72-610: RRL may refer to: Regional Rail Link a new regional railway line in Victoria, Australia Regional Red List Rich Representation Language a computer language used for multi-agent animation Russian Rugby League Federation Regional Research Laborotaries , under the Council of Scientific and Industrial Research (CSIR), in India Road Research Laboratory, former name of
144-582: A considerably shorter route (the original route was retained, however, to provide a passing loop). Fast Rail services were officially launched on the Geelong line on 3 February 2006. The double-track Geelong line had the track and signalling upgraded to allow VLocity trains to run at 160 km/h between Werribee and Geelong. These works were carried out in various stages between 2004 and 2006. The Geelong line already comprised two bi-directional tracks between Newport and North Geelong . 160 km/h operation
216-554: A deal, the Bracks government was elected on 16 October, shocking political commentators and election analysts, who had expected Kennett to comfortably retain power for a third term. In accordance with his pre-election promise, Bracks announced in December 1999 that feasibility studies and community consultation were underway and would be completed by the following April. At the same time, the government's travel time targets began to emerge, with
288-516: A fleet of 3-car sets in place of the original 2-car trains. As of 2018, a total of 261 carriages in 87 sets are in service or on order, compared to the original order of 76 carriages in 38 sets. Another legacy of the Regional Fast Rail project is the A$ 4 billion Regional Rail Link project which aims to separate regional trains on the Geelong, Ballarat, and Bendigo lines from suburban rail movements in
360-512: A further 25 level crossings at the 2018 state election, all 3 of them got included in the Level Crossing Removal Project and were removed in 2022 and 2023. In January 2016, V/Line suddenly withdrew half of its V/locity fleet due to wheel wear issues. The lack of rolling stock meant passengers were forced to use buses and the government ended up having to give passengers a whole month of free travel. An independent report done into
432-629: A journey time of 135 minutes. Although the early plans were altered to allow for longer crossing loops on the single track sections, the removal of one of the existing two tracks from much of the Bendigo line reduced its capacity and timekeeping of train services. The resulting delays were added to by delays affecting trains on the metropolitan section of the line between Watergardens and Southern Cross (Melbourne) stations. The installation of broad gauge sleepers, rather than gauge-convertible sleepers which would allow later conversion to standard gauge ,
504-523: A number written on the back of an envelope". Construction commenced in August 2009. The works were divided into seven packages: an overall railway signalling and control systems contract, and six sections of track: In May 2010, the estimated cost was $ 4.3 billion, and economic benefits were estimated to be $ 6.2 billion. In April 2011 the incoming Baillieu government stated it would cost closer to $ 5 billion and take two years longer to build. In July 2011
576-475: A scope of works that would meet the government's objectives. In order to do this, the tenders for each of the four routes to be upgraded were offered separately, and civil engineering firms were encouraged to bid in partnership with signalling providers. The state's objectives included improving journey times "to the maximum extent possible on a value-for-money basis", maintaining a suitable standard of safety, achieving sustained patronage growth, minimising cost to
648-489: A top speed of 210 km/h, were to be constructed at Bombardier's Dandenong factory at a cost of $ 410 million, including a 30-year maintenance agreement. Meanwhile, the government suffered sustained criticism of the project following the release of research commissioned by the National Party and carried out by ACIL Consulting, which claimed that the economic benefits of fast rail had been massively overestimated. However,
720-576: A week or so beforehand. However, only the former up track (now called the South track) was upgraded for 160 km/h running; VLocity trains are limited to 130 km/h on the former down track (now North track). Despite being described as "the most ambitious reworking of country passenger train services not just in Victoria's but in Australia's history", the RFR project was widely and consistently criticised throughout
792-479: Is different from Wikidata All article disambiguation pages All disambiguation pages Regional Rail Link Regional Rail Link ( RRL ) is the name of a project to build a 47.5-kilometre (29.5 mi) length of railway through the western suburbs of Melbourne, Victoria . The name is also colloquially used to refer to the rail alignment constructed as part of the project. The project aimed to increase rail capacity by separating regional services on
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#1732852857592864-717: Is only provided for on the East track for down trains and the West track for up trains. Track and signalling was upgraded on the Bendigo line to allow VLocity trains to run at 160 km/h between Sunbury and Bendigo. Bidirectional signalling was provided between Sunbury and Kyneton . Between Kyneton and Bendigo the double-track line was singled to allow for better clearances past heritage structures, although retaining some sections of double track to form long crossing loops. The crossing loops were provided with bidirectional signalling, but only one of
936-403: Is the lack of provision for Wi-Fi on the trains themselves for business travellers. Despite some initial setbacks, by 2009 the project was being hailed as an unexpected success, spurring record passenger numbers and substantially contributing to the growth of regional Victorian economies. In the years following the completion of the RFR program, a number of further large-scale investments in
1008-630: The 1996 Victorian election , a Liberal Party government led by Jeff Kennett was re-elected on a platform of continued rationalisation of the state's public services. This program of service reduction and privatisation, later described as one of the Kennett government's most significant legacies, included breaking up the Public Transport Corporation and selling or franchising nearly all of its assets and operations, as well as cancelling or reducing train services to regional areas. During 1999,
1080-710: The Geelong , Ballarat and Bendigo corridors from suburban services on the Werribee and Sunbury lines , while also serving new housing developments in the Tarneit and Wyndham Vale areas with a rail connection to the city. A pair of new, non-electrified tracks were constructed from Southern Cross to Sunshine along a new alignment over the Maribyrnong River ; this new alignment controversially bypasses North Melbourne station. Another new, non-electrified, double-track line
1152-471: The Geelong , Ballarat , Bendigo and Traralgon country rail lines, enabling new private infrastructure manager Freight Victoria to increase speed limits from 80 km/h (50 mph) to 130 km/h (81 mph) and therefore reduce travel times to main regional centres. The following day, the government promised $ 100,000 in funding to investigate the possibility of upgrading the Ballarat line alone. By
1224-569: The Train Protection & Warning System ), developing new train timetables with improved services, and the laying of new fibre optic cable along the rail corridors to allow for better signalling and also provide enhanced broadband facilities in regional area The VLocity trains began running at increased speeds from December 2005, with regular 160 km/h services beginning on the Geelong, Ballarat, and Bendigo lines on 3 September 2006. As well as reduced journey times, new timetables also increased
1296-708: The Transport Research Laboratory in the UK Rocket Racing League Radio relay link An acronym for Recommended Reading List Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with the title RRL . If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=RRL&oldid=960207307 " Category : Disambiguation pages Hidden categories: Short description
1368-562: The hospital and university precincts. No reason was given for that decision, and after the RRL opened, passengers wanting to get to North Melbourne had to alight at Footscray or Southern Cross stations and catch another train. Controversy emerged with the release of reports from the Victorian Environmental Protection Authority (EPA) which criticised the methodology and results contained in assessments submitted by
1440-595: The Footscray Park Railway Reserve where, EPA predicted, the public would be exposed to dangerous levels of nitrogen dioxide from increased diesel train traffic. EPA noted that planned risk assessments had not been done by the Department of Transport. Madden had viewed EPA reports in September 2010, but ruled that an Environment Effects Statement (EES) was not required for Section-1 of the RRL project. Despite
1512-538: The Melbourne metropolitan area. This is designed to increase the reliability and frequency of trains to and from Melbourne on the regional rail network. In 2015 a project was completed to provide realtime Passenger Information Display Systems (PIDS) to 33 stations in the RFR service area. This included the provision of LCD screens on platforms and in waiting rooms, and new public announcement and customer help points (push button information speakers) on platforms. The project
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#17328528575921584-588: The RRL team to former state planning minister, Justin Madden , as part of the project planning referral. EPA reports state, "in Footscray, for the most exposed residents, a vast majority of the population will experience chronic noise-induced sleep disturbance, with very significant proportions highly disturbed... For the most exposed residents in other areas, almost half the community will experience chronic noise-induced sleep disturbance." The reports also raised concerns about
1656-504: The RRL, being the only ones which can serve those stations. Tarneit station rapidly became the second busiest on the V/Line network after Southern Cross. That has worsened the chronic overcrowding on peak-hour Geelong trains, as well as slowing of journey times. As a result, there have been calls for the other three planned stations on the Tarneit section of the RRL to be constructed. As part of
1728-662: The Regional Rail Link Project" While acknowledging that the project has had significant benefits, some of them unexpected, the Auditor-General slammed the State Government's of the time, the former Victorian Department of Transport and the Regional Rail Link Authority for its mismanagement of the project, particularly in the planning stages. He noted that the lack of any formal business case for
1800-571: The V/Line Freight business. In response, FA suspended further capital investment in the state's rail network, but ultimately did not rule out cooperating with the fast rail scheme. By the end of March 2001, the Liberal state opposition had begun to claim that there was little private sector interest in the project, and that the government would be forced to contribute its full cost should it go ahead. Bracks and transport minister Peter Batchelor denied
1872-500: The Victorian Department of Transport, Jim Betts, admitted that the lack of a mature plan, and the urgency of spending the money provided by the federal government as part of its economic stimulus package, meant that there had been a rush to finalise the financial arrangements of the scheme. He commented that "the budget for that project was basically haggled over between the state and the commonwealth one weekend and we end up with
1944-464: The acquisition of the gardens to approximately 5 square metres (54 sq ft). In February 2011, the incoming Baillieu government announced the project was under review, citing poor planning and a blow-out in costs. After the review, the Baillieu government estimated the price tag for the line to be $ 880 million more than stated by the outgoing Brumby government. In November 2011, the secretary of
2016-411: The beginning of October, Bracks had indicated that he expected private rail operators would be heavily involved in the project, and promised to begin discussions by the end of that year should he be elected. The election of 18 September 1999, resulted in a hung parliament with both major parties attempting to secure a deal with three independent representatives in order to form government. Having secured
2088-548: The cost of the project would be borne by the private sector with a taxpayer investment of A$ 80 million. However, when this support failed to materialise, the Government decided to pay for the entire A$ 550 million project. In addition, the project ran overtime and over budget with the eventual cost estimated at A$ 750 million. The original promise was for trains to run to Geelong in 45 minutes, Ballarat in 60 minutes, Bendigo in 80 minutes, and Traralgon in 90 minutes. However, this
2160-510: The cost was estimated at $ 5.3 billion with a completion date of 2016. In the 2015/16 State Budget the final cost of the project was given as $ 3.65 billion, down from the previous estimate of $ 4.1 billion. Before the project opened in June 2015, the PTV promotional pamphlet for the regional rail link stating a cost of $ 3.9 billion for the project. However, the final cost of property acquisitions related to
2232-472: The development, implementation and service introduction stages, with media, transport experts and Opposition politicians attacking governance failures, cost blowouts, and the project's failure to achieve its original headline promises in any meaningful way. Public reception was initially lukewarm, and broader service benefits – that is, beyond the geographical extent of the project and its "flagship" express services – did not immediately materialise due to
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2304-477: The existing railway corridor, and local residents launched a campaign against that proposal in May 2010. Other options floated were the sharing of tracks with freight trains in the existing Bunbury Street tunnel , or the construction of a second rail tunnel under Footscray A preliminary route between Sunshine and Werribee was released for public consultation in June 2009. In July 2010, the final route through Footscray
2376-407: The findings of the feasibility studies supported commencement of the project, and suggested that the upgrades could be completed within four years. On 5 September of that year, the government revealed full details of the Regional Fast Rail plan for the first time. Announcing that the government's contribution would be $ 550 million instead of the originally promised $ 80 million, Bracks told media that
2448-529: The former Serviceton line in Deer Park, which Geelong line trains now travel on. The extra services introduced as a result of RRL meant the crossing gates were down for longer, which heavily increased traffic in the area and drew criticism from residents and lobby groups. However, when the Andrews government revised their 2014 election commitment of removing 50 of the most dangerous and congested level crossings to include
2520-660: The frequency of services, with off-peak trains arriving up to once per hour. Additional trains, with varying lengths to suit demand, were scheduled to operate during the peak, with one service on each line in the morning and evening peaks designated as the "flagship" service, which was scheduled to run at the journey time which had been promised. Ballarat was the first line to see V/Line 's new VLocity in service on 22 December 2005. Track and signalling were upgraded to allow VLocity trains to run at 160 km/h between Deer Park West Junction and Ballarat. In addition, some deviations were built to ease curves and, in one case, to provide
2592-612: The government denied the report's findings, and the Liberal Party refused to support the Nationals' stark opposition to the project, though it agreed the episode showed the plan had not been sufficiently scrutinised. Because the state government's agencies did not have sufficient resources or experience to successfully procure a major rail project, the Department of Infrastructure chose to offer bidding consortia substantial freedom to submit
2664-466: The government had not fully understood the decrepitude of the existing network, and that while the government's payments would cover the costs of upgrading infrastructure, the private sector would fund the purchase of new rollingstock for the improved lines. The announcement also detailed that the maximum speed of the improved services would be 160 km/h (99 mph), enabling travel times of 45 minutes to Geelong and 90 minutes to Traralgon in addition to
2736-464: The government's target travel times, investigate electrifying the line to Geelong as part of the project, and finalise the requirements for property acquisition and additional costs. A separate tender was let in October for the fibre-optic cabling, with three bidders shortlisted. Bombardier Transportation was contracted as the builder of the new fast trains in late November. The VLocity trains, with
2808-544: The households affected, but bureaucrats had abandoned their planned visit to deliver the bad news because they did not want to be filmed by the media. The proposals would also have acquired 136 square metres (1,460 sq ft) of the heritage listed HV McKay Memorial Gardens , (Australia's oldest remaining industrial garden) as part of a grade separation along Anderson Road in Sunshine; after community resistance and lobbying by Brimbank City Council, plans were altered to reduce
2880-474: The immediate advantage to commuters in the Wyndham Vale and Tarneit areas, there has been some disappointment regarding the irregular spacing of services at these stations. Ballarat line passengers have been particularly upset about their services since the full opening of the RRL. Due to a rolling stock shortage, some Ballarat trains had fewer carriages than before, and timekeeping of services worsened, despite
2952-478: The lead up to the 1999 election, it became imperative for the Labor Party under Steve Bracks to focus on country towns most affected by the cuts to services over the previous decade, as the Liberal government appeared to be a strong chance for re-election in the suburbs of Melbourne. On 8 September, in addition to promising a Melbourne Airport rail link , Bracks announced a new commitment to invest $ 80 million in
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3024-721: The line uses the existing platforms 1 and 2 (since renumbered 3 and 4), and then run on resumed land to the south of the suburban line to Sunshine , past Middle Footscray and West Footscray stations. Suburban trains towards Sunshine use the existing tracks except at Footscray, where two new platforms were built north of the four existing platforms. To accommodate the final route, 26 homes and 84 businesses on Buckley Street, Footscray were acquired. Many residents did not find out their homes were to be acquired until told by journalists, waiting up to 24 hours for official notification from Department of Transport representatives. A Government spokeswoman said "every effort" had been made to contact
3096-522: The link between Deer Park and West Werribee was estimated to cost $ 1.5 billion. The project was expanded and re-branded as the Regional Rail Link when announced as part of the Brumby Government 's Victorian Transport Plan of December 2008. With a revised aim of separating all regional trains between Southern Cross and Geelong , Ballarat , and Bendigo , from suburban rail movements,
3168-405: The network. The company's argument, that the proposed pricing arrangement did not adequately reimburse FA for capital investment in the network, was supported by academics from Melbourne Business School . As an alternative, FA offered to take on accountability and project management of the RFR program in exchange for alterations to the open access scheme, an arrangement which it argued would minimise
3240-568: The number of services which will be required in the future. Regional Fast Rail project The Regional Fast Rail project (or RFR project) was a rail transport project undertaken by the State Government of Victoria , Australia , between 2000 and 2006 aimed at improving rail services on the Victorian regional railway network (operated by V/Line ), specifically to reduce travel times, enhance service frequency and safety. With delays,
3312-529: The original franchise documents envisaged. Later that month, the government suggested that the fibre optic cabling required to upgrade signalling could encourage internet service providers to join the project in order to offer connectivity to towns along the upgraded lines. A shortlist of consortiums bidding to construct the project was announced in September. The leading companies for the five bids – Alstom , Baulderstone , John Holland , Leighton Contractors and Downer EDI Rail – agreed to attempt to meet
3384-532: The other for causing the problem. A separate line for regional trains between Geelong and Melbourne, then called the "Tarneit Link", was included as a possible long-term rail option in the Bracks government 's 2006 Meeting Our Transport Challenges report. Costed at around $ 500 million, the link was also recommended in Rod Eddington 's East-West Link Needs Assessment study, released in April 2008. By November 2008
3456-452: The previously mooted targets for Ballarat and Bendigo. At the start of October, the government's ability to work with the still-new private operators of the transport system was called into question when Freight Australia (FA) – a renamed Freight Victoria, lessor of the country rail network infrastructure – threatened to withdraw its cooperation if the government continued to insist that it provide equitable access to other freight operators on
3528-423: The project made it extremely difficult to determine just what the benefits of the project were meant to be, and whether or not the RRL had lived up to the expectations set for it when the project was funded in 2009. He also said that planners had not adequately predicted how many people would use the RRL after its opening, and that the lines designed maximum capacity of 18 trains per-hour would make it difficult to add
3600-443: The project was finally completed in 2009. Record passenger numbers and a substantial contribution to the growth of regional Victorian economies have both been attributed to the project with several substantial spin-off projects and subsequent calls for further upgrades and investment. The cost of the project to the government was estimated at A$ 750 million. Premier of Victoria (1999–2007) Elections [REDACTED] At
3672-545: The project will not be fully known until December 2018, so this cost estimate may increase. All passenger trains on the Ballarat , Bendigo and Geelong lines use the Regional Rail Link from Sunshine to Melbourne, solving a lot of the capacity problem, and the conflicts encountered when those services share tracks with metropolitan trains. The link allows more regional and metropolitan trains to run, which, combined with
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#17328528575923744-478: The project's limitations. However, in the years following completion of the RFR project, patronage on V/Line services began to increase at an unprecedented rate, stimulating continued investment in rollingstock and infrastructure. Consequently, a decade after the project's completion, the RFR program had been identified as the beginning of a radical transformation of the role and nature of regional rail services in Victoria. The Government originally hoped that most of
3816-422: The project, the partially-built platforms 15 and 16 at Southern Cross station were completed, which increased the number of trains the station can handle. However, no platforms were provided for RRL trains at North Melbourne station , which had been a major interchange point for regional passengers using northern suburban and City Loop trains, as well as the recently introduced Route 401 bus from North Melbourne to
3888-465: The project, the public impression is that time savings are minimal. By 2011, successive timetable changes had drastically slowed services. The Ballarat line alone at least 10 minutes has been added to the average journey following the decision to remove "flagship" express services by the Baillieu Ministry . As at January 2021, an express service between Traralgon and Southern Cross Station has
3960-462: The promise of 60- and 80-minute journeys to Ballarat and Bendigo respectively met with lukewarm support from city councils. In early 2000, Bracks committed the government to a major redevelopment of Spencer Street station , the main Melbourne country rail terminal, to bring it up to modern standards in line with the fast rail project and proposed airport link. Then, in March, the government announced that
4032-402: The promise of greater reliability after the RRL opened. Following the opening of the Regional Rail Link, V/Line trains on the Ballarat line failed to meet punctuality targets for 14 consecutive months. Despite Allen Garner, former CEO and COO of the Regional Rail Link Authority, saying there were "no new level crossings" along the whole Regional Rail Link route, three were left in place along
4104-548: The proposed route was from Southern Cross through Sunshine and Tarneit to West Werribee . In May 2009 the project reached full funding, gaining the required allocation of $ 3.2 billion from the 2009 Federal budget , adding to funds to be provided by the Victorian Government. Several route options were investigated. One proposal involved the acquisition of up to 49 properties in Railway Place , Footscray to widen
4176-404: The purchase of new rolling stock , has helped provide additional peak hour passenger capacity on regional services, particularly those from Geelong and Ballarat, and freed up capacity on Melbourne suburban tracks to allow more trains to run. However, far from providing a bypass of the suburban network for Geelong line trains, those services have become suburban trains on the Tarneit section of
4248-458: The regional rail network were proposed and completed. Some of these projects are directly attributable to the problems of the patronage growth which resulted from the RFR upgrades; others focus on similar aims to those of the original project, such as improving travel times and reliability. Further orders for VLocity trains were placed regularly following the completion of the RFR. Additionally, from 2008, intermediate carriages were ordered, creating
4320-404: The risk to the government and encourage the private sector to invest additional funds in the project. However, the government rejected this approach, pointing out that the term of the rail network lease enabled the state to proceed with upgrade works regardless of FA's willingness to cooperate, and arguing that FA had access to the details of the proposed open access regime at the time it purchased
4392-451: The rumours, saying that formal expressions of interest would be called later in the year. A launch was held in June, where the government hoped to find investment support, but Bracks and Batchelor conceded they would fully fund the project if no additional finance could be found. Meanwhile, the government agreed to assist National Express with its purchase of new trains, as the government had demanded they be built to faster specifications than
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#17328528575924464-416: The state's V/Line rail freight operations were sold outright to Freight Victoria , a consortium led by American company RailAmerica . At the company's insistence, the government also decided to lease the majority of the intrastate network itself to the winning bidder, on the basis that the control of both track and trains would enable Freight Victoria to implement greater efficiencies. However, open access
4536-584: The taxpayer and transferring risk to the private sector, and meeting ambitious deadlines for completion. Tendering firms were asked to design their bids to serve two peak services and one counter-peak on each of the Ballarat, Bendigo and Gippsland corridors. The project had five key components: The delivery of these objectives entailed upgrading 500 km of rail lines from the track bed up, installing 400 new and upgraded railway signals, installing more than 460,000 concrete sleepers, upgrading 170 level crossings, introducing new rail safety systems (later including
4608-499: The two tracks was upgraded for 160 km/h running. Track and signalling on the Traralgon line was upgraded to allow VLocity trains to run at 160 km/h between Pakenham and Traralgon. Bidirectional signalling was provided on the double-track sections between Pakenham and Bunyip , and between Longwarry and Moe . 160 km/h services began on 15 October 2006, although a few selected services ran to slightly faster schedules for
4680-536: The wheel wear issues found the major cause of the problem was tight curves on the RRL route, particularly on the North Melbourne flyover (NMFO), which was upgraded as part of RRL as a means of allowing V/line trains to travel through North Melbourne on a separate route to Metro trains In May 2018, the Victorian Auditor-General completed an audit on the Regional Rail Link, titled "Assessing Benefits from
4752-474: Was also the source of criticism. A spokesman for the Better Rail Action Group has claimed that the reason for eliminating the double track was to save maintenance costs, rather than for technical reasons. The promised spin-off, broadband access to communities such as Ballan and VLine commuters, did not eventuate due to the government's unwillingness to fund breakout points. A further criticism
4824-494: Was an increase in congestion in the Melbourne suburban area, where trains operated by V/Line shared tracks with Metro Trains Melbourne suburban trains, caused increasing delays on rail services. Late running by V/Line or metropolitan rail services affected the reliability of other trains, and V/Line trains, running express through most suburban stations, limited the frequency, and affected the timekeeping, of stopping suburban trains. After major disruptions each operator might blame
4896-485: Was announced by the state government. Heading away from Melbourne, the pair of Regional Rail Link tracks run south of the current four suburban tracks until after the line has crossed the Maribyrnong River , where a new bridge was built. After crossing the river, the line passes over the top of the Newport bound suburban tracks on a flyover, and then runs between each pair of suburban tracks to Footscray station . At Footscray
4968-467: Was constructed from a junction site west of Deer Park to another junction site near the former Manor railway station , where it joins the Warrnambool railway line . Stations were built at Tarneit and Wyndham Vale , while West Footscray and Sunshine were rebuilt. Two new platforms were built at Southern Cross and Footscray stations, and two level crossings near Sunshine were removed. The project
5040-517: Was managed by the Regional Rail Link Authority, on behalf of the Victorian Government. At the time, it was the largest transport infrastructure project being undertaken in Australia. Construction commenced in July 2009 and was fully completed in June 2015. Following the rail infrastructure improvements provided by the Regional Fast Rail project , and subsequent growth in passengers and services, there
5112-412: Was mandated for the network under Freight Victoria's control, for other freight operators and passenger services. Later in the year, country passenger train operations under the V/Line brand were franchised to National Express , a British transport multinational, under a 15-year contract which included a commitment by the company to invest in infrastructure upgrades as well as 58 "high speed trains". In
5184-444: Was soon changed to add four minutes to each journey. In the 2007 V/Line timetables, it takes the Traralgon service 111 minutes to the city. However, even these times were only for a few trains each day that would run express between Melbourne and the respective regional cities. Furthermore, the number of trains that would run to these schedules was cut to one each way each day. Even though most journey times are now faster than before
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