@Lockie could you edit the post to enlarge the font please.
We maybe calling it a giant gold plated waste of money we don’t need now, in 20 years time it will be the most essential pieces of transport infrastructure in Victoria. Allowing true metro services to the entirety of the Western Suburbs, Reliable Intercity services and an Airport service, all of which are segregated and independent. The later being why the government is not keen to
As for the substance, yes there are multiple problems with achieving the ideas of @tayser, but it's a reasonable start which has been quite lacking in this thread.
Where you see "flyover" can also substitute "fly-under" or "tunnel" as a method.
I have no problem with "express" patterns where they truly improve the totality of the line's performance.
The choke point is Sunshine to Footscray, but it's only 3 intermediate stations.
Careful planning of patterns can achieve a lot, especially if you utilize the 3rd platform at West Footscray.
Just think like: express Airport/Sunshine/Footscray/MM1 every 10 minutes 24/7. The rest fit around that.
To achieve good separation it would probably mean the preceding train (from somewhere else) is also express, and the following is SAS.
Yes I know that's simplistic, but starting with a clear end point often reveals surprising paths.
And yes more paths will be needed in due course. The MARL project is just getting the process started.
A simple solution to the current problem means the job is actually started, instead of endless planning for the future which never gets done. That's my 2nd biggest concern about the Sunshine/SCS tunnel - it will put the whole thing back another 5-10 years.
*Apologies for the delayed repost
Now that the foam has died down we can add a little rational to the track diagram that has been generously drawn for us. Great work by tayser, that would have taken a fair bit of time. So my apologises in advance for pulling it apart.
Let’s start with the infrastructure that you have suggested on the track layout, You’ve included several flyovers in an already very busy area and have also left out the biggest issues with Sunshine Station. The Hampshire Road overpass. Your down Bendigo flyover will be a marvel of engineering. It needs to rise with enough clearance in 190M, so the RRL lines can pass underneath. You’re also looking at compulsory acquisition of parts of the HV McKay Gardens, reconstruction of the current pedestrian bridge and lowering of Anderson Road. Anderson Road does not have previsions for an additional track pair, the road would need to be lowered to allow clearance.
It is a similar situation at Ballarat Road and St Albans Road. Your flyover over would require the reconstruction of two bridges and the acquisition of the ARC factory and Broadway Textiles which abut Ballarat Road and St Albans Road. Before you get anywhere near Deer Park billions have been spent just to get tracks in your preferred positions. This is why underground platforms for Sunshine were first suggested for Airport Services (Later SRL) Having underground platform negates the need for any of the above works. If future Regional services are to use this new Sunshine - City Tunnel, these could drop into a separate portal Between Adeer and Anderson Road removing the need to completely rebuild the Hampshire Road overpass and any above ground platforms. A flyover and rearrangement of the current Albion layout is required no mater how you slice it.
In compressions the flyover overs out at Deer Park to remove the current conflict are quite simple. These were originally included in the RRL scope but were removed as a cost cutting measure by the incoming government. Hopefully provisions will included when Robinsons Road LX is removed.
My second point of order is you stopping patterns for MM1, you have 3 different patterns on the same line. The key to maximising track throughput is standard stopping patterns. HCS that will be rolled out and has a theororactical output of 32 TPH, every time you introduce a different stopping pattern you reduce this. You have Sunbury EXP Sunshine to Footscray, which is going to be followed by a SAS service. Then an Airport service. Longer dwell times at stations & spacing between services are required, your EXP services will need to be timetable to run at a lower speed or have an extra minute or two so they don’t conflict with the SAS service. Your Airport service will have a longer dwell time at Sunshine, than your Metro service. This extra time that has to be built in eats into overall capacity. If your SAS services are delayed by even a minute this pushes the following service down a minute which then continues to cascade. This also has to be built into the timetable. Take the City Loop for example. A buffer or ‘Fat’ is built in to allow for recovery if incoming services are running late. You will see serval services depart at the current 2 minute headway then you will notice a gap of up to 6 minutes. This buffer lets the timetable recover if a service is running a minute or so late and reduces the cascade on to preceding services. The alternative is to cancel a service to create the buffer and allow for recovery. Metro Services have consistent stopping patterns, this gives maximum TPH.
Lastly no real capacity has been gained, Sunbury already has a 6 TPH during the peak, Watergardens 10TPH. Watergardens receives two additional peak services, which are possible now without MM1. Watergardens will need up to 18 TPH (every 3 minutes) in the future. Peak trains are currently full before they reach Sunshine. Additional Capacity at Sunshine is provided by services from the Airport, which will have Airport Pax on them. This is where another issues crops up. You’re not providing a service which travelling pax will use. Your tourists from the Airport with luggage are going to be overrun with hundreds of pax boarding at Sunshine/Footscray and then the opposite in the PM Peak. Don’t forget your peak plan includes de training Wyndham Vale Pax at Sunshine and putting them on already crowded services from Sunbury and Watergardens. Whatever additional capacity that has been provided at Sunshine has now been eaten up.
You will also need to reduce the line speed of RRL to allow for the additional capacity. RRL is currently signalled for 16TPH. You’ve increased this to 22TPH.
The Sunshine - City link may prove to be expensive, it does however solve and avoid the many issues of not building it. MM1 will be able to handle Sunbury at Melton pax for a few years to come. Eventually both these corridors are going to need peak services of 30TPH (every 2 minutes) Regional services will also need increased capacity, we need to start thinking of these as Intercity services. Not the 1980’s country services. Geelong, Ballarat and eventually Bendigo will require services every 10 minuets and with reduced running time. This allowing Victoria to have multiple cities not just Melbourne. Many would be happy to live in our regional centres knowing they could get into Melbourne or the inner city on reliable service. Knowing that the next train is in 10 minutes not an hour.
We maybe calling it a giant gold plated waste of money we don’t need now, in 20 years time it will be the most essential piece of transport infrastructure in Victoria. Allowing true metro services to the entirety of the Western Suburbs, Reliable Intercity services and an Airport service, all of which are segregated and independent. The later being why the government is not keen to let a private consortium build and operate the tunnel.