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Bentleigh transport

Plain concrete to be replaced by art

This coming Saturday the new Bentleigh, McKinnon and Ormond stations are hosting a “family fun day” featuring a steam train. Should be… well, fun.

Edit: Here’s the steam train timetable:
LXRA notice: steam train timetable for 12/11/2016

(Hopefully they’ve checked if steam trains are okay climbing the higher-than-usual 2.5% (ish) gradient heading north out of Ormond station! I’d assume so, given the 2% standard is a relatively new requirement.)

Ormond station: North side entrance

At Ormond the entrance on the northern side of the road has recently opened. This is really helpful given North Road is a big arterial road, with some six lanes of traffic at 60 kmh.

That’s not so important at Bentleigh and McKinnon; only two lanes of traffic (at 40 or 50 kmh), and we’re getting pedestrian lights instead… which hopefully will be programmed to be very responsive to pedestrians.

Bentleigh station/Centre Road

But one of the things you notice is the non-station side of the bridge is a plain concrete wall, with a metal barrier on the top. You can see through the metal, but only just, and the whole thing is not beautiful — and I suspect could be a magnet for taggers. (See at right of photo, above.)

The Level Crossing Removal Authority is calling for artists to decorate the concrete walls.

This is a good idea. Turns out they’ve done much the same thing in Footscray on the Hopkins Street bridge, and as a strategy for keeping away tagging, it’s worked very well:

Footscray: Hopkins Street bridge

As with nearby Patterson station mural, hopefully this will help beautify the grey concrete, and prevent it being covered in graffiti. Or advertising, for that matter.

Categories
Bentleigh transport

Small wins: 703 bus to be improved

Apologies for this very much locally focused (and possibly over-long) blog post:

The main bus route through Bentleigh (both the suburb and the highly marginal state seat), the east-west 703 along Centre Road, is getting a slight upgrade.

It doesn’t seem to have been announced yet, but eagle-eyed timetable watcher Craig Halsall spotted it: on Sundays it will finally run the entire route to Brighton.

Route 703: Melbourne’s fourth busiest bus route

The 703 runs from Brighton to Blackburn, and was one of the first two routes upgraded to run as a Smartbus — every 15 minutes on weekdays, with realtime information at major stops. Patronage on all the Smartbus routes grew strongly following the upgrades. (703 passenger numbers growth was the slowest of all the Smartbuses, but patronage still rose by 49% from 2002 to 2010).

PTV data says the 703 was the 4th busiest bus route in Melbourne in 2014-15, with 2.2 million journeys.

Counting weekdays only, it’s also ranked 4th, though on weekends it’s lower: 6th on Saturdays, 8th on Sundays. This perhaps reflects that its major destination is Monash University, which sees most of its traffic on weekdays. But that’s still pretty good for a route that doesn’t serve any very large shopping centres.

Recently the 703 has benefited from the removal of the Bentleigh level crossing. Anecdotally it seems this has helped punctuality, though the real boost will come when the notorious Clayton crossing is grade separated in 2018.

What’s being fixed?

One of the problems with the 703 is that since the 1990s, the Bentleigh to Brighton section hasn’t run on Sundays.

It’s finally being fixed. From December, buses will run the full length of the route every day.

This is good news — it helps improve the network by providing 7-day connectivity between the Frankston and Sandringham lines, and also makes the service easier to understand.

Access for residents of Clayton and Bentleigh to the beach and shops at Brighton will become easier, as well as Sunday trips from Brighton and the western end of Bentleigh to the Bentleigh shops, Glen Eira Swimming and Aquatic Centre (GESAC) and Clayton and Monash Uni.

What’s not being fixed?

Alas, other than Sunday running the full route, only tweaks seem to have been made to the new timetable.

They don’t seem to have taken the opportunity to fix some of the other problems along the route. The main issue is that it’s the only Smartbus route that doesn’t meet Smartbus standards, nor even the service span of most local routes:

  • Services terminate earlier than any other Smartbus routes, with last buses as early as 8:04pm on weekdays (compared to midnight for other Smartbuses, and 9pm for most local routes)
  • Evening frequencies are also poor, with gaps of over an hour in some cases — particularly annoying is the gap eastbound from Brighton (between the 7:34pm and 8:38pm buses), given there’s an out of service depot run that could fix this.
  • In fact, the 15 minute frequency drops off after about 6:45pm on weekdays. In contrast, many Smartbus routes run every 15 minutes until about 9pm.
  • Sunday services will still be every 40-45 minutes, not half-hourly as on the other Smartbuses

No doubt this reflects that the only funding supplied by the government was to run the full route on Sundays.

The other issue worth noting is weekday peak hour crowding, though this is exacerbated by delays caused at the Clayton station level crossing. Fixing this, unlike evening and weekend services, would require fleet expansion, not just extra driver shifts. Hopefully the problem will largely go away when the crossing is removed.

Crowding also occurs on weekends in the Clayton area. (The photo below is from a university open day, but similar crowding happens every weekend.)

There’s also a wide range of bus infrastructure, particularly in relation to on-road priority, which could improve the route.

Monash Open Day 2012: A long wait (40 mins) then a packed 703 bus

The 703 is a political issue

The 703 was the subject of a 2010 election pledge, and was raised multiple times in parliament just last week.

Bentleigh MP Nick Staikos on 11th October:

The action I seek is that the minister implements a change to the 703 timetable that will see it run all the way to Middle Brighton on Sundays. The 703 is the most popular bus route in my electorate. Millions of trips are taken on the 703 each year โ€” it is indeed a SmartBus. It is a bus route that connects our community with various railway stations and also Monash University. Currently on Sundays the service terminates at Bentleigh station. It does not go all the way to Middle Brighton. It is something that the Brumby government sought to address at the 2010 state election. It was not implemented in the subsequent term, but it is nonetheless a change that is needed and wanted by the community.

Note that the Brumby 2010 election pledge was to completely upgrade the route to Smartbus standards — not just the Sunday change now being implemented. Brumby of course lost that election.

Turns out Mr Staikos was not the only MP to specifically mention this route last week — so did the Opposition’s Michael Gidley, representing users at the northern end of the route:

The action I seek is for the minister to stop stalling on implementing the work done by the previous Liberal-Nationals state government and turn Labor’s shoddy, short-changed, shortcut SmartBus route 703 into an actual SmartBus route and to stop dudding the good residents of my district.

If you have a look at the SmartBus project on the Public Transport Victoria website and also the former Department of Transport site, it is very clear what that bus service should be. It should run as a high-frequency bus service every 15 minutes between 6.30 a.m. and 9.00 p.m. Its frequency should average every 30 minutes between 5.00 a.m. and 6.30 a.m., and it should run on average every 30 minutes between 9.00 p.m. and midnight on weekdays. It should also run between 6.00 a.m. and midnight on Saturdays and public holidays at 30-minute intervals, and run on average at a 30-minute frequency between 7.00 a.m. and 9.00 p.m. on Sundays, Good Friday and Christmas Day.

He raises some good points (see the full speech for more), though it’s a little cheeky to demand Labor fix the route in 2016, when his side had government from 2010 to 2014 and did absolutely nothing about it.

Towards the end of his speech he specifically mentions the Sunday/Middle Brighton problem. Little did he know a fix was in the works.

703 bus stop, Bentleigh

What next? When will we see more widespread bus upgrades?

There is huge potential for a bus route like this. It already helps relieve car parks by feeding thousands of people each day into the railway stations and strip shopping centres it serves, as well as Monash University. Improving evening frequencies in particular could help cement this by ensuring people don’t have a long wait on the way home, and would use the existing bus fleet, so should not be expensive.

Bringing the 703 up to full Smartbus standards would provide a lot of benefits to local bus and train users in the area. And of course many other areas around Melbourne also need similar frequent bus routes.

In coming years there are a couple of good opportunities to reform buses in the southeastern suburbs:

Level crossing removals along the Dandenong line will provide a big boost to bus service reliability for many of the bus routes in the area. Connections at stations are likely to improve, and it may be a chance to straighten-out some routes.

And during the project, given construction traffic delays and station car park closures, more should be done to encourage people to catch buses to the station instead of driving.

The Southland station opening in 2017 is also a chance to review local buses, given some bus users heading to Southland Shopping Centre are likely to switch to trains. This applies equally to people in areas like East Brighton and South Oakleigh who want to go to Southland — the most convenient way might be by bus to Bentleigh then by train — provided the connecting bus is good enough.

Let’s hope the government makes the most of these opportunities to fund more bus upgrades that will provide more options to leave the car at home.

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Bentleigh Politics and activism Toxic Custard newsletter

Bentleigh Uniting Church takes a stand

Many around Australia would know of the Gosford Anglican Church, thanks to Father Rod Bower and his famous signs.

A couple of weeks ago this sign appeared at the Bentleigh Uniting Church. It now seems to have disappeared in favour their more usual list of events.

It pleases me to see messages like this.

Immigration, and the mandatory detention of refugees, is a difficult issue. I’m not going to pretend that I know of a simple answer that both treats people humanely and deters and prevents drownings at sea, but the current position of taking desperate people, locking them up off-shore at arms length from Australian law and responsibility, often ignoring concerns, and particularly the secrecy involved, is something that troubles me greatly.

Right now we as a nation are trying to put past crimes, such as church sexual abuse, in the spotlight. I wonder if in decades to come we’ll be regretting and investigating our current treatment of asylum seekers in a similar way.

I hope the sign got a few people thinking more about this issue, and possible solutions.

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Bentleigh Consumerism Toxic Custard newsletter

The chains of Bentleigh

My local suburb is increasing in density, and (not entirely disconnected from that) it’s also interesting to see how the retail strip is doing.

The shopping centre has grown around the railway station, which is still the epicentre, though the east side of the tracks is where most of the busiest shops are located.

The chain stores (often referred to as “anchor tenants”) have maintained their presence here, and in fact new ones are moving in.

  • The banks may have pulled out of many suburbs (leaving only an ATM if you’re lucky) but the big four (Commonwealth, ANZ, and Westpac, as well as Westpac subsidiary Bank Of Melbourne) are staying. NAB strangely doesn’t list their branch on their own web site, but I’d swear there is one near the station (see above). — Edit: user error caused by difficult-to-use web site
  • The three big supermarkets Coles, Woolworths and Aldi have branches. No IGA though – there is one in nearby East Bentleigh.
  • Target is on the site of an old Coles variety store
  • Medicare was here until last year; it’s now closed. But there is a post office and dealers for Telstra and Vodafone.
  • Real estate agent offices abound: chains include Woodards, Buxton, Hocking Stuart, Hodges, Century 21.
  • Flight Centre and some smaller chains such as Glick’s bagels, Cartridge World, Discount Lollie Shop and Paint Spot. Brumbys and Baker’s Delight also have branches
  • And food giant of the moment Domino’s pizza, as well as Crust Pizza and Nandos chicken and Subway are all here, though other fast food outlets such as Maccas, KFC and Hungry Jack’s seem to prefer to be on the highways or major arterial roads.

All these chains sit alongside hundreds of individual retailers, who while they might compete, are probably glad that the chains are there to bring in the shoppers.

Chemist Warehouse, Bentleigh

The newest chain store arrivals are Mexican restaurant Taco Bill’s and Chemist Warehouse, the latter taking up residence just a couple of doors from Priceline… they must be delighted.

I suspect restaurants benefit from more local competition, growing the local market of diners. I’m not sure the same can be said for chemists. 

Despite the utilitarian warehouse design of Chemist Warehouse (well, it is in the name), I don’t mind them — though I’m always amused by their advertising. “Australia’s Cheapest Chemist” it proclaims, but if you look closely it actually says “Is this?” in front of that. So technically they’re not making the claim, they’re asking the question. Hmmmmmmm.

Moved to Chemist Warehouse, Bentleigh

It turns out Chemist Warehouse is not a new pharmacy — it’s a moved and rebranded one. Perhaps not a surprise – the Pharmacy Guild has strict location rules preventing too many chemists in one area.

These rules were recently extended by the government until at least 2020:

Rules that restrict new pharmacies from opening near existing pharmacies will be extended for another five years despite numerous government-commissioned reviews recommending they be abolished. — SMH 18/5/2015

That aside, rebranding is a clever move. I rarely saw anybody go into the old chemist. The new one has brand recognition and more promotion — and already, from what I’ve seen, is getting a lot more customers.

I guess that’s the advantages of being part of a chain.

Other rail-based suburbs I’ve lived in, such as Murrumbeena and Glen Huntly, may not have the benefits of lots of chains, but it’s pleasing to see them still getting customers in, thanks to things like quality local cafes.

Hopefully all these local centres will continue to thrive. They’re so much more interesting than the malls.

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Bentleigh Melbourne

Bentleigh getting denser – and that’s fine by me

With Ormond likely to get its tower (whatever the height might be), what of other nearby suburbs?

The transition is already underway in Bentleigh and many other areas. Around the station, numerous developments are going up.

And in principle, I have no problem with this.

  • Melbourne’s population continues to grow. People have to live somewhere, and placing them close to jobs and services and infrastructure is better than having our city continue to sprawl.
  • Close to the shopping centre and the station and bus routes is the best place for this, to increase the chances of people being able to walk to what they need.

Buildings along the main street (Centre Road) in particular make sense. Car parks behind the shops provide a buffer that can help prevent shadowing onto single storey homes.

The residential zones introduced a couple of years ago mean this is spreading to nearby streets. But heights are staggered as you move away from the station, so it seems workable to me. Here’s how it looks in Bentleigh.

Planning scheme: Bentleigh
(Source: Planning Schemes Online. Downloaded 26/7/2016. May have changed since.)

  • C1Z – no specific height limit (but still subject to planning approval of course)
  • PUZ2 – school*
  • PUZ4 – railway lines – as I understand it, if developed there is no specific height limit
  • PUZ6 – Public Use Zone – these all seem to be car parks
  • RGZ1 – Residential Growth – 13.5m / 4 storey limit
  • GRZ1/2 – General Residential – 10.5m / 3 storey limit
  • NRZ1 – Neighbourhood Residential – 8m / 2 storey limit
  • MUZ1 – Mixed Use – no specific height limit*

*not in Bentleigh, but in Carnegie – see below

“Inner” Bentleigh today

Bentleigh has had densification of various types over the years.

In the 70s and 80s, some blocks of flats went up, mostly 2 storeys, many of which are still around today — though nowhere near the numbers you see in inner suburbs like St Kilda.

Campbell St, Bentleigh

Since the 90s there has been a lot of subdividing. Back yards have shrunk, with either new houses being built behind old ones (this is the case behind my old house) or houses being removed and replaced with 2-3 homes, typically semi-detached townhouses.

Meanwhile a lot of homes have had extensions, increasing capacity but not necessarily occupancy.
Campbell St, Bentleigh

Buildings are bigger closer to the station. Below you can see the main street, Centre Road, a retail and residential building about five years old. It’s big, but you barely notice it at street level if you’re walking around looking at the shops. If it built were today, I’d be surprised if they didn’t aim higher.
Aldi, Centre Road

The zones above, introduced a couple of years have triggered a lot more apartment developments off Centre Road. Below is Mavho Street (3 storey limit on the west side), looking towards the Aldi building pictured above.
Mavho St, Bentleigh

Lorrane Street: This one has just been completed. It’s not really a surprise that all the recent and current developments go right up to their zone’s height limit.
Loranne St, Bentleigh

Bent Street: It’s not hard to anticipate that many of the homes in the RGZ1 4 storey zone will be re-developed in this way in coming years.
Bent St, Bentleigh

Clearly some home owners have seen the writing (and the dollar signs?) on the wall.
Bent St, Bentleigh

At the southern end of Bentleigh (near Patterson Station), and also in Mckinnon, there’s been development around the shopping centre. Despite the garage doors facing onto the street (not ideal for pedestrians), I find the scale and look of these homes quite appealing.
Philip Street, Bentleigh (near Patterson Road)

With my local resident hat on, I would like the benefits of my suburb to be available to more people, so I see nothing wrong with this, provided designs are good, nobody is forced out, and anybody who does sell up to developers is doing well out of the transaction.

If anything, I think the 3-4 storey limits should be allowed a little further from the station.

Of course there are many lovely older homes that should be preserved. Height limits across most of the area (away from the station) can help with this, but inevitably won’t save them all.

The commercial zone along the main street should be developed to ensure it includes destinations, not just residences, to increase local employment and activity — rather than the area being just a dormitory suburb. (It’s good to see the chain stores/anchor tenants are staying put in the shopping centre.)

As I said above, it makes sense to increase urban density in areas with good access to services and infrastructure. It’s good to see it happening.

Planning schemes elsewhere

Also worth looking at: the area around Carnegie and Murrumbeena.

Planning scheme: Carnegie and Murrumbeena
(Source: Planning Schemes Online. Downloaded 26/7/2016. May have changed since.)

This is particularly interesting in the context of the skyrail debate; most of the areas alongside the rail line have 3-4 storeys permitted (higher immediately around the stations), though when and if this occurs of course, nobody knows.

How is it in your neighbourhood? It’s worth finding out, especially if you’re planning on buying, and/or living there for a while.

Update 22/12/2016: This Age comment piece from Clay Lucas notes development in Bent Street and around the local area.

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Bentleigh transport

Frankston line: the big dig

So this is what it looks like when hundreds of millions of dollars worth of infrastructure gets built rapidly in your neighbourhood.

Here are some photos and video of the first week of major works on the Bentleigh/Mckinnon/Ormond level crossings.

(Click any photo to view it larger at Flickr — or click here to view the entire album of photos as a slideshow.)

The end result will be three stations below road level, but first all the dirt has to be dug out.

150 (double) dump trucks are doing an hourly circuit between the work sites and a quarry in Dingley, taking away the dirt. Here a queue of trucks on the north side of Ormond station.
Ormond station, 28/6/2016

The view on the south side of North Road, digging out the rail line between Ormond and Mckinnon.
Ormond station, 28/6/2016

Loading up trucks between Ormond and Mckinnon.
South of Ormond station, 28/6/2016

Some people want a crossing at Murray Road, midway between Ormond and Mckinnon. For now, there is one, for loading up more trucks. This is smack bang in the middle of a residential area. Accommodation has been offered to those most affected by the works.
Murray Road, 28/6/2016

Temporary traffic lights are up at the end of Murray Road, to stop traffic so trucks can turn onto Jasper Road. Gotta keep the trucks moving.
Temporary traffic lights at Murray Road/Jasper Road, 28/6/2016

The hole in the ground formerly known as Mckinnon station, on the north side of the road.
Mckinnon station works, 28/6/2016

No shortage of interest from the locals, and from what I hear, many visitors from elsewhere around Melbourne are coming to have a look.
Onlookers watch the Mckinnon station works, 28/6/2016

Some shops have been affected so badly by the works that they’ve virtually given up.
Mckinnon shop, 28/6/2016

The view from near Mckinnon, looking south down Nicholson Street towards Bentleigh.
Nicholson Street, Mckinnon, looking south 28/6/2016

Nicholson Street, parallel to the railway line, is currently One Way so trucks can enter from the north, be loaded up with dirt, then head south and then east down Centre Road. I wonder how the garbage is being collected? Wouldn’t the garbage trucks only have claws on the left hand side?
Bin day on Nicholson Street, 28/6/2016

At Bentleigh station.
Bentleigh station, 28/6/2016

Part of the deck at Bentleigh station was built after the third track closed and the old station was demolished.
Bentleigh station looking north, 28/6/2016

Bentleigh station, 28/6/2016

Traffic controllers stop westbound cars on Centre Road to allow the trucks (with their large turning circle) to turn out of Nicholson Street (north side) and Burgess Street (south side) to turn in and head towards the quarry.
Centre Road, Bentleigh, 28/6/2016

The trucks come through every few minutes on the truck routes. Here a convoy comes through Bentleigh shopping centre, where parking “adjustments” (eg restrictions) have been in place for about a week, as have traffic light modifications to help keep the trucks moving.
Trucks rolling through Bentleigh, 28/6/2016

Despite the noise and road closures, the workers are getting on well with the locals. This bloke was asking the lady about her garden.
Burgess Street, Bentleigh, 28/6/2016

Queuing dump trucks in Burgess Street, south of Bentleigh station. I think if I lived here, I’d have taken the accommodation offer.
Burgess Street, Bentleigh, 28/6/2016

Nice to see a Hitachi on the rails again. The view from Brewer Road, south of the three stations, looking north.
View from Brewer Road, looking north towards Bentleigh 28/6/2016

On Wednesday night there were plenty of onlookers at Bentleigh. Some parents bring their kids out for an evening walk in their pyjamas to have a look. Buses aren’t currently diverted, but some overnight road closures have occurred.
Bentleigh station, south side, 29/6/2016

Looking south from Bentleigh towards Patterson.
Bentleigh looking south, 29/6/2016

Looking north from Bentleigh, as yet another truck passes by.
Bentleigh station looking north, 29/6/2016

North side at Bentleigh, where the station will be.
Bentleigh station looking north, 29/6/2016

The trucks are having a noise impact along the routes to Dingley:

We cannot sleep with the constant noise of trucks during the night. They need to stop these trucks during the night or reroute to alternate roads on every second night so that we can at least get a decent nights sleep occasionally. One day I was sitting at the East Boundary Rd. / South Rd corner traffic lights and counted 28 trucks going in all directions during a minute duration. It is unbearable!K Hills

And inevitably, dirt and dust is getting everywhere. The project team has promised they’ll clean up the roads… I wonder if that extends to cleaning cars as well?
A dump truck passes parked cars in Bentleigh, 29/6/2016

But the good news is that progress has been significant. If all goes to schedule, most of the digging should be finished early next week.

Finally, for all the construction geeks and their kids who love watching this stuff on Youtube, here’s 90 seconds of digging… view it full screen at Youtube to see it in all its glory.

See also:

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Bentleigh transport

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.)

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Bentleigh Toxic Custard newsletter transport

Impact from road and rail shut downs

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.

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.

Footpath closure during level crossing removal works at Mckinnon

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.

Footpath closure during level crossing removal works at Bentleigh

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:

Paint Spot, Bentleigh - not enjoying the level crossing works closures

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.

Route buses

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.

Bentleigh bus stop 703

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.

Rail bustitution

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.

Rail replacement buses at Caulfield during level crossing works

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.

Rail replacement buses at Caulfield during level crossing works

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.

Minimising closures

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.

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Bentleigh Toxic Custard newsletter transport

A little Bentleigh history has been uncovered

I love a bit of local history, even if it’s fairly recent.

For my fellow Bentleigh peeps — as part of the level crossing removal project, the old underpass into the station has been partially uncovered.

Bentleigh station: old underpass uncovered

It looks to have been a similar layout to Mckinnon: steps straight to the street, as well as a (probably non-DDA-compliant) ramp parallel to the tracks.

Bentleigh station: old underpass uncovered

Bentleigh station: sign in the old underpass

The underpass was filled-in in 1996. In 2005 then PT minister Peter Batchelor said “it was closed because of some deficiencies in its design, because it had problems with flooding when it rained and it had other operational issues”.

I don’t know if perceptions of risk of crime were also an issue, but despite calls for it to be re-instated, it never was… but with the entire crossing being grade separated, it hardly matters now.

Others were filled-in over the years — Yarraville is a particular one that springs to mind as now causing long delays to pedestrians. At North Williamstown, the underpass was filled-in just last year. At the time, the government claimed it had to be done to allow installation of pedestrian gates.

For those that aren’t being grade separated any time soon, it would make sense to look at whether the underpasses can be brought back into service.

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Bentleigh transport

Level crossing removals progressing

On Thursday the state government announced two more level crossings in their first term batch of 20: Scoresby Rd and Mountain Hwy, either side of Bayswater station. This provides some interesting challenges due to the adjacent train maintenance facility, which presumably can’t be moved. The press release notes:

They [the crossings] will be removed through a combination of lowering the rail line and raising Mountain Hwy and Scoresby Rd, which will enable trains to continue to access the maintenance yard between the crossings.

With these two, they’ve now started work on 19 of the 20 pledged:

  • Gardiner and St Albans (both initiated by the former Coalition government)
  • three on the Frankston line (Ormond was initiated by the Coalition) — more about these below
  • Blackburn and Heatherdale
  • Furlong Road, St Albans
  • the nine between Caulfield and Dandenong
  • the two at Bayswater

So they only need to fund and start work on one more and they’ll be hitting their first term target… though of course for economy they should be trying to continue to group the crossings where possible.

Bentleigh level crossing

Ormond-Mckinnon-Bentleigh aka North-Mckinnon-Centre

My local crossings are continuing apace.

The project timetable has been altered — the major works will now take place in mid-2016, instead of in the January 2017 holidays. Obviously this has implications in terms of the number of people travelling, especially students for 3 of the 5 weeks — though bear in mind most people are back at work by mid-January, so perhaps the main difference is the presence of students.

Obviously how well this goes depends on how well replacement bus services are run. More on this below.

Saving Dorothy

For residents north of Ormond and those who use the E.E.Gunn reserve, the project team has confirmed that the Dorothy Avenue underpass will retain access for cars:

Following detailed design, and extensive community consultation, we can now happily confirm that the Dorothy Avenue underpass in Ormond will remain open to pedestrians, cyclists and cars following completion of the level crossing removal works.

Through the detailed design process, the rail gradient has been improved to allow the necessary clearance for pedestrians, cyclists and cars. — October update

Apparently they sought and got dispensation for the usual (for freight trains) maximum 2% gradient between North Road and Dorothy Avenue. It’s closer to 2.5% (the normal limit for suburban trains), but this has been ruled okay for freight for short distances.

The result is that the works won’t need to touch the overpass at all. One team member described this as “Saving Dorothy”, which to me sounds like it could be a sequel to The Wizard Of Oz.

It’s good that this was achievable, and I think this makes sense — if it were closed, every time there was an event at the reserve, there’d have been a lot more traffic in the surrounding streets. And given North Road won’t have its level crossing, the number of rat-runners should reduce.

Train alterations

As I flagged in this blog post, Frankston express trains will stop all stations from mid-November. PTV were very slow at loading the timetable, but it’s there (at least for the first week) now.

A handful of trains won’t run each day, but most will. This is perhaps understandable given longer running times, but may result in crowding.

As now, some trains will run direct, some via the Loop. (I’m writing this on a train. I can overhear someone on the phone claiming they will all run direct and he’ll have to change for the Loop with heaps of other people. He’s in for a pleasant surprise.)

PTV has a brochure about service changes, though there are multiple errors in the map (they show the old 626 route, and show tram 64 curtailed at North Road). Confusingly it also has the Sandringham line shown in grey — blue would make more sense, since it’ll still be running. The car parks are in the wrong positions, as well.

I’m told a new version will be out shortly; hopefully it fixes these problems.

Bustitution

After the taster of bus replacement services a couple of weekends ago, the arrangements are being reviewed. Bus stop locations are being reconsidered — some apparently were put in without much time available. Sounds like many will move closer to the main road intersections, which was the main problem with them.

They’re saying that during the peak of replacement services, some 100 buses will be deployed between Caulfield and Moorabbin, with 75 normally in service, and 25 on standby. That should be quite a sight to see, but it indicates the scale of moving the usual Frankston line peak loads, and how many cars a rail line keeps off the roads in peak hour.

Instead of express and stopping buses, all buses will stop on demand (eg press the buzzer for your station). I think this makes sense — it will speed up loading and despatch considerably — just fill and despatch the buses as people arrive — and prevent passenger confusion. When I sampled it, the express buses were only seconds faster than the stopping buses.

Apparently overall the main road route has been well-received, as it’s much more efficient, though there are some concerns about those with mobility challenges getting from the station. Some kind of on-demand taxi service is being considered.

They’re also working on more traffic light green time for buses (particularly a problem southbound at North and South Roads) and temporary clear ways.

Some traders are worried about the reduction in activity around the stations during this time. This hasn’t been very apparent on weekends, but I suppose weekdays are a different story.

Level crossing removal works near Ormond

New stations coming soon

A few other design issues are moving towards a conclusion, for instance the Murray Road issue and whether a south side entrance can be provided at Ormond Station (hopefully at least for platforms 1 and 2 — platform 3 isn’t nearly as important, as under normal circumstances it is barely used, and providing it may be difficult due to the local streetscape).

It’s great to see this project progressing. For locals, remember to stay up to date via the official web site.

Update

Honestly, sometimes I despair. No wonder the bloke on the train thought there will be barely any Loop services during the level crossing works — this poster (snapped by Andrew at Mckinnon this morning) purports to show the modified timetable. What it instead shows is just the modified express trains. This means about half the services are missing — almost all the Loop trains.

Incorrect Frankston line works timetable seen at Mckinnon Station

You just wonder sometimes if anybody checks this stuff before it goes out.

I’ve passed this back to the project team to get it fixed.

Update 10pm — another, similar poster seen at Flagstaff at 6pm implies Frankston line trains won’t run through the Loop during peak.

Incorrect poster for altered Frankston line services during level crossing removals

I’m told the Mckinnon poster has been removed already… not sure about other stations.

In some ways this issue isn’t new — I’ve seen other notifications in the past that focus solely on the additional/altered/removed services. But passengers don’t think like that. They need to see the changes in context. Displaying timetables like this which only show half the services is just pointless and misleading.

Update 9/11/2015 — Metro continues to display these misleading posters — they’ve appeared at more stations and online over the weekend. I’ve heard multiple reports of people (including Metro staff) reading them and concluding that they show the train timetable whereas they actually show just the altered services.

After all, if it looks like a timetable, it must be a timetable, right?

Apart from missing all the short services originating from Carrum, Mordialloc, Cheltenham and Moorabbin, it doesn’t even show all the trains departing from Frankston: the 7:07 and the 7:30 aren’t shown, because they’re not altered.

And just to underscore the lack of thought that went into this, the fine print at the bottom adds this irrelevancy: the disclaimer about bicycles, surfboards and dogs not being permitted on buses. What buses?!

As I said: useless and misleading.