The story begins

Once upon a time Taylors Road was a road in the middle of nowhere, beyond the edge of suburban Melbourne.

Melway Edition 1, Map 13

But Melbourne soon caught up, with boom barriers provided at the level crossing in 1986, and suburban electric trains to Watergardens station following in 2002.

Weston Langford photo

And so in 2006 the Taylors Road Project was given the go ahead to remove the level crossing.

The Taylors Road rail underpass project eliminated a railway level crossing and a five-leg roundabout between Carbine Way and Kerrison Avenue in St. Albans, Melbourne’s north-west. This AU$54 million project constructed a new road underpass beneath rural-metropolitan rail lines improving safety for drivers, pedestrians, cyclists, public transport, rail users and eased traffic congestion.

The first stage of the main contract was to transfer traffic south of the roundabout to provide sufficient work area to construct the rail bridge. The bridge was constructed on two concrete beams east of the existing railway line, minimising disruption to the rail services. Once this 1200 tonne rail bridge was completed, a 56 hour weekend occupation of the railway line was programmed for October 2007 to jack the bridge into its final position with replacement buses provided in lieu of the normal rail services.

Following successful placement of the bridge that weekend, the next stage was to complete excavation under the rail bridge, construction of associated retaining walls and the road beneath including the a signalised intersection. Road traffic was transferred under the bridge in September 2008 and the project was officially opened at the end of November 2008, ahead of time.

Google Street View imagery from December 2007 shows work on the new bridge well underway.

Google Street View December 2007

With the next Google Street View run in January 2010 showing a completed underpass.

Google Street View January 2010

And the cracks begins

November 2017 I first noticed the underpass looked a little decrepit – with rusted steel beams supporting a cracked concrete wall, with staff in hi-vis looking it over.

But Google Street View suggests those beams had been there since 2014 at least.

Google Street View Feubrary 2014

The props were still there in 2018.

And by 2022 they’d been joined by a few pieces of sheetmetal.

And then in February 2023 – survey prisms has also been added.

Just in time for VicRoads to announce they were finally going to fix the problem.

Maintenance works at Taylors Road and East Esplanade
Location: Keilor Downs
Type: Road Status: Underway
We’re completing maintenance works on the retaining wall at the corner of Taylors Road and East Esplanade.

As part of these works we will also be installing new pavement surface on a section of East Esplanade Service Road and Taylors Road Service Road.

What we’re doing

– Remediation works on the retaining wall at Taylors Road and East Esplanade
– Installing a section of new pavement surface on East Esplanade Service Road and Taylors Road Service Road
– Repainting the retaining wall.

When to expect us

You may see crews on site from Monday 6 February as they complete site investigations and begin to establish a worksite ahead of works commencing Monday 13 February. Works are expected to take seven weeks to complete, weather permitting.

Works will take place Monday to Friday, 7am to 5pm and some Saturdays, as required.

What to expect

During these works, you can expect:

– Temporary lane and footpath closures on Taylors Road and East Esplanade with signage and traffic controllers in place
– Temporary closure of Taylors Road Service Road and East Esplanade Service Road. Traffic controllers will be in place to assist residents accessing their property
– Temporary impacts to on-street parking on Taylors Road Service Road and East Esplanade Service Road
– Non-local traffic wanting to access Taylors Road Service Road and East Esplanade Service Road will be detoured via Charles Street and Power Street
– Reduced speeds during works to ensure the safety of our crews and motorists
– High levels of noise and dust, we’ll work towards minimising these impacts as much as possible.

With the new road surface and patched up retaining wall visible when I went past a few weeks ago.

I wonder what other bits of crumbing infrastructure are also propped up across Melbourne.

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The good

The platform was smooth and level, with plenty of room for passengers.

With a roof over the seat and a next train display.

And the bad

Albion station has a platform so decrepit it’s been fenced off.

The brick platform face at Caulfield is cracked.

At Mont Albert it’s the concrete that is crumbing.

Canterbury station is stupidly narrow.

Mont Albert is so narrow the yellow lines merge into one.

The concrete edge at Thornbury is cracking up.

East Camberwell is covered with lichen.

The timber edge at Strathmore has rotten away.

Weeds grow through deep cracks at Kensington.

South Kensington once had a yellow line.

With the other side of the platform falling down towards the fence.

So why did St Albans need a temporary platform anyway?

St Albans once had three platforms – one for the city, a second for trains towards Watergardens, and a third turnback platform on the western side.

To speed the removal of the Main Road level crossing, it was decided to use this extra space on the western side as the site of the new low level St Albans station, allowing trains to continue running through the old station.

The first stage of works saw platform 2 and 3 closed to passengers in October 2015.

The old platform was cleared over a weekend, with piling works able to proceed while trains were running.

Steel brackets were then installed along the tracks.

Allowing a cantilevered platform to be opened over the future station site in November 2015.

Excavators then moved in to dig out the new train trench.

By August 2016 the new low level platform was visible beneath the temporary one.

The final stage came in October 2016, when the Sunbury line was shut down, and the ground level tracks were removed.

With the new low level St Albans station opening to trains in November 2016.

And now at Glenroy

The level crossing at Glenroy Road is about to get the chop – and to make room for the construction work, a temporary platform and footbridge have been provided.

With grade separation works continuing for Glenroy Road, the Up platform was shifted and the subway closed. Now the station has a temporary footbridge for access to the Up Platform. pic.twitter.com/QzRweROiZ8

— Vicsig (@vicsig) January 25, 2021

A cheaper example

Back in 2007 the station building at Lara was extended.

Requiring part of the platform to be closed to passengers.

A temporary platform extension was provided to compensate for the closed section.

But it was a much cheaper affair than St Albans – scaffolding, plywood, and shade cloth.

And the ‘temporary’ solution that never went away

Back in 2009 temporary platforms extensions were provided by Queensland Rail at seven railway stations on the Sunshine Coast so that passengers could board six-car long trains.

Six years later the temporary structures were still in use at an annual cost of $288,000.

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Some background

Level crossing removal projects in Melbourne can be classified into two groups – “online” and “offline”.

Offline projects cause the least inconvenience to rail users – a new railway line and station is built beside the existing tracks while trains continue running, with the only disruption being the week or so it takes to disconnect the old tracks and hook in the new ones.

Examples of off line projects include Boronia Road at Boronia station, Springvale Road at Nunawading station, and Burke Road at Gardiner station.

However in areas where there is no spare land inside the railway corridor, offline construction is not possible, forcing the new tracks to be constructed on the same alignment as the existing, requiring the shut down of rail services while the works take place.

Examples of online projects include the Middlebrough Road level crossing at Laburnum station, the Rooks Road level crossing at Mitcham, and the Ormond, McKinnon and Bentleigh trio on the Frankston line.

So what about St Albans and Ginifer?

The grade separations at Furlong Road and Main Road are being built offline, thanks to the abundance of land adjoining the existing Sunbury line corridor.

The first stage of works was the relocation of signalling cables, so that excavation of the new tracks would not affect rail services.

Land was cleared beside the existing railway stations, so that the new low level stations could be built.

At separate times Main Road and Furlong Road were closed to road traffic.

These shutdowns allowed concrete bridges to be constructed over the future railway.

To reduce the amount of time road traffic was disrupted, just enough of the bridge foundations and deck were constructed to span the gap – allowing the rest of the rail cutting to be excavated as time permitted.

Piling works commenced to construct the future cutting walls.

Then the excavators moved in to create the rail cuttings.

With none of this affecting passing trains.

Work also started to fit out the new stations – with station buildings, platform, lamp posts, staircases and lift wells all being put into place.

As the four week long shutdown of the Sunbury line from October 4 was fast approaching, and a limited amount of time available to complete the works while trains are not running, one would assume that any task that could be completed while trains are still running would have been completed. But the reality looks different.

This was Ginifer station on September 29 while trains were still running – the new level station was just a bare concrete shell, with no tracks to be seen.

And here is the view north of Main Road at St Albans – an empty rail cutting, with no progress on the new tracks, signalling equipment, or overhead structures.

Maybe taking the trains away would mean work can speed up? Revisiting the Main Road overbridge on October 16, two weeks into the shutdown, suggests otherwise – the only change to the scene is the removal of the old tracks, and the addition of overhead structures.

So why was a four week shutdown of trains required at St Albans, when other projects required far shorter periods of time?

Some theories

My first theory was the size of the works – despite being a single project, the grade separation through St Albans requires four connections to the existing railway tracks – thanks to the rollercoaster trench alignment through Ginifer and St Albans stations. However this theory is easier to discount – each tie in could be constructed in parallel, assuming the availability of enough equipment and workers.

Another theory was the availability of railway signalling engineers. With multiple level crossing removal projects underway in Melbourne at the same time and a critical shortage of engineers in Victoria, perhaps the only way to find staff available to work on the Furlong Main project was to timetable it over a longer period?

Ground conditions are another variable. Melbourne’s west lies on a bed of basalt all the way down, which unlike the sand found under the recent Frankston line works, need to be slowly broken up before it can be hauled out of the rail cutting.

The presence of rare native plants along the railway reserve is another possible factor. Native grasslands are found at Ginifer and St Albans, occupying land that could otherwise be used as part of an offline grade separation, as well as restricting easy access to the tracks during construction works.

And the final wild card is politicians, as this media release from the Minister for Public Transport dated October 2016 shows.

St Albans Level Crossings Gone By The End Of The Year

The two dangerous and congested level crossings in St Albans that the Andrews Labor Government is removing will be gone by the end of the year – more than six months earlier than promised.

Minister for Public Transport Jacinta Allan announced that the construction blitz beginning today will see the crossings at Main and Furlong Road removed well ahead of schedule.

Maybe the trains have been taken away so that the project can be finished sooner, so that the politician’s level crossing removal tally can keep on ticking along?

The official word

I ended up emailing the Level Crossing Removal Authority as to why a four week shutdown of trains was required for the Furlong Main works when projects such as Bourke Road did it much quicker, and this was their answer:

The Burke Road level crossing removal was similar to what we are doing out in St Albans with constructing the new railway corridor next to the existing however the ground conditions are very different.

In St Albans we have a lot of basalt rock which is very hard to break. These ground conditions are also where we are connecting the existing track with the new lowered railway line and are longer than Burke Road.

This means we need to excavate at four separate locations where we are tying in along with some temporary walls closest to the existing railway line and all during October.

We are also removing the two existing stations which are right next to the new railway corridor. For safety reasons we could not have trains running whilst we undertake these works.

The project in St Albans also has quite a few areas which are environmentally protected therefore there is limited access in and around where we are constructing the new lowered railway corridor.

Difficult ground conditions? Check!

Working around grasslands reserves? Check!

The long connections between the new and old tracks were something I’d missed, but as you can see in my photo taken north of St Albans halfway through the shutdown, the scale of the work is apparent.

But the proximity of the running lines to the new stations is a little trickier to see, such as this view behind the old Ginifer station.

However the Level Crossing Removal Authority’s Facebook page takes a closer look, such as this view of the temporary wall that was required to separate the original upper level tracks from the new low level platforms at Ginifer station.

Temporary walls also look to have been used on the eastern side of the new St Albans station.

So where does the truth lie?

In reality I think the truth lies somewhere in the middle – there are plenty of good reasons why the works at St Albans are taking longer than other similar looking projects in Melbourne, but there is evidence to suggest a shorter disruption to rail service could have been possible if more preparatory work was completed before the main shutdown.

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The banner read:

The only place North Melbourne should be ahead of Footscray is on the St Albans line

In case you haven’t memorised Melbourne’s railway map, North Melbourne is located two stops before Footscray when headed out of the CBD.

Nitpickers corner

The “St Albans line” came into being when the Bendigo line was electrified as far as St Albans in 1921, but the name was changed to “Sydenham line” in 2002 when electrification was extended north to Watergardens station, and then to “Sunbury line” in 2012 when suburban services were extended further north to Sunbury.

A handful of trains continued to terminate at St Albans station until March 2015, when the turnback platform was removed from service as part of the Main Road grade separation project.

Footnote

Local comedian Danny McGinlay is behind the banners – here is a selection of rejected slogans.

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Some background

The St Albans area has a long history of level crossing fatalities.

In 2004 three people died at the Furlong Road level crossing when their car was struck by a train, in 2011 a pedestrian was killed by a train at Ginifer station after running through a closed level crossing, and since 2006 St Albans station has seen two fatalities and 39 near misses involving pedestrians.

So how many level crossings are in the area?

Starting at the Melbourne end we have Furlong Road – four lanes of traffic protected by boom gates, and a pedestrian crossing on the north side protected by automated gates.

At the Melbourne end of Ginifer station is another pedestrian crossing, protected by automated gates.

Next up is Ginifer station.

Between Ginifer and St Albans stations we have the Willis Street pedestrian crossing – it lacks warning devices or pedestrian gates.

We now arrive at St Albans station.

Main Road at St Albans has four lanes of traffic protected by boom gates, and a pedestrian crossing on both sides, each protected by automated gates.

And finally, the Ruth Street pedestrian crossing at the north end of St Albans, protected by automated gates.

History of the project

With such a considerable history of fatalities around St Albans, removing the Main Road level crossing has long been a political football. In February 2013 the Federal and Victorian Governments argued over who should fund the works:

The Federal Transport and Infrastructure Minister, Anthony Albanese, and Maribyrnong MP Bill Shorten today visited the St Albans site.

“We’ve got a level crossing that is notorious,” Mr Shorten said.

“People have been killed, it’s been a neglected issue for decades.”

Mr Shorten says 16 people have been killed at the level crossing in the last few decades.

“The St Albans level crossing should’ve been fixed 20, 30 years ago,” he said.

“We’re still here, forced to watch people almost engaging in Russian roulette.

“The message is very clear, now’s the time for bipartisan, now’s the time for something as important as life and death, to put the State versus Federal Government aside, and fix the most dangerous level crossing in Victoria.”

In April 2014 the two levels of government finally came to an agreement to remove the Main Road crossing.

On Sunday morning, Premier Denis Napthine said the Coalition would remove the Main Road crossing in St Albans after allocating $200 million for the overhaul, $151 million of which will be provided the by the Federal Government, and the rest from the state with savings generated from the Regional Rail Link project.

At the time Transport Minister Terry Mulder said that a rail under road solution was the best option.

“There were a couple options to consider, and one was to put rail over road, and which would have had a significant impact on the community in this area.

“But the community asked for rail under road, the state architect suggested rail under road, and that is a far better outcome for those who live in St Albans.”

The November 2014 state election saw a Daniel Andrews led Labor party win government, with their commitment to remove 50 level crossings around Melbourne.

Construction started soon after at Main Road, but March 2015 saw additional action at St Albans, as the removal of the Furlong Road level crossing was also added to the agenda.

The Furlong Road level crossing in St Albans could be removed at the same time as the Main Road level crossing in a new plan being considered by VicRoads.

“Bundling level-crossing removal projects, where they are in close proximity and located on the same rail line, could result in cost savings and reduce the impacts of construction on local communities and businesses and rail customers,” the VicRoads website says.

State Public Transport Minister Jacinta Allan would not confirm or deny whether the Furlong Road level crossing would be removed in conjunction with the Main Road project.

Turns out the bundling of level crossings removals got the green light, as in June 2015 it was announced that the Furlong Road level crossing would now be part of the new “Furlong Main Level Crossing Removal Project”.

St Albans and Ginifer railway stations will go underground as works start to eliminate two dangerous level crossings in the area.

The state government last week named Leighton Contractors, and Aurecon and Hyder Consulting to design and carry out the crossing works at Main and Furlong roads with the rail line to be lowered under the road.

St Albans and Ginifer stations will be rebuilt with platforms below street level. A time line for each project is not known.

Removing two level crossings at the same time might sound like a good idea, but unfortunately the reality is somewhat lacking.

What is actually getting done

Despite being called the “Furlong Main Level Crossing Removal Project” the removal of the Main Road and Furlong Road level crossings is not a holistic project – work at St Albans station was well underway before it was decided that Ginifer was part of the project scope, resulting in a half-arsed solution.

The Level Crossing Removal Authority website has this to say on the project scope:

Furlong Road, St Albans

This level crossing removal will include:

• lowering the rail line below Furlong Road
• moving Ginifer Station up to the intersection at Furlong Road, with access to the station at Furlong Road and Bond Street
• installing platforms in the rail cutting accessed via lifts, ramp and stairs
• building a walking and cycling path parallel to the rail line, from Furlong Road to Willis Street
• relocating the car park to the east of the rail line, maintaining at least the same number of spaces.

Main Road, St Albans

Removal of the Main Road level crossing will transform the station area into a modern transport interchange. The design includes:

• lowering the rail line below Main Road
• rebuilding St Albans Station
• accessing lowered platforms via lifts, ramps and stairs
• reconstructing the station car park providing the same number of spaces as a minimum
• building a walking and cycling path
• relocating the bus interchange from Alfrieda Street to either side of the station
• a pedestrian overpass at Ruth Street.

The big omission

The interesting bit about the Furlong Main project is what they don’t say online – hence I sent the Level Crossing Removal Authority an email seeking clarification about the project scope.

First off – I asked for technical details and received the answers I wanted:

Q: At the Melbourne end of the works, where do the tracks start heading underground?

A: Approximately 350-400m south of Furlong Road

Q: What track gradient is in place between there and the new platform at Ginifer?

A: 1.96% (horizontal curve compensated)

Q: How far below the surface are the new platforms at Ginifer?

A: Approximately 6.5m below existing surface

Q: How far below the surface are the new platforms at St Albans?

A: Approximately 6.0m below existing

Q: At the Sunbury end of the works, where do the tracks return to ground level?

A: Approximately 1000m north of Main Road

Q: What track gradient will be between there and the new platform at St Albans?

A: 1.95% (horizontal curve compensated)

Q: Where will the pedestrian overpass at Ruth Street, St Albans be built?

A: On the site of the existing pedestrian crossing and approximately 1.5 – 2.0 metres above the existing ground level

And I also asked them about the Willis Street pedestrian crossing, situated between Ginifer and St Albans stations:

The existing Willis Street pedestrian crossing remains at ground level, however, it will be upgraded to active gates from passive gates (automatic closure of gates when the train is detected)

Track grade back up to existing surface between Ginifer Station and Willis Street pedestrian crossing, with the track gradient 1.96% curve compensated. Track grade between Willis St pedestrian crossing and St Albans Station into the cutting is 1.97% curve compensated.

A total of $480 million is being spent to remove four level crossings – Heatherdale Rd in Mitcham, Blackburn Rd in Blackburn, and the neighbouring level crossings at Main and Furlong Roads in St Albans. So it doesn’t seem good enough that a pedestrian crossing with a history of fatalities is being left behind by the government, especially given that it is located next door to two crossings that are being removed.

And inefficiencies as well

The lack of forward planning on the Furlong Main level crossings removal projects will also make train operations on the Sunbury line less efficient. With both Ginifer and St Albans stations below ground except for the short section of track between them, each train will have to do the following:

• hard on the brakes headed downhill into St Albans station,
• accelerate hard out up the grade back out,
• reach Willis Street and coast over the top of the grade,
• slam on the brakes again for the descent in to Ginifer station,
• and finally, accelerate hard out of the station to reach ground level again.

(and vice versa in the other direction)

Compare this with the current situation – a slow climb on the line towards Sunbury, and a slow descent on the way to the city – an extract from the 1989 Grades and Curves diagram book for Victoria.

As a result, the new roller coaster track through St Albans will increase the amount of electricity required to power trains on the Sunbury line, and thanks to the lack of regenerative braking systems on the Melbourne rail network, any momentum built up by trains headed downhill can’t be used to power trains powering uphill – the energy can only be burn off as heat.

Wasteful, isn’t it?

Alternatives

If Furlong Road had have been included in the scope as part of the original Main Road level crossing removal project, and not as an afterthought once construction had already began, other options could have been considered.

From St Albans the existing trench at Main Road could have been continued south all the way to Ginifer station, with the Willis Street pedestrian crossing replaced by a bridge. While this would have resulted in the removal of all level crossings in the area, the “better” option of rail under road would be even more costly than the current roller coaster design, due to the greater amount of excavation and retaining walls required, and would still cut the suburb in two with a massive trench.

Elevated rail would have been the perfect solution – raise the tracks between St Albans and Ginifer onto a viaduct and rebuild new stations on top, and in the process remove the barrier that the railway tracks currently form. The existing railway reservation is wide and paralleled by existing streets, so unlike other parts of Melbourne, overshadowing of nearby residents won’t be an issue.

Yet another example why forward planning for Melbourne’s rail network is so important, and an important lesson for residents along the Dandenong and Frankston lines – a rail under road approach doesn’t guarantee that the government will actually place an entire railway line below ground.

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The concept

The RMIT website has more on the concept:

Level-headed approach to reducing train crossing congestion
22 Jan 2016

An RMIT researcher has devised a way to slash traffic congestion at railway station level crossings that is 160 times cheaper than digging a multi-million dollar underground tunnel.

At $1 million per crossing, the new approach called Departure Side Platforms (DSP) would cost just a fraction of the budget needed for a full-blown $160 million grade separation.

Dr William Guzman used traffic simulation software to prove that re-positioning the city-bound platform on the opposite side of a level crossing would reduce the time the intersection was closed by more than half.

Guzman’s theory involves situating the arrival (city-bound) and departure platforms diagonally opposite each other on either side of the crossing rather than facing each other on the same side.

His modelling suggests this would cut the average time the level crossing was closed to traffic from one minute and 41 seconds to just 46 seconds, as the city-bound train would have already crossed over to collect and disembark passengers, bringing it into line with trains running in the opposite direction.

Guzman said his research had revealed congestion was not caused by the actual closing of a level crossing to traffic, but the arrival of trains at the platform, forcing the intersection to remain closed for longer than necessary.

In recent years the departure side platform layout has been used when building new platform tram stops across Melbourne, and the concept is also common on the Adelaide rail network – the lead image on this post is approaching Seacliff station on the Seaford line.

However if we go back further in time, we find another Melbourne example.

St Albans station

St Albans station opened as an intermediate station on the railway to Bendigo way back in 1887, but the pair of platforms was located on the Sunbury side of the Main Road level crossing.

St Albans 1945 and today, via 1945.melbourne

Suburban electric trains were extended to the station in 1921, but thanks to cars being few and far between, traffic congestion at the level crossing was not yet a problem.

VPRS 12800/P4, item RS 0391

But with car ownership taking off after World War II, forcing each and every suburban train to travel twice across Main Road was delaying motorists, so the decision was made to build a new station on the city side of the level crossing. The 1959-60 Victorian Railway annual report has the full details:

Work was commenced on relocating St. Albans station on the south side of the Main Road level crossing. When this is completed, interference to road traffic will be greatly reduced as all suburban electric trains to St. Albans will be terminated short of the crossing and the number of trains passing over it will be only 22 per day compared with 124 at present.

The new station opened in 1959 and added two new platforms on the south side of the level crossing – giving a total of three:

• one dead end platform for the use of terminating suburban trains,
• a new through platform for country trains bound for destinations further north,
• and the existing existing citybound platform on the north side of the level crossing, now solely used by country trains.

Both ‘through’ platforms were located on the approach side of the level crossing, but with only a handful of trains to Bendigo each day, removing the more frequent suburban trains was still an improvement for motorists.

St Albans station in May 1969 (VPRS 12800/P1, item H 3392)

This split platform layout remained in place until 2001, when suburban electric services were extended to Sydenham and a new departure side platform was built for citybound trains, leaving all three St Albans platforms on the south side of the level crossing.

And all this will change again in 2016, when the new two platform St Albans station will open at the bottom of a concrete trench, part of the grade separation of the Main Road level crossing.

Footnote

For a few weeks in early 2016 St Albans station held the distinction of having more disused platform than active ones – only platform 1 was open to passengers, with platform 2 and 3 closed pending grade separation works, and the original platform 1 still lurking on the north side of the level crossing.

Further the purposes of comparison, here is a late 1950s photo of the original St Albans station, located north of Main Road.

Further reading

• Level-headed approach to reducing train crossing congestion: press release from RMIT on the research by Dr William Guzman
• St Albans station’s easy time-saver: article from 2009, in which the same Dr Guzman proposed rebuilding the original northbound platform at St Albans
• Complete history of St Albans station by Andrew Waugh

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