Melbourne Metro Revitalised

This is my envisioned revitalisation of the Melbourne Metro system. Phase 1 mainly consisted of extending existing lines and the creation of a line that connects to the airport. Phase 2 mainly consists of building brand-new metro lines and the creation of a suburban rail loop, and Phase 3 consists of cementing the conversion of Melbourne's metro network from a radial one to an orbital one. Below are some sub-notes regarding current Victorian state rail infrastructure projects. 1. I decided to scrap the Metro Tunnel in favour of an improved City Loop, as I believe that the Metro Tunnel is not the greatest choice when it comes to 'easing congestion' on the rail network, as well as the fact that it leaves the Sunbury, Pakenham & Cranbourne lines in a worse place than before by being restricted to 2 stations in the CBD, rather than 5 by the current City Loop, as well as the loss of key interchanges at South Yarra and Richmond for the Cranbourne & Pakenham lines if I implemented the Metro Tunnel. 2. Instead of the Airport Rail Link emerging from Sunshine as an entirely new line, I have decided to extend the Flemington Racecourse line into a fully-fledged suburban metro line, which would then connect with the Sunbury line (at Sunbury) to form the Sunbury Loop. The Sunbury Loop services the City Loop. Express services would most likely run between Maribyrnong and Flemington stations for non-Melbourne Cup events, similar to the express services between Malvern & South Yarra offered by the Pakenham & Cranbourne lines. 3. The Alamein line would be transformed from being the 'appendix' of the Melbourne Metro system, to now becoming a looped line that would service the inner-city suburbs of Melbourne. This extension of the Alamein line was chosen, because this was the original purpose of the Alamein line, when it was part of the old Outer Circle line. Here, I have resuscitated that idea, with the Alamein Loop running roughly to the old alignments of the Inner & Outer circle lines, as well as the Sunshine - Newport freight line (which would need to be electrified, and possibly need more tracks). Unlike the current proposed Suburban Rail Loop, the loop would be closer to the city, have quite a few stations in between connecting stations, and actually have a connection with the Sandringham line at Gardenvale. 4. My version of the Western Rail Plan would see electrification up to Maddingley in Bacchus Marsh, as well as electrification of the forking line from Deer Park up to the newly created West Werribee station, to complete the West Werribee Circuit. The West Werribee Circuit would notably see the creation of two new stations at Port Melbourne and South Melbourne, to ease congestion on tram routes in those suburbs, as well as offer a much more direct link to the City Loop, rather than going via Footscray & North (West) Melbourne. For this reason, I can envision V-Line services to Geelong & Warrnambool using this route. 5. The Baxter electrification would be applied to the entire Stony Point line, as I believe there is now a sufficient number of people on the Stony Point line to justify an electrification. An increase in frequency on this line, as well as extending its services to the city would increase patronage extensively, and would provide higher frequency on the Frankston corridor. 6. The Doncaster line has finally manifested, although I took the liberty to extend it well beyond Doncaster. The Doncaster line would begin from North Richmond, and be roughly equidistant between the Hurstbridge & Lilydale lines for the majority of its alignment, until it terminates at Coldstream. Key stops include Kew, Westfield Doncaster, Doncaster East and Coldstream, and future extensions of the line would see it running along the old Healesville line. This line would be part of the Jolimont group, consisting of the Yan Yean, Hurstbridge & Coldstream lines (this line). 7. A new line that I have conceived is a bit more fantasy than the other proposals here, but it consists of a new line branching off from Clayton to terminate at Pearcedale. Like the Doncaster line, this line would run roughly equidistant between the Portsea & Koo Wee Rup lines for the majority of its alignment. The Pearcedale line would be part of the Caulfield Group, consisting of the East Pakenham, Koo Wee Rup and now Pearcedale lines, increasing frequency on the Clayton corridor. 8. The Glen Waverley Line would be extended to Pakenham Upper, notably finally giving a heavy rail connection to Rowville. Though after Rowville there is little urban development, this extension could be seen as a future investment for the Melbourne Metropolitan Area itself. Running equidistantly between the Cockatoo and Pakenham lines, this Pakenham Upper line will be part of Burnley Group (as the old Glen Waverley line), and would service the City Loop. 9. A major addition to the Melbourne metro system would be the Suburban Loop. This looped line would service the middle suburbs and those who wish to travel in between the outer suburbs. It would begin at Beaumaris on the Sandringham line, and run in a circular alignment, with notable stops at Westfield Knox & Melbourne Airport, until reaching Laverton, where it would ultimately terminate. This loop would be grouped with the Alamein & Melbourne Loops in terms of classification. 10. The last looped service and perhaps the greatest addition to the electrified Melbourne Metro network would be the Melbourne Loop. A massive line spanning a distance of 210+ kilometers, it would run along the outskirts of Greater Melbourne, connecting every line except for the Beaumaris - Williamstown line. The Melbourne Loop mainly connects lines at their termini and provides patrons to effortlessly maneuver within the outer suburbs. This loop will complete the transition of the network to a radial metro system, and is the centerpiece to my own fantasy Melbourne Metro network. I am not a civil engineer or an urban planner, nor am I involved in any public transport industries whatsoever. This is simply my own opinion on what I would like Melbourne's metro to look like. Therefore, variables such as cost and patronage numbers have not been calculated for in this model, however I would still lightly argue that this would be a very effective network for Melbourne in the future to come, especially if it estimates to have a population of 9 million by 2050. Feel free to live some feedback/critiques, as I would like to see how I can make my metro system more optimal.