New Ararat Timetable and Clarity of Information

Two weeks ago, a new timetable for V/Line services was introduced. This has been terrific news for the Ararat Line, which has seen a dramatic increase in services. On Weekdays, there are now 5 train services to Melbourne, and 4 back to Ararat, while on Weekends, there are now 3 in each direction.

This is a fantastic outcome for weekends, which previously had a six plus hour gap between services (either train or coaches) and now makes a quick trip to Ballarat or Melbourne to go shopping or see the footy more viable. I took the first new service in each direction on 27 August, and they both seem to have been fairly well patronised for brand new services, with people connecting to and from new coaches to Horsham.

A closer look at the new services

tt screenshot
The new Ararat timetable for weekends. Compare the 11:08 service on Saturday to the 11:15 service on Sunday.

One oddity in the new timetable, is the Saturday service at 11:08, which is given 7 additional minutes compared to all other services. At first glance, this seems a bit random, but it is due to the Overland being scheduled in to come into Ararat on the Standard Gauge from Geelong at 11:13. This means the Vlocity on the Broad Gauge needs to be well clear by this time.

Due to a train from Melbourne terminating at Wendouree, the Ararat train ends up needing to wait twice, once at Wendouree, and then again in Ballarat Station. The only way around this I can see is having the train from Melbourne terminate at Ballarat. This timetable however, is the first to have a proper consistent weekend service to Wendouree, and it would be a shame to lose it. Ideally, the solution would be a second track to, and second platform at, Wendouree, which would help with this, and clearing peak services.

Alternatively, the Overland is notorious for being late, and as such just scheduling it later probably wouldn’t have much more effect than making the timetable more accurate.

Another issue is the 16:49 to Melbourne is now formed by a train that arrives at 16:39. This 10 minute turn around leaves very little room for make up time.

Providing information

This morning, Saturday 9 September,  I took a walk down to the station to see how well the Overland interacts with the new timetable (and also to see if the Overland was on time).

What I found when I arrived at the station, is that the train from Wendouree that was forming the 11:08 service was late, and didn’t arrive until 11:08 itself. It then took the crew 7 or 8 minutes to change ends, get prepared and depart, at the time of 11:16 anyway.

V/Line this weekend are running coach replacements on the Ballarat Line, and as such, there is only a service between Wendouree and Ararat. These services are supposedly running to an altered timetable, according to their twitter:

However, the V/Line website has no mention of this, nor of any alterations to services that coaches are running. Their official information page is bare-bones to say the least.

In 2017, I do not think it is good enough to only give travel advice to give yourself additional time to travel. Different services have different service patterns, and V/Line needs to publish replacement coach timetables that accurately reflect which coaches are serving what stations, and when.

During the Bendigo Rail Works last year, when the line was closed for a month, V/Line published a full timetable for their replacement coaches. This should be the minimum standard for any shut down, of any length.

bendigo train replacement

And I understand it’s hard for coach times to be 100% accurate due to traffic and other factors, but having a guide is better than nothing.

In conclusion:

New service to Ararat: Fantastic! and it seems as though people are making use of them, which will hopefully continue over time.

Oddities in the Timetable: It would be better if they weren’t there, especially additional waiting time outside of Wendouree, but necessary with how the Broad and Standard Gauges interact at Ararat (or at least how they should).

V/Line’s communication to passengers: As lousy as ever, and in desperate need of improvement. I would estimate that almost the majority of frustration that travelers have, whether they are long distance or commuters, is from not knowing why a service is delayed, or how far away it is.


The new PTV Rail Map is finally here!

Look at all those pretty colours! PDF Version available from PTV.

I want to say before I start, I actually really like the new map. It’s miles better than the current Yellow and Blue one that actually doesn’t tell you much information, and it has been extended to cover the V/Line routes as well, showing all V/Line and Metro services.

The project that got the ball rolling originally started back in 2014, and the previous versions released to the public went through several different versions, some of which were featured on Daniel Bowen’s Blog.

There’s just a few little things that kind of bug me about the new map, and I’ve listed some down below. Unfortunately, this is the version of the map that is being published everywhere, so opportunities for improvements will have to wait until the next version, which possibly won’t be until the Mernda Extension is finished in 2019, given Southland is already on the map.

Line Groupings

The map splits up the Network into its operational groups and assigns them colours. Some of these colours differ from the drafts that were posted back in 2014, with the Cross-City group switching from Purple to Green and the Dandenong Group switching from Green to Light Blue. This changes seems to have been made to allow V/Line to be given its rightful purple colour.

The Line groups and their colours going into 2017. Will the rainbow boards be changed to match? Probably.

Unfortunately, the Glen Waverly Line and Alamein Lines have been placed back in with the Lilydale and Belgrave Lines, despite running separately for most of the day. The draft map showed that these lines generally had different operating patterns, and that passengers were more likely to need to change for these services. The new map does not show this.


The most minor of complaints from me comes from the curve between Flinders Street and Richmond. The curves do not all line up nicely as they should, with the Dandenong Group’s curve not having the same centre. Once you see it, you can’t unsee it. The Cross-City Group’s curve between Flagstaff and Southern Cross uses a similar trick.

How did they not notice that ugly curve? What were they thinking sending this off to the publisher like that?

Interchanges and Station Status

The map uses a nice little bubble to denote an interchange station, except at Essendon for some reason. The reason is that the station bubble also indicates a station that has a particular level of customer service. Which is what Essendon has. So why isn’t it a bubble, and not two ticks which don’t appear anywhere else on the map?

Some of the other V/Line interchanges are also rather inelegant. Sunshine and North Melbourne, where some V/Line lines stop, and others do not, have this weird compromise going on. Sunshine is particularly ugly. I whipped up this example in 5 minutes, with the Sunbury Line being moved to the other side of the line, and the Bendigo Line passing right through without the need for a convoluted bubble joiner. A similar thing could be done at North Melbourne, which suffers from the same fate.

Like I said, I did this in 5 minutes. An actual version would be much neater.

I’ll explain the Bendigo Line being an open line in a minute (depending on how fast you read).

Southern Cross has the V/Line lines turning away from each other to show that they do not run through to each other, but it does make it look like they run into other lines. Having two distinct boxes as I’ve done below makes it a little clearer I think.

A possible design for Southern Cross that doesn’t resort to crashing the Vlocities into those Siemens. Again, an actual version would be much neater.

I’m not convinced the station names need to denote the level of customer service either. The map has an attached station index, where this, and the zone number could be placed. The Zone numbers are entirely missing outside the grey area on the map being Zones 3-13 and beyond.

V/Line’s inclusion in general

I like the idea of including V/Line services, however, when they extend out from the centre of Melbourne in 8 different directions, it makes them hard to fit on a single map. While Victoria is longer east-west than it is north-south, most of the rail services are heavily concentrated in the centre of the state, meaning that trying to represent lines geographically are significantly harder.

Of course, this isn’t a geographic map, but it helps when things are more or less where they should be. Echuca for example, is actually to the North East of Bendigo and is quite close to Shepparton, something you will never get from this map. Bairnsdale is nowhere near Belgrave. The Werribee line has to turn back inland to meet the Geelong line, as the Warrnambool Line is condensed to make room for the massive legend box.

The use of a solid coloured line to denote them also makes them look like frequent services, or at least comparable to Metro. This is why I used an open line to denote the Bendigo Line. While the RRL has 20 minute frequencies most of the time, the other commuter lines are still much less frequent, hourly or even less at some points of the day. Much like this map has done with the Stony Point Line, an open line implies that you should check the timetable when travelling, as you cannot turn up and go.

I think the hatching of the long distance lines is also problematic. In the City Loop, it is used to show weekend services. The Long Distance services run every day of the week, so the use of the information is inconsistent. I think a better option would be to have them as an open grey line. Better yet, don’t include them, and instead have arrows to show some continuing services, as the Tube Map showing the Elizabeth Line was to do. This would help things be a bit more geographically accurate.

Look at those little arrows in the top right and centre left to show the services are long distance. Sourced from City A.M. as TfL are now using a different version.

Summing Up

Overall, I like the new map, I think it’s a great step forward. Really it comes down to what information you want to display on a map, and how that information is presented. On overseas networks such as the London Underground you can plan a journey simply by looking at the map. That isn’t yet the case here due to frequency and inconsistent operation, but this makes it much easier.

Some of the complaints I had about the draft maps have been addressed, such as the V/Line Purple, but other things I liked such as the Glen Waverly Line being separate has gone. At least we’ve got rid of the Yellow and Blue abomination now, kill that thing with fire.

Who seriously thought this was a good idea? Like really?

Thoughts on the Regional Network Development “Plan”

The Regional Network Development Plan was released on Monday to a little bit of fanfare. Not much though. And it’s easy to see why when reading it, it’s only 56 pages long and falls short of actually being a plan. Google defines a plan as “a detailed proposal for doing or achieving something.” This document provides no real details, just a rough outline for when those details are going to come out. That said, there were some ideas that I picked up on when I read through.

Moving to frequencies of 40 min off peak and 20 min peak on all commuter lines, with additional services on the long distance lines as well.

This is good news for regional Victorians. However the blanket approach to all lines might not be making the best use of rolling stock. The Bendigo Line for example, runs trains half empty beyond Kyneton. Having a 30 minute service to Kyneton would help this. This would also mean that trains to Bendigo could run limited express or express between Kyneton and Footscray, saving 10-20 minutes from every Bendigo trip.

Extra services are always welcome for long distance trains. However, a lot of work still needs to be done. Echuca only has one train service in each direction per day, and runs at limited speed between Bendigo and Echuca, despite the upgrades to level crossings that have already been completed but never enacted. Hopefully the responses from the “Plan” get the government into action on actually improving things.

New standards for stations to be developed, more parking, secure parking at some of the stations on the long distance lines, platform extensions to allow 9 car running on some lines/services

The secure parking is a good idea, especially for stations on the long distance lines where frequency is so low that people may have to stay in Melbourne overnight.

Developing standards for stations is a nice idea, as long as the result isn’t a lot of paint over existing problems just to cover things up, much like the Bayside Rail Project.

Platform extensions for longer running is great. The V/Line platforms at Footscray were built with 9 carriage long platforms. Sunshine was built with enough room for 7 carriages. Wyndham Vale and Tarneit were both built with room for 9. Extending other platforms (presumably on the Geelong Line) to allow for 9 car VLocity running would be useful for providing more capacity for the Geelong Line which service both Vicotria’s second biggest city, and the booming western suburbs. Hopefully it means other stations that are currently too short for trains get extended as well. Clarkefield station missed out on being extended when Macedon, Gisborne and Riddells Creek were done last year.

Trialing coaches to outer suburbs instead of all the way into Melbourne

A good idea, as long as there are connecting services available for people to change to.

Possibility of rolling out myki long distance – lots of public feedback on requiring two ticket types for different journeys. Review of current fare structure. Only in the long term plan (10+ years) to reflect new ticket technologies

This is exciting, especially with the ticketing system currently being convoluted in how it works. V/Line ticketing staff generally make people from Melbourne pay for their train and coach journey on a paper ticket, believing it will be cheaper, but this is not always the case, especially when travel in Zones 1 and 2 has already been paid for.

Disappointingly, this seems to have been put on the back burner with the “new” ticketing technologies – that have been in use in Melbourne for 4 years, and in regional centres before that – not to be rolled out on long distance services until at least 10 years in the future. While there may be some complicated aspects involved, such as seat booking and first class surcharges, the system should be robust enough to introduce these. If they can’t be added at all, then there was something wrong with the design brief for myki in the first place given it was always meant to be an integrated ticketing system.

Lots of focus and acknowledgement of freight, improvements to corridors carrying freight not coming at the cost of losing it

Freight makes the network tick, and the network access charges it provides gives return to the network for maintenance, much more than passenger trains which are highly subsidised. The plan acknowledges that improvements to passenger train frequencies can come at a cost for freight trains. An example of this is on the Bendigo line where the number of passenger trains going through the single track section between Kyneton and Bendigo means freight trains are now a rare sight. Track amplification is needed both for passenger frequency improvements and freight reliability.

Developing local area campaigns for local transport

Kyneton, where I live, has a local bus service. I have no idea on the days it runs, its timetables or routes because I have never seen any advertisement for it, not even at the station. The only time I have heard it mentioned was when some elderly tourists asked the station attendant when the next bus to town was. “Tomorrow” was the answer. Creating advertising campaigns for local bus services is the best way of getting people to use the services.

In conclusion

In all the plan is okay, but not as a plan. It’s more a collection of nice ideas that all need their own detailed plans to happen. This is in stark comparison to the Metropolitan Network Development Plan which detailed very clearly the stages and all the works that need to happen over the medium to long term to maximise the efficiency of the suburban network. This document seems a bit too rushed and light on details in comparison, and is more of a reactionary release than a vision for the future.

Naming Melbourne’s Train Lines

A fun little exercise I tried out in response to some other blog posts I have seen around, such as here and here.

This is based on the eventual conclusion of the PTV Network Development Plan (plus a few of my own conclusions and assumptions), if that ever happens.

Victoria Park Doncaster


Named after the station that is to become the Interchange, and also provides some symmetry to the Royal Park Line.

Ringwood Belgrave


The Interchange between the two points. As these lines will still be going through the City Loop, the ‘Ring’ portion of the name is also evocative of this.

Flinders Alamein

Glen Waverley



I liked the idea of naming the lines after inner-city streets, given that they are all historical and not too controversial. The Glen Waverley line already runs direct to Flinders Street Station most of the time,  as do trains from Williamstown and Laverton. Laverton here, by the way, refers to services via the Altona Loop.

Swanston Pakenham


Bacchus Marsh


The Sunshine-Dandenong line that will be created by the Melbourne Metro Rail Project. Going under Swanston Street, I think the Swanston Line would be the perfect name for it. I also think that electrification to Melton, when it does occur, should proceed to Bacchus Marsh straight away.

La Trobe Craigieburn


The Frankston Line and Craigieburn lines are to be joined through the City Loop. As much of this occurs under La Trobe Street, it might as well be named that.

Royal Park Wallan


I found this line a hard one to suggest a name for. I went with one of the biggest landmarks on the line, which is almost half way between the two termini, Royal Park. It also helps create a nice symmetry with the Victoria Park Line.

Spencer Whittlesea

Wyndham Vale

Once again taking the name of the street it will go under, the Spencer line will be the result of a Melbourne Metro 2 Project, connecting the South Morang Line to the Werribee line, via Fishermen’s Bend. I’ve taken the liberty of extending the Mernda Extension even further to Whittlesea as a projection for future growth out in the Northern Suburbs.

Geelong Waurn Ponds

South Yarra

Under the current Vline Service it is called the Geelong Line, and I see no reasons to change that.