A quick update on my local grade separations at North Road (Ormond), Mckinnon Road (Mckinnon) and Centre Road (Bentleigh).
Work is very visible along the rail line — trees are being cleared (in the case of palm trees, going into storage to be put back later), and road closures have started. There’s been piling, and relaying of railway-related cables (such as for signalling), and parts of station car parks are closed.
Schedule and design
The first (I think?) of the rail closures for this project will occur next weekend and of course there’ll be others.
Road closures are expected in North Road in January, and in Mckinnon and Centre Roads at Easter next year, ahead of the major shut down, still expected to involve stations closed and demolished while trains keep running, then a complete shut down of the rail line during major works.
The Bentleigh Sunday market will keep going throughout the project, but a section of the car park it uses won’t be available. Local traders at all three locations are considering street festivals or other events during works (and/or “welcome back!” events as the project finishes up) to encourage people to keep visiting.
I understand the overall project schedule is being reviewed, and details such as bus replacements (not just replacing trains, but also re-routing of regular local bus services) should get nailed down soon.
Most of the design is as previously flagged, but the project team are trying to incorporate an entrance to Ormond station on the southern side of North Road. Of the three stations, this is the most important at Ormond given the width of the road. It may be difficult to fit the lifts/stairs for platform 3 on that side.
One option might be making the North Road entrance to Cadby Avenue one way. If I were a resident there, I’d happily take a partial one way street (with traffic reduction) in exchange for a much more convenient entrance. Mind you, I wonder if the project team has considered the additional entrance only for the island platform 1+2, given platform 3 is barely used by trains and people?
They’re also still determining the final decision on the Dorothy Avenue underpass, which originally was part of the Rosstown railway. The underpass will still be there, but with reduced clearance, and the question is whether it will be only for walking and cycling, or if cars will be able to use it too. Various locals seem to have views both ways on this. Some would like to see it closed to bring a local traffic reduction, some would like continued local access to destinations such as the oval.
I’m inclined to think traffic will reduce even if it’s still available for cars, as it will obviously no longer be a rat run for those avoiding the North Road level crossing. If it’s closed off, events at the oval may mean additional weekend traffic for Woodville Avenue and other nearby streets.
On the other hand, closing it off may discourage through-traffic along Oakleigh Road across Grange Road — that intersection scares the heck out of me. Either way, clearly this is one of those cases where you can’t consider the level crossing removals in isolation; they have to be looked at as part of the broader local transport network.
There’s still much debate about the possibility of a pedestrian crossing at Murray Road. I’ll have more on this in a post later this week.
Two track operation
This part of the Frankston line has three tracks, which allows express trains in peak hour to overtake stopping trains in peak hour. By my count in the current timetable, overtaking is used 8 times in the AM peak, and 14 times in the PM.
From November, the third track will be closed until the end of the project.
This will mean no express trains for about a year. I’m told all trains will stop all stations (presumably this means between Cheltenham and Caulfield, but unaltered between Caulfield and South Yarra), adding up to 9 minutes to travel times — but on the flip side, meaning more services for some stations.
(On one occasion in the past they swapped the stopping patterns between Caulfield and Cheltenham, so some trains could still run express. I’m speculating, but perhaps it didn’t work too well. It’s quite confusing for passengers; trains would be likely to catch up to each other, negating any express benefit; and it’s problematic that with such a swap the express trains would mostly terminate well short of Frankston.)
Obviously only having two tracks operational will allow the project team to do a lot of work on the rail corridor while trains keep running. The track which is closed won’t be constant. Two out of three will be in service, but the closed track will vary over the life of the project.
— Daniel Bowen (@danielbowen) October 14, 2015
A “popup” information session is expected in November, and for locals a community update newsletter will be out in late-October. These are also published on the official web site, which is a good place to stay up to date.
It’s good to see this project moving ahead. Apart from delays to traffic (including buses and emergency vehicles), it’s pretty common as a pedestrian and passenger to get stuck at the gates, so grade separation will bring benefits for all.