The Metcard mess, and what Metlink does
I was going to write a blog post about yesterday’s Metcard kerfuffle, in particular pointing out that despite my initial speculation, the Transport Act only requires passengers to make a reasonable attempt to buy and validate your ticket.
It doesn’t require you to buy another ticket if yours doesn’t work, carry spare change, plead with passengers for change, and finally get off the tram if no alternative is available. That appears to be bad advice given to both the Authorised Officers (inspectors) and Metlink staff in this case. It is well beyond what is “reasonable”. It’s also illogical; nobody would have the expectation that, having bought the ticket and tried it unsuccessfully in two validators, they might get fined.
In the case of this punter, it appears his ticket may have been faulty, and was taken away for investigation, and he was told twice, separately, completely the wrong thing about what he should have done to avoid a fine. Messy.
What Metlink does
Rather than rant some more about that case, instead I’m just going to point this out this little factoid which often escapes peoples attention:
Metlink is a marketing body. It provides information. That’s all they do.
It doesn’t run services. It doesn’t plan timetables*. It doesn’t manage Authorised Officers. It doesn’t issue fines. It doesn’t review or revoke fines. It doesn’t run the ticketing system. It doesn’t handle complaints against operators.
You could be forgiven for thinking they do more — the arrangements are quite confusing. In this case alone, you’ve got Yarra Trams (who run the service and employ the Authorised Officers), the state government (who authorise the Authorised Officers, write the legislation they act under, and review the Reports Of Non-Compliance that the AOs write, and decide if they’ll result in fines), OneLink (who operates the Metcard system), Metlink (to whom the passenger made enquiries about it).
I wish I could explain all this with a diagram, but I don’t have the time to draw one up. Instead, here’s an official (though obscure) diagram of how the trains are managed. (And this one is more about operations and maintenance, so it excludes most of the other bodies above.)
No wonder people are confused, and why some are calling for reform of how PT is managed.
*Actually, it appears that nobody co-ordinates timetables across modes, which is why trams and buses and trains connect so badly. Well, apart from a handful of bus/train and bus/tram connections that are so rare they have a special name.