We survived! Ten days of bustitution is over… well, almost.
Just to be clear — because some of the information is either vague, misleading or missing:
- The Frankston line is running again, including to Bentleigh station.
- Bentleigh station will close for demolition and rebuilding in June.
- But Mckinnon and Ormond stations are closed and demolished. There are still buses for them every 5 minutes in peak, 10 minutes daytime, 20 minutes evening. (Oddly they don’t stop at Glenhuntly or Patterson).
- Mckinnon Road is closed today, but will re-open to road traffic tomorrow.
- Centre Road re-opened at lunchtime on Monday, earlier than expected.
— Level Crossings (@levelcrossings) April 4, 2016
This ten days was the second major shut for the project. The third (and longest) begins in late June, for five weeks. Originally it was scheduled for January, but was brought forward in part because of work proceeding on other parts of the network.
Impact on business
During road and rail shut downs, naturally some areas need to be fenced-off for safety. In Mckinnon, to my surprise, some sections of footpath immediately to the east of the station were completely closed off, on both sides of the street. At least some of the properties there appear to be vacant, but I didn’t think it was all of them.
In Bentleigh, this real estate agent on the western side of the station was basically isolated. You can navigate a way into their office, but any passing trade would have fallen to zero.
Some businesses are at a dead end, but are doing okay – for instance at Bentleigh on the SE side, cafes like Noisette and Mama G’s seemed to have a reasonable amount of trade, in part thanks to construction workers on the project. But some local traders have said that — despite considerable efforts to promote them being open — they are at risk from going under due to lack of revenue during closures. Mad Flowers in Mckinnon claimed it was threatening their viability, and clearly the Paint Spot in Bentleigh is feeling the impact:
Given these are both reasonably busy shopping streets, this seems a little more serious than the complaints from traders when the Gardiner crossing was being removed — Burke Road has long been a traffic sewer, with few shoppers around.
Bus routes 701 and 703 returned to their normal routes early. Potentially confusing? Not really — the alterations meant they missed some stops. It’s no big deal if they now serve them again.
Route 626 returns on Tuesday morning when Mckinnon Road re-opens.
For this period, these three routes plus Night Bus 979 all diverted around the works zone. From what I’ve been told, none were able to pick up or drop off passengers in the diversion section — even where there are existing bus stops. This meant for instance that bus 626 didn’t serve any stops on Mckinnon Road between Jasper Road and Thomas Street, a distance of 1.6 km. For a local route serving, in part, people with limited mobility, that’s a long way to walk for a bus.
The replacement buses have gone about as well as can be expected. With my PTUA hat on, I’ve given a bunch of feedback to the organisers (including issues from further down the line than me), but clearly significant resources went into bus operations.
There were up to five staff at replacement stops such as Bentleigh, and far more at interchanges such as Caulfield. And around 80-100 buses were operating every peak. By contrast, Melbourne’s busiest tram route 96, which is about twice as long, operates with about 20 trams in peak.
Rather than use the buses, some people migrated to other lines (including me, on one day). Some drove to Caulfield to use the paid parking ($4/day) there, delaying buses further.
Overall it wasn’t as slow as in January when North Road was closed, but trip times from Bentleigh to Caulfield (4 stops) were up to 15 minutes longer than by train.
Workable? Just about. But I would think most people were eagerly anticipating the train service getting back to normal. And few would be looking forward to the long five week shut down scheduled for June/July — most of which isn’t during school holidays.
Remembering of course that Ormond and Mckinnon station users are on buses (or seeking alternative routes) for the next four months.
My conclusion from all of this: it’s really really difficult to replace busy train lines with buses, even when well planned, will lots of resources.
Buses as a mode are very good for some things, but there’s a huge difference in capacity compared to trains. You get to the point where there are so many buses flowing through the road system, they’re even delaying each other.
Particularly in an urban environment where a dedicated right of way and priority can’t be provided, and longer articulated buses aren’t available, they just can’t cope brilliantly with Frankston line-sized crowds.
Now consider this: the Dandenong line is about twice as busy.
The issues for traders and for passengers are a reminder than anything that can be done to minimise rail and road closures is a big help to the community.
No wonder there is a push for “skyrail” on the Dandenong line. With far fewer rail shut downs needed, all the benefits of grade separation can be achieved, while markedly reducing impacts during construction.