Regular passengers using Flinders Street Station will have noticed that while the platforms are numbered from 1 to 14, there’s no platform 11.
It’s not a Harry Potter scenario with a hidden platform. There used to be a platform 11, the twin of 10, facing the river, and commonly used by St Kilda and Port Melbourne trains until 1987 when they were converted to tram lines. But its track was removed — I assume when the pedestrian subway was extended to the river to meet the pedestrian bridge to Southgate, which opened in 1992.
Today, trains to Newport (Werribee and Williamstown and Altona Loop/Laverton, to be precise) depart from platform 10 on weekdays.
Problem with this is that one platform isn’t enough during peak hours, and the trains depart from either 10, 12, 9 or 8, which are mostly quite some distance apart. Passengers tell stories of rushing from one to the other in chaos. If only there were another platform adjacent platform 10…
So could they re-instate 11? It would require some changes to the river-side subway entrance, part of which is where the track would be, but most of the rest of the old track alignment appears to be intact.
But don’t all trains to Newport come through from the east?
Mostly, but not all, at least not during peak hour — a quick skim through the Working Timetable found the the 17:11 and 17:55 Flinders Street to Werribee services both come from Werribee (each followed by a Laverton service a few minutes later from platform 12 or 8/9), and this might increase when Regional Rail Link starts to allow yet more Newport trains. Any trains terminating from the west could easily run into 11 and reverse.
Even so, some trains from the east heading west would be able to run via 13 through to 11, if an effort was made to put Sandringham trains on 12 (which indeed would have more capacity for them if not used by any Newport trains).
Imagine that, Newport train users — all your peak hour trains from adjacent platforms 10 and 11! That would make life a lot easier for peak-hour passengers.
Alas, it seems someone has decided to build a bar or a cafe or something on the site instead.
Other missing platforms
Flinders Street used to have platforms 15 and 16, part of the old Princes Bridge station for Clifton Hill trains, now replaced by Federation Square. But of course their didn’t cause a gap in the numbering.
Box Hill has no platform 1. There’s a placeholder that was used during works, then put aside for future use when the station was moved underground in the 1980s.
Any other stations that are missing platforms?
Edit 15/11/2013: Added pic of the river entrance.
Yesterday designs for the redevelopment of Flinders Street Station were released. You can look at them in detail and even vote on them at voteflindersst.com.au — though the vote won’t actually determine the design used, only “influence” it.
Having had a look through all of the designs last night, I think my problem with
all most of them is that the only heritage features they’ve left intact are the main building (some also leave the platform canopies)… and even the building they’ve completely overwhelmed with new structures.
The criteria includes the question “Does it respect the history of this iconic building?” In my view, they don’t, except from the northern side. The view from the south, and from within the station itself, is obliterated.
It’s like they’ve decided to preserve the facade for the benefit only of passing tourists. The people who actually use the station, us lowly passengers, will get the same kind of lifeless colourless experience that we get currently on the main concourse, but throughout the rest of the station as well, while from the river the old building will be barely visible.
I am not convinced that the problems of the current station (particularly the pinch points such as in the subways, and limited accessibility) can’t be solved with a design that better preserves the heritage values of the whole station, not just a small part of it.
And I wonder if the expense and disruption of a full revamp is really justified at present. It’s not like Spencer Street/Southern Cross, where the place was a dump with no architectural merit, and could be legitimately entirely rebuilt into something more impressive and functional (though debate continues on this).
Here’s what I think I’d do with Flinders Street Station:
Finish the original plan: particularly, build the all-over station roof that was originally planned. This would provide a real benefit to passengers in terms of weather coverage, but preserve the overall heritage feel of the station, and keep the main building visible from the river.
Open up the southern end of the Degraves Street subway, providing an additional exit to the river, helping relieve the most congested part of the Elizabeth Street subway (perhaps this exercise could also re-open platform 11, providing more peak capacity for trains to the busy Werribee line — at least when they’re not through-routed from the east).
In the long term another north-south crossing through the station is probably needed, but in the short term, one idea worth consideration is to remove the dividing fence in the Elizabeth Street subway, making the entire subway a paid area — at present a third of the space is wasted, and often the Paid area is much more crowded than the non-paid.
If it were all paid area, those passing through could use a Myki to get in and out — the 15 minute “change of mind” rule built into Myki would mean they won’t get charged a fare if not catching a train, and as we know, the vast majority of people in the CBD use public transport to get there, and would have a Myki.
This would also allow them to re-open the western-most steps (or was it a ramp?) from the subway to platform 10, and build extra entrances and extensions to other platforms to allow longer trains. Anybody without a Myki can walk to Swanston or Queen Streets.
Renovate the main concourse into something less colourless. The passenger flows aren’t actually too bad now that most of the stuff in it has been cleared out and the fare gates have been moved around.
Re-align tracks and support structures to enable widening of platforms adjacent to where old centre goods lines have been removed (for instance, platform 5, which is a pressure point for the western suburbs lines).
Completely restore the main building. It could be used for railways/PTV admin, or perhaps they could go with the plan for using it for community groups. (One thing’s for sure: I’m sick of reading moaning articles about the state of the ballroom. It was impressive in its heyday, and by all means fix it up, but is of no consequence whatsoever to passengers wanting a functional station and a reliable train service.)
Likewise, a new plaza or buildings could be constructed on the western side of the station and connect into that side of it — but shouldn’t so grossly overshadow the old building as the proposals do. This is not really a station/public transport issue, it’s a broader picture land-use and planning issue.
Outside the station, obviously the Federation Square tram stop needs expanding, and moving it to the western side of Swanston Street (as in one proposal) would have real benefits.
Making the southern end of Elizabeth Street a pedestrian plaza would improve things too, and might enable a Degraves Street-style entrance (with ramps to make it accessible from that side) straight into the Elizabeth Street subway, so people can bypass the traffic lights.
A pedestrian scramble crossing outside St Paul’s is warranted, as well as re-alignment of Flinders Street (the street) heading west from the station to provide a wider footpath on the northern side, at the expense of a traffic lane on the southern side.
See, plenty of smaller upgrades that are actually affordable in the short term and that would make a big difference to users… without waiting for a hugely expensive redevelopment which might never happen due to lack of funds.
And I tell you what — they’d better not propose renaming the station.
Near Flinders Street Station, some tracks have been painted white.
Looks odd, doesn’t it. Apparently it’s to reduce heat, and thus reduce the possibility of track buckling and other problems.
Update: See this web page: Solacoat/Coolshield Reducing Temperature of Railway Tracks
I don’t care if it’s the same lot of decorations as last year — I like ‘em. They look rather good at night.
And you know what? Their location helps cement Flinders Street Station’s cultural importance to our city — perhaps never moreso than now, with public transport patronage increasing, and rail patronage in particular hitting record highs.
We had our family Christmas lunch early — on Saturday — because a bunch of us won’t be in town on Christmas day.
Hope all the readers of my blog have a very Merry Christmas.
I reckon the better a paving surface looks, the slipperier it is, particularly in the wet.
Asphalt: ugly, but grips well, even in the wet.
Tiles (as platforms at Flinders Street station have been converted to, but thankfully not ramps) and blue-stone (increasingly common on CBD streets) look nicer, but are more slippery.
And some types of tactiles (bumps, for the vision-impaired) often aren’t that great in terms of grip either.
Agree? Disagree? Is it my shoes?
A new Myki-related problem has emerged — during evening peak, crowds heading into Flinders Street Station’s Elizabeth Street entrance back up onto the road. This video shows it (though I’m sure I’ve seen worse crowds on occasions)
It’s not entirely down to Myki — it’s a combination of surging passenger numbers, space limitations at that entrance (due to part of the subway being dedicated to foot traffic to Southbank) and slow responses from Metcard gates to Myki cards.
Apart from getting the switch over to the new faster gates happening, perhaps the answer is to simply widen the footpath at the intersection. Given the number of people and the small amount of westbound traffic (unlike eastbound), it would be justified.
As you can see from this Nearmap pic, Flinders Street is one lane westbound anyway from Swanston Street; it only widens at the intersection itself. East of the intersection, the left lane is used for restricted parking (mostly buses I think) — west of the intersection, one lane is taken by the tram stop. You wouldn’t get a full lane of extra footpath, but you’d certainly gain a bit.
- Video from ABC News Breakfast on Tuesday: Police could be called in to control Myki barriers
I noted this about a month ago. The idea of an emergency gate in the Elizabeth Street subway at Flinders Street Station seemed like a good one, but it seemed doubtful that the automatic release would include the padlock.
So I tweeted:
Ok. I have my doubts that this emergency exit *padlock* is automatic, @MetroTrains http://yfrog.com/mn1pwqsj Care to confirm?
And Metro replied:
@danielbowen thanks for this. We’ve alerted our management at Flinders St.
As one would hope, they take safety very seriously, and it looks like they’ve solved this problem… by removing the sign.
One can only hope that should there be an emergency, a staffer with a key for the padlock can get down there quickly to unlock it.
PS. I’m speaking at the Wheeler Centre tonight, with Paul Mees and Meredith Sussex, on “Transport and Movement”. Details here.
Apparently there were some delays in getting these decorations up, but now they’re in place, I do think they look rather splendid, don’t you?
Anybody know if this lights up at night?
In today’s news, the Herald Sun reports that from January, Myki cards are to be reduced in price to $6 ($3 concession) and the $9.80 refund fee removed, meaning they’ll be fully refundable for tourists.
Update: However refunds will not include the initial $6/$3 fee for the card, and the refund will be issued by a cheque in the mail rather than over-the-counter, making the scheme useless for overseas tourists.
Yearly Metcards to be withdrawn, and it sounds like other Metcards (Monthlies, Weeklies, 10×2 hours?) will also be phased out in the next few months, to get more people moving over to Myki.
And I understand the retail network will expand and move ahead on selling cards, as will station and tram superstop vending machines.
It’s good that moves are finally afoot to get back onto one ticket system — given the costs and confusion around running two — but there are still questions over whether transitioning passengers will see the level of staff assistance they need, and what will happen with on-board (on trams and buses) purchase of tickets. Will there be any kind of option at all, or will we see mass fare evasion?
And will they ever fix the single beep sound problem so we can tell the difference between touch-on and touch-off, even if we’re in a hurry/not looking at the screen/unable to see it due to sun glare?