Bentleigh: boom gates officially gone

Major construction on my local level crossing removals has commenced.

The boom gates at Bentleigh, Mckinnon and Ormond have delayed their last ambulance, bus and pedestrian.

The last trains ran on Friday night, and over the weekend workers were busy taking out the rail line: overhead wire, track, signalling, ballast.

Level crossing removal works near Ormond, 25/6/2016

Level crossing removal works, Ormond 25/6/2016

Digging out the old station at Bentleigh, 26/6/2016

And the boom gates of course. On Sunday morning there was a media/photo opportunity to proclaim the crossings gone, though of course trains won’t be running again until the end of July.

Kevin Devlin (LXRA), Jacinta Allan (Public Transport Minister), Daniel Andrews (Premier), Nick Staikos (MP for Bentleigh) at Bentleigh 26/6/2016

The boom gates were loaded up on a truck and taken away.

Allan: “I think we need some more help with this.”
Andrews: “I’m sure Daniel will give us a hand.”
Lifting the boom gate for the last time - Jacinta Allan, Nick Staikos, Daniel Andrews at Bentleigh 26/6/2016

Boom gates are taken away by truck, 26/6/2016

Nearby, various machinery was taking out the railway line on the crossing itself, leaving the road bridge (built earlier in the year).

Level crossing removal works, Bentleigh 26/6/2016

As of this morning, the crossings are all open to road traffic, and digging and tunnelling (including under the roads) will happen over the next 10 days or so, with trucks removing the spoil to a quarry in Dingley which is being filled in. Then they’ll get to work building the new rail line and stations.

Some local traders are able to take advantage of the huge workforce present for the project, with cafes opening for extended hours. Apparently Brumbys Bakery is open 24/7.

Other traders are feeling the squeeze due to construction impacts, including closure of the stations.

Local residents are being urged to shop local to offer their support. This Level Crossing Removal Authority web site highlights local businesses.

And of course five weeks of bustitution for the Frankston line has just begun, and it’s good to see shelter has finally been installed at all the stops.

When I spoke to Metro CEO Andrew Lezala at the boom gate event on Sunday morning, he said he was off to catch a bus, to see how they were running.

Of course, the real challenges are during peak hours. Good luck, fellow passengers.

What’s Melbourne’s busiest bus route?

Happy Bus Safety Week!

Quick, what’s the busiest bus route in Melbourne?

Come Monday morning, the busiest bus route in the state will be in the southeastern suburbs — with more passengers and buses serving it by a long shot.

And it doesn’t even have a route number.

What is it? The Frankston line rail replacements from Moorabbin to Caulfield, over 37 days and nights from tonight at 9pm.

I compared PTV bus route stats (the latest available, sadly, are from way back in 2011-12) and tried to work out the number of buses in service at peak times, based on the timetabled round trip and frequencies. For the Frankston line bustitution, the LXRA have said around 100 buses will be used, maybe more.

But how many passengers? Well the 2013-14 train passenger figures are 38,440 entries per weekday. I’m assuming half those people use the buses (similar to an LXRA estimate from earlier in the year), but that each of them does so twice a day. A wild guess, perhaps, but let’s go with it.

So based on that, here’s how the busiest routes stack up against the forecast loads and buses for the rail replacements:

Busiest bus route estimated boardings

Busiest bus route estimated number of buses in service

Apart from bus drivers, the Frankston line bustitution also has a significant number of despatch staff, and customer service staff (at least two at each stop).

It’s worth noting that the Smartbus routes are far longer than the 401 and the Frankston line bustitution, which are a short sharp concentrated burst of activity.

Busiest bus route lengths

(Skybus is another contender for busiest/best served route. The estimates for this are pretty hard to come by, but at a wild guess weekday patronage is perhaps around 8000 per day.)

The operating hours on the bustitution route match those of trains: until midnight, and all night on weekends… which is why it’s baffling that they still haven’t fixed the part time bus zone at Patterson.

Parking, bus zone, Jasper Road

37 days

The works during the 37 days are significant, and the disruption is being described as the biggest rail shut down since the City Loop was built more than 30 years ago.

Some train passengers will jump ship to the Sandringham line… it seems Metro has managed to squeeze an extra service on that line to help cope with loads.

The buses will be split during peak times into express and stopping routes, with the stoppers along Jasper Road as before, but the expresses along Thomas Street/Bambra Road — hopefully helping the whole thing run more smoothly. Of course the impact of 150 truck movements per minute hour on nearby roads during the first ten days will have an effect.

Bustitution

Given the number of buses required, clearly the bus companies have found any buses they can — there are a lot out there with no Myki readers (the buses are basically free to ride), and I’ve spotted high-floor non-accessible buses in service (not necessarily a problem as long as accessible buses are plentiful).

The first two weeks of operation are during school holidays, but there are three weeks of “normal” weekdays, which is when the buses will really be tested.

It’ll be great when it’s all over.

But in the mean time, brace yourself, fellow Frankston line users.

Use other footpath

Pedestrians — Use other footpath.

Haha just kidding, there IS no other footpath!

You’ll have to use the road or the (possibly wet boggy) grass.

Use other footpath. What other footpath?

Silver lining: it’s not a very busy road.

(Ward Street, Bentleigh. The footpath is blocked for building construction. Not many streets in this area have only one footpath, but a few do.)

Things I learnt about the Singapore MRT (and a comparison with Melbourne)

See also: my other posts from Singapore

This post pulls together some things I saw on my on my holiday, together with information gleaned from a briefing with the Singapore Land Transport Authority (organised by chance courtesy of the Victorian Government when some of their people discovered they’d be in Singapore at the same time I was), together with information trawled off the web.

MRT and Metro

Singapore: MRT stands for Mass Rapid Transit. It’s Singapore’s train network, which started service in the 1980s, which is why everything seems so new. Surprisingly however, they do have wooden sleepers on some parts of the network, which are steadily being replaced with concrete, and other upgrades are underway.

Melbourne: Metro is a brand name owned by the Victorian Government. The network we have now dates back to 1854, and has gradually been extended and updated, though there’s an awful lot of very old equipment.

Singapore MRT vs Melbourne Metro

Network

Singapore: Five lines, with more under construction, all completely independently run. All double track all the way. Consistent train lengths on each line – not all long trains, either – the Downtown line runs 3-car trains, but frequently. (For this article, I’m not counting the LRT – Light Rail Transit, which is a feeder to the MRT. I didn’t look at this during my visit.)

Melbourne: Fifteen lines including branches. (Sixteen if you count the part time Flemington line, seventeen if you count the V/Line metropolitan line to Wyndham Vale). Lots of junctions, shared track, single track, intertwined drivers, services, fleets and other resources. Mostly consistent train lengths these days, since the ridiculous practice of running half-length trains on weekends and evenings was removed. The PTV Network Development Plan is geared at separating out the various lines, though progress is very slow.

Singapore: System length 171 km, with 101 stations (according to Wikipedia). Many interchanges between lines. A mix of radial “compass” (east-west, north-south, etc) lines and other connections. No central terminus.

Melbourne: System length 372 km, with 207 stations (Wikipedia) – so the overall station spacing is similar, though it probably varies more widely. Limited interchange between lines. All lines are radial. Central terminus station (Flinders Street) where everything stops and waits, and no timetabled through-routing can be guaranteed.

Singapore is catching up to us. They plan to get to 360 km of routes by 2030, and at the rate they’re building, it looks like they’ll get there.

Singapore: Jalan Besar station under construction

Singapore: Lines have names, colours and initials on the map, and stations have numbers (as well as names) along each line, making navigation easy. Plus every train stops at every station (though in some cases trains do terminate before the end of the line).

Melbourne: The current map has colours for zones that mostly no longer matter. Lines have names which are confusing thanks to branches, and stations have names only. Stopping patterns on some lines vary wildly (just look at the Ringwood line during PM peak; a real mess). There has been a new, much better map in the works for some years.

Singapore MRT: SMRT status screen

Operators

Singapore: The various lines are run by different private operators: SMRT and SBS Transit (a subsidiary of ComfortDelGro, which runs some buses and taxis in Melbourne). The government says having two operators is to foster competition. This seems to work okay given the lines are completely independent.

However there is (I’m assuming mandated by the government) a high level of integration, including fares, with some stations providing paid area interchange between different operators’ lines. And you’d barely notice that there are two operators, let alone that they are private — the facilities and most of the signage seem to be identical. (One exception that seems to have snuck through is the SMRT status screen shown above.)

Both operators (or related companies) also run bus routes, LRT lines and taxis. I’m told it’s possible the MRT will be nationalised in the future, but for now the private operators continue.

Melbourne: One private operator: Metro Trains Melbourne. This is probably for the best given the intertwined nature of the system (having two companies didn’t work well), though the Five Group Railway plan ultimately seeks to completely separate the various lines.

Singapore MRT: Little India station

Singapore: The government’s Land Transport Authority builds the lines and pays for them. The operators run the lines, and are expected not get any subsidy – just fare revenue.

Melbourne: The government’s various authorities build the lines and pay for them. There’s a very messy franchise agreement which I suspect nobody outside government really truly understands (even if you can get to read it; it’s currently not available online), whereby MTM gets paid.

The city

Singapore: Wikipedia says the metropolitan population is about 5.5 million over just 719 square kilometres. Density 7697 people per square Km. The density has to be seen to be believed. Imagine the dense areas of South Yarra, across much of the metropolitan area.

Plus cars are constrained through limited registration and road pricing. Obviously this all means mass transit and high frequency services are a lot more viable, and it really shows.

Singapore’s Land Transit Authority reckons current public transport mode share is about 60% of trips. They’re aiming to increase this to 75% by 2030!

Melbourne: Serves a metropolitan population of about 4.5 million over 9990 square kilometres; density 453 people per square Km, about a twentieth of Singapore 3.7 million people over 2543 square kilometres; density 1450 people per square Km. The densest parts of inner-suburban Melbourne rival “suburban” Singapore, but outside about 5km from the CBD, we’ve really got nothing to compare.

Services

Singapore: Frequent service all day, every day. Peak frequency is around 2-3 minutes. I never waited more than 5 minutes for a train, even fairly late at night, though the official page says frequency may be as low as 7 minutes. As noted, the high metropolitan density helps makes this viable.

Melbourne: Every 3-20 minutes at peak, every 10-20 minutes off-peak, 20-30 minutes evenings. We may not have the density nor the operational line separation to support 5 minute services all day, but given suburban traffic congestion, we can at least get to 10 minutes all day every day, which would make the system a lot more usable than it is now.

Singapore: Last trains around midnight. No all-night services on weekends.

Melbourne: Last trains around midnight, but hourly trains on Friday and Saturday nights.

Fares and ticketing

Singapore: Fares are per kilometre. They seemed really cheap to me (bearing in mind the Singapore dollar is worth about the same as the Australian dollar). But no season passes/periodicals – they used to have them, but phased them out.

Melbourne: Basically one flat fare zone. Both systems obviously have their pros and cons, but this makes short distances relatively expensive, and heavily subsidises long distance trips. Option of Pay As You Go (Myki Money) or Pass.

Singapore MRT: General Ticket Machine

Singapore: Re-usable EZ-Link card, like Myki but faster. Not perfect though; for instance the app for checking the balance won’t work without a local mobile phone number. Ticket machines at every railway station, some bus stops and interchanges. The machine I used didn’t seem to spit out unwanted receipts.

Retailer, Online topup (note how they explain actually getting the funds onto your smartcard) and Auto Load options. Refundable “standard ticket” option.

Melbourne: Myki, kind of like the rest of the world’s PT smartcards, but slower. (Finally this is improving with the new readers.)

The trains

Singapore: Acceleration and speed on all the trains seems quite good. The East-West line covers 49km and 35 stations in 70 minutes (eg average speed 42 Km/h), with a maximum speed of 80 Km/h. It probably helps that they don’t have to stick to a public timetable.

Melbourne: Acceleration and speed is mixed, with varying types of trains on most lines resulting in a lowest-common-denominator timetable, with lots of padding. The Frankston line covers 43 Km and 27 stations in 73 minutes (eg average speed of 36 Km/h). Maximum speed generally 80 Km/h, but reaching a max of 95 south of Mordialloc.

Singapore: Interior of Downtown line train

Singapore: Lots of doors and lots of standing space on the trains, hardly any seats. Lots of places to hold on.

Melbourne: Previously designed to maximise seats, this has been curbed recently, allowing more standees and greater capacity, but most models of train still have too few places to hold on. The new model trains will change this.

Singapore: Bayfront MRT station, showing platform screen doors

The stations

Singapore: Every station that I saw had platform screen doors, made possible by all stations being underground or having full-length platform shelter; consistent train fleets; automatic train operation (some lines with drivers, some without) to stop consistently in the right place. This in turn makes possible markings on platforms showing people where to stand, which cuts dwell times.

One interesting side-effect of the full height platform screen doors in the underground stations: you don’t really see the trains or the track. The trains arrive behind the partially-covered glass and the doors just open. It feels more like a giant horizontal elevator than a train.

At aboveground stations the doors are half-height; you can see over them, but couldn’t easily climb over them. (See the video above, which shows how they work.)

Melbourne: No platform screen doors yet. The first will be on the new underground stations on the metro rail tunnel, which will run only specific train types. No suburban stations have full-length platform shelters, but having seen them in action, it emphasises to me that the rebuilt Dandenong line stations should have full-length platform shelters to help facilitate them in the future.

Singapore MRT: Redhill station

Singapore: Every station appeared to be staffed, with fare gates. Platform despatch staff were spotted at busy stations at peak times. No visible security or ticket inspector presence that I saw, but this may reflect the overall law-abiding nature of the country.

Melbourne: About every third station is a “Premium” fully staffed station. Fewer have fare gates, though the policy now (which is coming into play with the grade separations) is to install fare gates at newly built Premium stations. Some platform despatch staff at busy stations at peak times. Authorised Officers (ticket inspectors) roam the system, and Armed PSOs are at most stations after 6pm.

Singapore MRT: Redhill station

The tracks

Singapore: No level crossings. All lines that I saw are underground or elevated.

Melbourne: Lots of level crossings, and it’s only in the last few years that there’s been a serious effort to start getting rid of them.

Singapore: Powered by 750 volt DC third rail, except the North-East Line which is 1500 volt. So much for the theory that all modern systems run 22,000 volt AC.

Melbourne: Overhead wire 1500 volts. The metro rail tunnel and Sunbury to Dandenong line will introduce 3000 volt power.

Singapore: Redhill MRT station and bus stop

Connections

Singapore: There doesn’t appear to be any timetable co-ordination with buses (arguably pointless when trains run so frequently). Bus many stations have bus connections, and these are well signposted, with some major interchanges having extensive bus parking and passenger waiting areas. Many bus routes aren’t spectacularly frequent, with services “every 13-19 minutes” being fairly common. That’s still better than most Melbourne routes though.

Melbourne: Some attempts at timetable co-ordination. Connections are generally well signposted, but at some locations little thought has been given to getting the buses to stop close to the station exits. Most routes every 30-60 minutes, only a few are more frequent.

Singapore: Tanah Merah station, interchange for Changi Airport

Singapore: Lots of interchange stations. Between lines, this usually involves lengthy connecting corridors. How lengthy? Think Platform 1 to Platform 13 at Flinders Street. Notably for the Changi Airport branch line, there is cross-platform interchange in both directions, but not with timed connections… but it doesn’t matter thanks to the high frequencies.

Melbourne: The structure of the network doesn’t really lend itself to interchanges, yet, though some exist for the branch lines (eg Alamein, Altona Loop) as well as between Direct and City Loop trains (North Melbourne, Richmond). The infrastructure could be improved in this respect; even at recently rebuilt stations like Footscray, it often requires exiting the paid area to change trains.

Singapore MRT: bicycle parking

Bikes

Singapore: Only folding bikes are allowed on the trains outside peak times. Bike parking is provided at some stations, and some of it puts ours to shame – see photo.

Melbourne: Bicycles permitted on trains (but discouraged in peak hours). Parkiteer bike cages at some stations, but there are some huge gaps in the network, for instance on most lines there are almost no cages in zone 1.

Singapore MRT: Foldable bicycle dimensions

Wheelchairs

Singapore: Platform and carriage door heights are closely aligned, so wheelchairs, prams and wheeled luggage can be easily wheeled aboard without help or ramps.

Melbourne: Most platforms have a considerable gap. Harrington Humps have been installed at some stations, but most of the time the driver has to deploy a portable ramp, slowing down operations.

Singapore: MRT station toilet cleaning schedule

Cleanliness

Singapore: Trains and stations spotlessly clean. It took me a week to spot any litter. This is no doubt reflective of Singapore society as a whole, which has a reputation for being very law abiding (though I saw a fair bit of jaywalking.)

Melbourne: Trains and stations often littered and tagged. Some efforts have been made to keep them clean, but it’s an ongoing challenge. Siemens trains in particular are notorious for dirtiness.

Shutdowns

Singapore: Almost no planned disruptions to train services. All works are carried out at night. The only concession to this is earlier closures and later Sunday morning starts. On the Thomson East Coast Line under construction, I was told interchange tunnels would be built under tracks up into the centre of the existing Orchard Station platforms, all without interrupting train services.

Melbourne: My station is closed for 3 months to remove the level crossing, and the trains will be interrupted for five weeks straight. Nuff said?

Singapore MRT: early closure/late start for works

Singapore: Sign showing LRT disruption

Singapore: Unplanned interruptions to service seem to be rare, but not unknown. One night I saw signs indicating an LRT disruption, and it made the papers the next day.

Melbourne: Melbourne, sadly, is notorious for delays and cancellations.

Singapore MRT: Exam notice

Politics

Singapore: I don’t know if there are any organised user groups, but I’m told the political pressure is immense to keep improving the system. Crowding can be severe at peak times.

Melbourne: Lots of political pressure, such that during the last state election the debate was around which rail tunnel to build. Crowding can be severe at peak times on some lines. Active user group that really needs your membership.

Singapore MRT: Queue for fare gates at VivoCity/Harbourfront station

Can we get there from here?

Can we learn from cities like Singapore? Can we improve Melbourne’s rail system to be more like Singapore’s? You bet. Reliability in particular can be improved, but so can frequency.

There’s a limit — Singapore-style density is unlikely in many Melbourne suburbs in the forseeable future. And we may not want trains with virtually no seats, given long trip distances.

But we can do a lot more to grade separate level crossings, operationally separate rail lines for efficiency, improve interchange facilities, improve train designs and efficiency… and the clincher, the most important aspect for a more usable system: run more frequent trains at all times.

As I’ve said many times, ten minute services are possible on most of the rail network with the track infrastructure and fleet we already have. There are impacts for driver numbers and maintenance capacity, but the government should push ahead with it.

Signs blocking bike lanes and footpaths

This is not the first time I’ve spotted something like this: real estate agent signs blocking bike lanes.

I’m not sure why anybody who thought about it for more than a second would think it was a good idea to leave signs there. Cyclists would either be forced out into traffic, or if they didn’t notice the signs, collide with them.

In this case, I decided to move the signs out of the way. They were still quite visible to passing motorists — along with a plethora of other signage nearby.

Granted the bike lane isn’t very wide at this point anyway, but whether the cyclist uses the lane or takes the traffic lane should be up to them.

It’s not the first time something like this has happened. From my observations, this particular location (Neerim Road, Glenhuntly) has been problematic for some weeks.

Real estate agents are also notorious for blocking footpaths. The photo below was snapped just after a lady with a mobility aid struggled to pass this giant flag.

Real estate agent flag across footpath

Some agents have been fined for this.

It’s a similar issue to the illegal parking of vehicles over footpaths. While able-bodied people can walk around, those with prams and mobility aids often can’t. They might be forced onto damp or difficult-to-navigate nature strips, or even out onto the road.

Real estate agents obviously need to promote their properties, and make sure that people can find them. But they need to find a way that doesn’t involve blocking bike lanes and footpaths.

After I approached Hodges last year about the footpath instance pictured above, they said they were looking into ways of preventing that in the future, which is good to know. For instance smaller flags above the footpath users might work well.

So far, Castran Gilbert have been silent, but I hope they’re reviewing their practices.

Update 5pm: They have now responded. It’ll be interesting to see what action they take, and whether the issue continues.