I'd say that it is better to just cut across from Newport to Southern Cross on a diagonal with station(s) on that diagonal. Then go Southern Cross, Flagstaff, Parkville, Fitzroy, Clifton Hill and Rushall.But that doesn't serve the 60,000 jobs and 15,000 students, most of which will north of the West Gate freeway, nor the 80,000 residents, most of which will be south of the freeway. One station is proposed for each group of users because the freeway creates enormous severence.
Newport To Parkville needs to be in planning now and have construction start by 2022 at the latest. The western section is needed as the growth on the Werribee Line is extraordinary and Newport will be at capacity again soon.How do you propose a line going through Montague and on to Southbank will be able to curve back on itself enough to then also go through Southern Cross and then double back to Flagstaff? It's a huge complication to tunnel that if the curves don't make it nonviable. It might work if Southern Cross was ignored (where's the major city interchange then? Flagstaff isn't going to be it) but then you're duplicating Metro 1 unless you mean to only touch the west end of Southbank but then you are duplicating the Port Melbourne light rail instead. Either makes no sense to me.
Think two stations to service the precinct of Fishermends Bend would be sufficient. Personally I would have a station at Montague which would also connect with the Route 96 tram to allow connection with passengers. Montague was on the former Melbourne Rail Line promised in the 2014 election by Dennis Napthine and I think it has some potential this time being part of MM2. Then a Station at Southbank as well as the stations we’ve discussed that will be at Southern Cross, Flagstaff and Parkville.
Time for MM2 and the modernisation of Melbourne’s Rail Network
Interesting to see RACV supports Melbourne Metro 2.
And Labor says Melbourne Metro 2 can only start after Melbourne Metro 1.
Also, the Hobson council is pushing for the project, interesting to see they want the Newport - Sunshine link?
If passenger trains take over freight train lines then how are you going to move freight by train. Melbourne metro 2 is a good idea but don't be stealing freight line capacity. Build new lines.The corridor is consistently 40m+ in width. Enough room for 4 tracks without taking away space from freight.
Is the Newport - Sunshine rail link a good idea?If it's a continuation of the williamstown line, yes.
Hobsons Bay Council want it to be a spur of MM2, so no.
edit: Light Rail Sunshine to Williamstown via the corridor could be a good use of existing land.
https://www.railpage.com.au/news/s/wheres-the-money-for-melbourne-metro-2-this-election suggests the metro 2 scope would be limited to the Newport to SCS link?That's just the image, I think the Metro Tunnel 2 could be built as one stage, it would only get the full benefits if the whole tunnel was built.
The Newport-Southern Cross section should be built first. But the second section definitely needs to be constructed. How will there be space for the Wollert line?I've never understood it either. If there's no space for the Hurstbridge Line, there's no room for the wollert line in the future.
The idea is the Hurstbridge line uses the existing tracks into the city, while Mernda/Wollert use the new tunnel. The original idea was that Mernda/Wollert would have 24tph to share, and Hurstbridge/Doncaster would also get up to 24tph to share.The Newport-Southern Cross section should be built first. But the second section definitely needs to be constructed. How will there be space for the Wollert line?I've never understood it either. If there's no space for the Hurstbridge Line, there's no room for the wollert line in the future.
That's why I think the Upfield Line should be closed north of Gowrie, with a new line from Gowrie Wollert running next to the Hume Fwy. Instead of sharing 24tph on one track pair, you now have split the traffic across 2 track pairs, allowing for up to 48 tph into the area.
It has been speculated by quite a few people that one of the aims of the tunnelling would be to remove that curve. That of course leaves the question of what happens to Rushall station itself, as one would imagine that like South Yarra, the limiting factors would become the descent into the portals before they could be levelled out for a station.