Today we look at the Middleborough Road Project of 2007, which isolated the Lilydale and Belgrave lines for six weeks while a new rail cutting was excavated under Middleborough Road at Box Hill.

Trying to catch a bus at Box Hill

If you’ve ever had the misfortune of trying to catch a bus at Box Hill station, you know how convoluted the route is – first a set of escalators to exit the platform.

Then futz around with the ticket gates.

Dodge clueless shoppers inside Box Hill Central shopping centre.

Then take a vertigo inducing trip up another set of escalators into the middle of the shopping centre atrium.

And you’re finally there.

So what did the Middleborough Road Project do?

Then-rail operator Connex still called in the buses.

Up to 48 buses will run in peak periods between Box Hill and Blackburn.

The trip between Blackburn and Box Hill should take no longer than 17 minutes, including time to board and disembark, and walk between the bus and the train.

During peak periods and throughout the day on weekdays, a continuous shuttle bus service will operate between Box Hill and Blackburn. Buses will depart as soon as they are full and return as soon as the passengers on board have disembarked.

After 9pm on weekdays and on Saturdays, Sundays and public holidays, buses will operate to a set timetable. This will correspond to the temporary timetables for train services.

But built two temporary bus interchanges for them to operate from.

Blackburn

Buses will depart a temporary bus interchange just to the north of the station. Up to eight buses can stop in this interchange which will be built over an existing small car park and on the station side of Railway Road.

An extra DDA compliant crossing point is being built to the west of the station to accommodate passenger movement to and from the buses. This walkway will cross from the end of platforms 1 and 2, north to temporary bus interchange. It will not extend southwards to South Parade.

In addition, a number of gateways will be made in the fence separating platform 3 (which is the northern-most platform) and the adjacent temporary bus interchange in the car park.

Box Hill

A temporary bus interchange will be built next to the station, under Box Hill Central. The railway tracks, which are not in use during the shutdown, will be covered and the interchange built over them.

The interchange will have capacity for up to eight buses at a time to load/unload.

A pedestrian bridge, with stairs, will link platforms 2/3, with the bus interchange.

And how it worked

The interchange at Box Hill was the most impressive, with concrete being laid right over the top of the railway tracks, but in a way that trains could still run.

Weston Langford photo

So after the railway was shut down, buses could drive right in along the tracks.

Weston Langford photo

Stopping at a temporary bus interchange built on the tracks beneath the shopping centre.

Chris Gordon photo

Passengers being able to connect to trains on platforms 2 and 3 using a temporary footbridge over the bus roadway.

Chris Gordon photo

Buses then headed for Blackburn along the railway tracks.

Weston Langford photo

Exiting onto Whitehorse Road via a ramp at Linsley Street.

Weston Langford photo

And today?

2023 saw buses replace trains between Camberwell and Box Hill for level crossing removal works at Mont Albert Road, Mont Albert and Union Road, Surrey Hills – so how much effort was put into the replacement buses for that project?

At Camberwell station passengers had a short walk from the platforms to a shelter on Cookson Street to wait for buses.

With traffic controllers guiding buses out onto Burke Road.

But at the Box Hill end passengers got nothing – having to fight their way out of the station and along the Market Street mall to Whitehorse Road, where the buses would stop outside the shops.

In all an incredible contrast to the world of 2007 – we now grade separate dozens of level crossings each year without blinking, but put almost zero effort into making life easy for the passengers having their travel disrupted.

Further reading

• Vicsig page on the Middleborough Road Project
• Connex page on the Middleborough Road Project
• Forgotten lessons from rail replacement buses by me, and
• A look at the longest railway line closures in Melbourne, also by me.

Post retrieved by 35.215.163.46 using

The post Driving a bus down the railway tracks appeared first on Waking up in Geelong.

The closure affected the Williamstown, Werribee and Sunbury lines were closed from June 23 to July 9, so that the Dynon Road bridge over the railway at North Melbourne could be widened to provide more traffic lanes aimed at the heart of the Melbourne CBD.

West Gate Tunnel Project photo

Media attention

Unusually this two week shutdown got a lot of media attention.

A bus driver shortage could exacerbate transport mayhem for the next two weeks as work on the West Gate Tunnel Project shuts down the train network and blocks off a major road connection, effectively cutting off Melbourne’s west from the city.

The state government is warning of significant delays and urging residents in the western suburbs to consider working from home from June 23 to July 9, which coincides with the school holidays.

Across the city, nine of the 16 lines in the Metro network and four of the V/Line corridors will be out of operation this weekend, placing bus replacement services under strain.

Transport Workers’ Union Victoria branch assistant secretary Mem Suleyman said bus operators were experiencing a driver shortage, one which left them struggling to deliver enough replacement services earlier this year.

He said drivers had a good track record supporting rail replacement work, but the size of the upcoming shutdown would be challenging.

“This is a big demand, and it won’t be perfect.”

Eastern suburbs commuters experienced long delays to board buses when part of the Lilydale/Belgrave line was shut for level-crossing removal work between February and May this year. Lines of passengers stretched almost 150 metres along Spring Street from the corner of Collins Street to the steps of parliament.

Public Transport Users Association spokesman Daniel Bowen said the failure to provide enough replacement buses was a recurring issue. With so many train stations cut off, resourcing would be particularly stretched in the upcoming work, he said.

“There’s often insufficient information for passengers, not enough staff at stops to help people, a lack of shelter at the temporary stops, and a lack of [road] priority to help these buses get past other traffic,” Bowen said.

“They will have to look at resourcing very carefully, particularly during peak hour, and they need to make sure they get enough buses and drivers.”

Bus Association Victoria executive director Chris Lowe said replacement providers were “as best prepared as we can be at this stage and don’t anticipate any major shortfalls”.

The combination of road and rail disruption had been specifically scheduled to take place during the school holidays, while fewer people were driving or using public transport, a Department of Transport and Planning spokesperson said.

But the impact will still be felt: almost 32,400 passengers catch trains along the affected Sunbury, Williamstown and Werribee lines every weekday during school holidays, according to state government data.

The Herald Sun testing five modes of transport between Yarraville and Southbank to see which was quicker.

The challenge found cycling was the quickest way to make the 9km trip, our rider Ethan Kusch clocking in at 24 minutes, making use of the dedicated bike paths to record an average speed of 23km/h.

The motorcyclist was next to arrive at 27 minutes, negotiating trucks, cars and roadworks along Footscray Rd and through Docklands.

But car driver Jackson Haddad, who took the West Gate Bridge route, was delayed exiting Williamstown Rd and crawled into Southbank in 40 minutes.

“It was a bit of a nightmare getting on to the West Gate. Think we waited about 15 minutes just to get on the bridge,’’ he said.

That time was a mere three minutes faster than runner Fergus Ellis whose size 12s carried him along Footscray Rd and Southbank Promenade.

“It was just under 44 minutes. Nice view of Melbourne on the way in but (I’m) pretty sweaty.

“But I’d rather run in both directions than catch a bus any day,’’ Fergus said.

On the bus and the slowest, by a long way, was not surprisingly Helena Powell whose disjointed trip – bus to North Melbourne and then packed City Loop train to Flinders St station – took one hour and four minutes.

All for a journey that would normally take about 18 minutes.

And Channel 9 News interviewing passengers stuck waiting for buses.

There's been commuter chaos in Melbourne this morning, as major construction projects force nine train lines to close. @_Stephanderson #9News pic.twitter.com/aSN1Y0rmSJ

— 9News Melbourne (@9NewsMelb) June 26, 2023

And on the ground

On the morning of Friday 23 June the car park at Sunshine station was turned into a interchange for rail replacement buses.

Marquees to shelter waiting passengers.

Along with some giant puddles.

But after trains stopped running at 8.30pm, the bus interchange was empty.

For some reason the buses were sent to the other side of Sunshine station.

But by Saturday morning the buses had moved location.

But nowhere near enough buses for the number of intending passengers – long queues forming.

At the city end, rail replacement bus operated from a temporary interchange on William Street, next to Flagstaff Gardens.

With a second set of bus stops a block away on King Street.

Intending passengers sent on a long walk through Flagstaff Gardens to reach the bus stop for express buses.

To find their bus hiding in the dark.

On Sunday night an inadequate number of buses was again provided.

Buses filling quickly, and leaving passengers behind.

And the first weekday

Come Monday morning, the crowds of commuters arrived by train at Sunshine.

Sent over the ‘Bridge of Sighs’ to their rail replacement buses.

Only to be greeted by long lines at the bus stop.

And dozens of parked buses.

The Channel 9 News helicopter filming the scene from the air.

A bus would eventually show up but fill quickly, leaving a long line of intending passengers.

More buses arriving, but never able to keep up.

Queues might disappear for a minute or two.

Until the next train full of intending passengers arrived.

So where did the buses come from anyway?

Dysons was the lead contractor supplying buses for the rail replacement contract – as well as operating route bus services in Melbourne’s north, they have a fleet of older low floor buses dedicated for school and rail replacement work.

They also went scratching around the depot for spare buses, like this ‘301 Shuttle’ liveried bus not needed during the La Trobe University holidays.

Transit Systems is another large bus operator with a pool of older buses for rail replacement work, and sent out some buses they recently acquired second hand from Darwin.

And buses they bought second hand from Brisbane.

CDC Melbourne operates route buses in Melbourne’s west, and supplied a number of older low floor buses from their depot at Tullamarine.

Some newer PTV liveried buses not needed for normal route services.

And a bus or two normally used on charter work.

Kinetic also got tapped on the shoulder to supply buses, sending out a few PTV liveried buses not needed on their usual route service.

Plus a few older buses used for rail replacement work.

But still more buses were needed – so more operators were called up.

Sunbury Coaches supplied coaches normally used for school runs.

As did Firefly Charter.

And Crown Coaches.

There are also a number of second tier charter bus operators who in recent years have acquired secondhand low floor buses for rail replacement work.

Mee’s.

Nuline Charter.

Driver Bus Lines.

And Sunshine Coaches.

The call also went out to country Victoria for even more buses.

Gull Geelong normally uses their coach on runs to Melbourne Airport.

McHarry’s runs PTV services in Geelong.

And Millars Bus Lines sent a coach on a three hour drive all the way from Kerang to help.

But still that wasn’t enough – the call went out to third tier bus operators you’ve never heard of, using unbranded buses bought cheaply at auction, driven by drivers without uniforms.

ABC Tours with an ex-Brisbane bus.

Melbourne Premier Buslines with an ex-Perth bus.

Transporter with another ex-Brisbane bus.

And MelMax with a surplus coach from a mining contract in Western Australia.

So what work were they actually doing?

Interestingly, the media release from the State Government actually undersold the works on the Sunbury line – works for the West Gate Tunnel project being the headline item.

West Gate Tunnel Project photo

But on the ground, the bulk of the work was happening on the signalling the turnback platform at West Footscray .

Connecting up tracks installed back in 2020.

Welding rails.

Installing point motors.

And fitting out the signals.

The end result – High Capacity Signalling equipment for terminating trains at Footscray.

And West Footscray.

Platform 2 at West Footscray was also finally renumbered.

Now marked as platform 3.

So how soon until the new signalling is taken advantage of? Hopefully soon!

A note on the signalling at West Footscray

The new platform at West Footscray opened way back in July 2020, but as a direct swap for the previous platform 1.

In the years since, there have been multiple shutdowns of the Sunbury line to complete further work on the turnback.

Installing signal gantries.

And signal heads.

So why didn’t they bother commissioning it until three years later in July 2023?

The story I heard is that they didn’t want to commission a new conventional signalling arrangement at West Footscray to handle the new turnback platform, only to rip it all out a few years later when they were ready to install the final High Capacity Signalling system from the Metro Tunnel portal through to West Footscray.

However there is one flaw in that argument – in recent years just that has happened at Caulfield, which was resignalled in 2020, 2022 and then again in 2023!

I hope you enjoy another year or two of bus replacements!

Post retrieved by 35.215.163.46 using

The post And it’s over – two weeks of buses on the Sunbury line appeared first on Waking up in Geelong.

Tracking the rail replacement buses

PTV rolled out a new, more readable style of poster summarising upcoming rail replacement buses across the Melbourne suburban network back in May 2022, giving passengers an overview of which lines were going to be closed for weeks on end, just for a weekend, or just for evening works.

Throughout August and September 2022 the Mernda line was closed for an extended period, while the lines to Upfield, Lilydale, Belgave and Alamein were closed for a weekend.

In late September the Craigieburn and Sandringham lines joined the weekend closure club.

October it was the Williamstown, Werribee and Sunbury lines.

But come November – trains running everywhere, except for a single night on the Lilydale and Belgrave lines.

But come Sunday 27 November, buses were replacing trains on six separate lines.

And they’re back – during December 2022 nine lines were replaced by buses, including two extended line closures.

So why the lack of replacement buses?

Turns out there was one major event in November – the 2022 State election, held on Saturday 27 November.

So did someone high up in the government tell transport operators November was off limits for project works, because they wanted trains to keep running? I don’t know, but I can’t think of a better explanation.

And they’re still more

Since the election we’ve had tram replacement buses on St Kilda Road due to Metro Tunnel works and buses on the Upfield and Craigieburn lines due to Dynon Road works for the West Gate Tunnel project.

And coming up – closure of the underground stations on the City Loop from 2 January through to 15 January 2023; replacement buses on the Cranbourne, Pakenham, Frankston, Stony Point and Sandringham Lines for three weeks from 4 January 2023 for Metro Tunnel works; and the Lilydale and Belgrave lines from 23 February to end of May for the removal of the level crossing at Union and Mont Albert Roads.

However the ability for operators to supply buses and drivers might be in trouble – the most recent round of occupations have been described as “the worst ever” with run times not allowing traffic conditions, with buses running 15+ minutes late compared to the driver’s schedules, and multiple concurrent projects have seen the available fleet of buses spread thin, causing even further crowding.

The only respite – the rumoured hiring of buses and drivers from South Australia and New South Wales to shore up the rail replacement fleet.

Footnote: New South Wales tries the same thing

March 2023 saw a state election up in New South Wales, and they’ve done the same thing as Victoria.

Hundreds of rail workers have been temporarily redeployed from their main jobs because the state’s transport agency has had an order in place for almost three weeks preventing a raft of maintenance and project work on signalling and operational systems across the rail network.

Two weeks before Saturday’s state election, the transport agency made the order halting “any non-essential work on signalling, operational technology and control systems” until further notice.

Transport for NSW’s internal memo to maintenance workers – obtained by the Herald – said the suspension was aimed at reducing the “risk of system failures” and to “minimise train service disruptions”. The agency refers to the suspension as a “brown out”.

At the election the New South Wales government changed so I suppose the incoming team had a reason to start asking questions – but with no change in the top in Victoria, everyone kept their lips shut.

Post retrieved by 35.215.163.46 using

The post Rail replacement buses and the 2022 State Election appeared first on Waking up in Geelong.

The backstory

The shutdown was announced at a Victoria Police press conference on Wednesday 15 September.

Public transport in Melbourne will be suspended for six hours on Saturday as part of a large-scale police operation to stop a planned protest against the ongoing Covid lockdown in the city.

The Victoria Police commissioner, Shane Patton, said on Wednesday that public transport – including buses, trams and trains – would be suspended going into the Melbourne CBD between 8am and 2pm on Saturday in an effort to prevent “freedom” protesters gathering in the city after thousands gathered in late August.

“We have no problem with facilitating protest when there’s a place in time for that to occur. This weekend is not the place and time for that to occur,” Patton said.

“It’s really interesting that this whole cohort of people who are about freedom don’t seem to respect the freedoms of others and anyone coming in here places those freedoms at risk.”

Two thousand police officers will be on hand as part of the operation to stop the protest and bollards will be erected with traffic management points and roving patrols. Only essential workers with valid permits will be allowed into the city centre.

Public Transport Victoria began publicising the disruption that evening.

Public transport will not run through the CBD on Saturday 18 September at the direction of @VictoriaPolice.

This will impact all metropolitan and regional train services, trams and buses from 8am.

For more information, visit https://t.co/DkIl2uYJy5 pic.twitter.com/kRVHM80bLS

— PTV (@ptv_official) September 15, 2021

“Trains terminate at suburban stations” was the initial message from Metro Trains.

Metro train services will not run through the CBD on Saturday 18 September 2021 between 8am and 2pm.

City-bound train services will terminate at suburban stations.

For more details: https://t.co/QIXfjoLnf8 pic.twitter.com/9GEoYeNAIC

— Metro Trains (@metrotrains) September 16, 2021

And “no trams in the city” the message from Yarra Trams.

No trams are running in the city on Saturday from 8am – 2pm, by police request. Trains and buses are also affected. Details: https://t.co/OOUQ7TOVba pic.twitter.com/iQfX9r1HHU

— Yarra Trams (@yarratrams) September 17, 2021

But by Friday 17 the extent of the shutdown of public transport was made clear, when Public Transport Victoria published maps of the services that would be running.

At the request of Victoria Police, public transport will not run through the CBD on Saturday 18 September 2021.

This will impact all metropolitan and regional train services, trams and buses from 8am to 2pm with services expected to take some time to resume to regular timetable.

Major road closures on thoroughfares into the CBD will also be in place. Significant delays are expected on roads leading to the CBD. CBD access will only be granted at roadblocks to those travelling for essential work, healthcare or to attend a vaccination appointment.

Metropolitan train services will terminate at suburban stations, where can effectively turn around and continue to provide services away from the city.

Tram routes and bus routes that normally travel into or through the CBD will now terminate at stops, some distance outside the CBD boundary and turn around. Some tram and and bus routes will not run at all, while others will run to a reduced timetable.

No trains within 10 kilometres or so of the Melbourne CBD.

Trams terminating at the fringe of the inner city.

As were Transdev buses.

Due to a @VictoriaPolice request, routes 200, 207, 216, 220, 234, 235, 236, 250, 251, 302, 304, 905, 906 & 907 will not run through the CBD on Saturday 18 September from 8am to 2pm. See website for details: https://t.co/hzm77gJOU2 pic.twitter.com/KYu4OirvZ8

— Transdev Melbourne (@Transdev_Melb) September 17, 2021

And alternative transport for the vast swathes of Melbourne beyond the CBD, left without public transport – nothing.

The Public Transport Users Association said the Victorian government needed to do more to minimise any disruption to workers relying on public transport.

Spokesperson Daniel Bowen said the impact on commuters would be severe.

“It’s unprecedented to shut down the entire inner part of the public transport network, not just in the CBD, but also the inner suburbs,” Mr Bowen said.

“The shuttle buses they’re putting on won’t stop at intermediate points along the route to the city, so there’s going to be lots of areas in inner suburban Melbourne and around the CBD that will just have no transport options.”

The only public transport operating to the CBD was a half-hourly shuttle bus service, running express from the suburbs to a CBD drop-off point.

Those people undertaking authorised travel with permits are urged to allow plenty of extra time for their journeys. They must carry identification and proof of their reason for travel, such as an authorised worker permit, or vaccination booking confirmation.

As a last resort for authorised travellers, two shuttle buses per hour will run from the nine suburban railway station termination points (see list below) to key drop-off points in and around the CBD. Passengers will be required to complete their journey by walking to their location from the CBD drop off points.

Victoria Police officers and PSOs will be checking proof of reasons for travel prior to allowing people to board shuttle buses.

On the day

On the morning of Saturday 18 September I went for a walk down to Sunshine station, to see how things were going. On the station concourse there was no signage informing passengers of the service disruption – just two blank lines on the next train display, where citybound services would normally be listed.

A Watergardens-bound train departed the ‘wrong’ way out of platform 1, proceeding through a crossover to get back onto the left hand track.

A pair of Protective Services Officers were twiddling their thumbs down on the station platform for the next train to terminate.

Down in the station car park was a Victoria Police car.

And at the rail replacement bus stop were another six Protective Services Officers, checking the credentials of passengers intending to board the shuttle bus to the CBD.

Eventually a bus turned up.

With ‘Authorised Worker Shuttle’ and ‘Express between Flagstaff and Sunshine’ signs on the front windscreen.

A few minutes later it departed for the city, with about a dozen passengers onboard.

The shuttle buses continuing to run until 2pm, when normal services started running to the CBD again.

Public transport services have resumed running through the CBD after an earlier @VictoriaPolice request.

Services are expected to take some time to resume to regular timetable. Thank you for your patience. For more information visit https://t.co/elfmyj8EIP pic.twitter.com/QG4qYuta4f

— PTV (@ptv_official) September 18, 2021

So did it work?

It appears the shutdown of public transport didn’t make any difference to the protest – they moved their rally to outside of the CBD!

Anti-lockdown demonstrators met in Richmond at around 12:00pm on Saturday, ignoring authorities’ pleas for them to stay home.

Police surrounded the protesters on Bridge Road, where multiple people were arrested.

The several-hundred-strong crowd then moved down Burnley Street, with police appearing to use capsicum spray on some members.

Authorities said 235 people were arrested in the protests, 193 for breaching CHO directions and several others for a range of offences including assault police, riotous behaviour, weapon and drug offences.

Footnote: how were the termination points chosen?

Trams and trains aren’t like a car – you can’t just pull up anywhere, do a u-turn, and head back the way you came – you need to change tracks.

In the case of trams, there are crossovers all over Melbourne, giving trams the flexibility to terminate and return at places that aren’t the usual end of the line.

But for trains it is trickier – as well as crossovers, trains also require a signalling configuration that permits a train to proceed along the ‘wrong’ track towards the crossover, and a safe location for the train driver to change ends from the front to rear cab.

This is why the Glen Waverley line had to terminate at Darling instead of Burnley, Craigieburn trains could not terminate at Kensington, Sunbury trains could not terminate at West Footscray, and Werribee trains could not terminate at Footscray.

Sources

Public Transport Victoria disruption notification:

• No public transport into the CBD between 8am and 2pm on Saturday 18 September
• Metropolitan and regional train service termination map
• Tram service termination map

Post retrieved by 35.215.163.46 using

The post Cancelling public transport to inner Melbourne appeared first on Waking up in Geelong.

New trains

Brand new X’Trapolis trains were still being built – and I found some of the body shells waiting on the wharf at Appleton Dock after being imported from Poland.

Production of these trains ended a few years ago, future orders being High Capacity Metro Trains for the Pakenham, Cranbourne and Sunbury lines, and the upcoming X’Trapolis 2.0 for the rest of the network.

V/Line was also buying shiny new trains, with VLocity set VL49 having just entered service.

These trains continue to roll off the production line at Bombardier Dandenong, with 18 more still on order.

Meanwhile for the residents of North East Victoria, they finally got their rail service back after two and a half years.

With the first V/Line standard gauge train to Albury running, after the completion of the North East Rail Revitalisation Project.

But the end result left much to be desired – the service is as unreliable as ever, with spare trains needing to be thrown at the service, more money needing to be sunk into the track , and the promise of brand new VLocity trains dangled as a silver bullet.

Replacement buses

Out at Albion station I found a temporary footbridge that had been erected between platform and car park.

At Flemington Racecourse a “temporary” bus interchange was taking shape in the car park.

And between the two, a bus lane along Ballarat Road.

The reason – train replacement buses on the Sunbury line to allow works on the Regional Rail Link project to take place.

Unfortunately the lessons from this project like dedicated interchange bridges and bus lanes have been rejected on many projects since – buses getting stuck in traffic instead.

A level crossing

Meanwhile, level crossing removals were happening before the Level Crossing Removal Authority existed – Kororoit Creek Road in Altona North was getting a road over rail bridge.

The level crossing removal was part of a $48.5 million road duplication project, unlike some subsequent projects that built new level crossings.

A not so random clock

I paid a visit to Scienceworks, and found a clock outside the museum.

Built in 1882 for the original Flinders Street Station, in 2014 found a new home – Southern Cross Station, where it was placed atop a new stand then covered in advertising.

And away from the tracks

And we end the month down at Phillip Island on the Summerland Peninsula.

Once the site of Summerlands Estate.

But after a 25 year government buyback program, the last remaining houses were being demolished.

Allowing the land to be returned to nature as penguin habitat.

Footnote

Here you can find the rest of my ‘photos from ten years ago‘ series.

Post retrieved by 35.215.163.46 using

The post Photos from ten years ago: June 2011 appeared first on Waking up in Geelong.

I photographed Transdev bus #369 0369AO departing Footscray station on route 216 to the city at 8:39am.

I board a train towards work.

And spot it again at the corner of Lonsdale and William Street at 9:06am.

I head out to inspect the Metro Tunnel works at South Yarra, and photographed Ventura bus #1034 5396AO on an all stations rail replacement service at 1:38pm.

I board the next train towards the city.

And spot the same bus passing beneath Richmond station at 1:47pm.

None of which was planned – that’d be cheating.

So you want to be a bus spotter?

Ready to go down the bus spotting rabbithole – the Australian Bus Fleet Lists details the fleet and registration numbers on virtually every bus in Australia.

Post retrieved by 35.215.163.46 using

The post Photographing the same bus, different place appeared first on Waking up in Geelong.

I first became aware of it years ago when a mate who uses a mobility scooter tried to travel to Seymour on a weekend when rail replacement buses were running, but no accessible road coaches were available. Result – V/Line called up a maxi taxi to take him there, the finaly fare coming to around $200!

Some more examples

During V/Line’s 2016 VLocity fleet crisis taxis were called up when accessible road coaches were unavailable.

On Wednesday, V/Line paid $350 dollars for Gary Mitchell to get from Traralgon to Melbourne after the coach he attempted to get on did not have wheelchair access.

In 2017 a V/Line train to Warrnambool was diverted via Werribee, leaving behind passengers on the usual route, who had to complete their journey by taxi.

Two V/Line passengers were transported from Geelong to Terang and Warrnambool by taxi on Monday night at a cost of $365 to the rail operator.

The passengers were attempting to board the 7.05pm service from Southern Cross at Tarneit and Wyndham Vale, but were left behind as the train didn’t stop at those stations.

After some confusion and a considerable wait, the passengers were advised to catch a later service to Geelong.

The Warrnambool-bound passengers were then transported from Geelong to Terang and Warrnambool in a taxi paid for by V/Line, arriving just before midnight.

On New Years Eve 2019 V/Line ran out of rail replacement buses and had to call for a cab.

Taxis were needed to ferry stranded commuters home to Geelong after V/Line ran out of buses at Southern Cross Station on New Year’s Day.

About 100 people were left languishing in the bus terminal in the early hours of Monday morning after buses to Geelong and Ballarat quickly filled up.

It forked out money for 12 taxis to transport stranded commuters on the Geelong and Ballarat lines, but a V/Line spokeswoman said she did not know how much was spent.

Services on the Albury line are chronically unreliable – as well as inaccessible to many.

Two north-east Victorian residents have claimed V/Line regularly pays more than $1,000 for return taxi trips to Melbourne due to train and coach services being wheelchair inaccessible.

Albury-based Luke Sefton said V/Line had recently arranged a taxi for at least three return trips to Melbourne.

“If there’s more than two wheelchairs they tell you the train’s full and you can’t get a ticket. If it’s not running you’ve got to get a taxi and they pay the money for that — maybe $700 or more, one way,” he said.

But Mr Sefton said V/Line would sometimes turn him away.

“I’ve called up a few times and there’s only two [people with wheelchairs] allowed on there and they say ‘we’ve sold out today’,” he said.

“In that case they don’t get you a taxi either, they just say they’ve sold out.”

The chair of The Victorian Disability Advisory Council, Colleen Furlanetto, said she had used replacement taxi services from Euroa and Seymour more than a dozen times at a cost to V/Line of around $300 each way.

Ms Furlanetto said she felt guilty depriving local residents of a wheelchair accessible service whenever V/Line arranged a taxi for her to Melbourne.

V/Line has used taxis to replace a broken down rail replacement coach.

V/Line has forked out around $750 for a maxi-taxi to ferry passengers to Melbourne after two breakdowns on regional train service left passengers fuming.

The saga for passengers began when a V/Line train bound for Melbourne from Albury broke down at Chiltern in the state’s north east on Sunday.

Passengers were then moved to a replacement coach service which also broke down.

Two maxi taxis were called to replace the coach.

Chiltern resident Sheridan Williams said passengers were stranded on the coach for up to 20 minutes before they were told what had happened.

Ms Williams said the taxis arrived from Wangaratta to take the passengers to Melbourne. She said the meter showed $750 when it arrived in Melbourne at 11:45pm — two hours late.

It is not known what the fare was on the second taxi.

But this tale from the Warrnambool line really takes the cake.

In May 2019 Janet and Susan, who use wheelchairs, decided to travel from Melbourne to Warrnambool on V/Line trains.

For both it was a work-related visit, they were attending a forum hosted by All Abilities Advocacy and supported by Warrnambool City Council’s Rural Access program.

Janet, after first checking with V/Line, booked a first class ticket in order to sit next to colleagues. On May 14 when she arrived at the Southern Cross platform she was advised she could not sit next to her colleagues and was segregated.

On the way to Warrnambool she received a call from V/Line advising that the return booking was not an accessible service and she was requested to use an earlier train. This was not possible because Susan would still be at the forum.

On May 15, at 12.30pm, both women were contacted by V/Line and informed that the accessible carriage was not available. They had no alternative means of returning home to Melbourne.

V/Line asked Susan if she could leave her wheelchair in the conductor’s area and sit down, which she had been required to do on the trip to Warrnambool. Susan said this did not work properly and she needed her wheelchair with her.

V/Line advised Janet and Susan they return to Melbourne in separate taxis with the bill of about $1200 to be covered by taxpayers.

At 5pm Janet and Susan arrived at the Warrnambool Station to catch the taxis back to Melbourne.

They then discovered the disabled toilet at Warrnambool Railway Station was not accessible. The toilet was behind swinging doors and at the end of two cubicles for ambulatory people. The room was narrow with insufficient space for a wheelchair to turn into the “accessible” cubicle.

When the taxi arrived, V/Line initially wanted Janet and Susan to share a ride home – impossible given the size of their two wheelchairs. With the insistence of a support person V/Line eventually called a second taxi.

So how much is being spent on replacement taxis?

Back in 2006 Shadow Minister for Transport Terry Mulder inquired in question time about V/Line’s usage of rail replacement taxis on the Warrnambool line.

920. Mr MULDER to ask the Minister for Transport with reference to taxis used to transport excess passengers on the 5.15 pm Geelong to Warrnambool road coach on Sunday 16 October 2005 —

(1) Were four taxis used to transport the excess passengers; if not, how many taxis were requisitioned.
(2) What was the final destination of each taxi.
(3) What was the cost of each taxi.
(4) How many passengers did each taxi transport and to where.
(5) Was there any attempt made to secure a second coach and driver to run part of the way such as to Birregurra or Colac; if not, why.
(6) Does V/Line assess the respective costs of rail replacement taxis versus coaches for particular unscheduled journeys and the relative availability and time taken to secure either mode.
(7) Would a coach have been cheaper than four taxis.
(8) What would be the likely cost of a replacement coach between —
(a) Geelong and Birregurra;
(b) Geelong and Colac.

ANSWER:
As at the date the question was raised, the answer is:

(1) No, three taxis were used.
(2) One taxi went to Birregurra and two taxis to Colac.
(3) The Birregurra taxi fare cost $90 and the Colac taxi fares cost $130 each.
(4) The Birregurra taxi carried four passengers and the two Colac taxis carried five and four passengers respectively.
(5) No, as it would have delayed passengers for up to a further hour waiting for the coach.
(6) Yes.
(7) In this case no.
(8) The coach would have travelled through to Colac at a cost of $400.

As well as the wider usage of taxis by V/Line.

922. Mr MULDER to ask the Minister for Transport with reference to rail or coach services that were full or partly replaced or augmented by taxis in September 2005 —

(1) On what dates were taxis used to convey V/Line passengers.

(2) What rail or coach services were fully or partly replaced or augmented by taxis.

(3) Between what stations or locations were passengers conveyed by taxi.

(4) Was each service partly replaced or augmented due to —
(a) locomotive breakdown;
(b) ‘Sprinter’ railcar breakdown;
(c) locomotive-hauled carriage breakdown such as an airconditioning fault;
(d) accidents;
(e) signalling faults;
(f) unscheduled track repairs;
(g) breakdown of a Connex train;
(h) breakdown of a Pacific National train;
(i) overbooking of a booked seat V/Line service;
(j) excess number of passengers arriving to travel on an unbooked rail or coach service;
(k) other unavailability of locomotives, ‘Sprinters’ or locomotive-hauled carriages.

ANSWER:
As at the date the question was raised, the answer is:

(1) September 1,2,3,4,7,10,13,14,15,17,19,20,21,22,23,24,25,26,27,28,30.

(2) V/Line was unable to identify the fully or partly replaced or augmented rail and coach services from the taxi dockets.

(3) Melton–Newport; Ballarat–Melbourne; Bendigo–Castlemaine; Anderson–Cowes; Broadmeadows–Tullamarine; Bendigo–Sunbury; Warrnambool–Casterton; Bega–Cooma; Swan Hill–Bendigo; Shepparton–Cobram; Geelong–Barwon Heads; Bendigo–Echuca; Geelong–Torquay; Melbourne–Seymour; Lara–South Geelong; Werribee–Geelong; Ballarat–Beaufort; Shepparton–Melbourne; Ballarat–Daylesford; Woodend–Daylesford; Camperdown–Warrnambool; Ballarat; Beaufort; Geelong–Anglesea; Ararat–Hamilton; Wangaratta–Chiltern; Warrnambool–Port Fairy; Sunshine–Sunbury; Footscray–Geelong; Werribee–Geelong; Ararat–Hamilton; Bendigo Kerang; Morwell–Traralgon; Ballarat–St Arnaud; Footscray–South Geelong; Lara–South Geelong; Lara–Newport; Lara–Geelong; South Geelong–Geelong; Traralgon–Caulfield; Ballarat–Creswick.

(4)
(a) In part
(b) No.
(c) No.
(d) In part.
(e) In part.
(f) No.
(g) No.
(h) No.
(i) No.
(j) In part.
(k) No.

And the most expensive fares.

923. Mr MULDER to ask the Minister for Transport —

(1) What was the highest individual bill in September 2005, between what locations the taxi travel and on what date did the journey occur for the use of a taxi to convey —
(a) V/Line passengers;
(b) V/Line train drivers;
(c) other V/Line staff.

(2) How much was spent on taxis conveying V/Line train drivers in September 2005 between —
(a) Sunbury and Bendigo;
(b) Spencer Street and Bendigo.

(3) Does V/Line pay a standard per kilometre rate for every taxi hire, the same as any member of the public, or does it contract with taxi operators at a lower rate per kilometre; if not the latter, why not.

ANSWER:
As at the date the question was raised, the answer is:

(1)
(a) V/Line passengers–Spencer Street to Albury, $408.18.
(b) V/Line train drivers–Warragul to Melbourne, $161.82.
(c) V/Line staff–Airport to Carrum, $78.55.

(2) No amount was spent on taxis for driver travel between Sunbury and Bendigo or Spencer Street and Bendigo during September 2005.

(3) V/Line pays the metered fare rate for every taxi hire, the same as any member of the public. The reason V/Line does not have a contract with taxi operators at a lower rate is due to the number of taxi companies used throughout the State.

As for more recent figures, someone identified as ‘BC8’ lodged a freedom of information request with V/Line for:

A document listing the cost of all incidents where V/Line has paid for a train replacement Taxi, including the date, line, station and cost, in date order from [date] to the date of this request.

A document listing the cost of all unplanned or unscheduled incidents where V/Line has paid for a train replacement bus, including the date, line, station and cost, in date order from [date] to the date of this request.

A document listing all planned station or line closures where V/Line has utilised replacement transport.

V/Line identified three documents falling within the terms of the request; granting access to two of them and refusing access to a third, resulting in a request being made to the Information Commissioner to have the decision reviewed. They found:

The document subject to review was a spreadsheet listing types of incidents and total costs incurred by the Agency in paying for train replacement taxis

V/Line claiming.

… [the data set] is incomplete as regional stations also provide taxi vouchers directly to customers. This data is not always captured …

As well as a much more interesting reason.

V/Line is currently in the process of releasing a Request For Proposal to selected vendors in the Commercial Passenger Vehicle space (including taxis) and release of this data may corrupt the tender process.

However the Information Commissioner found that the document was not exempt from access, and so should be released.

I wonder who submitted the FOI request, and how long until V/Line puts into place a cost effective method of hiring replacement taxis.

Post retrieved by 35.215.163.46 using

The post V/Line spending big on rail replacement taxis appeared first on Waking up in Geelong.

Thankfully inaccessible high floor buses are becoming a thing of the past – on paper the bulk of buses are now accessible to passengers using wheelchairs or mobility aids.

Some buses can be lowered by the driver so they are closer to the kerb. If needed, the bus driver will also use a ramp to help passengers board the bus. Low-floor buses have allocated spaces for passengers using wheelchairs or mobility aids. This area is marked on the floor with a wheelchair symbol.

But for some reason during major works, passengers requiring accessible transport are directed to taxis instead of buses.

Sent to a separate pickup area.

Where wheelchair accessible taxis are waiting for intending passengers.

Each with a ‘DDA approved train replacement bus’ signs in their front window.

So why provide a separate mode of transport for passengers using wheelchairs or mobility aids?

I suspect clueless passengers is one reason – as soon as the driver had to deployed the ramp, some dumbarse will try and walk over it.

Multiply by that by the number of buses needed to replace a rail service, it’s easier to keep the fleet of buses moving with the ‘self loading freight’ crammed aboard, and use taxis running point to point, unconstrained by zombie passengers getting in the way of manoeuvring wheelchairs and mobility aids.

Footnote

Accessible taxis are also used to transport passengers while lifts are being repaired or upgraded at City Loop stations.

Transporting passengers to the nearest station that is still accessible.

They have also been used to transport passengers from stations where there are lifts but not ramps.

Post retrieved by 35.215.163.46 using

The post All aboard the train replacement accessible taxi appeared first on Waking up in Geelong.

Work crews stepping off the tracks when trains approach.

And then get back to work inspecting the tracks once they’ve passed.

But trains have continued running through bigger projects – like the 2009 rebuilding of Laverton station.

Where an entire track was ripped up.

Or the rebuilding of a level crossing in Geelong.

With V/Line trains crawling along to one side.

And freight trains on the other.

Or Regional Rail Rail works at South Kensington.

Each train being stopped by a red flag, allowing the track to be cleared, before a green flag was given to proceed.

But the craziest example I’ve seen was back in 2009 outside Geelong.

The complete trackbed had been dug up and relaid, but no ballast had been laid.

But a steam train headed towards Ballarat was still allowed over the track.

But with the track gang keeping a very close eye on it’s progress.

A similarly crazy movement occurred in 2007, when suburban trains stranded by the Middleborough Road Project were rescued by diesel locomotives travelling on a hastily constructed track through the work site.

Footnote

This video has done the rounds over the years – 1,200 Japanese workers convert above-ground train to subway line in a matter of hours.

Post retrieved by 35.215.163.46 using

The post Track gangs and passing trains appeared first on Waking up in Geelong.

Minimising the length of the line closures

The longer the section of railway closed, the more buses are needed and the longer the delay to passengers.

In a perfect world trains would terminate on one side of the work site then resume on the other side, but that’s isn’t possible – trains can only turn back where crossovers have been provided between the tracks.

But that’s hasn’t been a problem for other projects, such as Regional Rail Link in 2011 – they installed a crossover at the Sunbury end of Albion station.

This allowed citybound trains to terminate as close as possible to the work site, removing the need for replacement buses to needlessly parallel the Sunbury line to the next available crossover – St Albans station, 6 kilometres away.

The same strategy was used at Blackburn station in 2006/07 for the removal of the Middleborough Road level crossing at Box Hill, and at Mitcham station in 2009/10 for the removal of the Springvale Road level crossing at Nunawading – allowing buses to shuttle between the shortest possible section of closed railway.

Would the provision of crossovers somewhere between Caulfield and South Yarra speed up the replacement bus journey for this shutdown? I’d call it a “maybe”.

Bus interchanges

You need a lot of buses to carry the passengers carried by a single train, so you need a big bus interchange to handle them all.

Regional Rail Link built a dedicated bus interchange at Albion for their project, taking over half of the car park.

Along with a new access road to prevent conflicting vehicle movements.

The other end of the bus shuttle was Flemington Racecourse station, which also received a “temporary” bus interchange.

Provided with plenty of space for arriving buses.

Steps directly to the platform.

A coffee stall.

And a sausage sizzle.

Could the bus interchanges at the Arts Centre, Federation Square and Caulfield do with some work? Probably not – they’re probably the best for passenger shelter Melbourne has ever seen!

Is it sensible to have big tents for bus queues? Of course. It's going to be super busy on weekdays during peak. They'd get rightly caned if there were long bus delays leaving people queuing in the rain. #bustitution #MetroTrains pic.twitter.com/aEdiosdrSC

— Daniel Bowen (@danielbowen) April 5, 2019

Making the bus to train changeover faster

Station like Albion were never designed for an entire trainload of passengers to exit at once, while another train of passenger try to come the other way.

So the Regional Rail Link project built a temporary footbridge linking the bus interchange to the station platform.

A much simpler version was used at Blackburn in 2006/07 during the removal of the Middleborough Road level crossing, and again in 2016 during the removal of the Blackburn Road level crossing.

Could something better be done at Caulfield? Most definitely!

A bit more footage of this morning's #TrainPain.
1. Caulfield trying to exit the train to get to the buses. pic.twitter.com/79Bz1zkCrF

— Daniel Bowen (@danielbowen) April 8, 2019

Capacity on connecting trains

When one railway line is taken out passengers will often switch to other lines headed in the same direction, resulting in overcrowding to those services.

In the case of Regional Rail Link this problem was avoided by running trains to Flemington Racecourse, connecting with the replacement buses.

At City Loop stations passengers were directed to these extra trains.

Despite somewhat confusing messaging on the platforms.

Could anything better be done today? Unfortunately for the east side of Melbourne, probably not.

We've already reached optimum capacity during the morning peak hours due to the tight schedule. We're working on additional services during the afternoon peak hours. Thanks.

— Metro Trains (@metrotrains) April 9, 2019

Dodging traffic with bus lanes

During the current CBD to Caulfield rail shutdown, bus lanes have not been provided, with predictable results.

Just to complete the set, here's the approach to the temporary bus terminus at Fed Sq this morning. Batman Avenue still clogged.
This isn't working. Temp bus lanes urgently needed, and the whole thing should be reviewed for the next shut down.
More: https://t.co/mWQGDMP9BT pic.twitter.com/6h5AVcfNbZ

— Daniel Bowen (@danielbowen) April 11, 2019

But things don’t have to be this way – in 2011 Regional Rail Link had the benefit of temporary bus lanes along Ballarat Road between Albion and Flemington Racecourse.

With motorists being warned that rail replacement buses would be taking over the roads.

I wonder how many hours have been wasted thanks to these forgotten lessons from the past?

Post retrieved by 35.215.163.46 using

The post Forgotten lessons from rail replacement buses appeared first on Waking up in Geelong.