The alternative of course is to close or relocate the sidings.

Isn't that the reason why a large stabling facility was built at Calder Park ?

I thought the same thing for the sidings at Watergardens but those remain...

It's all a little strange, with Calder Park to have 20 roads, I'm not sure what benefit RPV sees in keeping Watergardens and Sunbury as these are constrained and will be expensive to modify when 10 cars are introduced. Calder Park is wide open space, with full length roads being constructed now.

It will not be too hard to run a handful of empty services to Sunbury to start the day. Sunbury only has five roads, with some PM peak services running empty to Watergardens too stable at CP now.

Trains resume between Sunshine and the City on Tuesday, will provide an update of what RPV has been up to. Sunshine - Sunbury have another week of the replacement busses. Oh yay.


Locke

I agree and would have thought that Calder Park having a substantial amount of stabling roads would allow for the closure of Watergardens stabling yard, with the land possibly to be sold for more suitable purposes such as residental/commercial development, given the location next to Watergardens Shopping Centre. Maybe this is somewhere in the development plans or long term planning.

I do not think the cost of removing the stabling fences, rerouting the through lines to be on only one side of the reservation would be worth the money to be gained selling off the land - the stabling at Watergardens is only 2 tracks wide but several train sets long. The existing commercial development at that end of the Watergardens shopping complex is the larger, almost light industrial stores - they don't need little cafes or retail outlets there, potential buyers or renters would want complexes in the hundreds of square metres.

I could one day see the stabling roads become bypass tracks to the larger stabling complex, but in the short term it will probably be used as more of a hot standby track, like the one at West Footscray. One road where a prepped train can wait and be brought into service at a moments notice, the other for terminating trains to do a turnaround where they don't need to wait in the platform.

The December works notification for Watergardens notes that RPV will be installing heavy duty rubber pads

Heavy duty, durable rubber panels will be placed between the train tracks creating a level crossing for traffic and pedestrians

The map depicts these as being installed around Watergardens Station.

Does anyone have anymore information on this? I know that Watergardens is getting a little bit of a station upgrade, is it also getting a new pedestrian overpass? (the current one being horrendous) What other reason would there need to be to allow pedestrians to cross a live rail corridor at ground level?

@BG

Is it possible on of these stub tracks at Calder Park is to allow empty UP trains from Sunbury to shunt and change ends to access Calder Park? This will avoid empty cars taking up a platform at Watergardens so the driver can change ends. The original plans for Calder Park had an entrance at the UP end of the yard to allow empty cars to enter from Sunbury. With zero activity around Holden Road, I suspect this has also been shaved from the final design along with the Bypass Track.

The whole track layout is very strange and even after last months occupation makes little sense. The new very short stub track that runs straight into the substation had me scratching my head.

Lockie

@BG

Is it possible on of these stub tracks at Calder Park is to allow empty UP trains from Sunbury to shunt and change ends to access Calder Park? This will avoid empty cars taking up a platform at Watergardens so the driver can change ends. The original plans for Calder Park had an entrance at the UP end of the yard to allow empty cars to enter from Sunbury. With zero activity around Holden Road, I suspect this has also been shaved from the final design along with the Bypass Track.

The whole track layout is very strange and even after last months occupation makes little sense. The new very short stub track that runs straight into the substation had me scratching my head.

Lockie

Hi mate, I was thinking exactly that with the stub track but as you say without a crossover for Up services to access the yard I can't see how it would work.

I have been waiting for months to see some action at the Holden St end but nothing. At one stage I thought that they were levelling the dirt between the Down main and the yard fence but it turned out that it had just been used for vehicle access after some rainy weather

After the last shutdown it seems that one of the long roads down to the subbie has been connected to the Down main maximising the length by removing some of the shotcrete embankment and moving the stanchions closer to the concrete box so maybe the stub down there that points toward the substation is just a big catchpoint to send wayward movements into to stop them getting to the main.

Hours of fun for the whole family watching this stuff when you have no idea what they are doing!

The December works notification for Watergardens notes that RPV will be installing heavy duty rubber pads

Heavy duty, durable rubber panels will be placed between the train tracks creating a level crossing for traffic and pedestrians

The map depicts these as being installed around Watergardens Station.

Does anyone have anymore information on this? I know that Watergardens is getting a little bit of a station upgrade, is it also getting a new pedestrian overpass? (the current one being horrendous) What other reason would there need to be to allow pedestrians to cross a live rail corridor at ground level?

@BG

Is it possible on of these stub tracks at Calder Park is to allow empty UP trains from Sunbury to shunt and change ends to access Calder Park? This will avoid empty cars taking up a platform at Watergardens so the driver can change ends. The original plans for Calder Park had an entrance at the UP end of the yard to allow empty cars to enter from Sunbury. With zero activity around Holden Road, I suspect this has also been shaved from the final design along with the Bypass Track.

The whole track layout is very strange and even after last months occupation makes little sense. The new very short stub track that runs straight into the substation had me scratching my head.

Lockie

Watergardens is set to get a second lift on Platforms 2/3 - could they be putting in a temporary access way while they stuff around and make room for the second one?

Or, potentially the lifts might be too small for emergency requirements like Laverton and this provides and emergency only safe way for access. Info on Laverton: https://www.theage.com.au/national/victoria/rail-lifts-revamp-to-take-stretchers-20101124-187ew.html

Time for an update!

Works along the line have only recently kicked back in to swing after Christmas and COVID. A major shutdown is planned for later this month, an amassing of materials and equipment has already begun.

At Hobsons Road, A slab and steel frame has been installed in the old works site. This will house a signalling and equipment room, its quite a large size. The slab has a dozen or so cable route protruding from it ready for future installation in the Equipment room. Works recently finished connecting the cable route, under Hobbson road, into the tunnel decline structure.
Construction of the Egress building looks almost complete, with reinstatement works set to begin on Childers Road.

At the work site service tons of ballast and crushed rock have been delivered ready for the shut down. Work notice indicates they will install the track work from the mainline into the tunnel. This pre cast track work was delivered to the work site last week. I suspect it will be similar to West Footscray and the point blades will be installed closer to commissioning.

At Footscray cable route instillation continues will cable trays being installed around the Brumby Street tunnel entrance. Construction of a new substation on Railway Place (Gardens between Platform 5 and 6 & 3 and 4) is also under way. Equipment room have also been installed at West Footscray and Tottenham, these are a lot smaller the one at Hobbsons Road.

Upgrades to the OLE have been completed between Footscray and Albion, with new stanchions and feeder cables installed, along with the removal of the old stanchions. Construction of another new Substation next to the beautiful old Albion Substation have begun. I hope this wont detract too much from the old.

Limited work has occurred between Albion and Keillor Plans as this section was completely rebuilt for the LX removals. Additional arms have been installed on the stanchions through this section of track, ready for the feeder cable to be installed.

Foundations have been sunk between St Albans and Watergardens and new stanchions have begun appearing along the line ready for installation. At Keilor Plans, an upgrade of the Substation has begun. Unfortunately this station is not being bulldozed and rebuilt to modern standards.

At Watergardens three new lift shafts have been installed and cladding has begun on them. No work to the platforms has yet to start. Foundations and some stanchions have been installed over the old stabling yard, and through to the extended yard. New lighting has been installed and ground works have begun for the installation of track in the new section.

There is still a tone of work going on at Calder Park, most of which makes little sense. None of the track work has been connected since the occupation late last year. The additional 6 roads have been completed with OLE and lighting, but are yet to be connected to the track connecting to the mainline. Major earth work are continuing to occur beyond the new roads, I assume even more roads will be constructed here. Retaining walls, tracks and groundworks have been constructed around the mainline, all make no sense.

Beyond Calder Park a few foundations have been installed along the line to Sunbury, seemingly only where they were needed as opposed to replacing everything. Diggers Rest has a new platform hump.
At Sunbury foundations are in for the new bridge that will carry a third track over a small water culvert about 100m from the LX. Earth works are beginning in the area related to track work, not the LX removal. Service investigation are ongoing through out the station area. I suspect no majors work will happen until the LX removal begins.

See what it looks like after the occo in early March.

Lockie

Yeah, a 12 day occo again on Bendigo line...

As for the new stanchions at Albion, how long will they last with the big changes about to happen there with Airport rail link?  Are they planning for the Bendigo RRL extension bypassing Albion to the Up side of Ginifer?

Time for an update!

At the work site service tons of ballast and crushed rock have been delivered ready for the shut down. Work notice indicates they will install the track work from the mainline into the tunnel. This pre cast track work was delivered to the work site last week. I suspect it will be similar to West Footscray and the point blades will be installed closer to commissioning.


Lockie

Very informative Lockie,
My only thought regarding the tunnel access tracks is that the tunnel road ought to be the straight route, so full speed can be maintained entering the tunnel; especially as the existing route will, apparently, be rarely used. If this is the case, then there will need to be, at least, one blade inserted, even if it is clipped in the diverging position until the tunnel is ready to open.

Neil

----

Yeah, a 12 day occo again on Bendigo line... As for the new stanchions at Albion, how long will they last with the big changes about to happen there with Airport rail link? Are they planning for the Bendigo RRL extension bypassing Albion to the Up side of Ginifer?

No forward thinking has gone in to it, the new foundations have been sunck pretty much where any extension of RRL will go, so lazy in fact that they didn't bother to remove the disused track. Simply welding out a meter and installing the foundation.

This areas between Sunshine and Albion Junction is most likely going to be completely redone in 5 or so years. Theoretically the RRL could be extended all the way to Ginifer, I doubt they will do this. More likely just a short section just to clear Albion Junction.

My only thought regarding the tunnel access tracks is that the tunnel road ought to be the straight route, so full speed can be maintained entering the tunnel; especially as the existing route will, apparently, be rarely used. If this is the case, then there will need to be, at least, one blade inserted, even if it is clipped in the diverging position until the tunnel is ready to open.

This doesn't seem to be the case, the pre cast points in the Hobsons road yard look pretty stock standard. The line speed in this areas is only 60km, if 80km/h point were installed this shouldn't be too much of an issue. Although it does raise some maintenance issues into the future as they will be getting a fair bit of work.

Thinking about it, a lot of track work between the tunnel diverge and North Melbourne will need to be removed and redone. A smarter planner would have removed the section offtrack between the tunnel and the Craigieburn diverge. This would have allowed South Ken to be rebuilt with proper Platforms, lifts etc. Trains could still access North Melbourne if needed via the Werribee locals.

Lockie

----

Yeah, a 12 day occo again on Bendigo line... As for the new stanchions at Albion, how long will they last with the big changes about to happen there with Airport rail link? Are they planning for the Bendigo RRL extension bypassing Albion to the Up side of Ginifer?

No forward thinking has gone in to it, the new foundations have been sunck pretty much where any extension of RRL will go, so lazy in fact that they didn't bother to remove the disused track. Simply welding out a meter and installing the foundation.

This areas between Sunshine and Albion Junction is most likely going to be completely redone in 5 or so years. Theoretically the RRL could be extended all the way to Ginifer, I doubt they will do this. More likely just a short section just to clear Albion Junction.

My only thought regarding the tunnel access tracks is that the tunnel road ought to be the straight route, so full speed can be maintained entering the tunnel; especially as the existing route will, apparently, be rarely used. If this is the case, then there will need to be, at least, one blade inserted, even if it is clipped in the diverging position until the tunnel is ready to open.

This doesn't seem to be the case, the pre cast points in the Hobsons road yard look pretty stock standard. The line speed in this areas is only 60km, if 80km/h point were installed this shouldn't be too much of an issue. Although it does raise some maintenance issues into the future as they will be getting a fair bit of work.

Thinking about it, a lot of track work between the tunnel diverge and North Melbourne will need to be removed and redone. A smarter planner would have removed the section offtrack between the tunnel and the Craigieburn diverge. This would have allowed South Ken to be rebuilt with proper Platforms, lifts etc. Trains could still access North Melbourne if needed via the Werribee locals.

Lockie

The Airport rail plans or Western Rail Plan have not been finalised, so they have nothing to go on make accomodations for the future.

RE: the western portal, there was discussion a while back about whether it would be a junction, or if tracks would just go straight into the tunnel. Early diagrams that showed South Yarra with the points in, but the Kensington end without. It does make a bit of sense to remove the redundant Sunbury line section and use it to improve the area around South Kensington.

The Airport rail plans or Western Rail Plan have not been finalised, so they have nothing to go on make accomodations for the future.

RE: the western portal, there was discussion a while back about whether it would be a junction, or if tracks would just go straight into the tunnel. Early diagrams that showed South Yarra with the points in, but the Kensington end without. It does make a bit of sense to remove the redundant Sunbury line section and use it to improve the area around South Kensington.

The Hawksburn points are there for VLine, not metro. Hence I wouldn't be surprised if South Kensington got them, as any VLine train coming from Sunshine would crossover before South Kensington to get to the RRL lines if using the Metro tracks due to works/diversions (From Sunbury to Newport before South Kensington, From Newport to RRL after South Kensington)

The Airport rail plans or Western Rail Plan have not been finalised, so they have nothing to go on make accomodations for the future.

RE: the western portal, there was discussion a while back about whether it would be a junction, or if tracks would just go straight into the tunnel. Early diagrams that showed South Yarra with the points in, but the Kensington end without. It does make a bit of sense to remove the redundant Sunbury line section and use it to improve the area around South Kensington.
The Hawksburn points are there for VLine, not metro. Hence I wouldn't be surprised if South Kensington got them, as any VLine train coming from Sunshine would crossover before South Kensington to get to the RRL lines if using the Metro tracks due to works/diversions (From Sunbury to Newport before South Kensington, From Newport to RRL after South Kensington)

The Hawksburn points are for emergency use only, for HCMTS turn backs. There is no ability for Vline services to access the Frankston Locals during a disruption.

This arrangement is already in place at South Kensington. RLL can access Werribee and Sunbury just up of Sth Ken. Tunnel Portal will not change this.

Lockie

The Hawksburn points are for emergency use only, for HCMTS turn backs. There is no ability for Vline services to access the Frankston Locals during a disruption.

This arrangement is already in place at South Kensington. RLL can access Werribee and Sunbury just up of Sth Ken. Tunnel Portal will not change this.

Lockie

Maybe my wording was wrong.

At the Hawksburn portal, there are points for VLine trains to continue to Flinders St via Richmond, whilst allowing Sunbury trains to go via the Metro tunnel. This is necessary.

At South Kensington, there is no need for VLine trains to continue to Spencer St from the Sunbury tracks, as there are turnouts that allow any train to go from the Sunbury track pair to the RRL track pair through South Kensington station.

The Sunbury track pair through North Melbourne will be given to Craigieburn trains, leaving about 500m of track unused.

The Hawksburn points are for emergency use only, for HCMTS turn backs. There is no ability for Vline services to access the Frankston Locals during a disruption.

This arrangement is already in place at South Kensington. RLL can access Werribee and Sunbury just up of Sth Ken. Tunnel Portal will not change this.

Lockie

Maybe my wording was wrong.

At the Hawksburn portal, there are points for VLine trains to continue to Flinders St via Richmond, whilst allowing Sunbury trains to go via the Metro tunnel. This is necessary.

At South Kensington, there is no need for VLine trains to continue to Spencer St from the Sunbury tracks, as there are turnouts that allow any train to go from the Sunbury track pair to the RRL track pair through South Kensington station.

The Sunbury track pair through North Melbourne will be given to Craigieburn trains, leaving about 500m of track unused.

not forgetting the Elephant in the room.

Some Geelong express will be coming along the Werribee line, and hopefully not swapping over to RRL.
The soon to be redundant Sunbury track can give them a clean run into SCS.

cheers
John

The Hawksburn points are for emergency use only, for HCMTS turn backs. There is no ability for Vline services to access the Frankston Locals during a disruption.

This arrangement is already in place at South Kensington. RLL can access Werribee and Sunbury just up of Sth Ken. Tunnel Portal will not change this.

Lockie

Maybe my wording was wrong.

At the Hawksburn portal, there are points for VLine trains to continue to Flinders St via Richmond, whilst allowing Sunbury trains to go via the Metro tunnel. This is necessary.

At South Kensington, there is no need for VLine trains to continue to Spencer St from the Sunbury tracks, as there are turnouts that allow any train to go from the Sunbury track pair to the RRL track pair through South Kensington station.

The Sunbury track pair through North Melbourne will be given to Craigieburn trains, leaving about 500m of track unused.

The Southern Portal is at South Yarra and yes there are points to allow Traralgon trains to continue to/from Flinders Street. At Hawksburn there is a 'just in case' turn back.  

That 500m of track should come out to allow Sth Ken's platforms to be widened and an overpass/concourse be built.

The soon to be redundant Sunbury track can give them a clean run into SCS.

Seem to be forgetting the journey from Newport to the Tunnel portal. Yay a clear run for the last 1km.

Lockie

The soon to be redundant Sunbury track can give them a clean run into SCS.

Seem to be forgetting the journey from Newport to the Tunnel portal. Yay a clear run for the last 1km.

Lockie

Not fogetting at all.

Newport to North Melb. 11 min express, 14 min SAS.

Hardly the biggest problem with sending Geelong trains via that route.

The soon to be redundant Sunbury track can give them a clean run into SCS.

Seem to be forgetting the journey from Newport to the Tunnel portal. Yay a clear run for the last 1km.

Lockie

Not fogetting at all.

Newport to North Melb. 11 min express, 14 min SAS.

Hardly the biggest problem with sending Geelong trains via that route.

Going off topic...

Its a pretty big issue that is going to require even bigger investment to get a half decent journey for Geelong.
Government spin say 50 minutes end to end. Southern Cross - Newport 15 minutes, Little River - Geelong 20 minutes, leaves us with 15. Little River to Newport is 37km services would need to run at 160km/h to meet the travel time (15 minutes), 200km/h would reduce this to 11 minutes. Tight but doable if everything runs to clockwork, which it doesn't. Any kind of metro delay and this is thrown out the window. Any track, signal or train fault and it's gone.
Highlighting this even more is the lack of paths through Newport, currently 12TPH during the peak. Does not leave a lot of room for Geelong service during the peak.

The project is labeled 'stage '1, I hope that stage 2 isn't that far behind. The price tag is sure to exceed the 4B for stage 2, so we might be waiting a while. As I said earlier, this arrangement suggests that MM2 may creep back into play.

Lockie

Let's go on-topic instead actually.

Did you all know that Watergardens station is receiving more new lifts for better accessibility in preparations for the Sunbury line upgrade.



https://www.youtube.com/watch?v=3Fq-322_hLI&feature=emb_title

Makes you wonder how old this station must be to get it retrofitted with extra lifts in the station design. Oh wait this station was built in 2002.

Going off topic...
Its a pretty big issue that is going to require even bigger investment to get a half decent journey for Geelong.
Government spin say 50 minutes end to end. Southern Cross - Newport 15 minutes, Little River - Geelong 20 minutes, leaves us with 15. Little River to Newport is 37km services would need to run at 160km/h to meet the travel time (15 minutes), 200km/h would reduce this to 11 minutes. Tight but doable if everything runs to clockwork, which it doesn't. Any kind of metro delay and this is thrown out the window. Any track, signal or train fault and it's gone.
Highlighting this even more is the lack of paths through Newport, currently 12TPH during the peak. Does not leave a lot of room for Geelong service during the peak.

The project is labeled 'stage '1, I hope that stage 2 isn't that far behind. The price tag is sure to exceed the 4B for stage 2, so we might be waiting a while. As I said earlier, this arrangement suggests that MM2 may creep back into play.

Lockie

Not off topic at all. Spot on with your sums.

Little River to Newport express @ 160kph is needed to achieve the end to end 50min.

That means new independant track all the way from Werribee to Newport, not just the half ar$e plan to Laverton only.

No way can Vlo 160kph share express with Metro 100kph and keep to the speed required. And  of course LX removal of the soon to become dangerous crossings.
$4B  getting near the mark.

cheers
John

Another week long occupation has wrapped up.

The big change is the new point work at the portal entrance. Turn out has been installed, nee any blades in a smiler fashion to West Footscray.

A fair amount of traction and feeder cables have been installed between Sunshine and Watergardens. The majority of the work between Sunshine and Watergardens was the installation of a new combined services route, with new slabs and conduit sprouting up along the line ready for communication cabinets to be installed.

Watergardens to Sunbury has seen new foundations installed sporadically along the line. As opposed to other sections of the line, none of the exciting OLE is being removed, just a few additional foundation installed along the way. I assume this is because the equipment is only 10 years old and built to more modern standards than Footscray - Sunshine.

At Sunbury abutments have been installed for a new track over a small water culvert just UP from the Gap Road LX and Sunbury Station.

Another week long occupation coming up over easter.

On I side note, I am always amused to see the amassing of machinery and equipment pre occupations. it is truly mind blowing to see hundreds of trucks, diggers, cherry pickers, light towers and Hi Rail trucks just sitting by the line days before a shutdown.

Lockie

At Sunbury abutments have been installed for a new track over a small water culvert just UP from the Gap Road LX and Sunbury Station.

Another week long occupation coming up over easter.

On I side note, I am always amused to see the amassing of machinery and equipment pre occupations. it is truly mind blowing to see hundreds of trucks, diggers, cherry pickers, light towers and Hi Rail trucks just sitting by the line days before a shutdown.

Lockie

Is that for the LX crossing removal at Gap Rd?

Incidentally, many Bendigo V/line customers (and tourist operators) are getting a bit cheesed-off at ongoing shutdowns, especially on holiday weekends too.

At Sunbury abutments have been installed for a new track over a small water culvert just UP from the Gap Road LX and Sunbury Station.

Another week long occupation coming up over easter.

On I side note, I am always amused to see the amassing of machinery and equipment pre occupations. it is truly mind blowing to see hundreds of trucks, diggers, cherry pickers, light towers and Hi Rail trucks just sitting by the line days before a shutdown.

Lockie

Is that for the LX crossing removal at Gap Rd?

Incidentally, many Bendigo V/line customers (and tourist operators) are getting a bit cheesed-off at ongoing shutdowns, especially on holiday weekends too.

Long shutdowns over long sections of track are now a fact of modern life, and despite what Lockie said about the amassing of large amounts of plant and equipment, I don't think enough work is being achieved during these shutdowns. The long shutdowns are too frequent. Having been part of such shutdowns I know this adds to the complexity, but that is no excuse to not throw everything at it; I'm not convinced that that is being done.

In Shanghai maintenance are mainly done between last and first trains.  Normal service disruptions happen on a yearly basis.  That's talking about a network with frequency of 3 -- 5 minutes, and that's a third world country.

At Sunbury abutments have been installed for a new track over a small water culvert just UP from the Gap Road LX and Sunbury Station.

Another week long occupation coming up over easter.

On I side note, I am always amused to see the amassing of machinery and equipment pre occupations. it is truly mind blowing to see hundreds of trucks, diggers, cherry pickers, light towers and Hi Rail trucks just sitting by the line days before a shutdown.

Lockie

Is that for the LX crossing removal at Gap Rd?

Incidentally, many Bendigo V/line customers (and tourist operators) are getting a bit cheesed-off at ongoing shutdowns, especially on holiday weekends too.

This is unrelated to the imminent LX removal at Gap Road. The 'third' track that services Platform 2 is being extended across Gap Road, roughly 100m UP of the current LX. This moves the point work out of the station area, allowing the platforms to be lengthened towards Gap Road, allowing the current stabling roads to be extended to accomodate the HCMTS. All in all the entire station is being moved 50m in the up direction as the current stabling abuts a 150 year old Bluestone bridge, leaving them no option but to extend into the station footprint.

Shutdowns always occur over long weekends as this is when we see reduced patronage on the network. With COVID, they could so it anytime and have the same effect. It is a kick for the regional centres that need people to be heading towards them not avoiding them.  

Long shutdowns over long sections of track are now a fact of modern life, and despite what Lockie said about the amassing of large amounts of plant and equipment, I don't think enough work is being achieved during these shutdowns. The long shutdowns are too frequent. Having been part of such shutdowns I know this adds to the complexity, but that is no excuse to not throw everything at it; I'm not convinced that that is being done.

Every occo has a work plan of what needs to be achieved during the shutdown. There is not a lot of visible change along the line as the majority of the work is power and signalling upgrades. I believe the combined services route from the portal to Sunshine was completed during the last occupation, all of which would have been covered up with fresh ballast leaving no trace of the works that occurred. All that is noticeable is slabs and conduit for future comms boxes. A lot of work is also happening to upgrade substations along the line, all of which is happening inside buildings, out of sight once the shutdown is finished.
The only noticeable change is new overhead and traction feeder cables and the installation of point work at the portal.

Compared to recent occupations along the Frankston line where entire stations have been sunk, you could be forgiven for asking what they have done while you're stuck on a bus.

I would hope that now that the majority of the work has been completed between Footscray - Sunshine, future occupations will be Sunshine - Sunbury. Then Watergardens - Sunbury when work gets underway for Gap Road and hopefully Calder Park (if it is announced before 2022/23) This still screws over V/Line for the foreseeable future.


Lockie

In Shanghai maintenance are mainly done between last and first trains.  Normal service disruptions happen on a yearly basis.  That's talking about a network with frequency of 3 -- 5 minutes, and that's a third world country.

I would not call modern China 3rd world country based on their economic position atm. but yeah, its very impressive what they can manage in those highly populated urban centres.

From the RPV Sunbury website....
Works include:

• removal of the Gap Road level crossing in Sunbury, in a partnership with the Level Crossing Removal Project
• power upgrades between Sunbury and the Metro Tunnel entrance near South Kensington station
• Platform extensions from Sunbury to Footscary.
• installation of wheelchair boarding at eight stations
• upgrades to stabling at Sunbury, Calder Park and Watergardens

With another 2 years of works to go, how much of this is done? The stabling so far I think, power upgrades ongoing but any platform extensions yet ? Im guessing most parts will be done in the next 12 months leaving The Gap road LX to round it out to 2023.