorb improvements to the expected passengers per a large proportion of the $5.3 billion, do nothing dollar spent. to achieve the stated aim of the project, and But most importantly, investments in may actually slow down trains on the busiest additional tracks must not be made without non-metropolitan route. determining how the additional tracks will Western Melbourne has grown extensively be used. In recent years in various parts of in the last 40 years, and metropolitan electric Australia, railway proposals involving major train services have been continually expanded investments have been made, and in some cases to meet the increased demand: metropolitan built, but seem to have neglected the realities of electric trains have been extended to Werribee on how railways operate—resulting in little to no the line and Sydenham (Watergardens) real benefits. Spending large sums of money and will be soon extended to Sunbury on the does not guarantee beneficial results. With such line. (See Figure 2) At the same time, precedence of inefficiency, waste and limits the non-metropolitan Vline train services inherent in such projects, the Victorian proposal have grown significantly with faster and more needs to be carefully scrutinised about what it frequent trains, particularly in the ‘interurban’ might realistically achieve. lines radiating from Melbourne to Traralgon, The RRL project involves two additional Geelong, , Bendigo and Seymour—lines tracks from North Melbourne to Sunshine that benefit daily commuters and therefore (about 12 kms), duplication of the single track require (unlike longer-distance services) morning arrivals and afternoon departures during busy John Nestor has worked with the former peak hours. Hence, congestion is delaying NSW Public Transport Commission’s interurban train services in the peak hours in Rail Division and with non-profits for more the Melbourne metropolitan area. than 20 years in Australia and the US. The standard solution would be to build additional tracks to separate the faster non-metropolitan services from the slower Endnotes for this article can be metropolitan services: If trains are segregated found at www.policymagazine.com.

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Figure 1: Proposed Victorian Regional Rail Link (RRL) track route

Source: Department of Transport (Melbourne: Government of Victoria, 2011).

Figure 2: Existing Vline track routes by this project: the Traralgon/Sale/Bairnsdale line and the Seymour/Albury/Shepperton line. These two lines will experience delays that will gradually get worse as metropolitan services increase to meet expected travel growth. These two lines already experience the largest timetabled delays2 of individual non-metropolitan trains because of the need to fit slower metropolitan services; admittedly, the delays are to fewer passengers than on the other lines. The most expensive part of the Victorian RRL project is the construction of a new 25km double track line from Deer Park West to the Source: www.vline.com.au. Geelong line south of Werribee. This new line is supposed to reduce delays to trains on the Geelong line entering and leaving the Melbourne from Sunshine to Deer Park West (about 8 kms), metropolitan area. Currently, these trains run two new platforms on the southern side of to and from Melbourne via Werribee, Newport Southern Cross (formerly Spencer Street) station and Footscray. in Melbourne, various flyovers, and a completely The proposed line increases the distance that new double track railway (25 kms) from Deer the Geelong line trains have to travel by at least Park West to a point on the Geelong line south of 12 kms, an increase of over 35% through the Werribee. (See Figure 1) metropolitan area. This alone makes it difficult Although the stated aim of the project to understand how these trains can get to and is to avoid delays to non-metropolitan from Southern Cross Melbourne any quicker; trains near Melbourne by separating them currently, the worst evening peak Geelong from Metropolitan services, two of the five service is timetabled only three extra minutes non-metropolitan lines are completely unaffected because of metropolitan congestion.3

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But there is more: The new Geelong line $4.3 billion on the Vline website (November 2011) via Deer Park West line includes two new has expanded to $5.3 billion in recent reports. metropolitan stations: Wyndam Vale and In spite of the extensive ‘consultations’ Tarneit.4 But how can metropolitan trains expected in these mega-projects, there is not be separated from non-metropolitan trains much detail available but there are many puzzling (the stated aim of the RRL project) by building aspects to the project. When I enquired how the a new non-metropolitan line that incorporates new platforms at Southern Cross (on the south metropolitan stations? Realistically, this major side) were to be integrated with the current new metropolitan railway (25 kms) has nothing non-metropolitan platforms on the north side, to do with faster or more reliable services to and the reply was that there were two possible from Geelong, and will almost certainly make options—in other words, they had not decided!7 them slower. It is difficult to justify it even as But these questions need to be determined in merely a metropolitan development, given that detail before funds are committed. both the proposed stations are fewer than 6 kms One source of delays to interurban services is from existing frequently served metropolitan the train entry to Southern Cross station itself. electric train stations. Great sums of money were spent redeveloping it Thus two of the five non-metropolitan lines just a few years ago with futuristic architecture (Seymour and Traralgon) would be unaffected but with little regard to the realities of running by the RRL project, while the third line—the a railway. Diesel trains and passengers were Geelong line (by far the most patronised)— put in the same fume-filled, windy and noisy would likely receive slower services. Admittedly, non-space, while no attention was paid to the RRL project would reduce delays to Ballarat the type of trains Vline was increasingly and Bendigo peak train services by a few minutes, running—short, frequent trains rather than the and by more if extra metropolitan services long, less frequent services of yesteryear. The are introduced in the future, as seems likely. track arrangement was not converted from long In terms of its stated aims of ‘faster, more platforms into several shorter platforms, so trains comfortable, more reliable’ non-metropolitan have to run around other trains. This should train services, the RRL project in Melbourne is have been addressed at the outset and could have unlikely to achieve its aims. reduced delays at a modest cost. The RRL project That such vast investments could be initiated seems to be making the same sort of mistakes. without any assurance of achieving the proposal’s There is considerable capacity to move more aims is incredible, especially after the debacle peak non-metropolitan passengers with the same of another state-federal railway project recently number of trains—or in some cases reduce the completed in Victoria: the $613 million number of peak trains—by running trains of North-East Rail Revitalisation project on the higher capacity. While double-deck trains were Melbourne-Albury line (300 kms). After this tried but found unsuitable for metropolitan major expenditure, and the cancellation of most services in Melbourne (because of delays in train services for several years during construction, loading and unloading passengers at the closely the fastest Vline passenger train takes more spaced stations), they would be suitable for than 20 minutes longer than before the project peak services from Geelong, Ballarat, Bendigo, (and longer than steam trains took in 1937);5 Seymour and Traralgon where high patronage the additional track provided between Seymour exists or is developing. Double-deck, diesel- and Albury sees little interstate freight traffic hauled trains could seat up to 1,000 passengers which has continued to decline, partly due to the to reduce the need for additional trains (and years of disruption caused by the project. therefore additional tracks). Double-deck trains Significant construction disruptions are are used in New South Wales, the Chicago already occurring on the lines affected by the RRL suburban area, France and Japan. They would project and are likely to increase in the coming reduce the need for extra trains or extra tracks, and years.6 The cost of the project, still listed at therefore reduce the urgency of the RRL or

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similar projects. There seems to have been no engineers in Victoria restrict trains to 70kms/hr consideration of this option.8 on such lines in case some small item stuck As a large part of the proposed RRL project— between the two rails causes an accident. As far the new railway from Deer Park West to south as I am aware, this has never happened; also, of Werribee—cannot improve non-metropolitan the same arrangement of rails occurs at every services, and probably would make them slower, set of points (crossovers) on normal lines10 over it should be cancelled. Whoever wants to build which Vline trains run at up to 160kms/hr—so it—the Victorian or federal government—should it might be more of a prejudice than a concern. admit that it is simply a new metropolitan railway In any case, this 70kms/hr restriction would and justify it accordingly instead of calling it apply only to the first few kilometres from a non-metropolitan project. Melbourne, which would not significantly affect As for the extra tracks being constructed for journey times. the Regional Rail Link between North Melbourne The RRL proposes a station for non-metropolitan and Sunshine—the useful part of the RRL trains at Footscray, and the alternative I am project here is a much cheaper and less socially suggesting allows for this possibility as well. disruptive alternative. An under-utilised line This simple alternative to the RRL would from North Melbourne to Sunshine and Albion give separate access to two of the five non- is used by non-metropolitan passenger and metropolitan lines into Melbourne: the Ballarat freight services. It is partly double track, and the and Bendigo lines. The third—the Geelong single track sections could be easily duplicated line—can be dealt with by adding a bi-directional without encroaching on or acquiring private track (6 kms) between the two tracks from land (unlike the RRL proposal). There is already Footscray to beyond Newport, to be used by a double track flyover connecting this line faster inbound trains in the morning peak from North Melbourne to Vline’s platforms at hours and outbound trains in the evenings. This Southern Cross station. It would only be necessary track would be somewhat expensive because to build a flyover near Sunshine to connect it of the restrictions on the width of the railway with the line to Ballarat. corridor in this area, and the need to alter the This modest project was rejected in favour suburban platforms,11 but it would still cost of the RRL project even though it could have much less than the RRL project; in addition, been built at a fraction of the cost of the it would have the distinct advantage of actually latter and with almost none of the major working. It could be connected to the suggested disruptions to normal services that the latter Melbourne-Sunshine-Albion line conversion, will necessitate. Two reasons were given. First, west of Footscray by a short tunnel. that as interstate freight traffic grew, there The Seymour and Traralgon lines would be would be conflict between freight and passenger unaffected in both the Regional Rail Link project traffic. Despite highly optimistic projections, and the cheaper and more effective proposal interstate rail freight traffic continues to fall;9 which I have outlined.12 also, freight trains do not need to run in peak Mega-railway projects seem unstoppable. periods when commuter trains would need the No doubt they are of great benefit to construction line’s full capacity. So this alleged reason holds companies, major retail shopping developers,13 little weight. and politicians who will be safely retired before The second reason given for rejecting this the results of their largesse become apparent. cheaper option to the RRL was that the existing By all means pour money into railway projects, lines between Melbourne and Sunshine use a ‘mixed but how about building some that can actually gauge’ set of tracks: Because most Vline services provide benefits to the transport infrastructure are 1,600mm gauge while interstate freight (and and the wider community? Expensive, poorly some Vline passenger) trains run on 1,435mm, planned and executed rail projects are particularly each line has three rails to allow trains of both obvious in Victoria. There is no doubt that gauges to use it. Because of the close space at $5.3 billion, the RRL will be the most between the second and third rails on each track, expensive and worst failure to date.

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Endnotes 1 The project is still (27 November 2011) listed 8 A double-deck electric metropolitan train (borrowed at $4.3 billion on the Vline website (www.vline. from and fitted with broad gauge bogies) com.au). $5.3 billion is the figure given by was trialled in Melbourne a few years ago. The Transport Australia. The increased figure was trial was not successful because Melbourne’s reported in April 2011 and the completion date close-spaced stations and shorter average journeys put back from 2014 to ‘at least 2016.’ The ‘go slowed down the service because of longer station ahead’ in this article refers to the decision by the stops. This would not be an issue for interurban new Victorian government to proceed with the services because they make relatively few stops. project after questioning whether it should continue. Diesel-hauled trains, as would be used in Victoria, Given the industrial realities of the project, the cost are simpler to design and cheaper to build than seems likely to rise substantially. Sydney’s electric inter-urbans. There are no particular 2 Determined by comparing peak and off-peak technical difficulties with this proposal. interurban services from the Vline Working 9 For an overview of the steady decline in interstate Timetable, www.vline.com.au/about/network/ rail freight between NSW and Victoria, and between infopack.html. Victoria and western states, see for example, 3 Data from Vline working timetables, see endnote 2. the Report of the Bureau of Infrastructure, Transport 4 Since the 25km RRL runs through a developing and Regional Economics of February 2010, suburban area, it is likely that extra stations would especially Table 9. be added in response to community pressure, 10 Every point (crossover) has a number of short further slowing Geelong services using the line. inside ‘check’ rails which present the same 5 Comparing the existing Vline public timetables theoretical issue of some stray heavy metal item with 2007 Vline public timetables. becoming wedged between it and the inside of 6 In the first disruption to metropolitan and the running rail. Neither Vline nor any railway interurban services as works for the RRL project I know regards this as requiring speed reduction, commenced, Vline reported that 1,364 train so it is difficult to see the logic in the speed restriction services had been cancelled. www.vline.com.au. on broad/standard gauge mixed gauge lines. Also, 7 In reply to my email asking how the new Southern if it had some logical basis, it should not apply to Cross platforms 15 and 16 were to be accessed standard gauge trains on such mixed gauge lines by Vline trains, whose tracks are on the other (since there is no inside rail presenting to them), yet side of Southern Cross station (and currently use on Victorian lines, it does. platforms 1 to 8), the ‘RRL Project Team’ replied on 11 Because of the narrowness of the existing rail corridor 7 July 2011: in this area, and to avoid the social disruption Dear Mr Nestor, Thank you for your email. of acquiring additional land, the existing station The current design of the Regional Rail Link platforms might need to be staggered, ie, the two tracks means that V/Line trains will have access platforms for different direction suburban trains to platforms 15 and 16 at Southern Cross Station would not be opposite each other; this would via a new track. They will also be able to access allow the tracks to curve several metres between platforms one to eight via upgrades to the existing the two platforms, to more effectively use the flyover at North Melbourne A number of track existing rail corridor. The third ‘fast train’ line would alignment options for the upgrades in the vicinity be between the two metropolitan tracks. Another of North Melbourne Station have been developed alternative would be to convert to mixed gauge and are being evaluated to enable the best and duplicate, the existing tracks from Newport long-term solution for the network. These are to Tottenham via Brooklyn. currently being finalised in conjunction with the 12 The cheaper suggestion I have made also allows rail operators and the Department of Transport. the possibility of using the existing broad gauge This email indicates that at the choke point of the Albion-Broadmeadows line (which sees little use) whole RRL project—in the vicinity of Southern for Seymour-Melbourne-Seymour trains during Cross station—no decision had been made even the peak periods. The advantage of this is at though at the date of this email, RRL project present marginal , because of the extra distance works had begun. from Broadmeadows to Melbourne by this line

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(12 km longer than the existing route via Essendon) means there would be no time advantage; but it would allow extra metropolitan electric trains to run from Broadmeadows to Melbourne via Essendon. If as seems likely, the Seymour and Shepperton lines are converted to standard gauge in the future, the double track Broadmeadows to Albion line would necessarily be the entry into Melbourne.; in that case, its existing one broad and one standard gauge tracks would simply be altered to double standard gauge. Trains travelling between Melbourne and Traralgon are likely to suffer increasing delays in the future; the solution here is probably in adding an extra track in the outer metropolitan area where land is available in the existing rail corridor; I have not closely studied this line and it is not in the RRL project either. 13 Both proposed stations on the RRL project’s Deer Park-Werribee line are adjacent to large retail developments.

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