Archives for category: Gunzel

Could you find your way if you were given a piece of paper with a line on it and a little north symbol? Public Transport Victoria and Yarra Trams think you can.

Coming on the 1st of May, Melbourne’s new tram ‘map’ sans wayfinding:

New tram map

This is a cropped section of the south east.

Tell me, using the new map, at what two streets do the route 6 and the route 78 intersect?

The old map can tell you that:

Old Tram Map

Tell me, what two tram routes run on Dandenong Road?

New tram map

The old map can tell you that.

Tell me, what’s the name of the big trunk that most of the tram routes in this section branch off?

New tram map

The old map can tell you that.

You probably take my point, the map is about as map-like as spaghetti on the floor, but why? Was the graphic designer given free rein, allowed to make a work of art rather than something that’s actually useful to the public?

I made contact with Yarra Trams to tell them that their new map is useless and received a reply of the same.

Thank you for contacting Yarra Trams regarding the new network map.

Yarra Trams appreciates the time you have taken to provide us with your feedback.

The new map is part of a suite of new information that will be released in the lead up to the network and timetable changes on 1 May 2017. For further updates please visit

All feedback is recorded and considered in future network information updates.”

Looks like I’m going to have to travel the trams with a fine-point black marker from the 1st of May. Anyone want to come with me?

Postscript: The new map has been altered today to include some extra street names in the route descriptions, but not on the map itself.



Bendigo express at Castlemaine

Update: I sent this post to Public Transport Victoria who forwarded it to V/Line. This is their response: 

Thank you for your feedback regarding Bendigo timetabling. Your suggestion was sent to our Timetable and Planning Department for consideration.

We have consulted with Metro trains and I can advise that most of the services listed will be able to be moved to a later departure time from Southern Cross and maintain their current Metro pathway i.e. reduce the overall journey time in the Metro area from our next timetable change due in August 2017.

Exciting! I will look forward to seeing how it pans out in August.

I used to assume that when a V/Line train slowed to a crawl behind a stopping Metro train it was because the Metro train was late. Surely our professional timetablers would not intentionally run the fast train right behind the slow train? But I was wrong, it is the timetable’s fault.

There are seven trains from Melbourne to Bendigo between 9 pm and 4 pm. They are all an hour apart and they all depart from Southern Cross at the 14th minute of their hour. They do not all arrive at the end of the Metro network, Sunbury, at the same time, however.

This is the timetable as of the 29th of January, 2017 (services run left to right instead of top to bottom):

Southern Cross Footscray Sunshine Sunbury
To Sunbury 09:03 09:11 09:20 09:48
To Bendigo 09:14 09:21 09:26* 09:52
To Sunbury 09:15 09:23 09:32 10:00
To Watergardens 10:02 10:10 10:19
To Bendigo 10:14 10:21 10:26* 10:48
To Sunbury 10:22 10:30 10:39 11:07
To Sunbury 11:02 11:10 11:19 11:47
To Bendigo 11:14 11:21 11:26* 11:51
To Watergardens 11:22 11:30 11:39
To Watergardens 12:02 12:10 12:19
To Epsom 12:14 12:21 12:26* 12:48
To Sunbury 12:22 12:30 12:39 13:07
To Sunbury 13:10 13:19 13:47
To Eaglehawk 13:14 13:21 13:26* 13:51
To Watergardens 13:30 13:39
To Watergardens 14:10 14:19
To Epsom 14:14 14:21 14:26* 14:47
To Sunbury 14:30 14:39 15:07
To Sunbury 15:10 15:19 15:47
To Echuca 15:14 15:21 15:26* 15:53
To Sunbury 15:31 15:40 16:08
*Does not stop

In bold you can see that Bendigo trains (Bendigo, Eaglehawk, Echuca and Epsom) are just seven minutes behind stopping Metro trains from Sunshine towards Sunbury, which is where V/Line and Metro must share tracks. During this time of day Metro trains on the Sunbury line run every 20 minutes. That is 20 minutes of ‘space’ to drop in the express Bendigo train. So why are Bendigo trains just seven minutes behind Metro trains when they could be up to 19 minutes behind?

I do not know, but I decided to see what the timetable would look like if Bendigo trains were further behind stopping Sunbury trains. I decided not to give them the whole 19 minutes because that would offer no room for delay, instead I gave them 16 minutes. A Sunbury (or Watergardens) train would depart Sunshine at the 19th minute of the hour, as they do, the Bendigo train would pass through Sunshine at the 35th minute and the following Sunbury line train would depart Sunshine at the 39th minute, as they do.

To calculate how long it would take a Bendigo line train to run express from Sunshine to Sunbury I calculated the time from the speed and distance. That would be 11 kilometres at 80 kilometres per hour between Sunshine and Watergardens, which came to nine minutes rounded up, and 15 kilometres at 130 kilometres per hour between Watergardens and Sunbury, which came to seven minutes rounded up. 16 minutes overall.

Adding 16 minutes to the 35th minute of the hour comes to the 51st minute of the hour which just happens to be precisely the time two of the seven Bendigo trains arrive at Sunbury and very close or better than the other five. So you could depart all, but one, of the seven Bendigo line trains from Southern Cross nine minutes later, at the 23rd minute of the hour, instead of the 14th with no loss to the arrival time, but give passengers nine extra minutes to complete their business in Melbourne and provide what would feel like a much speedier trip.

This is how that would look:

Southern Cross Footscray Sunshine Sunbury
To Sunbury 09:03 09:11 09:20 09:48
To Bendigo 09:14 09:21 09:26* 09:52
To Sunbury 09:15 09:23 09:32 10:00
To Watergardens 10:02 10:10 10:19
To Bendigo 10:23 10:30 10:35* 10:51
To Sunbury 10:22 10:30 10:39 11:07
To Sunbury 11:02 11:10 11:19 11:47
To Bendigo 11:23 11:30 11:35* 11:51
To Watergardens 11:22 11:30 11:39
To Watergardens 12:02 12:10 12:19
To Epsom 12:23 12:30 12:35* 12:51
To Sunbury 12:22 12:30 12:39 13:07
To Sunbury 13:10 13:19 13:47
To Eaglehawk 13:23 13:30 13:35* 13:51
To Watergardens 13:30 13:39
To Watergardens 14:10 14:19
To Epsom 14:23 14:30 14:25* 14:51
To Sunbury 14:30 14:39 15:07
To Sunbury 15:10 15:19 15:47
To Echuca 15:23 15:30 15:35* 15:51
To Sunbury 15:31 15:40 16:08
*Does not stop

The 09:14 is trapped between two close stopping trains so it has to remain where it is.

Now we get to the disappointing bit, but do not let yourself down just yet. We cannot just move around Bendigo trains because they have to share the line with other V/Line Regional Rail Link trains, which would have to be altered too, BUT, I checked, there are no conflicts, even in the other direction at Sunshine where trains have to cross paths, there are no conflicts. I admit that the 13:20 train to Warrnambool would be a little close to the 13:23 to Bendigo, maybe they could be switched around, but even without it is still a quicker trip.

There is nothing to stop these simple alterations from improving our lives right now, except V/Line, Metro Trains, Public Transport Victoria and the State Government.

Have a good day.


I popped over to Caroline Springs Station on the Ballarat line to see the how the project was going before its opening on the 29th of January next year. The station has been a long time coming and has been faced with more than its fair share of issues all of which has resulted one great big mess.

The station


Construction of half the station was completed months ago. The original design, which is the design showcased on the PTV website, was a single platform on a single line section of track. It was never going to work and when the Regional Rail Link opened and forced the Ballarat line to operate at or beyond capacity, someone at V/Line probably had a little spasm in the Minister’s office and secured costs for duplication of the line to Melton.

With that the station was expanded. The platform that had already been built was widened to become an island platform and the track on the new side is under construction.



The station will have a set of points at both ends as seen above and below. Hopefully this will allow trains to turn back in both directions during disruptions. The new station will be a very easy place to run train replacement coaches to and from with it being next to the Western Freeway.


Vehicle access

The station is in a paddock out of town so you can expect most users to come either by private car or bus. An issue that was evident well before actual construction of the station was announced was the roundabout at Christies Road and the Western Freeway off ramp. During the evening peak the off ramp is jam packed with motorists coming home from Melbourne. They sit through the roundabout and prevent any road user from the south (from the new station) from entering.

But it seems this issue may have been addressed with the addition of a signalised pedestrian crossing at the end of the off ramp with the inclusion of a vehicle sensor on Christies Road. I assume the sensor would activate the pedestrian crossing after a time to stop off ramp traffic and allow station traffic to enter the roundabout.




Foot and cycling access

This could almost be a footnote, coming to this station on foot or by bike would be quite intimidating. First, it is about four kilometres from the town centre to the station.

Second, the shared path is terrible. It is dirty and very close to the road and the hurrying motorists and the truck after truck after truck going to and coming from the Boral Quarry would put off even the most determined walker or cyclist.


There is also a shared path heading south from the station to no where, but it had to be cut into to make room for the turning lane. The road was built for the station. Wonderful planning.



But there is no need to worry, I was probably the only path user this month.

Accessing Melbourne Airport by public transport from Melbourne’s west is a pain. It really should not be difficult since the airport is actually in Melbourne’s (north-) west, but there is no easy bus from western transport hubs, not even from Sunshine which services a Metro rail corridor and two (potentially three) V/Line country rail routes.

For decades now the community has been calling for a train to the airport but, probably due to a whole range of factors, it is yet to be built. However, if it were to be built it would most likely run via Sunshine as seen in Public Transport Victoria’s Network Development Plan.


There is no reason why the potential rail route could not be serviced right now by a direct and frequent bus, at least one every 20 minutes. It could run directly north from Sunshine Station using McIntyre Road, the Western Ring Road and the new Airport Drive extension. The route is about 16 kilometres long according to Google Maps and would take 20 to 30 minutes depending on traffic and passenger loading.


The route need not be express and could also service locals in Sunshine North and airport workers stationed near Airport and Melrose drives. It would also work best as a myki ticketed service so users would not be discouraged by a requirement for multiple tickets transferring between train and bus.

The bus would provide reasonably easy access to the Airport from Bendigo, Castlemaine, Kyneton, Woodend and Gisborne in the state’s north-west, but only if trains on the Bendigo Line stop at Sunshine which none currently do. The bus would also provide access from Ballarat, Ballan, Bacchus Marsh and Melton heading directly west, as well as, and probably most usefully, the suburbs of Geelong as well as Lara and Tarniet in the south-west.

Everyone travelling from these places would otherwise need to travel all the way into Melbourne and use the costly Sky Bus service, use often inconvenient once-a-day airport shuttle busses from their local town or get a friend or family member to drive them to the airport.

If you think this is a good idea let your member of state parliament know and contact PTV, too.

On Monday Marcus Wong found a media release from the Melbourne Metro Rail Authority (MMRA) that announced the construction of a third platform at West Footscray Station on the Sunbury line as part of the Metro Rail Tunnel project.

The Metro Rail Tunnel is the proposed construction of a cross-city rail line connecting the Sunbury line to the Pakenham/Cranbourne line via a tunnel through the centre of Melbourne. It is needed to address capacity constraints that are forecast to cripple the City Loop.

On the face of it such a side project looks odd. Why terminate trains so close the city, surely there is not the passenger demand for a whole train just from West Footscray to Melbourne? But looking deeper it appears the MMRA is looking for a way to terminate the many trains from the Pakenham/Cranbourne line, not all of which are needed yet on the Sunbury line. West Footscray is the first location heading west from the city with enough room to terminate these extra trains without delaying the mainline or acquiring property.

The frequency for the Metro Tunnel would still be in planning, but we do know that the line will be fitted with high capacity, in-cab signalling which elsewhere in the world allows 30 trains per hour, or one train every two minutes. As seen from Public Transport Victoria’s Network Development Plan, it is intended to run lines though the tunnel that are yet to be constructed as well as the existing Sunbury, Pakenham and Cranbourne lines. From the west, lines that would use the tunnel are Melton, Sunbury and the Airport. From the east; Rowville, Pakenham and Cranbourne. This effectively creates three end-to-end lines.

So, 30 trains per hour divided by three lines is 10 trains per hour per line. 60 minutes divided by 10 trains gives a frequency of one train every six minutes per line. It is unlikely that there will need to be trains every six minutes to the end of all these lines so it would also be expected for some of these trains to terminate short at Watergardens and Westall.

Before these new lines are running, however, there will be more trains coming from the Pakenham/Cranbourne line than would be needed on the Sunbury line and this brings us back to the third platform at West Footscray and the problem it solves for the MMRA.

I have always known that Melbourne’s rail system is a bit confusing to new users due to the irregularity between line names and the ultimate destination of the train. This was never really a problem for me because I have memorised all the places which Melbourne trains terminate (and there’s quite a few in peak that bear no resemblance to the line name), but when I was trying to tell my Dad how to get to Watsonia Station on the weekend I hit a hurdle.

Watsonia is on the Hurstbridge line and, due to the way the line is engineered, not all Hurstbridge line trains can go all the way to Hurstbridge. Instead Metro alternate the terminus between Hurstbridge, Eltham, Greensborough and Macleod. I couldn’t expect my Dad to remember all of those names so I had to look up a train that he would probably connect with and told him just to look for that one.

Since not all visitors to Melbourne have my telephone number, the above solution is just not reasonable, but clearly identifying the lines with a letter (and number in some circumstances) would be.

I decided it would be best to letter the lines alphabetically and clockwise starting with Williamstown. This is simpler and easier than line-significant lettering (for example; S for Sunbury, F for Frankston) because some lines start with the same letter as other lines. This also removes the need to re-letter a line if the main terminus is changed.

Let us begin.

A for Williamstown, Altona Loop and Werribee


This first example also showcases the use of numbers and letters. I thought it would make sense that lines which share a significant part of their route should also share a letter with the ultimate terminus identified by a number. This allows someone travelling to Scienceworks, for example, to be told to catch “any A train and hop off at Spotswood”. But I should note that most Werribee trains run express through Spotswood in peak.

B and C for Reserved


Placeholders for Geelong and Bacchus Marsh.

D for Sunbury


Every second Sunbury line train terminates at Watergardens so identifying this line with a letter is extra useful.

E for Reserved


I was tempted not to reserve the letter E. Will we ever get a train to the airport?

F for Craigieburn


Some peak trains terminate at Broadmeadows.

G for Upfield


One day this line will be extended to Wallan if Labor let PTV do their job.

H for South Morang

South Morang

Soon to be H for Mernda.

I for Hurstbridge


The inspiration for this post.

J for Reserved



K for Belgrave, Lilydale, Blackburn and Alamein


I included Blackburn due to the somewhat consistent stopping pattern during the week on the Ringwood corridor.

L for Glen Waverley

Glen Waverley

I actually forgot Glen Waverley. I had to re-letter the lines after it.

M for Reserved, Pakenham and Cranbourne


Rowville could happen now with high capacity signalling from the city to Caulfield and quadruplication from Caulfield to Huntingdale. You would have to remove Frankston from the City Loop, though.

N for Frankston


Not all trains terminate at Frankston in peak.

O for Sandringham


Not much to say about this one. Brighton Beach is nice.

Displays and announcements

Imagine the letter as you see them above, always sitting to the left of the train’s destination on platform displays, train heads, signage and network maps.

For announcements the only change needed would be to include the letter with the train destination so instead of, “Your next service to depart from platform one will be. The five thirty four. Frankston,” you will hear, “Your next service to depart from platform one will be. The five thirty four. N service to. Frankston.”

And, if I understand the system correctly, the train knows where it is going and its stopping pattern by the driver entering a unique code in the driver’s cab. Theoretically this could also inform the passengers of the train’s destination after Flinders Street so when a train departs Richmond the train should announce, “The next station is Flinders Street. From Flinders Street this train will form an. A one service to. Williamstown.”

Congratulations on reading all this way. Your prize is the story of a UFO above Westall.

Western Distributer

On the face of it the Western Distributor, proposed by Transburban on Thursday 30 April 2015, appears to be quite a compelling and clever project. The new road would spur from the Westgate Freeway near Williamstown Road and head north-east by tunnel and viaduct to Footscray Road and CityLink and would be funded two-thirds by Transurban and one-third by Government. No homes would be acquired, the inner-west would no longer lie sleepless with the sound of trucks through residential streets, but it is the impact on Footscray Road and Docklands which has raised my concerns.

After the road surfaces it would travel by viaduct over the Maribyrnong River and above Footscray Road which is already eight lanes wide with a central median and east-bound service road without the addition of six lanes raised above. A viaduct here is clearly overkill and would look so disgusting that it would attract anti-social behaviour and repel developers when the port and distribution centre have moved on.

Furthermore, Transurban propose extending the new road just east of CityLink which would funnel car traffic into Docklands and Melbourne’s central business district – the opposite of what cities around the world are trying to do. Cars are to cities what saturated fat is to your veins. They are the easy way out, your quick and tasty meal. About three cars transporting three people take the space of a small Melbourne tram carrying up to 70 people each, most of which are already stuck behind private transport. The idea that we should further encourage car travel to the CBD is ludicrous, but this is where we hit a wall.

This road should be about providing easy truck access to Swanston and Appleton docks, much like the East-West Link was secretly about providing truck access to the previous Government’s proposed port at Hastings, but Transurban have proposed this project not because they care about getting trucks off the streets in the western suburbs, but because they believe it will make them a profit. Trucks alone are unlikely to do that. If the state Government alter the project to make it socially acceptable it may no longer be commercially viable, which would remove two-thirds of funding from the table and no doubt increase costs because the Government do not have the skills or expertise to construct the road themselves.

Does this mean we should let Transurban go ahead with the full project no matter the implications? No, certainly not. Below is my proposed alternative to a viaduct above Footscray Road whether or not it happens to be cost-effective.

Footscray Rd - Distributer

The diagram is not to scale, but I have removed four sets of traffic lights between Sims Street to the west and Appleton Dock Road to the east (off the diagram). I propose the Western Distributor should end just east of Sims Street with flyovers running into existing ground level lanes. Trucks which need to access Dock Link Road either to the north or south should loop under Footscray Road on the west or east using underpasses which already exist. Ending the new road here would prevent creating an undevelopable squalor, decrease construction costs and, hopefully, not present itself as the next best way to access the city by private transport.

You may have noticed that I have represented the Western Distributer with only two lanes each way. While I expect the tunnels to be constructed with the capacity for three lanes each way, only providing two lanes, at least initially, would help prevent an unmanageable flow which would need to merge onto Footscray Road.

Finally, while I provide reluctant support for the project as I have altered it, I would ultimately prefer taking port trucks off the road completely in the inner-west by moving freight, bound for the Westgate Freeway, by train to a new distribution centre near the proposed port at Bay West. The rail reserves already exist, they require far less manpower to operate and do not leave such a scar on our communities as are left by large, costly motorways.

It is law in the state of Victoria that no passenger railway, outside of the city, should terminate at another, connecting passenger railway (satire). In fact, it is a twisting of the law, merging the Werribee and Altona lines, that allows the Altona loop shuttle to terminate at Laverton Station, but Metro Trains compensate this irregularity by ensuring a train to Werribee departs just before a train from Altona arrives, but I wander into field of shouting gunzels.

The Regional Rail Link, the separation of V/Line and Metro services between Southern Cross and Sunshine and a new railway from Ravenhall to Werribee forming the new Geelong line, promises to comply with this law. The new railway, which will do great things for city to city travel, will run just north of Werribee and join the existing line less than eight kilometres west of where the existing Werribee line terminates and which the current Geelong line services. When the new railway opens, passengers from Newport, Werribee and the metro stops at Laverton, Williams Landing and Hoppers Crossing, will lose their train service to Geelong.

Werribee-Wyndham Vale

The original design of the new railway included extending the Werribee line to the new Wyndham Vale Station, which would allow the old and new lines to connect, but the new Baillieu Government, having seen the breach of state law that such a connection would make, cut the Werribee line extension from the project. Provisions have been left to allow the line to be extended without altering the new infrastructure if the law should ever be changed, but for now passengers on the Werribee line are promised a train and bus and another train for their trip to Geelong.

Other examples of short-termination:






Upfield-Roxburgh Park

Route 86 Tram

86 Tram-South Morang

Route 3 Tram

3 Tram-East Malvern Station

Route 5 Tram

5 Tram-Darling


As many of Melbourne’s regulars would know, all of the tram stops on Elizabeth Street have been “upgraded” to fully accessible platform stops, except the terminus. Leaving aside the issue of the platforms being so long and fenced for the full length that they impede pedestrians’ movability, and so wide that they endanger the lives of cyclists, many of the new platform stops have done away with the convention that trams stop before a major intersection, at a red light, to allow passengers to alight and board before continuing.

For many of the new platform stops, trams now stop after, not before, major intersections, but if Yarra Tram’s drivers miss their chance at the terminus, they will find themselves stopped at a red light before a major intersection, wasting time while passengers in the tram and just a few metres ahead on the platform must wait before they can alight and board safely. But there is a way, “a better way”, and it can be taken advantage of right now.

A warning, what I am about to tell you, great tram driver, is not for the faint hearted. If there is but one delay, but one self-absorbed passenger, car driver or street sweeper, you will not succeed. You will be left behind.

Your great journey begins at the terminus at Flinders Street. Do not worry about departing slightly late, instead give most of your attention to the traffic lights at Flinders Lane. Your one and only chance depends on this. Once the lights change, giving Flinders Lane the right of way, slowly move your tram out of the terminus and wait for the green.

The lights change and you are off. You may have noticed that Collins Street gave you the right of way before Flinders Lane, but not to worry, just stick to the 40 kilometre per hour speed limit and you will cruise through arriving at the first platform stop — Collins Street at Little Collins Street.

If everything ran smoothly and there is not a tram ahead, you will have arrived at Little Collins Street at a green light, but do not be tempted, while your passengers are alighting and boarding at their brand new platform stop, the lights will change to red. It is possible for tram drivers who were caught up earlier to re-enter the race at this red light and any red light at a platform stop, but their chances are not great, they will have less time to pick up passengers.

With all passengers aboard and a green signal, you can proceed to Bourke Street Mall. The procedure is much the same as before. Cruise through Bourke Street and arrive at a green light at Little Bourke Street, which will change to red a few moments later.

Lonsdale Street is different, the old safety zones have been removed, but not replaced with a platform stop, instead you must make it though two sets of lights to the next stop — Melbourne Central at La Trobe Street. So long as you leave Little Bourke Street at the beginning of the green cycle you should make it though to Melbourne Central, but keep an eye on the lights ahead, if they are already green, step on it.

Now you are almost out of the central business district, but do not lose that adrenaline rush, you are yet to encounter your toughest challenge — Franklin Street.

Like Lonsdale Street, Franklin Street was once a tram stop, but the old safety zones were not replaced with a platform because the stop for Queen Victoria Market is just a few metres further north, however the light sequence does not appear to have been altered to reflect that. In order to make it through, like at the other stops, you must leave Melbourne Central immediately upon receiving a green signal and travel at the full speed limit, 50 kilometres per hour, in order to make it through three intersections including Franklin Street which is likely to change to orange as you pass through. Any tram immediately behind will not make it, but you can and you will.

You have now arrived at Queen Victoria Market and this is where I leave you to continue alone your great tram journey to bridal shop land, or that shopping centre by the Ring Road, or that massive top secret government defence facility near Highpoint. Before I leave though, here are a few notes for travelling south-bound, from Queen Victoria Market to the terminus.

As with travelling north, ideally you want to arrive at the stop at a red light and depart immediately upon receiving a green signal, however, due to heavy loading and quick light cycles at Queen Victoria Market (featured above) it is unlikely that you will make it to Melbourne Central without having to stop at one or all of three signalised intersections and this in turn inhibits the journey further to the terminus. Perhaps one day the lights across Melbourne will be properly timed.