12
PROPOSED
PASSENGER RAIL SERVICE
TO MILDURA
NOEL LAIDLAW
THE PROPOSAL
This proposal is for the introduction of a limited, three up and three down trains per week between Mildura and Melbourne. This would require only one train plus spares to run the service. There would be no crossing of passenger train north of Ballarat. This will cut down on the need for additional capital expenditure of a controlled passing loop north of Dunolly.
There are two suggested time tables. The first is a simple six days per week service with departure time in the morning at both ends. As an alternative, the second could be considered. It allows for more realistic weekend travels options for both weekend travel to and from Mildura.
The second alternative stays within the parameters of avoiding peak hour congestion within the suburban rail network during week days. It does allow for a weekend visit from Mildura to Melbourne and a Melbourne to Mildura and back with basically a day’s stay in Mildura.
The overall trip time would be 8 hours and 10 minutes. The service would be based on the existing 80km/hr running on the line except for the Ballarat to Melbourne section where higher speeds can be achieved.
The service would be diesel hauled locomotive with air-conditioned carriages including a buffet car.
A suggested train timetable for this service would be thus:
Monday, Wednesday, Friday / Tuesday, Thursday, SaturdayMelbourne / 9.00 / Mildura / 7.00
Ballarat / 10.20 / Red Cliffs / 7.20
Maryborough / 11.10 / Ouyen / 8.40
Dunolly / 11.30 / Birchip / 10.40
St Arnaud / 12.20 / Donald / 11.15
Donald / 13.00 / St Arnaud / 11.50
Birchip / 13.35 / Dunolly / 12.40
Ouyen / 15.10 / Maryborough / 13.00
Red Cliffs / 16.50 / Ballarat / 13.50
Mildura / 17.10 / Melbourne / 15.10
Basic 6 day per week timetable
Monday, Thursday / SaturdayMelbourne / 9.00 / 7.00
Ballarat / 10.20 / 8.20
Maryborough / 11.10 / 9.10
St Arnaud / 12.20 / 10.00
Donald / 13.00 / 10.20
Birchip / 13.35 / 11.35
Ouyen / 15.10 / 13.10
Red Cliffs / 16.50 / 14.50
Mildura / 17.10 / 15.10
Tuesday / Friday, Sunday
Mildura / 7.00 / 14.00
Red Cliffs / 7.20 / 14.20
Ouyen / 8.40 / 15.40
Birchip / 10.40 / 14.40
Donald / 11.15 / 18.15
St Arnaud / 11.50 / 18.50
Maryborough / 13.00 / 20.00
Ballarat / 13.50 / 20.50
Melbourne / 15.10 / 22.10
Alternative Timetable
Primarily due to the removal of infrastructure and de-manning of stations along the line over the past twenty years, there will be some capital works required.
The issue of available rolling stock will need also to be addressed.
TRACK UPGRADE AND MAINTENANCE
The existing track between Maryborough and Mildura has had significant upgrades in the last five years and is described as Class 3 80km/hr freight track. At present, the track has deteriorated in several locations. This is normally addressed by V/Line in it routine program of track maintenance but it is important that the whole line be correctly maintained at the Class 3, 80km/hr standard for the passenger service. Similarly, the goods traffic on the line itself would equally benefit from the track being correctly maintained to a standard. Track welding and its price tag of $15M is quite un-necessary on 80km/hr track and would represent a significant saving on the proposed cost of reopening the line for passenger services.
Similarly, the construction of an additional passing loop is not required in this plan.
In the AECOM report, the following costs were provided as track upgrades:
Track Upgrade / Number / Unit cost / TotalWelding / 15000 / $ 1,000 / $15,000,000
Additional Crossing Loop / 1 / $4,000,000 / $ 4,000,000
Station Pits / 9 / $ 500,000 / $ 4,500,000
Formation (provisional) / 1 / $5,000,000 / $ 5,000,000
Vegetation Clearance (Provisional) / 1 / $2,000,000 / $ 2,000,000
Bridges (provisional) / 1 / $5,000,000 / $ 5,000,000
TOTAL / $35,500,000
For the running of existing 80km/hr passenger services on this line, none of this work is necessary. A one off additional maintenance payment to V/Line of $15M over two is necessary to accelerate the existing track rehabilitation.. Any unforeseen expenses such as bed deterioration, vegetation clearance and additional bridge maintenance would be covered by the project contingencies.
The number of road crossings along this section of line. The issue of level crossings north of Ballarat was addressed in the AECOM report “Mildura Rail Feasibility Study” in October 2010. A total of 215 crossing were identified in the Study including pedestrian and occupational crossings. There are 61 crossings in the section Ballarat to Maryborough and these crossings have been addressed as part of the ongoing improvements related to the reintroduction of passenger rail services to Maryborough.
The remaining 150 crossings would similarly have to be addressed and prioritized taking in account road use, visibility, train volumes etc. This has been tabulated in appendix E of the AECOM report in accordance with ALCAM (Australian Level Crossing Assessment Model).
Those level crossings with the highest risk of collision between road traffic and all trains, both passenger and goods should be upgraded as a priority. This program has been in operation for a number of years and there is a state wide priority list of crossings. Elevating the priority of the necessary work on Mildura line crossings would be needed.
The actual cost estimates contained in the AECOM report appear to be high and somewhat difficult to reconcile. The following table shows the AECOM costings:
Level crossings / Number / Unit cost / TotalLevel Crossings - Passive to Active / 123 / $550,000 / $67,650,000
Level Crossings - Active to Boom / 42 / $550,000 / $23,100,000
Occupation Crossings / 42 / $20,000 / $840,000
Pedestrian Crossing - Activitation / 3 / $100,000 / $300,000
Pedestrian Crossings - Crib and Wing Facilities / 5 / $30,000 / $150,000
TOTAL / $92,040,000
By applying costs derived from current industry sources and taking into account the work that has been completed to date, the following table would represent the actual costs associated with this work:
Level crossings / Number / Unit cost / TotalLevel Crossings - Passive to Active / 110 / $500,000 / $55,000,000
Level Crossings - Active to Boom / 35 / $200,000 / $7,000,000
Occupation Crossings / 35 / $15,000 / $525,000
Pedestrian Crossing - Activitation / 2 / $75,000 / $150,000
Pedestrian Crossings - Crib and Wing Facilities / 3 / $20,000 / $60,000
TOTAL / $62,735,000
As stated above this work would be staged over a period of time; perhaps five years. The overall annual cost, of less than $13M per year.
THE REPLACEMENT OF TRAILABLE POINTS, CROSSING LOOPS AND SIGNALING
Following the closure of passenger services and the eventual sale of the facility to the private operator, the stations were closed, the safe working system scrapped and changes made to automate the crossing loops. The use of trailable points, which were installed on the line, is acceptable for freight but has not been permitted by Transport Safety Victoria for passenger trains.
The line has appropriate signaling and safe working to Dunolly where the line is controlled by a system of Centralised Traffic control working out of Ballarat. Similarly, on the Ballarat to Melbourne portion of the line, TPWS safe-working is in force and this controlled from CENTROL in Melbourne. Train Order Working, similar to the Swan Hill line, could be used between Dunolly and Mildura.
All existing trailable points would need to be removed and replaced with either manual or motorized points, depending on the traffic and operational requirements at each location. Initially, the loops would be converted to manual operation. The line would effectively be worked as a single section between Dunolly and Mildura. This would allow three trains per day to use the line which would be adequate for most of the traffic requirements. During times of heavier traffic, one of the existing loops would need to be staffed on an “as required” basis and the loop would be manually operated as an intermediate train orders post. At any time in future, the loop could be automated for remote control operation at a cost of $8M to $10M.
A conceptual budget for such work would be:
Trailable Points and Safe-working / Number / Unit Cost / TotalTrailable Points / 20 / $300,000 / $6,000,000
Communications / 1 / $1,000,000 / $1,000,000
TOTAL / $7,000,000
STATION UPGRADES
As can be seen from the indicative timetable, it is proposed that the train would serve the following stations and the basic costs of marking these stations serviceable including DDA compliant would be:-
STATION / WORK REQURED / COSTBallarat / None / $0
Maryborough / None / $0
St Arnaud / Work Required / $750,000
Donald / Work Required / $750,000
Birchip / Work Required / $750,000
Ouyen / Work Required / $750,000
Red Cliffs / Work Required / $750,000
Mildura / None / $0
TOTAL / $3,750,000
The works would include platforms repairs and resurfacing, provision of seating and verandah repairs and the like. It is proposed that Myki should not included as part of this project, as is intended with other V/Line long distance trains.
ROLLING STOCK
In the Mildura Feasibility Study, an allocation was made for rolling stock plus maintenance facilities. The cost of rolling stock was set at $105M plus maintenance depot, fleet maintenance facility and stabling of an additional $36,200,000. These estimates appear to be highly inflated.
There exists both within V/Line and a number of heritage groups, both locomotives and rolling stock which would be perfectly suited to this service.
The likely rolling stock requirements for this six trains per week service is likely to be:-
2 X “A” class locomotives
2 X power vans
6 passenger carriages
1 club car
At least two engines would be required to cover potential breakdowns or routine maintenance.
There are a number of choices available for carriages currently available but unused. These include several “S” class carriages. In addition there are also at least three “Z” type carriages. They are all air-conditioned although the “S” carriages are compartment type and may require re-configuring to saloon type as part of the upgrade.
The train would consist of a power van, one first class carriage, a club and refreshment car and two economy carriages. The above rolling stock would provide seating for at least 200 persons per trip with catering facilities on the train. There would be sufficient stock to allow for carriages to withdrawn from service for maintenance or to be replaced in times of breakdown.
Although this rolling stock is operational, some work would be required to bring it up to a higher level of operational efficiency and comfort to run passenger trains and to comply with current DDA and hygiene requirements. This would include the conversion of at least two “S” coaches to open saloon type seating. One of the existing “Z” carriages has been damaged and would require repair.
An allocation has been made for $8M to cover this work. Ongoing maintenance would be covered by the operator as part of the ongoing operational charges for running the service.
There is no preferred operator of this service. In addition to V/Line, there are a number of organizations that do have the ability to operate this service. The Seymour Rail Heritage Centre for example has both engines and rolling stock (and access to additional resources within the heritage rail network) to operate this service including their own maintenance facilities and depots to keep the stock in running order.
The use of other provider such as the heritage groups to provide mainline timetabled services has been successful in Great Britain where heritage groups are now running scheduled passenger services. Certainly Seymour Rail Heritage Centre would be keen to participate in such a proposal.
The potential for major savings, both in capital and running costs if this option was chosen would be considerable. It would be expected that there would an operational saving of at least 20% by using one of the non-V/Line groups to operate this service.
OVERALL COSTINGS
Capital costs and timing of this proposal would be:-
ITEM / Year 1 / Year 2 / Year 3 / Year 4 / Year 5Track Upgrades / $10,00,000 / $5,000,000
Level Crossings / $12,547,000 / $12,547,000 / $12,547,000 / $12,547,000 / $12,547,000
Signaling & Safe-working / $3,500,000 / $3,500,000
Station Upgrades / $1,875,000 / $1,875,000
Rolling stock / $4,000,000 / $4,000,000
Design and Management / $3,200000 / $2,693,000 / $1,200,000 / $1,200,000 / $1,200,000
Contingencies 15% / $5,268,000 / $4,444,000 / $1,800,000 / $1,800,000 / $1,800,000
TOTAL / $40,390,300 / $$34,059,000 / $15,547,000 / $15,547,000 / $15,547,000
This budget shows the spending on the project extending over a period of five years. Years one and two are provided for the upgrades of the track, stations and rolling stock. The level crossing will be upgraded over a period of five years, with the initial priority given to the crossings of high priority according to the ALCAM listing. Passenger operations would start at the beginning of year three.
RUNNING COSTS
In addition to the capital costs associated with the introduction of this service, there will be running costs. This accounts for the day to day running of the service. The following tables are taken directly from the AECOM report, the actual figures were provided by V/Line.