But first, some background

The first High Capacity Metro Train carried passengers back on 27 December 2020, which I covered at the time. But in the case of the Sunbury line, testing of the new trains commenced in September 2020, initially by night, then by day between normal services.

Work on the Sunbury Line Upgrade project also ramped up at this time, the most visible change being platform extensions for the longer trains.

But the overhead wires also needed to be upgraded to handle the additional power drawn.

As well as the traction power substations.

And 2023 the civil works had been done, with the finishing touch being the installation of these yellow beacons between the rails – used to tell the Correct Side Door Enable (CSDE) and Selective Door Operation (SDO) systems fitted to the HCMT fleet which side the platform is on, and how many doors to open.

However this infrastructure was only fitted at Sunbury line stations from the Metro Tunnel portal at South Kensington – nothing in the City Loop, or at North Melbourne station.

A first taste

High Capacity Metro Trains also became a regular sight on the Sunbury line in early 2023, but not carrying passengers – instead headed empty cars to the stabling yard at Calder Park, because the delivery of new trains had outgrown the space available at the Pakenham East train depot.

And then in October 2023 something new happened – a pair of Sunbury line services started being advertised as ‘Pakenham’ services, on what were previously services that ran direct to Flinders Street each morning.

North Melbourne platform 3 gained a ‘HCMT Car Stop’ sign at the city end.

And a yellow selective door operation beacon was fitted between the rails on the approach.

The reason was something I didn’t think would actually happen – the operation of HCMTs on the Sunbury line before the opening of the Metro Tunnel.

And the big day

On the morning of 30 October 2023 I woke up before the sun, and caught a train out to Sunbury.

Where I found HCMT set 37 waiting in the sidings at Sunbury.

And 7:04 ‘Pakenham’ service listed on the upcoming departures.

In between the more usual City Loop, Bendigo and Echuca destinations.

After the Bendigo train had cleared the platform, at 6:58 the High Capacity Metro Train shunted out of the sidings.

Where a small group of railfans was in attendance to capture the moment.

And it was on.

‘Sunbury’ displayed on the screens onboard.

And upcoming stations listed.

Signal cleared, and time to go.

At some stations the screens just said ‘Pakenham: Not stopping at S Kensington’

But others listed every station on the way to Pakenham – at least until they ran out of screen space.

At South Kensington there wasn’t a chance of being misdirected into the Metro Tunnel, as the tracks are still blocked.

So we just went past instead.

At North Melbourne platform 3 the train stopped right where it was supposed to.

But rather than continue through to Pakenham, I headed back to Sunshine to capture the second public HCMT service of the morning.

Passengers seeming to have no trouble with the new trains.

Footnote: the timetable

The current timetable has two Sunbury line services being operated by High Capacity Metro Trains – the 0704 and 0814 from Sunbury towards the city.

Note are no matching HCMT runs in the opposite direction – they return empty to Calder Park after morning peak.

Footnote: platform extensions

The ‘HCMT car stop’ on platform 3 is now the home of two type-specific train stopping mark signs.

The other being a ‘Metro trains stop here’ sign before the end of platform 5.

This sign was added 15 years ago following the platform extension at the south end for 7-car VLocity trains running on the Geelong line.

So that 6-car suburban trains would still stop near the station exits.

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The PR puff pieces

Over on the State Government’s ‘Big Build’ website they give a high level overview.

Untangling the City Loop means more trains, more often. It will make travel easier for you with more frequent trains carrying more people to destinations across Melbourne.

Some of Melbourne’s busiest metropolitan train lines – Sunbury, Cranbourne and Pakenham – will run exclusively through the new tunnel. By taking these lines out of the City Loop, other lines will be able to run more services.

As a result, room will be created on the network to enable over half a million additional passengers per week across Melbourne’s train network to use the rail system during the peak periods.

They also break it down.

Line by line.

Cranbourne / Pakenham lines:
The Metro Tunnel and associated network improvements will create room for 121,000 passengers every week on the Cranbourne and Pakenham lines during peak periods. That’s 45% more peak capacity.

Sunbury Line:
The Metro Tunnel will create room for 113,000 more passengers every week on the Sunbury Line during peak periods. That’s 60% more peak capacity.

Craigieburn Line:
The Metro Tunnel will create room for 54,000 passengers every week on the Craigieburn Line during peak periods. That’s 27% more peak capacity.

Upfield Line:
The Metro Tunnel will create room for 45,000 passengers every week on the Upfield Line during peak periods. That’s 71% more peak capacity.

Werribee and Williamstown lines:
The Metro Tunnel will create room for 63,000 passengers every week on the Werribee and Williamstown lines during peak periods. That’s 24% more peak capacity.

Frankston Line:
The Metro Tunnel will create room for 36,000 more passengers every week on the Frankston Line during peak periods. That’s 15% more peak capacity.

Sandringham Line:
The Metro Tunnel will create room for 72,000 more passengers every week on the Sandringham Line during peak periods. That’s 48% more peak capacity.

So where did those numbers come from?

Enter the ‘Wider Network Enhancements’

Turns out building a new tunnel across Melbourne to divert trains from the existing City Loop isn’t all that’s needed to increase overall network capacity, but a package of other works are needed around the network.

The Metro Tunnel business case from February 2016 lists these in a chapter titled ‘Wider Network Enhancements’.

Melbourne Metro will create a through-running suburban corridor from Sunbury in the west to Cranbourne and Pakenham in the east (the Sunshine – Dandenong Line) through two new 9km tunnels with five new stations. The new twin tunnels connect the existing Sunbury Line to the existing Cranbourne / Pakenham Lines, allowing this corridor to operate independent of the existing City Loop and creating capacity through the inner core of the network to support service growth on other corridors.

Melbourne Metro will also facilitate delivery of a range of Wider Network Enhancements to capitalise on this additional capacity in Central Melbourne and, together with other planned works, deliver an uplift in service frequencies on the new alignment as well as the Werribee, Craigieburn, Upfield, Sandringham and Frankston Lines.

The Wider Network Enhancements comprise a range of works, including infrastructure to facilitate access to sidings, turnbacks, signalling headway improvement works, other works to support service frequency across the existing network and some changes to the operation of the tram network. More work is being undertaken to refine various aspects of the works.

The Wider Network Enhancements will facilitate delivery of the benefits of Melbourne Metro. The nature of the works will be further developed to ensure the benefits are maximised and that interfaces with other Victorian works are coordinated to efficiently deliver an optimal solution.

Appendix 3 of the business case titled ‘Scope of Works’ went into the Wider Network Enhancements further.

Sunshine to Dandenong corridor works

• Systems and infrastructure to support a safe and reliable operation to meet the service requirements on the Sunshine – Dandenong rail corridor including HCS
• Passive provision for future works in corridor – Melton electrification & Sunshine -Deer Park West quad track
• Infrastructure to support service continuity during planned and unplanned disruption (Resilience for Day 1 Operation)

Other corridor works
• Turnback facility to allow turn-back of services from the Cross City line (Eastern Turnback)
• Infrastructure to facilitate short turnback of services at Gowrie
• Signalling improvements to support additional services on Craigieburn Line
• Infrastructure to facilitate short turnback of services at Essendon
• Reconfiguration of Carrum stabling access
• Signalling upgrade on Cross City Line
• Turnback capacity to terminate new services at Cheltenham

With the business case detailing the reasoning behind each enhancement.

Infrastructure to facilitate short turnback of services in the east to service the Cross City Line

The increased service frequencies (which reflect demand) on the Cross City Line on project opening results in a difference between peak period, inter-peak period and off peak services levels from the eastern and western ends of the corridor.

To balance the service frequencies required on the east and west side of the corridor, turnback locations are required to turn back more frequent trains to the Werribee end of the corridor. Existing network infrastructure on the Cross City Line may not facilitate the number of turnback moves required and therefore additional turnback infrastructure may be required.

There are more services from the western side of the Cross City Line as the population and rate of growth is higher at Wyndham/ Werribee, and there are also services from Laverton via Altona and Williamstown. In comparison, the Sandringham line serves an established area and therefore customer demand is not growing as quickly.

A turnback will therefore result in some services from the west being able to turn back to the west without having to travel for a significant length of the Sandringham line. This will reduce the number of train sets required to serve the Cross City Line and associated operating costs.

Infrastructure to facilitate short turnback of services on the Craigieburn Line

The increased frequencies on the Craigieburn Line on opening requires a turnback in the vicinity of Essendon to achieve the most efficient train paths and stopping patterns and maximise the number of services that operate on that line.

To effectively meet customer demand on this corridor, not all services need to go to Craigieburn. Some services can start in the vicinity of Essendon, which is a major interchange station, particularly in the peak periods. This will help to serve customers south of Essendon station, whilst reducing the number of train sets and operating costs serving the Craigieburn line, as not all services will need to operate all the way to Craigieburn. It also reduces the need to further upgrade infrastructure north of Essendon for a higher number of trains operating in the AM / PM Peak hour.

Infrastructure to facilitate turnback of services on the Upfield Line

Delivering the required uplift in service frequencies on the Upfield Line requires a turnback short of Upfield to mitigate the existing single line section of track between Gowrie and Upfield. This single line, when combined with sharing the Northern Loop with the Craigieburn Line, represents a significant constraint in increasing the number of services operating on that line.

Infrastructure to facilitate short turnback of services on the Frankston Line

Whilst some services on the Frankston line already commence at stations other than Frankston, the increased frequencies on the Frankston Line on opening requires a turnback in the vicinity of Cheltenham / Mordialloc to achieve the most efficient train paths and stopping patterns and maximise the number of services that operate on that line.

To effectively meet customer demand on this corridor, not all services need to go to Frankston. Some services can start in the vicinity of Cheltenham or Mordialloc, which are major interchange stations, particularly in the peak periods. This will help to serve customers north of Cheltenham / Mordialloc station, whilst reducing the number of train sets and operating costs serving the Frankston line, as not all services will need to operate all the way to Frankston. It also reduces the need to further upgrade infrastructure south of Cheltenham / Mordialloc for a higher number of trains operating in the AM / PM Peak hour.

Improvements to access to sidings on the Frankston Line

In order to achieve the increased frequencies on the Frankston Line on opening, efficient access to the limited stabling facilities available on the Frankston line is required to achieve the most efficient train paths, stopping patterns and limit moves that have the potential to impact upon the reliability of the service.

Signalling headway improvement works

Signalling infrastructure will largely determine the frequency of train services that can be run on any given line because it will dictate how close together trains can be scheduled. Conventional signalling works on a system of blocks (defined by lineside signals) where a train may only enter a block or section of track once the train in front has cleared it.

Existing constraints on the network preclude achieving the full uplift potential of Melbourne Metro in service frequencies. Upgrades and improvements are required to reduce the number of minutes between scheduled trains to accommodate the frequencies prescribed for opening of Melbourne Metro and beyond and remove unnecessary constraints on train moves.

These include:
– Signalling improvement works on the Sunshine – Dandenong Line
– Signalling and other rail infrastructure improvement works on the Werribee Line
– Signalling improvement works on the Craigieburn Line
– Signalling improvement works on the Frankston Line.

And delivering them

The 2016 Metro Tunnel business case also looked at how and when the Wider Network Enhancements should be delivered.

The Wider Network Enhancements are being considered separately to the other packages, consistent with the approach recommended in the 2013 Procurement Strategy. The key reasons for considering the wider network works as a separate package (or series of packages) are as follows:

– The scope and location of these works means that they can potentially be undertaken independently of other scope elements.
– They have very different technical characteristics to the tunnel and stations works, are geographically separate, are of a brownfield nature and will be undertaken in a live operating environment with significant interface and stakeholder management issues.
– The required timeframe for procurement and delivery of these works differs to the rest of the project. These works need to be completed to coincide with completion of the tunnel and stations works, but have a much shorter construction duration.

Wider Network Enhancements will be packaged with other works where there are clearly demonstrable benefits such as procurement and/or delivery synergies. As noted above, the eastern turnback will form part of the Rail Infrastructure package and the signalling upgrades on the Sunshine – Dandenong Line will form part of the Rail Systems package. Other Wider Network Enhancements may ultimately form part of these packages and, where appropriate, works will be incorporated with the Level Crossing Removal Project to reduce costs and minimise disruption. Further detailed assessment of any such opportunities will occur as part of the detailed pre-procurement planning activities

So what’s happened?

Signalling improvement works on the Sunshine – Dandenong Line are well underway, with the High Capacity Signalling rollout well underway.

And upgrades to stabling along the Frankston line were delivered as part of the Level Crossing Removal Project – the troublesome single compound leading into the siding at Carrum has been ripped up.

To make way for a new elevated railway station.

Photo by Philip Mallis, via Wikimedia Commons

With the stabling yard relocated to Kananook.

Cheltenham station also got a new, more flexible centre turnback siding as part of the recent level crossing removal works.

But no changes at Essendon station – the third platform there is still too short for a 6-car Metro train to stop at, despite the level crossing at the city end being removed.

And the Upfield line has also missed out, with Gowrie station the same as it was back in the 1990s.

So what is left?

The Victorian Auditor-General’s Office detailed the current scope of the Metro Tunnel project in a June 2022 report, including scope cuts made in May 2022.

As of May 2022, Rail Projects Victoria forecasts that the overall project will cost $12.58 billion. This is a $1.55 billion (14 per cent) increase over the 2017 approved project budget.

This comparison does not allow for the wider network enhancements and High Capacity Signalling work which have been descoped. Adjusting for this, the overall project increase over the 2017 approved is $1.88 billion (17 per cent).

The value of the savings? $244.8 million by removing the Eastern Turnback and signalling upgrades from the Wider Network Enhancements scope. Rail Projects Victoria gave this reason for the cuts.

RPV’s rationale for this request was that pre-cursor works assumed in the original Metro Tunnel Project business case have not been done, and therefore the original network enhancements scope cannot achieve network benefits. The funds released by the government’s descope decision have been reallocated within the wider MTP budget

So will the Craigieburn and Upfield lines be able to make the most of the extra track capacity through the City Loop released by the Metro Tunnel project?

It looks like the answer is “kinda sorta” – more trains will be able to run than today, but even more trains could run if the cancelled Wider Network Enhancements works had have been delivered.

A High Capacity Signalling footnote

The Metro Tunnel project has also saved $91 million by cutting the High Capacity Signalling scope by about a third (or 27 kilometres of double rail track) — from the original announced scope of Watergardens to Dandenong, to a new scope of West Footscray to Westall.

Note that this dollar figure was based on the original estimate for the work, with Rail Projects Victoria estimating in 2022 that the actual cost would more likely cost between $300 million and
$500 million.

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So what is High Capacity Signalling anyway?

‘High Capacity Signalling‘ is a new technology that is about to be rolled out to Melbourne’s rail network as part of the upcoming Metro Tunnel.

Next-generation High Capacity Signalling technology will be installed on the Metro Tunnel and on the Cranbourne, Pakenham and Sunbury lines to deliver more trains, more often during peak times. The technology will also be rolled out on the new Melbourne Airport Rail when it is built.

High Capacity Signalling is a new hi-tech ‘moving block’ signalling system that enables trains to automatically adjust their speed to maintain a safe distance from the train in front.

This replaces the current conventional ‘fixed block’ system, which uses coloured signals to indicate when it is safe for a train to proceed.

High Capacity Signalling allows trains to run closer together and delivers more trains, more often.

With this nifty diagram indicating how it works.

Initially the scope of the High Capacity Signalling rollout was between Dandenong and Watergardens stations via the Metro Tunnel (54 km), but it appears this has been cut back – HCS equipment was only been installed between Westall and West Footscray stations (30 km).

High Capacity Signalling equipment

There isn’t much visible trackside to show that High Capacity Signalling has been installed. The first are new signal equipment rooms, used to house all of the new gear.

The second are ‘Trackside Radio Assemblies’.

Just a fancy name for 2.4 Ghz radio antennas pointed along the railway tracks, to transmit signals between trains and the signal control centres.

Some are located on new posts, others have been added to existing signal masts.

Making them hard to spot.

And finally – ‘norming points’.

Located between the running rails, they are passive RFID tags that provides precise location data to the HCS system onboard a train, so they know exactly where along the platform they are.

And testing it

The High Capacity Signalling system chosen for use in Melbourne is a Bombardier’s Cityflo 650 communications-based train control (CBTC) system – an off-the-shelf product used elsewhere, but it needs to be integrated with the existing signalling systems and trains used in Melbourne.

For this reason, a multi-stage test program has been conceived.

First up – February 2020 was system integrations testing in the lab.

From a Rail Projects Victoria video

Then off to the ‘Initial Test Site’ on the Mernda line between Epping and South Morang stations in June 2020.

From a Rail Projects Victoria video

Using a single X’Trapolis train retrofitted with High Capacity Signalling equipment.

From a Rail Projects Victoria video

And a suite of test equipment on board.

From a Rail Projects Victoria video

March 2021 saw the degree of difficulty increased – introducing a second X’Trapolis train fitted with High Capacity Signalling into the mix.

From a Rail Projects Victoria video

The two trains taking to each other, to ensure they kept a safe distance from each other.

From a Rail Projects Victoria video

Including out on the mainline.

From a Rail Projects Victoria video

And with the technology now proven, in August 2021 a HCS fitted High Capacity Metro Train was despatched to the test site to see how it performed.

Let’s pay a visit

After Melbourne’s Covid-19 curfew was finally lifted in October 2021, I took the opportunity to head over to Epping to see the High Capacity Signalling testing for myself.

HCMT set 18 was allocated to testing that night, departing Epping Workshops once the Mernda line had been replaced by buses.

Dust covers protected the seats.

The equipment cabinets were hanging open.

And the testing staff had set up desks in the saloon to hold their laptop computers and other test equipment.

A STOP board was erected over the tracks back towards the city, giving the testing staff free reign over the the line.

With a flagman standing guard.

The first task was a ‘sweep’ of the line as far as South Morang.

Followed by a second sweep move back to Epping – proving that the line was clear of all other trains.

It was now time to throw the changeover switch, deactivating the existing fixed-block signalling system, and activating the new High Capacity Signalling system equipment.

From a Rail Projects Victoria video

Once the system detected a HCS fitted train was in position at Epping, the lineside signal extinguished, indicating to the driver they could proceed according to the cab signalling equipment.

Heading along the line to the ‘Virtual Station’.

One end marked by a conventional lineside signal, the other by a CBTC ‘Block Marker’ sign.

And configured in the signalling system as a ‘real’ station, so that stopping and starting of trains at stations could be tested.

From a Rail Projects Victoria video

Once the test train stopped at ‘Virtual Station’, the signal extinguished, indicating that it could proceed again.

And by that point it was past midnight, and I’d seen all the testing there was to see, so called it a night.

So why X’Trapolis trains and the Mernda line?

High Capacity Signalling is intended for the new HCMT fleet of trains that use the Metro Tunnel – so why test it on completely different trains on a different line?

Back in 2012 High Capacity Signalling was a standalone project, and the Sandringham line was favoured as the test site – a situation reiterated in 2015.

The reason for the change – a desire to get it done fast, so in 2017 what was a $131 million signalling trial rolled into the Metro Tunnel Rail Systems Alliance contract – the Metro Tunnel website explains their choice.

A range of locations were considered for the testing site. The Mernda line was chosen because it does not share tracks with regional or freight services and has fewer timetabled night services than other rail lines.

But what about the HCS equipment installed for the testing along the Mernda line?

• 60,000m of cable
• 13 Wi-Fi masts
• 29 axle counters
• 56 norming points

It’s all going to go.

At the end of testing, all of the infrastructure installed by the Metro Tunnel Project for High Capacity Signalling testing will be removed from the Mernda line.

So we’ve gone from a trial that would be put into production, to a prototype that is going to be thrown away.

As for the decision for HCS testing to be completed using X’Trapolis trains – the first High Capacity Metro Trains weren’t even ready yet! The first HCMT didn’t leave the Pakenham East depot under it’s own power until November 2019, and they weren’t cleared to carry passengers until December 2020.

And not to mention testing a new technology on a ‘known’ train on the Melbourne rail network eliminates one possible variable in the test program.

Sources

• High Capacity Signalling testing to begin – Victorian Government, 6 Aug 2019
• High-capacity signalling takes metro tunnel to new heights – Infrastructure Magazine, 26 May 2021
• Advanced signalling tested on Melbourne HCMT – Rail Express, 5 August 2021
• High Capacity Signalling Initial Test Site – Metro Tunnel

Footnote: a timeline of testing on the Mernda line

Thank you for your patience as we prepare the Mernda line for testing of new High Capacity Signalling.

Buses will replace trains from Thornbury to Mernda from 3-15 December.

Further info: https://t.co/EyZpNb4bzZ

Plan your journey at https://t.co/aRUf2lAatg pic.twitter.com/BmntERBwPV

— Metro Tunnel (@metrotunnelvic) December 1, 2019

The Metro Tunnel is using specially fitted out X’Trapolis test trains on the Mernda line to test Melbourne’s next-generation High Capacity Signalling. pic.twitter.com/KMGQygb2i1

— Metro Tunnel (@metrotunnelvic) June 22, 2020

Testing of next-generation High Capacity Signalling for the Metro Tunnel is underway along the Mernda line between Epping and South Morang. Works will include using trains at night, when services are not normally running. pic.twitter.com/b5ZkBGWj3t

— Metro Tunnel (@metrotunnelvic) September 2, 2020

We are revolutionising Melbourne’s train network by moving to High Capacity Signalling (HCS). It will mean more trains, more often.
We are now testing HCS for the first time ever in Melbourne, resulting in minor disruptions to the Mernda line. More info: https://t.co/84iYkDRDGD pic.twitter.com/KK2FllnYgr

— Metro Tunnel (@metrotunnelvic) September 18, 2020

We're testing Melbourne’s new High Capacity Signalling technology on multiple trains for the first time. This technology will enable our more modern trains to talk to each other and keep a safe distance. It means we’re a step closer to turn-up-and-go train services in Melbourne. pic.twitter.com/CPazRpbUlJ

— Metro Tunnel (@metrotunnelvic) March 24, 2021

Meet the Metro Trains Melbourne drivers who are testing the next-generation High Capacity Signalling (HCS) technology. This team is pivotal in revolutionising the metropolitan rail network, towards a "turn-up-and-go" service. pic.twitter.com/4pqlfFNrsz

— Metro Tunnel (@metrotunnelvic) April 1, 2021

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The trains

The first version is the 10-car ‘Extended Train’. At 227 metres long it can carry 1970 passengers, but will require stations to be expanded so that the extra three carriages will fit into the platform.

The second version is the 6-car ‘Normal Capacity Metro Train’. At 138 metres long it is five metres shorter than existing Melbourne suburban trains, so can use any platform on the network. The 1180 passenger capacity is smaller than a ‘standard’ 7-car HCMT, but is comparable to that of trains currently used in Melbourne.

Finally we have the 3-car ‘Low Capacity Metro Train’. At 71 metres long it is the shortest of any train in Melbourne, and has a capacity of 580 passengers.

Perfect for the Cinderella of the suburban network – the Alamein line!

The specifications

Schedule 27 “Technical Specifications” of the High Capacity Metro Trains Project Agreement describes the configuration of the HCMT variants.

3. Train Configuration
a. Configuration of the HCMT into the Shortened Train or the Extended Train shall be completed and the train made Available within a two week period.

3.1 HCMT
a. Each HCMT shall be no longer than 153m from the leading edge of the Train Operator’s cab side door to the trailing edge of the furthest passenger body side door.
b. Each HCMT shall be no longer than 160m measured from coupler face to coupler face.
c. Each HCMT shall have a minimum distance between the trailing edge of the Train Operator’s cab door and the leading edge of the nearest passenger bodyside door of 1200 mm.

3.2 Shortened Train
a. Each HCMT shall be able to be re-configured into a Shortened Train.
b. Each Shortened Train shall meet all requirements of the HCMT with the exception of train length and capacity.

3.3 Extended Train
a. Each HCMT shall be able to be re-configured into an Extended Train.
b. Each Extended Train shall meet all requirements of the HCMT with the exception of train length and capacity.

And their passenger capacity.

6. Capacity
a. Each HCMT shall enable standing passengers to safely travel at a density of up to 6 passengers/m² in all seating configurations.
b. Each HCMT shall provide seating for 40% (± 2%) of the Gross Train Capacity.
c. Note: In the event that the Construction Documentation reflects the HCMT seating capacity design contained in Solution B Solution 1, the tolerance for the seating will be increased from ±2% to ±3%.

6.2 HCMT
a. Each HCMT shall have a Gross Train Capacity of at least 1380 passengers.
b. Note: In the event that the Construction Documentation reflects the HCMT seating layout design contained in Solution B Solution 1, a tolerance of ±0.5% will be provided for the Gross Train Capacity.

6.3 Shortened Train
a. The Shortened Train shall have a Gross Train Capacity of at least 1180 passengers.

6.4 Extended Train
a. The Extended Train shall have a Gross Train Capacity of at least 1970 passengers.

While Schedule 37 “Minimum Operating Standards” details their planned deployment.

As at the date of Contract Close, the Minimum Operating Standards (MOS) does not reflect the operation of a Shortened Train or an Extended Train. To the extent the MOS is required to be amended to reflect the operation of a Shortened Train or an Extended Train, the parties agree that the amended MOS must not result in a downgrading of the performance criteria set out in the MOS applicable to a HCMT at Contract Close.

April Fools!

In case you didn’t notice, today is April Fools Day – these High Capacity Metro Trains variants don’t yet exist in the real world, with the images found above just photo manipulations.

However the details of the 10-car ‘Extended Train’ and 6-car ‘Shortened Train’ are real – the technical specifications above are from the ‘HCMT Project Agreement‘ published on the Buying for Victoria website.

In addition, a few months ago a 4-car High Capacity Metro Train consist was formed at the Pakenham East depot, the extra three cars being added to a standard 7-car train to form an extended 10-car HCMT set for testing.

My only invention – the ‘Normal Capacity Metro Train’ name and the 3-car ‘Low Capacity Metro Train’.

And another thing…

I put together some similarly manipulated images way back in 2006, when 3-car VLocity trains were first announced.

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Construction

Design work kicked off in 2017, with a mockup train built for stakeholder consultation, and put on public display in February 2018.

By July 2018 body shells manufactured in China had arrived in Melbourne for final fitout.

With the first completed HCMT train rolled out in October 2018 ready for a political photo op.

In November 2018 this train was transferred from the Downer factory at Newport to the HCMT depot at Pakenham East.

The transfer was made in the dead of night, the untested train towed by diesel locomotives and treated as an unbraked vehicle, with extra wagons added to provide braking effort, and no trains allowed to pass on the parallel tracks.

By October 2019 initial testing at Pakenham East has proven the braking performance, with set 7 allowed to be transferred as a braked vehicle while other trains were still running.

The depot soon started to fill with new trains.

Testing

November 2019 saw the first HCMT run on the Pakenham line under it’s own power.

https://www.youtube.com/watch?v=zQXfT9sIv5U
Video by Railways Of Doom – I didn’t make the trip out east to see the tests

With the government deciding to cancel normal services to enable the testing program to be sped up.

Evening services on parts of the busy Pakenham line have been cancelled for much of this week, as officials race to get Melbourne’s new high capacity trains on the track.

The $2.3 billion program is running months behind schedule, with the first of the new trains only recently allowed to leave the Pakenham East depot under its own power.

The train is required to complete 10,000 kilometres of testing on the suburban network, before being accepted into the Metro fleet.

But the government’s contract with builder Evolution Rail requires the first 2,500 kilometres of tests be undertaken between the last service of the day, and the first service the following day.

That’s prompted PTV to cancel services between Dandenong and Pakenham from just after 8pm each evening this week to maximise the test window.

In January 2020 the test program expanded to the Werribee line, where high speed brake testing was carried out.

And in March 2020 a HCMT set was transferred to Upper Ferntree Gully, so that the brakes could be tested on the steep grades of the Belgrave line.

COVID-19 delays

COVID-19 hit Melbourne during 2020, everyone needing to keep their distance.

And wearing face masks.

HCMT set 3 passes through Windsor on the down, with another trip to Elsternwick

Staff working on the HCMT test program were not exempt – a maximum of two people allowed in the cab.

More testing

June 2020 was another milestone, as the HCMT fleet was cleared to run alongside normal passenger services.

Transfers between Newport and Pakenham East also being carried out by day.

But disruptions to normal services were still needed to enable additional testing – night time on the Pakenham line.

Buses replaced trains on the Pakenham line between Pakenham and Dandenong from Friday 3 July until Sunday 5 July to allow for the checks to take place.

The new trains are tested in real-world conditions, including stopping at stations, responding to signals and undergoing speed tests.

They had been running in-between passenger services where possible, but the weekend’s tests required repeated stopping and braking which is not possible during passenger services.

And from mid-afternoon on the Werribee line.

Buses will replace trains between Newport and Werribee stations from 2.45pm to the last service each day from Monday 24 August to Sunday 13 September to enable important safety and performance testing for Melbourne’s new High Capacity Metro Trains.

In September 2020 the first HCMT was tested on the Sunbury line – initially under the cover of darkness, but then between normal passenger services.

While the rest of the Melbourne was tucked away in bed, High Capacity Metro Trains were also sent to unexpected places like Kensington, to prove that the new trains were compatible with legacy infrastructure on the rest of the network.

These tests were expanded in December 2020 to daylight runs between normal services, showing that a passenger carrying HCMT misrouted from the usual Pakenham and Cranbourne lines could safley unload passengers.

Flemington Racecourse to the north.

Burnley in the east.

And Elsternwick on the Sandringham line.

And into service

Back in February 2019 the Evolution Rail consortium was promoting a “mid-2019” date for the first HCMT operational on the Cranbourne and Pakenham lines.

By February 2020 the date had been changed to “mid-2020” but after they failed to meet that target, the dates were dropped altogether – entry to service “following completion of comprehensive testing program”.

September 2020 saw a new entry to service date appear – the upcoming December 2020 timetable change, but thanks to delays to the Ballarat Line Upgrade project, the timetable change was bumped to January 2021.

But 2020 is full of surprises, and this was no different – on December 27 HCMT set 11 emerged from Pakenham East to beat the end of 2020 and run an inaugural passenger service, making a single trip to Flinders Street Station and return.

The day was low key, with no special ceremonies to mark the occasion – and little media attention.

Two years late, the first of Melbourne’s $2.3 billion fleet of new high capacity @metrotrains has taken its first fare paying passengers. Pictures @9NewsMelb pic.twitter.com/hf9yJbKBtr

— Andrew Lund (@andrew_lund) December 27, 2020

A gaggle of railfans who found out that the train was running forming the bulk of the passengers.

My main take away – useless doors!

Went for a ride on the new High Capacity Metro Train and my main takeaway is the doors – nobody seemed to be able to open them at stations.

— Marcus Wong (@aussiewongm) December 26, 2020

The new timetable starts on Sunday 31 January 2021. Will we have to wait until then to ride a HCMT train, or will more one-off services run – I don’t know.

A technology related footnote

Goodbye to old fashioned keys – an electronic lock gives access to the cab.

The rollout of the HCMT fleet has also seen something new added between the rails on the approach to each station – these yellow bars.

Part of the Correct Side Door Enable (CSDE) and Selective Door Operation (SDO) systems fitted to the HCMT fleet, these ‘TrackLink III’ beacons tell the onboard computer which side the platform is on, and how many doors to open.

And onboard is a new feature for Melbourne trains – fire doors.

Which will automatically close in an emergency, dividing up the seven car walkthrough train into smoke proof compartments a maximum of two carriages long.

Further reading

Max Thum also rode the first public HCMT service – here is his review of the passenger experience.

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