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Werribee系列:高峰时间增长

I’我继续发布我的 落后的假日博客。如果你没有’没看到它,最新的一个充满希望的有趣 从Penzance到Lands End的史诗巴士.

昨天’在Bentleigh的比较, 这里’显示出更多变化的是:Werribee线上的Laverton。

那里’沿这条线的住宅发展迅猛,值得庆幸的是,在过去20年中,火车的数量已显着增加。

图:高峰时段的Laverton列车

该线路于1859年通向吉朗,但 直到1983年,它仅由乡村柴油火车提供服务,反映在较早的时间表中,而该时间表几乎根本看不到任何服务。对于某些服务,您必须在纽波特换乘电动火车才能到达市区。

In 1985 the 阿尔托纳 line was extended via Westona to Laverton, forming the 阿尔托纳 Loop, and most Werribee trains started using it.

Through the 1990s there was a train about every 20 minutes in peak, with almost all trains running via the 阿尔托纳 Loop —尽管一些反高峰列车直接开行以避免单轨冲突。

直到90年代初,火车只有每40分钟(晚上60时)处于非高峰期,然后才升级到20(晚上30时)以适应网络的其余大部分。

直到2006年左右变化不大 正如您所看到的那样,自从那时起客流量真正开始激增时,高峰时段列车的数量就显着增加了。

2008年,Werribee火车从高峰期从城市环路中驶出。这增加了一些乘客的旅行时间,但是从2010年的数字可以看出,这使更多的火车开通了线路,并释放了北部隧道中的空间供更多Craigieburn和Sunbury火车使用。 (高地列车也使用它,但那时几乎没有变化。)

In 2010, Laverton via 阿尔托纳 Loop to City trains were introduced; just two at first. From 2011, all weekday (until about 7pm) 阿尔托纳 Loop trains started commencing at Laverton, and all trains from Werribee ran direct from Laverton to Newport, allowing a big increase in the latter. (This change introduced the much-hated 阿尔托纳 Loop off-peak shuttles, with Werribee trains running direct. The shuttles are 终于在下周修复

The 阿尔托纳 Loop has well-known issues. The mostly single track means any little delay can cascade easily, so Metro frequently diverts trains off it, making an already poor frequency (mostly 20-22 minutes) even worse.

2015年,吉朗(Geelong)生产线从韦里比(Werribee)生产线转移,从理论上讲,在两个小时的高峰时间内可以为8列Werribee火车提供更多空间。从那以后,增加了一些; 2017年的数字(从下周开始)显示,这些火车又有小幅增长。

Some Werribee line passengers have probably migrated to the Geelong line since then. The new Wyndham Vale and Tarneit 车站 are very busy, with Tarneit being the busiest V/Line station apart from Southern Cross.

够了吗 没有。 2016年载客量调查 仍然显示6条Werribee线AM峰值列车高于负载基准。与2014-15年度的8相比有所下降,但仍然过高。

Can they squeeze more trains onto the Werribee line in peak? Probably a few. The bottleneck will (eventually) be between Newport and the City, where the Werribee, 阿尔托纳 Loop and also Williamstown trains (every 20-22 minutes) all merge. The solution after that might be upgraded signalling, though by that point remaining level crossings will also be an issue.

另一个阻塞点是在北墨尔本和弗林德斯街之间,那里有一些来自Craigieburn(当前)或Sunbury(从下周开始)的火车共享轨道,因为 环路隧道已满.

同时,那里’在高峰时间以外,当火车数量和轨道容量不足时,还有很多事情要做’t a problem. 对于当地用户而言,周日的早晨是一个特别的小麻烦,火车每40分钟一趟,导致漫长的等待和拥挤:

实际上,除了一直转换为6车厢的火车外,自1990年代以来,周日早上和周末晚上的火车时刻表几乎没有改变。显然对于我们这个不断发展的城市还不够好。

14 replies on “Werribee系列:高峰时间增长”

那里’下午4点左右也是一个问题,那里有很多乘客,但只有20分钟一班。它’令人失望的是,即使那里的区域铁路线开放’仅添加了少量服务。

那里’与东部相比,西部缺少平交道口的情况令人失望,只有5个交叉道口被清除,而到2020年才开始实际工作。

令人失望的是,新时间表仅在早上和下午的高峰时段增加了一项额外的Werribee服务。这种影响至多可以忽略不计。

与网络上每天运行相同水平的日间服务(例如,到丹德农/弗兰克斯顿的10分钟服务)的趋势相比,Werribee线上的工作日和周末时间表之间的差异非常奇怪。

在新时间表的一个工作日,纽波特和弗林德斯街之间全天每小时有9趟火车,但周末只有20分钟的基本服务(3趟火车)。

It’s almost as if the weekend service is kept the way it is as a tribute to how the Werribee line used to run, as those weekend trains all run via both the City Loop *and* the 阿尔托纳 Loop! It’有点烦人’周末也无法直接从北墨尔本乘火车到南十字(Southern Cross)…

跟踪纽波特,富茨克雷和北墨尔本之间运力的长期解决方案是,仅将链接用于韦斯特纳(Point Cook?)和威廉姆斯敦火车,并通过墨尔本地铁二号线运行Werribee(或温德姆谷?),运行纽波特– Fishermans Bend x2 – Southern Cross – Flagstaff –帕克维尔;后者在Peel St下的轴上& Royal Pde.

From there, the line would run under Royal Pde then College Cres., then either via Johnston St (Lygon-Rathdowne and Smith-Wellington 车站), curving under Victoria Park (TBM launching site?) and Clifton Hill for interchange; or via Alexandra Pde (Neill St optional) and Queens Pde (Rathdowne-Nicholson and Smith-Wellington 车站). Either way the line would head towards Clifton Hill, underneath Merri Creek and then form either the Mernda or Hurstbridge line, returning to ground level in the vicinity of Northcote or Fairfield respectively.

(可以说,从光顾的角度来看,默恩达更有道理,但赫斯特布里奇将在两条线路之间提供更有效的互换,并且还将解决稳定/维护分配问题–Hurstbridge-Wyndham线将拥有Wyndham仓库,而Mernda将拥有Epping。否则Epping和Wyndham都将在一条线上,而Hurstbridge线将’在任何地方都没有仓库。您’d需要在赫斯特布里奇(Hurstbridge)的北部建立,或者在南部的Allendale Rd,铁路西部和北部的Orme Rd Gully之间建立。

我希望在移除CtD平交道口后,允许引入更多Paky Cranny服务,然后所有Frankston服务都将路由到Werribee&威利整天。因此,在考菲尔德(Caulfield)和里士满(Richmond)的排队都很烦人,火车无法以正确的顺序通过循环或快速列车。这样一来,您无需思考即可确切了解Richmond和FS的平台。在平台上运行服务8&10在FS上使用,平台9用于任何终止列车。可能扩展平台9,因此在可行的情况下可以从两端停放火车
I’d还希望它们整天运行上午循环模式,因为这似乎在Richmond和Nth Melb上都提供了最大的互换灵活性。因此,这些天与城市附近有限的稳定回旋无关。

虽然我了解平日的服务已接近容量,但地铁和PTV当然可以在周末增加服务。一世’m sure the 阿尔托纳 Loop can handle 15 minute frequencies at the very least.

40 minutes frequency during parts of the weekend is just unacceptable. As with any cancellation of services through the 阿尔托纳 loop (usually made into an express) which also result in 40 minute wait times.

22分钟的频率应替换为20分钟的频率。

The Werribee line should get 10 minute services in the inter-peak and weekend daytime with Newport-Footscray-North 墨尔本 express pattern and be fully through-routed with the Frankston trains. The 阿尔托纳 Loop and Williamstown line services would then form the 10 minute services for the 车站 run express through between Newport and North 墨尔本. This however would mean taking the Werribee and Frankston lines out of the loop on the weekends, which while a goof idea is considered politically dangerous.

The Werribee line also needs 3 new/revived 车站: Derrimut/East Werribee (at Derrimut Rd), Paisley (at Millers Rd) and Newport West/Newport South (at Champion Rd or Maddox Rd).

几周前,我在迪肯大学参加了这次活动。

其中一位发言者是我自己的铁路期货研究所的约翰·赫奇。

区域铁路连接在高峰时段已经满员,整个小时仅可容纳一辆额外的火车。

唯一的解决方案是延长火车的长度,并且您最多只能使用8 V /位置的汽车,而无需进行昂贵的基础设施工程。

The RRL, have taken a lot of the customers away from the Werribee line, with the Geelong line trains now functioning as more of a suburban service through Tarneit and Whyndam Vale 车站.

您激发了我看看Werribee和Altona Loop的时间表。我不知道Altona Loop火车与Werribee火车是完全分开的。这很奇怪,因为我不确定我想像的Altona火车会是什么。我现在在Altona Loop线上有一个很好的处理方式。根据詹妮弗·威廉姆斯的推文,我真的不知道’不能理解为什么如此频繁地取消像Altona火车这样的隔离线。在这方面肯定是差劲的服务。我还查看了阿拉曼线,将旧火车时刻表与新火车时刻表进行了比较,似乎什么都没有改变。

这里’s a crazy idea – replace the 阿尔托纳 loop with a BRT to Newport, and maybe on into the city. (I’即使我们在梅尔布(Melb)仅有一个,也无法将其转换为快速公交(BRT)。

因为–如果不进行全面重建,阿尔托纳线永远不可能拥有太多火车’一条带有多个平交道口的单行道,服务于一个孤立的小郊区,’s not going to grow much (with three 车站!). Serving it properly by building double track and routing all Werribee trains through it (which is the only sensible way to serve it) could only be done with a skyrail, which would be quite expensive, especially if it had three elevated 车站, and require a bit of compulsory acquisition, not to mention that 阿尔托纳 people probably wouldn’t like the idea.

因此,BRT可以沿着Altona内的铁路保留区运行,只需简单的三个‘stations’,然后与Werribee线相邻,然后在冠军路标rd附近建立天桥(何时将消除该平交路口?),然后沿着市场街南侧的专用车道到达纽波特的公交车站。这项服务的速度不如火车快(阿尔托纳市内的交通信号灯优先将有所帮助),但它可能更频繁,例如每10分钟一趟,而且成本要低得多,永远不会被取消,这意味着Werribee火车只是所有服务都将运往Werribee(以及以后的服务),因此,将三项服务全部合并到Newport时,可以减少拥堵。

那样可以提供像现在这样的服务,但是更可靠,也许总的来说会更频繁,因为通过纽波特的火车应该/将会更频繁,但是大概一次乘车去Footscray或城市要比不得不改变更好–但是要快到Footscray,它’d必须以某种方式通过纽波特飞越道格拉斯游行/海德街。

即使考虑到墨尔本道路和高速公路/桥梁的交通缓慢,进入城市实际上也是一个好主意– google maps tells me that it takes less time to drive from Southern Cross bus depot to 阿尔托纳 station than the current 2 trains ! With part as BRT lanes, and express from Newport to the city, it’d比目前的火车快得多,甚至可以在纽波特停靠。

好吧,我把所有的都拿回来–更简单和更便宜的解决方案是完全删除Altona循环,而不是花费大量的钱来服务10,000个人口,例如,隔壁的Altona Meadows没有火车服务,却有20,000个人口。要做汤姆或多或少说的话要容易得多– a new ‘Altona’ station at say Maidstone Street, with all the ramps and lifts you could want, and lots of carparking (so much room there !) and preferably an 阿尔托纳 shuttle bus that goes down the former rail reserve, and meets the trains; preferably all of them all the time.

I did not suggest closing the 阿尔托纳 Loop. Reviving Paisley station would be mainly for 阿尔托纳 North passengers and some Brooklyn passengers. Some 阿尔托纳 passengers would use it, for reasons such as express trains and frequency (especially once Werribee goes to every 10 minutes inter-peak and weekend daytime, although the current government not continuing the roll out of 10 minute services is slowing this down) and reliability, however most would continue to use the 阿尔托纳 Loop.

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