Transdev are seeking survey responses to their planned bus network changes for 2015, and unlike last time, they are properly doing community consultation. But if you are interested, today is the last day you can submit feedback.
Last week I went along to the Transdev session in Sandringham, and spoke to reps there about various points, mostly related to the changes in that area.
From my point of view most of it looks okay, but there are some issues.
Most route changes make sense; and make the network more legible. The removal of the crazy-confusing 600/922/923 split is particularly welcome.
Splitting the long orbital bus routes makes sense to better match demand, and improve reliability by not having four-hour-long routes, particularly as few people use them end-to-end. (No, really — the 901 and 903 are currently about four hours end-to-end.)
Relief for crowded 903 buses along Warrigal Road on weekends is excellent, with services every ten minutes on Saturdays, and twenty on Sundays.
Most northern suburbs Smartbuses will no longer be every 15 minutes — mostly going to every 20 minutes weekdays (including peak), every 30 minutes Saturdays, and every 40 minutes Sundays. Weekday off-peak and Sundays this could synchronise better with their trains which are generally every 20 minutes, but the peak service won’t, and it’s pretty poor. Note this includes the 912 (currently part of 901) to Melbourne Airport.
Part of the problem is that currently semi-rural areas like Kurrak Road in Yarrambat get a bus every 15 minutes — over-servicing that area while other more populated suburbs miss out on frequent services — a classic example of where a single level of service on one really long route isn’t a good idea. But under this proposal, that service will still be every 20 minutes. Perhaps further splitting of the orbital routes needs to occur so that those resources can be directed to where they’re actually needed.
As part of these changes, the 901 and 902 will swap through the north, between Broadmeadows and Greensborough, making for a more direct route to the airport from Doncaster, Eltham, Greensborough, and Keon Park.
The 600 will be curtailed at Sandringham, no longer serving Elwood, but it will have will have timed connections with the 248 for most of the day at Sandringham, enabling (for example) Brighton to Black Rock trips without too much trouble.
Cutting service route 600 St Kilda Street in Brighton I don’t see as an issue given close proximity to New Street. Parts of Brighton are arguably over-serviced anyway, given the area has a lot of well-to-do people who seem willing to use trains, but largely unwilling to use buses.
But Elwood loses out along Ormond Road due to the loss of the 600. The remaining 606 service runs only every 40 minutes on weekdays, including peak — a far cry from the 80s when I was a kid, when there’d be 6 to 10 route 600 buses per hour in peak to cope with loads feeding to the trains at St Kilda. There was speculation 606 would get a frequency boost, but as this is run by another operator, the Transdev people couldn’t confirm — part of the problem of getting one operator to do network planning. A boost to the 606 should definitely happen if the 600 is being removed. That or the 630 could be extended from its current termination point in the middle of nowhere in Elwood, along the 606 route to St Kilda, with a level of timetable co-ordination to provide a good combined service.
The dotted line on part of route 600 in Cheltenham is a once-a-day schools diversion. This leaves a large area (particularly Weatherall Road) unserved for most of the day – and an old couple at the session noted they currently use that bus (the 922) and will be about a kilometre from a service. Transdev say they get very few passengers in that section (perhaps mostly thanks to so many golf courses in the area, rather than houses). It’s similar to Hope Street, Brunswick, I think — this is probably an area that should be considered for some kind of Neighbourhood Bus along the lines of the services run by City of Port Phillip.
Frequency cut along Hotham Street 248 on weekends goes to 40 mins (a big cut on Saturdays, which currently has 15 minute services), while Orrong Road 249 (the new number for the southern end of current route 220) goes to 20 minutes… seems a bit arbitrary, though of course 248 largely parallels the train through Brighton. The 249 will continue to duplicate trams for much of its length, but at least the 248 route doesn’t join it going all the way into the City. (The plan to run one of those routes further north to Burnley and Victoria Gardens seems to have disappeared — the 248 will instead terminate at the Alfred Hospital.
Keeping the 249 (currently 220) as high frequency maintains good service through Southbank, which is welcome. The disconnection of the 216/219/220 in the City makes sense for the same reason disconnection of the Orbital routes makes sense, to improve reliability given not many people travel through the City.
Altona – not in the local area, but some talk raised of their end of the 903, which is getting cuts. Their peak service is going to every 20 minutes, but it was pointed out that a reliable 20 minute peak service is actually better than their morning peak service now, which due to the length of the route doesn’t actually meet the 15 minute frequency going into Altona until about 10am. It would also better connect with trains (as far as is known, when Regional Rail Link opens in April or so, Altona peak trains will move from the impossible-to-remember 22 minute frequencies to the much more sensible 20 minutes).
Transdev admitted the halving of off-peak Altona 903 services from 15 to 30 minutes is bad (and also won’t synchronise with trains), but said several times that most of their patronage counts were based on Myki data, so if those buses are well-used, they implied large numbers of passengers are not touching-on/paying. One Transdev rep commented this was a quandry: even if they know what’s happening, do they upgrade (or maintain) bus services for areas with users that don’t pay? Indeed… but of course that’s penalising whole neighbourhoods (and hordes of potential users) for the actions of only some.
They said they’ve only done other types of passenger counts were they knew there were specific surges in patronage not indicated by the Myki data, such as school runs where lots of students with Student Passes aren’t touching on (and they’ve talked to some schools to ask them to tell students to do so).
However, as you’d expect, bus drivers have a reporting mechanism to flag overcrowded routes.
Route 223, a remnant of the Footscray tramway era, is getting cut back to every 20 minutes, every day (including in peak), and no services after 9pm (7pm Sundays). Not sure about this — currently it’s every 15 minutes Monday to Saturday, and the Footscray to Highpoint section seems quite busy, particularly when traffic delays occur. This cut may result in overcrowding, as I’m assuming they can’t magically prevent the delays.
Some City to Doncaster DART buses upgraded to every 20 minutes on weekends — good!
Dead running: Unfortunately I forgot to ask if the current situation where buses “dead run” out of service right across town between Sandringham/Brighton and the Footscray Depot (due to lack of depot space at Sandringham) will be solved. Hopefully.
The route structure looks good — less so the service frequency
I don’t have intricate knowledge of the whole network, but from what I can see, the proposed route structure looks pretty good. Less confusing, less duplication. It’s the service frequencies on some routes which let it down (as they often do) — particularly the abandoning of the Smartbus promise of a bus every 15 minutes (on weekdays) on the quieter parts of the orbital routes, with resources moved to busier sections.
One Transdev planner said this change would be setting the scene for some years, with future revisions likely to be only minor, but they’d be hoping for service frequency upgrades as more funding comes through.
This seems to stem from the former Coalition government’s aim as part of the 2012 re-tendering process of making Transdev upgrade the network but at no extra cost to the taxpayer — a noble aim, given inefficiencies such as copious dead running — but in our growing city, with strong demand on parts of the network and huge potential on other parts, extra funding is needed to boost services.
I’ve submitted an online survey (the survey questions made this a bit tricky as I live in the south-east, but most often use Transdev services in the west), and they urge as many people as possible to do so.
One gentleman at the information session said he was upset by many of the changes (but didn’t seem quite able to articulate why, at least not while I was close by), and said he’d be writing to the minister. He was encouraged to do the survey as well, but refused. Not sure why, if one objected so strenuously, one wouldn’t use all avenues available to get their opinion across.
So, if you use Transdev bus services, be sure to look at the planned changes, and fill in the survey — remember, it closes today!
Updates — April 2015
Update 13/4/2015: The Age: Hundreds of bus services in Melbourne’s west and north face being cut to service city’s east
Update 14/4/2015: Looks like the plan is on hold for now, pending changes to the proposal. State government: Labor Backs Investment In Better Bus Services And Community Consultation / The Age: Plan to cut buses in Melbourne’s west and north quashed by Andrews government
This is good news. As I’ve noted above, some parts of the plan — particularly cutting north/western suburbs services — didn’t make sense. Other parts do make sense: splitting the orbitals, and extra services to relieve crowding. Here’s a picture from the Warrigal Road 903 on a Sunday afternoon (when buses are only every half-hour).
It seems the eastern routes have hit the virtuous circle of increased patronage -> improved services -> increased patronage (and leading to crowding). Rinse and repeat.
Sadly the western routes have hit the opposite, in part because they haven’t been allowed to reach their potential for patronage growth: precious few frequent services, and those that are there in theory are flawed, missing frequency goals and having poor connections to rail services.
And the real problem here is that the current Transdev contract allows them minimal wiggle room to increase resources overall. So it’s no real surprise that they are moving more services to where there’s crowding.
Apart from finding genuine efficiencies (such as reducing dead running), the real answer is to recognise that all of Melbourne needs more bus services, and to resource the operators appropriately.