You might assume that a railway station platform is just a place for passengers to board a train, and the type of train doesn’t matter. But at Southern Cross Station platform 8 this is not the case – there is a convoluted process applied every time that usual use V/Line hands it over to Metro Trains Melbourne.
Hello, Southern Cross platform 8
Platform 8 is usually used by V/Line, and the last of the dead end platforms at Southern Cross before the electrified “through” platforms 9 to 14 used by Metro Trains Melbourne.
But platform 8 has a trick up it’s sleeve – overhead wiring for the use of electric trains.
The overhead wiring dates back to the 1920s, when the entire Spencer Street Station complex was electrified for the use of the new fangled electric trains, including the country platforms.
It remained in place until the 1960s renovation of the station which saw the bulk of it removed, except for platform 8 – spared thanks to the L class electric locomotives used to haul country trains to Gippsland.
But following their retirement in 1987, there was little need for the overhead wires at platform 8 and they fell into disuse – until they were rebuilt as part of the Southern Cross Station project. New overhead wires were installed in 2006, and then – nothing.
Metro Trains on platform 8
November 2014 saw the first electric train use Southern Cross platform 8 – a Comeng train minus passengers, sent there to test that it was compatible with the infrastructure.
A new ‘Metro Trains stop here’ sign had been installed at the south end of the platform 8, along with a fixed trainstop to automatically apply the emergency brakes if an electric train passed the mark.
So why the change of heart? Metro Trains wanted to run special trains to Flemington Racecourse and Melbourne Showgrounds as shuttles from Southern Cross platform 8, avoiding the need to continue over the viaduct to Flinders Street Station and take up a platform there.
The test was successful, with the first revenue usage being race specials to Flemington Racecourse on 13 December 2014.
In the years since, X’Trapolis trains headed for the Showgrounds have also used platform 8.
As have Siemens trains.
And the complicated bit
No, Metro Trains can’t just send an electric train into Southern Cross platform 8 any time they feel like it – there is a special operating procedure that must be followed each time the platform is handed over from V/Line to Metro.
Spencer Street – Routing Restriction Suburban Electric Trains
No. 8, No. 8A & No. 8 South TracksCommencing Monday 8th December 2014, suburban electric passenger trains are permitted to be routed into No. 8 track at Spencer Street via No. 8 North or No.8A tracks from Signal Post No. 520 only.
Suburban electric trains (passenger or empty) are not permitted to be routed into No. 8 South track (from either direction) or towards No. 8 or 8a tracks from Signal No.123 (City Circle Viaduct), Signal No.303 (Burnley Viaduct) or Signal No.567 (Northern Viaduct).
The routing of suburban electric passenger trains towards No. 8 track from Signal No. 520 will only occur when advertised by special circular with the following prerequisites in place;
– Points No. 435 & 448 must be secured in the normal position by lockable point clip.
– The special platform coping infill must be fixed in place.The Signaller Metrol, Northern Panel must record in the signal control panel log book the details regarding the installation or removal of the point securing devices (points 435 & 448) and the platform coping infill.
The installation or removal of the platform coping infill and the application / removal of point securing devices will be undertaken under cover of an Absolute Occupation.
The “special infill panel” is attached to the edge of the platform.
You need to look very closely to see that is there.
But it fills a missing chunk of platform edge.
So why not fill the gap permanently? Trains diverging through a crossover sway outwards at the end of each carriage, putting them closer to the platform edge.
So when the necessary platform gap is filled, trains cannot be allowed to use the crossover.
Which explains the “lockable point clip” part of the procedure – it prevents the crossover from being changed to direct trains towards the filled in platform gap.
Simples?
And that’s not all
Metro Trains marks the end of the line with a red buffer light.
While V/Line does not.
So what to do with Southern Cross platform 8, where both operators run trains?
Install a buffer light to meet the standards of Metro Trains.
But cover it up when the platform is handed back to V/Line.
Using a sliding metal cover.
Why can’t they both just get along!
A technical footnote
I’ve been informed that Southern Cross Station platform 8 is actually part of the Metro Trains Melbourne infrastructure lease – the track and signalling is maintained by them, despite V/Line trains using the platform the majority of the time.
I was at Southern Cross station last weekend when I saw a XTrapolis train at Platform 8 heading to Flemington Racecourse (I went to a careers expo at Jeff’s Shed). The only reason why it didn’t go all the way to Flinders Street was because it was a minor meet and not big like the Melbourne Cup. I had no idea that Metro Trains has Platform 8 as part of its lease. I thought it was just 9-14. Thank you for this knowledge.
Minor race meets only get a handful of trains – years ago I caught a Flemington Racecourse train on a whim, and had to walk back out to the tram because the next train out wasn’t until after the races were over!
This is pretty funny. God forbid that light is visible! Bureaucracy can be quite petty.
Metro and V/Line also can’t agree on how many rows of orange and yellow bumps to put on a platform.
https://wongm.com/2014/11/little-plastic-bumps-along-railway-platforms/
Metro is better than vline
The cancellation of the other line electrifications (Geelong, Ballarat and Bendigo) planned to be part of Operation Phoenix would have been a major contributor to the de-electrification of platforms 1-7.
V-Line trains should have buffer lights and even in their absence from the rest of the V-Line network, the case for covering one up seems weak (in the absence of the technical argument at least).
Electrification to Geelong was approved by the Parliamentary Public Works Committee:
https://www.railgeelong.com/lineguide/geelong/#electrification
But they rejected electrification to Ballarat and Bendigo.
https://trove.nla.gov.au/newspaper/article/23231716
https://trove.nla.gov.au/newspaper/article/206454610
Even just Geelong would almost certainly have retained at least some of the wires over the country platforms. It might also have pushed inter-urban EMUs up the priority list.
How come the sidings at Brighton Beach have buffer lights but the sidings at Sandringham do not?
I believe Metro’s buffer light requirement was only introduced in recent years – Brighton Beach was upgraded so received them, but Sandringham hasn’t been touched so has been left as is.