AU2017100915A4 - Improved Melbourne Metro Rail Syatem - Google Patents

Abstract

Abstract Melbourne Metro trains stop at Flinders St station for from two to five minutes principally to allow trains to get back on schedule if they have suffered delays. This reduces the capacity of the station by up to 80% and also substantially reduces the capacity of The Loop. This reduction could be eliminated by having the trains spend extra time at the terminuses to get back on schedule. Furthermore one of the two platforms for each line at Flinders St station is unutilized when trains go around The Loop reducing the station's capacity by a further 50%. These unutilized platforms could be used by trains going direct to Flinders St and terminating there when the loop reaches its capacity. These modifications would obviate the need for the proposed underground. The capacity of the whole network could be increased 50% by installing moving block signaling. Capacity especially at peak hour could be increased by a number of refinements to reduce dwell time at the stations.

Description

2017100915 04 Μ 2017 1

Australia Patents Act 1980

Complete Specification Innovative Patent

Improved Melbourne Metro Rail System

The following statement is a full description of this invention, including the best method of performing I known to me: 1 2 2017100915 04 Μ 2017

Improved Melbourne Metro Rail system

Capacity constraints at Flinders St Station [0001] Trains stop at Flinders St Station for from two to five minutes principally to allow trains to get back on schedule if they have suffered delays. This is an extremely wasteful policy. Firstly it reduces the capacity of the station by up to 80%.

[0002] This in turn reduces the capacity of The Loop as all Loop trains must pass through Flinders St Station and be subject to this constraint. On the Cranbourne line during the morning peak, Loop trains stop at Flinders St for about two minutes. Allowing a headway of two and a half minutes, the Loop is restricted to 15 trains per hour compared to 30+ per hour without this delay and with moving block signaling. In the evening peak on the Cranbourne line there is a 3.5 minute average delay reducing the capacity of The Loop to just 11 trains per hour.

[0003] As well as these delays, trains are allowed five minutes to go from Southern Cross to Flinders St, a distance of just 1.7 km, when it need only take three minutes. This should provide an extra delay at Flinders St if the trains don’t deliberately run slowly between these stations.

[0004] Because of this delay it is necessary to alter direction around the loop at midday otherwise fully laden trains would have to wait up to five minutes either in the morning or evening peak at Flinders St. Furthermore the loop is out of service for about 30 minutes around lunch time when more commuters may want to use the service. This delay is also partly due to crews changing at Flinders St when they could change else where.

[0005] This delay at Flinders St should be eliminated with trains having a delay at their terminuses to get back on schedule which would not cause any disruption. Capitalizing on this, crews should also change at the terminuses. This should be more satisfactory for crew members as they could live in the area and be able to park their cars near by. 2 3 2017100915 04 Μ 2017 [0006] To spend $11 billion to ‘free up Melbourne’s biggest bottleneck’, The Loop, as conveyed in recent advertising is untenable when the capacity could be substantially increased by eliminating the above delays and installing moving block signaling at a cost of around $300 million.

[0007] This would then allow the Loop trains to run permanently in the one direction or if one or more stations has substantially more demand than other stations then that station should be the first one for arrivals and the last for departure especially during peak hours.

[0008] When trains run around the Loop one of the two lines and platforms for each Line at Flinders St and Southern Cross is unutilized reducing the capacity of the station a further 50%. A similar situation occurs at Southern Cross.

[0009] These lines and platforms can be used to handle the overflow when the Loop reaches capacity with trains from the east, south east and Clifton Hill lines going direct to Flinders St and the western and northern lines going direct to Southern Cross and terminating there. There is ample number of platforms at Flinders St Station and one or more of the country platforms could be used by trains terminating at Southern Cross to handle all future traffic with this arrangement. These changes negate the need for the proposed South Yarra to South Kensington underground

Increasing capacity of the network [0010] Moving block signaling can increase the capacity of all routes it is used on by about 50% by lifting the current capacity from 20 trains per hour to 30 per hour.

[0011] Couple this with the increased capacity of the new trains on order of 1100 passengers or 37% more than current trains then there would be an overall increase in capacity of 112%. 3 4 2017100915 04 Μ 2017 [0012] Furthermore no lines are currently operating at capacity. The Dandenong line currently has 15 Metro and 2 V/Line trains that arrive in the city during the morning peak hour from 8.00 to 9.00AM. This capacity will be effectively increased with the third line being installed along sections of the route. The Frankston line has 14 trains during the peak hour but has a third line to Mordialloc. The bottleneck on these lines will be the Caulfield Station with 31 trains spread over two lines. The other critical section of the network is from Clifton Hill to the city with 18 trains during this peak hour. Thus the total increase in capacity compared to current demand would be at least 124%.

[0013 [ The evening peak hour, that is leaving the city between 5-6 pm has slightly less trains with 14 and 11 Metro trains on the Dandenong and Frankston lines respectively.

[0014] Thus there would be sufficient capacity for at least 27 years at 3% per annum growth. While there has been a surge in growth in the last few years in excess of this figure, it is highly unlikely to continue.

[0015] However this is not the ultimate maximum as the Victoria Line in London operates at 33 trains per hour, the Copenhagen underground operates at 36 - 40 trains per hour and the Moscow underground handles 40 trains per hour. A capacity of 40 trains an hour would seem a reasonable future goal considering the ever improving controls, signaling and automation that should be developed over the next 25 years. However grade separation at level crossings would be needed to handle more than 33 trains per hour. A higher figure could be viable if the road carried little traffic, such as the crossing at Ramsden St. Clifton Hill.

[0016] I have evolved a system that when the sophisticated software needed has been perfected will increase capacity to at least 45 trains per hour where grade separation exists. This could obviate the need for any other developments for a further 15 years.

[0017] The PTUA have cost estimates for this moving block signaling over the whole suburban network of $1.5 - 3.0 billion. This outlay will increase the capacity of the whole network by 50% 4 5 2017100915 04 Μ 2017 [0018] The Loop will gain lesser benefits from moving block signaling due to its superior signaling and the extra dwell time, which is the time passengers take to get on and off a train, at stations around The Loop compared to that at suburban stations thus lowering the capacity. This can be minimized by the changes outlined in the following section on dwell time.

[0019] When The Loop reach its capacity the extra services on the eastern lines can terminate at Flinders St using the platform not used by The Loop trains. A similar arrangement will apply to western and northern lines that will need to terminate at Southern Cross. One or more services may need to use any of the seldom used country platforms.

[0020] The weakness of this arrangement is that the driver has to walk the length of the train in order to commence the return trip taking about two minutes. To keep this turn back time to a minimum during peak hour a new driver could be waiting for the first train to arrive and then immediately commence the return journey. The driver who has left this first train will wait for the next train to arrive and take this back on the return journey. This arrangement could be repeated for the whole of the peak hour. At other times the frequency of service will be less so there is no need for this arrangement.

[0021] The lines that always terminate at Flinders St such as the Sandringham and Glen Waverley lines will have two platforms at their disposal so the delays will be inconsequential.

[0022] With this arrangement one through line is necessary. The Frankston and Werribee lines would appear to be the best combination.

[0023] Commuters will be able to get to the same destination that they can via the loop by taking any of the many trams from the station. The Elizabeth St trams will be near empty as they are going in the opposite direction to the peak hour commuters. 5 6 2017100915 04M2017 [0024] V/Line trains from the east can stop at Flinders St. on the Dandenong Line platform. Even if commuters take extra time to exit, it will not cause any permanent delays as about one in three of the Dandenong trains will go via the Loop. These trains will use the other platform at Flinders St. After the commuters have exited the train it will go across onto the Frankston Werribee Line then when it approaches Southern Cross Station it can move across to the Regional Rail platform to complete it journey.

[0025] Dr. Paul Mees in ‘Does Melbourne need another central city rail tunnel?’ published in 2008 set out how best way to operate the system but his work was ignored. His work should be reassessed. Other improvements have been formulated by Infrastructure Victoria which may provide even greater capacity.

[0026] These extra additions to capacity over and above moving block signaling can be instigated for an insignificant cost.

Dwell time [0027] It is imperative the train floor height and the platform height are on the same level.

[0028] Research shows this allows passengers to exit and enter the train at a faster pace and reduces the dwell time. But far more importantly, it eliminates the need for the train driver to lay down a ramp for wheel chair bound commuters. This can substantially increase dwell time. While this only occurs 2-3% of the time, it can disrupt the whole schedule especially when the service is at a maximum capacity such as at peak hour.

[0029] The desired maximum displacement for wheel chairs is a vertical displacement of 15 mm and a horizontal gap of 40 mm. For some inexplicable reason Metro engineers in 2013 set a new platform height of 1170 mm above the rail top while X’Trapolis and I believe Comeng trains have a floor height of 1190 mm or a displacement of 20mm. This design schedule for the height should be revised to 1190 mm. In reality few platforms comply with this standard with the step down to the 6 7 2017100915 04 Μ 2017 platform being around 70 to 130 mm and the gap between the carriage and the platform is around 90 mm for XTrapolis trains and 200 mm for Comeng trains. This increases the dwell time.

[0030] The standard design has the platform sloping towards the rail line in order to drain off rain water. To save rebuilding the whole station the slope could be reversed with rain water flowing back into the station interior and installing drains the length of the platform to collect this water. Where there is an over head canopy a second drain beneath the canopy could be installed to collect the bulk of the rain water so the surface is reasonably dry under the canopy. The gap between these trains and the rebuilt platform could be about 50 mm with a rubber strip 10 mm wide fastened to the outside to reduce this gap to the ideal standard for wheel chairs.

[0031] Some stations are heritage listed that may preclude this platform modification. Fortuitously most of these stations have limited traffic so slower movement of passengers will not be so critical. As a compromise the end of these platforms can be modified as set out above for wheel chair access.

[0032] The dwell time can be further reduced by educating passengers to move away from the doors and passengers waiting to board standing to the side to allow passengers to alight swiftly. This could be achieved with greater media advertising and commands over the loud speakers on the trains and on the station platforms. Also removing the row of seats near the exits enhances exiting. Train drivers should not delay closing the doors as late comers try to enter.

[0033] Purchasing only trains with three set of doors per carriage aids this reduction.

Peak hour demand [0034] While there has been a rapid increase in patronage recently, this is partly due to the demise of our manufacturing industries which in turn have been decimated by an absurdly over valued Australian dollar. Based on a report by the World Bank on national cost structures, our national costs are 50% above the world average even with 7 8 2017100915 04 Μ 2017 the depreciated dollar at A$1 = US$0.76. If our cost structure was to be more in line with world averages or it was made mandatory to balance our current account, which should be the case, this trend would be reversed.

[0035] The above capacity demand is just for the one morning peak hour with the evening peak being more subdued and spread out. At all other times there will be ample capacity even around the loop. It is totally uneconomic to provide capacity that is used only for one hour per day and alternative solutions need to be found.

[0036] It should be realized that affluent cities like Tokyo, Chicago and other US cities accept much more crowded trains than this ideal state during peak hour. So the envisaged system could possibly be acceptable for a longer period of time.

[0037] Encouraging employment in suburban centers is an alternative possibly at the expense of the higher productivity achieved in CBDs.

Extra line on the Dandenong Line [0038] The current peak hour usage is 17 trains made up of 15 metro trains and two V/Line services. With the improved signaling and controls no extra line will be needed to handle peak hour demand for about 20 years at which time a third line can be constructed.

Western Suburbs park and go [0039] There is a substantial area between the railway line and the freeway around Williams Landing station for car parking stretching from Forsyth Rd to Palmers Rd. Access could be gained from the Forsyth Rd on ramp and exiting the car park by passing under Palmers Rd adjacent to the rail line and then onto to Triholm Ave. Alternatively cars could exit by entering the Palmer St on ramp then immediately exiting the freeway at Aviation Rd. Alternatively an exit ramp to Forsyth Rd could be constructed. 8 9 2017100915 04 Μ 2017 [0040] It should be possible to fit in three rows of cars and two roadways along this stretch providing parking for around 800 cars.

[0041] There is also a large area of vacant land adjacent to the Altona loop just south of where it connects to the main line at Laverton. Most of this land is defined as Melbourne Water Drainage Basin. No doubt this land could be built up to exceed the likely flood level. If demand exists there is sufficient space for 5000 to 10,000 cars and even more if the demand existed.

Capacity of the Werribee Line [0042] If this car park was built it could materially increase the peak hour demand for the Altona loop and it may be advantageous to terminate the loop at this car park and be a totally separate service. This is on the basis that there is little demand for passengers traveling on this loop wanting to go to Laverton or further west. This small demand can be met by passengers swapping trains at Newport.

[0043] When demand builds up for this region and the Western Suburbs underground running from South Kensington to the University, CBD, Southbank then out to Newport is built it may be necessary to duplicate the main line for the three kilometers from the loop entering the main line near Newport and the Newport station. Land is available to achieve this.

[0044] This would then allow the whole capacity of the Werribee line to be used for Werribee trains and any new stations that may be built west of Werribee. With the construction of the Western Suburbs underground there will be ample capacity on this line for the next 50 years.

Commuter comforts [0045] There appears to be little consideration being given to commuter comfort and safety on the platforms. There are many days and times when it is raining or cold and bleak and to stand waiting for a train must discourage commuters from using trains. 9 10 2017100915 04 Μ 2017

Island platforms are wide enough to have 2.5 metre wide enclosures spread at intervals along the length of the platform that can be heated for maximum comfort. They could have security cameras installed to act as a safe enclosure for women. They could be equipped with a TV channel and issue warning messages of trains approaching. This must surely increase patronage.

[0046] For single line platforms there is ample space for such enclosures and many stations have them but they are open to the cold weather. They should be enclosed and have the necessary warning messages as approaching trains will not be as evident in an enclosed room.

Economics [0047] The cost of this new signaling should be between $1.5 to $3 billion and will increase the capacity of the whole network by 50%. There will be a saving of $11 billion in not requiring the proposed underground.

Croft Infrastructure Designs Pty Ltd Applicant 10

Claims (5)

1. Improved Melbourne Metro Rail System The claims defining the invention are as follows:

   1. The operational procedure is modified so trains stop at Flinders St for the minimum time to satisfy the needed dwell time and when the frequency of the trains exceeds the capacity of The Loop the excess traffic from the east, south east or the lines passing through Clifton Hill will go direct to and terminate at Flinders St Station utilizing the platform of the pair not being utilized by The Loop trains and the excess traffic from the west and north will go direct to and terminate at Southern Cross Station using the platform of the pair not being utilized by The Loop trains or at one or more of the country platforms and the trains can get back on schedule by allowing extra time at the terminuses and changing crews at these terminuses if need be.
2. 2. The installation of moving block signaling for all or part of the network.
3. 3. Minimize dwell time, that is the time the train is stationary at the station by utilizing one or more of the following; (a) Align the carriage floor level with the platform level by altering the carriage floor level and/or raise the station platform and in order to eliminate rebuilding the whole station the platform can be sloped back to the centre of the platform with drains running the length of the platform to recover the rain water, (b) reduce the gap between the carriage and the platform preferably to 50mm and if need be insert a 10 mm rubber strip on the platform edge to reduce the gap to 40mm to provide the ideal gap for wheel chair access, (c) educate passengers through the media and announcement over the communication system to stand aside so passengers can alight swiftly, (d) train drivers to not delay closing the doors as late comers try to enter, (e) removing the row of seats near the exits if not already done to enhance exiting, (f) standardize on the shape of the train carriage for the various manufacturers so there is only the ideal 40 mm gap between the carriage and the platform, (g) acquiring new trains that have three set of doors per carriage.
4. 4. The construction of ‘park and go’ parking for commuters on the vacant land between the Westgate Freeway and the railway line around the Williams Landing station entering via the Forsyth Rd on ramp and exiting via Triholm Ave or the Palmers Rd on ramp or building an exit ramp to Forsyth Rd. and/or on the large amount of undeveloped land either side of the Altona line between the Freeway and Westona Station being mainly Melbourne Water Drainage Basin with a new station to be built at this location.
5. 5. The erection of one or more enclosed waiting rooms along island platforms 2.5 metres wide and long enough to provide the capacity for the number of commuters who wish to use the facility.