RFI Airtrain

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It was a case of <a href="/news/forget-carnegie-murrumbeena-the-real-expense-in-expanding-the-dandenong-corridor-lies-elsewhere">hold your horses earlier today</a>.  A state election is around the corner and Melbourne's favourite infrastructure story honeypot is producing the goods but before the media frightens the locals, a much bigger issue needs to be sorted before anyone commits to property acquisitions in the level crossing removal zones.

The Rail Futures Institute's (RFI) 'Airtrain' concept has been profiled on Apartments.com.au and elsewhere and if you're reading about it for the first time, RFI is an advocate for an infrastructure future which sees a shift to rail when it comes to transporting ourselves around Melbourne.

The Airtrain concept builds on previous public studies that have identified the 'Albion corridor' - an existing rail route that sees freight and standard gauge passenger trains to Albury and Sydney run out to Sunshine then turn back to Broadmeadows - as the best route to get an airport rail line up and running in Melbourne.

RFI's difference is their focus on speed and the railway line hosting both metro and regional passenger services on its own corridor.  To get speed you need to remove obstacles and the Airtrain concept sees liberal use of tunnels to do just that.

There is a joint state and federal business case being conducted as we speak and the Prime Minister is reported to have said he wants to see it get done quickly so the $5 billion the Federal Government has promised to spend on an airport rail link can be put to use.  Recent <a href="https://www.heraldsun.com.au/news/victoria/melbourne-airport-rail-link-preferred-route-emerges/news-story/a72dd26f055f8fb991a8d11544bbd2fe">reports</a> suggest the Albion corridor via Sunshine route is the frontrunner but whether city &amp; regional-focused Airtrain concept is what the business case has in mind will not be known until it is publicly released.

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public//pictures/article-images/rfi_airtrain_0.png" rel="gallery-all" title="The Airtrain concept - image: RFI"><img alt="" class="image-article-full-width-580px" height="409" src="/sites/urban.melbourne/files//styles/article_full_width_580px/public/pictures/article-images/rfi_airtrain_0.png?itok=OVVqrL8p" title="The Airtrain concept - image: RFI" width="580"></a>

<figcaption>The Airtrain concept - image: <a href="http://www.railfutures.org.au/wp-content/uploads/2018/06/180530-Airport-Brochure_v7.pdf">RFI</a></figcaption></figure><h2>Extending the concept to the south-east</h2>

An extension of the logic contained within the Airtrain concept - new track either on the surface or in tunnels - could be one solution to providing a new corridor for express, regional and freight services to and from the south-east.

I have my colleague Laurence Dragomir to thank for the idea of centring any new fast line to the south-east on Southern Cross as he wrote back in <a href="/news/all-roads-lead-to-southern-cross-station">April</a>.

Southern Cross station would be expanded underground, to the west of the main station buildings and platforms in the Wurrndjeri Way median.  There would be two levels of platforms, much like the existing City Loop stations with Melbourne Metro 2 platforms on one level and the Airtrain/South East fast line platforms on the other.

The Airtrain tracks would enter a tunnel just north of Southern Cross Station's neck (Dudley Street) and then join with the station box.  The track would then continue south-southeast under the Yarra and then head directly for Caulfield where the tracks would then come back to the surface.

From Caulfield the tracks would run in parallel with the existing skyrail corridor and pass around the outside of each of the new stations - they're express tracks, no need to build platforms at them - this is a pattern that would be repeated in the other skyrail sections or on the surface through such stations such as Huntingdale, Westall, Sandown Park, Yarraman. 

The only existing stations that would see new platforms (for the express tracks) are Caulfield, Clayton and Dandenong.  The two express tracks would continue, built around the stations at Hallam, Narre Warren and Berwick where the four tracks would become two in a high-speed junction in between Berwick and Beaconsfield stations.

You'll need to zoom in on the map below, however back around North Melbourne, a connection to the docks would be made before the airtrain tracks head south of Dudley Street and a connection to the Frankston line would be built.

In both instances, this is to facilitate freight trains using the tunnel, specifically, the Port Rail shuttle concept: it needs a connection at the Port, the Frankston line and a connection beyond Dandenong to the Cranbourne line.  This would shift freight completely away from the slower inner-city traffic.

<iframe frameborder="0" height="480" scrolling="no" src="https://www.google.com/maps/d/u/2/embed?mid=1ivwaYdubpUKboGeS4flF2bRIr4MYWntr" width="100%"></iframe>

<h2>The operations</h2>

Like with the Airtrain concept, the new tunnel and surface tracks between Caulfield and Berwick would be used for metro, regional and freight uses.

By linking the Airtrain tracks with the South-East fast line, we've created a path that could see the Bendigo and Gippsland lines 'joined' in an operational sense - a train starting in Bendigo/Echuca/Swan Hill would travel all the way through to Traralgon/Bairnsdale/Sale and vice versa.

The regional stopping pattern within metropolitan areas would be Melbourne Airport, Southern Cross, Clayton (for Monash NEIC), Dandenong, Pakenham.

The airport shuttles, which RFI says will run every 10 minutes, would simply extend all the way to Pakenham. A turnback/third platform built at Southern Cross on the Airtrain/South-east level can be used for balancing the needs of Pakenham commuter services (i.e run more trains to Pakenham in peak per hour than all the way through to the airport).

Stopping pattern for metro services would be Pakenham all stations to Dandenong, Clayton, Caulfield, Southern Cross, Sunshine, Melbourne Airport and return.  Cranbourne/Dandenong/Westall services would simply operate all stations to Caulfield then to Domain into the Metro 1 tunnel.

If we use the <a href="/news">2013 Network Development Plan</a> as a guide for frequencies, Pakenham &amp; Gippsland will eventually need paths for 10x metro trains and 2x regional trains per hour in peak.  The Airport line from the NDP shows 6x trains per hour - and the Airtrain concept calls for the same amount per hour - with terminating platform at Southern Cross, Pakenham metro services can increase without running trains all the way from the Airport.

With approximately 12x per hour in peak - if we use the NDP as a guide - there is both scope for increases in both metro and regional and no doubt enough space to run an hourly freight, even in peak hour.

Lead image credit: <a href="https://www.facebook.com/levelcrossings/photos/a.1989028387838503.1073741905.843601892381164/1989033024504706/?type=3&amp;theater">Level Crossing Removal Authority</a>.
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Alastair Taylor

Extending RFI's Airtrain concept to the south-east

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The advocacy group behind the 'AirTrain' rail vision for Victoria has called on the $5 billion to be allocated in the Federal budget to be deployed on a Melbourne Airport Rail Link that will benefit not just the city, but the state.

Citing the four routes from a 5-year-old study that was on display at the Prime Ministers press conference at the airport last week, the Rail Futures Institute says none of them include meaningful connections from the airport to regional areas.

Not impressed with a direct route via the Maribyrnong defense site - which the Federal Government owns and is actively looking to unload from the balance sheet - RFI says rail to Melbourne Airport would likely be delayed due to widespread decontamination works required.

<blockquote>
The Rail Futures AirTrain proposal is the only serious Melbourne Airport rail option that includes direct connections from the airport to regional rail lines.

Fully executed, AirTrain would link Tullamarine to the Bendigo and Seymour/Shepparton/Albury lines and provide an efficient interchange to the Ballarat and Geelong lines and the coming Melbourne Metro line at a newly expanded station at Sunshine.

All other metropolitan lines and the Gippsland line would connect at Southern Cross station.

Rail Futures’ proposal will provide dedicated airport trains with large luggage spaces running every 10 minutes, stopping only at Sunshine, and take 15 minutes for the journey – half the average 30-minute duration of other proposals.

Partly in-tunnel, the AirTrain railway would be an entirely new build that would not share tracks with much slower metropolitan trains.

“The best airport rail links are dedicated builds with minimal stations between the airport and the city,” Mr Hearsch said. 

“Many overseas airports also have regional trains stopping at the airport station. We envisage that Melbourne Airport will progressively become a major public transport hub, with both heavy and light rail connections, a tram extension from Airport West and a greatly expanded network of metropolitan bus services, providing serious alternatives to our current car dependency.”
<cite>Rail Futures Institute <a href="http://www.railfutures.org.au/2018/04/rfi-media-release-on-federal-governments-melbourne-airport-commitment/">media release</a>.</cite>
</blockquote>

The concept of a public transport hub at Melbourne Airport is gaining traction with some advocates calling for a more comprehensive ground transport plan for the area which would include projects like extending tram routes and creating new high-frequency bus services to areas not directly served by an airport rail link.

These areas that would not be served directly by an airport rail link are to Melbourne's middle-outer north, given that most rail alignment proposals are either running directly north-west from the city, swing via Sunshine in the west or use the Craigieburn train line. 

In the 'AirTrain' vision, people living in or traveling to the East, South East or South from the airport, broadly consistent with an arc sweeping from the Lilydale line to the Frankston and Sandringham lines, would use their local train service and then be able to make a connection to the new airport link.

<figure><a class="colorbox colorbox-insert-image" href="https://res.cloudinary.com/dz9xllyip/image/fetch/q_auto:good/https://s3-ap-southeast-2.amazonaws.com/www.urban.com.au/s3fs-public/pictures/article-images/rfi_airtrain.png" rel="gallery-all" title="The alignment of RFI's 'AirTrain' vision"><img alt="" class="image-article-full-width-580px" height="392" src="/sites/urban.melbourne/files/styles/article_full_width_580px/public/pictures/article-images/rfi_airtrain.png?itok=Ms7zK8gY" title="The alignment of RFI's 'AirTrain' vision" width="580"></a>

<figcaption>The alignment of RFI's 'AirTrain' vision</figcaption></figure>With an intermediate stop at Sunshine, people traveling on the Sunbury line, eventually an electrified Melton line, the Geelong &amp; Warrnambool lines as well as the Ballarat-Ararat/Maryborough lines will all be able to make a connection outside of the centre of the city.

Sunshine already enjoys a very high amount of accessibility on rail-based public transport - a Melbourne Airport Rail Link would increase this accessibility markedly to an area which at present has just under 15,000 jobs.

The Sunshine National Employment and Innovation Cluster <a href="https://vpa.vic.gov.au/project/sunshine-employment-cluster/">planning work</a> is set to facilitate both employment and diversified mixed-use residential growth in the region.

Lead image credit: <a href="http://www.railfutures.org.au/2017/12/hume-rail-corridor-presentation/">RFI</a>
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RFI Airtrain

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