And how would you go about it if the calls were made?
Close the intersecting road, thereby removing 95% of traffic light activations for a fraction of the cost of removing them.
I hate to inform you the so called Yarra Glen bypass doesn't really exists, it is shall we say a pretend by pass. The original bypass was planeed to go from St Huberts Lane and cut across country to the current round about on the Yarra Glen =Healesville Rd, As you say you are a local yokel the owners of the land protested and further more , VicRoads realised they would have to build an expensive rail over road bridge. This has resulted in a cheap so called bypass as all traffic still has to come into Yarra Glen. More waffle from you that just keeps on coming.Unlike some, I would hesitate to use pejorative terms such as "rubbish", but ......If it really is " a crossing with relatively small traffic volumes, on a relatively low frequency railway", then why is this crossing on the list for removal? Why does the LXRA website say "The Maroondah Highway level crossing is used by 29,000 vehicles each day and is a major safety hazard for pedestrians, cyclists and drivers."?
Politics - Evelyn only needs a 3% swing to switch from Liberal to Labor.
As has been pointed out in this thread, the State seat of Evelyn is not "safe" for either party, and can change hands at any election, for reasons which have never had anything to do with the proposed removal of a level crossing. It's also worth mentioning that many users of the Lilydale crossing neither live nor vote in the Evelyn electorate, and therefore have little interest in local politics.
The crossing is on a major route from the eastern suburbs to the east and north, and locally among others it services traffic to and from Yarra Glen, Healesville and Warburton - none of which is in the electorate of Evelyn. More broadly, it also forms part of an "alternative Hume Highway" from the eastern suburbs to and beyond Benalla, via Yarra Glen, Yea and Maindample. If you don'r believe that, ask why the town of Yarra Glen was bypassed for trucks. Such users have even less interest in local politics.
In winter the Maroondah highway through Lilydale also services traffic from the eastern suburbs to Mt Buller and other snowfields, and once again many of those motorists do not live in Evelyn and have no interest in local politics. On the other hand, they do have an interest in getting through an often congested crossing with minimal or no delay.
And how would you go about it if the calls were made?As stated, moving station to the south is the most economically feasible option.
Problem with lowering the road at Maroondah Hwy is that a creek still flows near the pedestrian crossing between Maroondah Hwy and John st, it being underground, a fair bit of drainage work will be required.There's actually more to it than that, because the highway already has a descent towards the railway line on both sides. On one side there is the descent from Anderson St, across the creek as mentioned, and on the other side there is the descent from Chirnside Park. Given that you would need at least a four metre clearance under the railway, the additional gradients could preclude a road-under solution. Don't know, just mentioning it as a possibility.
The economic benefit of removing most road intersections cannot be justified, which is the same case as for relatively lightly used crossings like the Mooroondah Hwy. Grade separations should really be restricted to situations where frequencies are leading to crossings being occupied more than they are free, or where there is some other benefit (such as the issues associated with the tram crossings).So which of the crossings already removed should not have been done?
might wanna have a closer look old Frankies spelling, a wee bitta tongue in cheek.perhaps.The economic benefit of removing most road intersections cannot be justified, which is the same case as for relatively lightly used crossings like the Mooroondah Hwy. Grade separations should really be restricted to situations where frequencies are leading to crossings being occupied more than they are free, or where there is some other benefit (such as the issues associated with the tram crossings).So which of the crossings already removed should not have been done?
BTW, it's "Maroondah", not "Mooroondah".
Problem with lowering the road at Maroondah Hwy is that a creek still flows near the pedestrian crossing between Maroondah Hwy and John st, it being underground, a fair bit of drainage work will be required.
A chain is 22 yards - the length of a cricket pitch from stump to stump is 22 yards or one chain.60 metres.3 chains wide
I'm sorry Historian but as an ignorant young person please fill me in on what sort of measurement this is.
The Lilydale town centre needs a bypass. The old proposal via Melba Avenue, (road over rail) seems to have been overtaken by development.
It's more the increase in congestion along Anderson Street and the Anderson and Main Street intersection. Making B-doubles stop and do a right turn, whereas they previously they went straight through, won't help either.Building the Lilydale Bypass would be handed off to Major Road Projects Victoria instead of LXRP and the Anderson St/Main St intersection would be reconfigured. The Cave Hill Rd/Maroondah Hwy intersection would also need signalising to cope with virtually all of its traffic moving westbound onto Maroondah Hwy and vice-versa.
Personally, I've not understood why they don't simply have a road overbridge at the Maroondah Hwy.It might fit physically but it is the least palatable option to the locals (and Yarra Ranges Council). It would need quite a lot of money spent to make a design that would meet their requirements - you'd be looking at an extended split viaduct (2 lanes each) with only a small amount of relatively cheaper earthen embankments in order to reduce the shadowing and general visual bulk of such a solution. It'd work, but you're not looking at saving a significant fraction of the costs relative to rail-over.
Personally, I've not understood why they don't simply have a road overbridge at the Maroondah Hwy.It might fit physically but it is the least palatable option to the locals (and Yarra Ranges Council). It would need quite a lot of money spent to make a design that would meet their requirements - you'd be looking at an extended split viaduct (2 lanes each) with only a small amount of relatively cheaper earthen embankments in order to reduce the shadowing and general visual bulk of such a solution. It'd work, but you're not looking at saving a significant fraction of the costs relative to rail-over.
Personally, I've not understood why they don't simply have a road overbridge at the Maroondah Hwy.