New Deal (railway)
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The New Deal for Country Passengers was a timetable introduced on 4 October 1981 in Victoria, Australia that revolutionised the provision of country passenger railway services. Thirty-five little-used passenger stations were closed, rolling stock utilisation improved, and new rolling stock introduced. The timetable and associated service changes resulted in an average patronage growth of 8.7% per year, from 3 million in 1981 to 5.6 million passengers in 1990/91.[1]
Contents
Political background
The Victorian Railways had been stuck in something of a "time warp" for a number of decades. The Bland Report of 1972 recommended the restructuring of railway management, the closure of uneconomic branch lines, and the replacement of most rail passenger services with buses. By the start of the 1980s, passenger numbers had fallen to around 3 million per year, due to ageing rolling stock, stagnant timetables, and competition from other forms of transport. After the Lonie Report of 1980 recommended further cuts to the network, many people called for the State Government to maintain a viable rail system.
Alan Reiher became Chairman of the Victorian Railways Board in July 1980, with the Victorian Railways having by then been re-branded as VicRail. By February 1981. Reiher's lobbying had resulted in a $115 million commitment from the Hamer Government to recast country rail passenger services in Victoria, the concepts of which originated within the Planning Branch of VicRail.
VicRail pushed hard for the new timetables to be introduced by October 1981. so they would operate throughout the summer before the 1982 Victorian election.[2] The Thopmson Government, which had succeeded Hamer's ministry in June 1981, lost the 1982 election and was replaced by the Cain Government. However, the New Deal proved to have bipartisan political support, and was further expanded by incoming Transport Minister Steve Crabb.
Planning
Before the new timetable could be introduced, stopping patterns and running times were scrutinised to maximise the utilisation of locomotives and rolling stock. The majority of the country timetable had not been revised since the steam era of the 1950s, with excessive turn around times at termini and excessive numbers of stops at little-used stations. The research found that 30% to 50% more services could run with a new timetable but with fewer carriages.[1]
Elements
The initial elements of the 1981 New Deal included:
- Planned rebuilding 26 B class locomotives with new power plants and traction equipment to (the A class)
- Construction of 54 (later 57) air conditioned steel bodied passenger cars, formed into 19 3-car N sets
- Refurbishing late 1930s-late 1950s S and Z type carriages
- Elimination of older non-airconditioned and wooden bodied carriage stock including the (E and W type carriages)
- A new timetable incorporating faster, and more frequent services
- Changes in work practices onboard trains
- Operation of trains as fixed consists, instead of the previous labour-intensive practice of shunting and altering train sizes continually
- Introduction of a new computer reservation system VICRES
- Replacement of most branchline railcar services with road coach services
Under the Cain Government further improvements were carried out from 1982:
- Ten N class diesel locomotives were ordered (later extended to 25, instead of converting additional B class locomotives)
- Eight (later 13) T class locomotives were rebuilt into the P class incorporating Head End Power (HEP).
- Older Harris suburban electric trains were converted into the H type carriages for Interurban services.
Timetable
The passenger network was recast, with Intercity routes from Melbourne to Albury, Bairnsdale, Bendigo, Dimboola, Mildura, Numurkah, Swan Hill and Warrnambool. Road coach services connected from Intercity train to towns no longer serviced by rail. Within the 'Intercity' network an 'Interurban' (commuter rail) was set up with more frequent services to Ballarat, South Geelong, Kyneton, Seymour and Traralgon.
The new timetable was put into place on 4 October 1981. Each Intercity service was accelerated by a large margin, up to 50 minutes in some instances. Unlike the Regional Fast Rail project of the early 2000s, no track or signalling improvements were carried out in order to speed up the services. Instead 35 little used stations were closed to passenger traffic, sectional running times were revised, higher powered locomotives allocated to services, and stops at railway refreshment rooms removed due to the introduction of on train catering. Turnaround times at termini were also cut though the use of the twin cab B, A and N class locomotives, which did not need to use a turntable.[2]
Interurban services were not sped up to as great a degree, but more regular departure times were introduced, and the number of services increased. The Ballarat line also saw most services sent via the direct route via Bacchus Marsh, instead of the long way via the Geelong-Ballarat line and North Shore.
Rolling stock
The A class rebuild contract was let in January 1983 to Clyde Engineering in Rosewater, South Australia. The first entered service in May 1984, but the project was abandoned in mid 1985 after rising costs due to structural fatigue. The 11th rebuild was delivered in August 1985. The N class were a new-build locomotive, mechanically similar to the A class. The major difference was the addition of head end power generators, as it was believed this was a more efficient way of supplying power for air-conditioning and lighting than power vans or individual generator sets under carriages.
Passenger trains operations were revolutionized, with fixed consist working (as in Europe) introduced to eliminate the need to shunt between services. This saw the end of a long-standing Victorian Railways tradition that the guard's van be at the end of the train.[2] An order for 18 N type carriages was placed in 1977 for operation on the Geelong and Ballarat lines, but was extended under the New Deal to 54 carriages in 1981 and subsequently to 57 carriages,[2] with the last being delivered in 1984. The carriages were part of a plan to remove 400 unheated and non air-conditioned wooden carriages (up to 70 years old) from service. The H type carriage conversion contract was placed in March 1983 with Clyde Engineering for 43 carriages, later extended to 55 carriages. The new timetable required around 180 carriages, and by 1985 the majority of the fleet was made up of steel bodied cars.
Service withdrawals
1981 also saw a number of passenger services withdrawn,[3] including:
- Lilydale - Healesville: 1 March
- Ballarat - Donald: March
- Toolamba - Echuca: 2 March
- Numurkah - Cobram: 27 April
- Baxter - Mornington: 20 May
- Melbourne - Leongatha - Yarram: 6 June
- Frankston - Stony Point: June 1981
- Ararat - Portland: 12 September
35 passenger stations were closed on existing lines, or 82 stations when those on closed lines were included.[4]
On existing lines, the closed stations were
Western & Southwestern District: Moriac, Pirron Yallock, Boorcan, Panmure, Allansford, Gordon, Bungaree, Warrenheip, Wendouree, Trawalla, Buangor, Great Western, Glenorchy, Lubeck, Clunes, Talbot, Dunolly, Bealiba, Lascelles & Tempy
Northern District: Carlsruhe, Elphinstone, Harcourt, Golden Square, Raywood, Prairie, Mitiamo, Macorna & Lake Boga
Northeastern District: Mangalore, Longwood & Glenrowan
Eastern District: Darnum, Fernbank, Lindenow
Services later reintroduced
- The Numurkah service was extended to the earlier terminus of Cobram from August 1983.
- Leongatha line service was re-introduced in December 1984.
- Stony Point line service was re-introduced in September 1984.
The Cobram and Leongatha services were again closed by the Kennett Government.
Refreshment Room closures
A number of railway refreshment rooms were also closed, due to the introduction of on-train catering.
- Colac - Warrnambool line: 24 April 1983
- Ballarat - Dimboola line: 18 December 1981
- Ararat - Dimboola line: 4 October 1981
- Horsham - Dimboola line: 30 October 1982
- Seymour - Albury line: 4 October 1981
- Warragul - Bairnsdale line: 4 October 1981
Outcomes
Although the total cost of the New Deal eventually topped $100 million, the new services were far cheaper to operate and were far more attractive. By April 1983, VicRail General Manager R. J Gallacher claimed that country passenger traffic had increased by around 20% in the eighteen months since the New Deal had begun.[5] By 1989 the strong growth in Interurban travel had led V/Line and the Government to look at further rolling stock, deliberations that would ultimately result in the introduction of the 130 km/h (81 mph) Sprinter railcar services.[5]
Further the strong foundations laid in the 1981 New Deal led undoubtedly to further massive investment in Country Rail Passenger services in Victoria in the early 2000s which has resulted in the total re-building of Spencer St Station (Melbourne) as Southern Cross station. Also the four inter-urban routes to Geelong, Ballarat, Bendigo and Traralgon were upgraded to allow a new generation of V/Locity trains to operate at up to 160 km/h. By 2007/08 patronage had grown to 12 million trips, a fourfold increase on the 3 million passengers carried in 1980/81.
See also
Notes
References
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