Australian Politics Forum - Bobby, don't catch the Train.

aquascoot Gold Member Offline Australian Politics Posts: 37809 Gender:	Bobby, don't catch the Train. Apr 28^th, 2026 at 5:55pm No, not because you might get matchete attacked. Your train might not make it
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Bobby. Gold Member Offline Australian Politics Posts: 119406 Melbourne Gender:	Re: Bobby, don't catch the Train. Reply #1 - Apr 28^th, 2026 at 6:09pm Link for story?
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aquascoot

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Re: Bobby, don't catch the Train.
Reply #2 - Apr 28^th, 2026 at 6:30pm

1. Lack of flexibility across the network
Because the tunnel uses platform screen doors and precise stopping systems, only HCMTs can run through it. That means Melbourne can’t just send any available train through the tunnel if there’s a disruption. Critics argue this reduces operational flexibility compared to a more “mixed fleet” system.
2. Fleet fragmentation
Melbourne already has multiple train types (Comeng, Siemens, X’Trapolis), and the tunnel effectively creates a separate “sub-network” that only one fleet can use. Some transport analysts say this makes maintenance, scheduling, and upgrades more complicated over time.
3. Future procurement constraints
If the city buys new trains later, they’ll either have to:
match the HCMT design very closely, or
accept that those trains won’t be able to use the tunnel
That limits competitive procurement and could increase costs or reduce options.
4. Platform screen doors = permanent lock-in
The platform screen doors are a big part of the criticism. They improve safety and allow higher-frequency “metro-style” service—but they also require exact door alignment, which effectively locks in train dimensions and door placement for decades.
5. “Only part of the fleet can use the flagship tunnel”
Some critics frame it as a poor return on investment: a multibillion-dollar tunnel that only a subset of trains can use. Supporters counter that it’s not meant to serve every train—it’s meant to run a dedicated high-capacity corridor.
6. Risk during disruptions
In a disruption (e.g., breakdown, maintenance), operators have fewer fallback options. You can’t just reroute a different train type through the tunnel, which could make incident recovery slower.

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aquascoot

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Re: Bobby, don't catch the Train.
Reply #3 - Apr 28^th, 2026 at 6:31pm

1. Lack of flexibility across the network
Because the tunnel uses platform screen doors and precise stopping systems, only HCMTs can run through it. That means Melbourne can’t just send any available train through the tunnel if there’s a disruption. Critics argue this reduces operational flexibility compared to a more “mixed fleet” system.
2. Fleet fragmentation
Melbourne already has multiple train types (Comeng, Siemens, X’Trapolis), and the tunnel effectively creates a separate “sub-network” that only one fleet can use. Some transport analysts say this makes maintenance, scheduling, and upgrades more complicated over time.
3. Future procurement constraints
If the city buys new trains later, they’ll either have to:
match the HCMT design very closely, or
accept that those trains won’t be able to use the tunnel
That limits competitive procurement and could increase costs or reduce options.
4. Platform screen doors = permanent lock-in
The platform screen doors are a big part of the criticism. They improve safety and allow higher-frequency “metro-style” service—but they also require exact door alignment, which effectively locks in train dimensions and door placement for decades.
5. “Only part of the fleet can use the flagship tunnel”
Some critics frame it as a poor return on investment: a multibillion-dollar tunnel that only a subset of trains can use. Supporters counter that it’s not meant to serve every train—it’s meant to run a dedicated high-capacity corridor.
6. Risk during disruptions
In a disruption (e.g., breakdown, maintenance), operators have fewer fallback options. You can’t just reroute a different train type through the tunnel, which could make incident recovery slower.

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aquascoot Gold Member Offline Australian Politics Posts: 37809 Gender:	Re: Bobby, don't catch the Train. Reply #4 - Apr 28^th, 2026 at 6:32pm So good , I posted it twice
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Carl D Gold Member Offline Australian Politics Posts: 10927 Rivervale, Perth Gender:	Re: Bobby, don't catch the Train. Reply #5 - Apr 28^th, 2026 at 10:54pm aquascoot wrote on Apr 28^th, 2026 at 5:55pm: No, not because you might get matchete attacked. Your train might not make it What does any of this have to do with getting "matchete (machete) attacked"? And, please learn how to resize your pictures. Forgiven. Namaste.
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Sophia

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Re: Bobby, don't catch the Train.
Reply #6 - Apr 28^th, 2026 at 11:54pm

Carl D wrote on Apr 28^th, 2026 at 10:54pm:

aquascoot wrote on Apr 28^th, 2026 at 5:55pm:

No, not because you might get matchete attacked.

Your train might not make it

What does any of this have to do with getting "matchete (machete) attacked"?

Really Carl? It’s obvious, Melbourne is notorious with repeated machete attacks and train travel to outer city burbs has spread the attacks.
Tongue in cheek by Aqua re: trains…

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If you put the federal government in charge of the Sahara Desert, in 5 years there'd be a shortage of sand.

Milton Friedman

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Sophia

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Re: Bobby, don't catch the Train.
Reply #7 - Apr 28^th, 2026 at 11:55pm

aquascoot wrote on Apr 28^th, 2026 at 6:31pm:

1. Lack of flexibility across the network
Because the tunnel uses platform screen doors and precise stopping systems, only HCMTs can run through it. That means Melbourne can’t just send any available train through the tunnel if there’s a disruption. Critics argue this reduces operational flexibility compared to a more “mixed fleet” system.
2. Fleet fragmentation
Melbourne already has multiple train types (Comeng, Siemens, X’Trapolis), and the tunnel effectively creates a separate “sub-network” that only one fleet can use. Some transport analysts say this makes maintenance, scheduling, and upgrades more complicated over time.
3. Future procurement constraints
If the city buys new trains later, they’ll either have to:
match the HCMT design very closely, or
accept that those trains won’t be able to use the tunnel
That limits competitive procurement and could increase costs or reduce options.
4. Platform screen doors = permanent lock-in
The platform screen doors are a big part of the criticism. They improve safety and allow higher-frequency “metro-style” service—but they also require exact door alignment, which effectively locks in train dimensions and door placement for decades.
5. “Only part of the fleet can use the flagship tunnel”
Some critics frame it as a poor return on investment: a multibillion-dollar tunnel that only a subset of trains can use. Supporters counter that it’s not meant to serve every train—it’s meant to run a dedicated high-capacity corridor.
6. Risk during disruptions
In a disruption (e.g., breakdown, maintenance), operators have fewer fallback options. You can’t just reroute a different train type through the tunnel, which could make incident recovery slower.

Some experts need to go back to using old fashioned tape measures!

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If you put the federal government in charge of the Sahara Desert, in 5 years there'd be a shortage of sand.

Milton Friedman

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Carl D

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Rivervale, Perth
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Re: Bobby, don't catch the Train.
Reply #8 - Apr 29^th, 2026 at 12:01am

Sophia wrote on Apr 28^th, 2026 at 11:54pm:

Really Carl? It’s obvious, Melbourne is notorious with repeated machete attacks and train travel to outer city burbs has spread the attacks.
Tongue in cheek by Aqua re: trains…

Good evening Sophia.

Nah, I'd much prefer to go along with something like:

"Lame attempt at trolling (as usual) by Aqua".

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** Repeat Covid infections exercise our immune system in the same way that repeat concussions exercise our brain **

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Bobby.

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Melbourne
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Re: Bobby, don't catch the Train.
Reply #9 - Apr 29^th, 2026 at 12:14am

Carl D wrote on Apr 29^th, 2026 at 12:01am:

Sophia wrote on Apr 28^th, 2026 at 11:54pm:

Really Carl? It’s obvious, Melbourne is notorious with repeated machete attacks and train travel to outer city burbs has spread the attacks.
Tongue in cheek by Aqua re: trains…

Good evening Sophia.

Nah, I'd much prefer to go along with something like:

"Lame attempt at trolling (as usual) by Aqua".

Still no link -
resized for Aqua. Roll Eyes

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Frank

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Re: Bobby, don't catch the Train.
Reply #10 - Apr 29^th, 2026 at 7:37am

aquascoot wrote on Apr 28^th, 2026 at 6:30pm:

1. Lack of flexibility across the network
Because the tunnel uses platform screen doors and precise stopping systems, only HCMTs can run through it. That means Melbourne can’t just send any available train through the tunnel if there’s a disruption. Critics argue this reduces operational flexibility compared to a more “mixed fleet” system.
2. Fleet fragmentation
Melbourne already has multiple train types (Comeng, Siemens, X’Trapolis), and the tunnel effectively creates a separate “sub-network” that only one fleet can use. Some transport analysts say this makes maintenance, scheduling, and upgrades more complicated over time.
3. Future procurement constraints
If the city buys new trains later, they’ll either have to:
match the HCMT design very closely, or
accept that those trains won’t be able to use the tunnel
That limits competitive procurement and could increase costs or reduce options.
4. Platform screen doors = permanent lock-in
The platform screen doors are a big part of the criticism. They improve safety and allow higher-frequency “metro-style” service—but they also require exact door alignment, which effectively locks in train dimensions and door placement for decades.
5. “Only part of the fleet can use the flagship tunnel”
Some critics frame it as a poor return on investment: a multibillion-dollar tunnel that only a subset of trains can use. Supporters counter that it’s not meant to serve every train—it’s meant to run a dedicated high-capacity corridor.
6. Risk during disruptions
In a disruption (e.g., breakdown, maintenance), operators have fewer fallback options. You can’t just reroute a different train type through the tunnel, which could make incident recovery slower.

They have a Department of Transport and Planning (DTP), don't you know. THey have worked hard to achieve yet another cock-up. It takes dedication and effort. Oh, yes.

"DTP is part of the state government and works together with local councils in Victoria to implement the objectives of planning. Each council in Victoria has its own planning scheme which it uses to help deliver planning objectives."

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Estragon: I can’t go on like this.
Vladimir: That’s what you think.

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Yadda

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A cat with a view

Re: Bobby, don't catch the Train.
Reply #11 - Apr 29^th, 2026 at 10:42am

Sophia wrote on Apr 28^th, 2026 at 11:55pm:

aquascoot wrote on Apr 28^th, 2026 at 6:31pm:

1. Lack of flexibility across the network
Because the tunnel uses platform screen doors and precise stopping systems, only HCMTs can run through it. That means Melbourne can’t just send any available train through the tunnel if there’s a disruption. Critics argue this reduces operational flexibility compared to a more “mixed fleet” system.

2. Fleet fragmentation
Melbourne already has multiple train types (Comeng, Siemens, X’Trapolis), and the tunnel effectively creates a separate “sub-network” that only one fleet can use. Some transport analysts say this makes maintenance, scheduling, and upgrades more complicated over time.

3. Future procurement constraints
If the city buys new trains later, they’ll either have to:
match the HCMT design very closely, or
accept that those trains won’t be able to use the tunnel
That limits competitive procurement and could increase costs or reduce options.

4. Platform screen doors = permanent lock-in
The platform screen doors are a big part of the criticism. They improve safety and allow higher-frequency “metro-style” service—but they also require exact door alignment, which effectively locks in train dimensions and door placement for decades.

5. “Only part of the fleet can use the flagship tunnel”
Some critics frame it as a poor return on investment: a multibillion-dollar tunnel that only a subset of trains can use. Supporters counter that
it’s not meant to serve every train
—it’s meant to run a dedicated high-capacity corridor.

6. Risk during disruptions
In a disruption (e.g., breakdown, maintenance), operators have fewer fallback options.
You can’t just reroute a different train type through the tunnel, which could make incident recovery slower.

Some experts need to go back to using old fashioned tape measures!

Oh really ?

WWW search....
WOKE admission standard for engineering degrees
universities....lowering admission standard for engineering degrees

The Equity Illusion Why Lowering Standards Doesn't Help
Admission pathways Engineering UNSW Sydney
University lowers entry score for female applicants in engineering, computing and construction degrees

Quote:

The ATAR cut-off for every university course revealed

Christopher Harris and Nigel Gladstone
December 21, 2023

University entry scores for

some engineering,

health science and
mathematics education degrees
have dropped by more than 10 points this year,

with institutions accepting lower marks on average...

https://www.smh.com.au/national/nsw/the-atar-cut-off-for-every-university-course...

QUESTION;
Where are the locations of the bridges that these recent graduate engineers have built !!! ?

p.s.

STANDARDS [or, the lack thereof.......

Our society......doesn't need to sentence violent criminals for long imprisonment terms, either.

We can just release them into the community after a year or two 'inside',
and then 'carefully' 'manage' their 'rehabilitation'....into the community.

/sarc off

Where is ARMCHAIR ??? Grin

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"....And he said unto him, If they hear not Moses and the prophets, neither will they be persuaded, though one rose from the dead."
Luke 16:31

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tallowood Gold Member Offline Израиль Навсегда Posts: 7785 Gender:	Re: Bobby, don't catch the Train. Reply #12 - Apr 29^th, 2026 at 12:42pm Now know why Richard Marles called Bushmaster vehicle a "battle taxi", it is good choice for commuting in Victoria
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