We suggest you don’t hit this bus

This is an old pic, but a classic. I thought I’d lost it, but it showed-up while sorting through some old files on the computer.

I did once ask someone at Ventura about it — he said one of their staff had taken the photo, and from memory also said there had been no serious injuries — which means you don’t have to feel guilty if amused.

Old pic of an accident, car hit a Ventura bus advertising car insurance. From memory there were no serious injuries, so you can laugh guilt-free.

#Myki: touch-on, touch-off, touch-on, touch-off

Here’s an interesting issue with Myki which has always been around to an extent, but which has got worse with the switch to exact two-hour fares.

The problem

"Keep Calm And Catch Public Transport" Myki card holder from Travellers AidThe Myki software uses the two hour expiry of a fare as the time after which it assumes the next touch of your card is also a new fare.

This implementation is in contrast to the fare rules, which say your fare lasts for as long as the trip, as long as you started it (touched-on) before the expiry date.

Here’s an example: Board a 903 bus at Mordialloc (zone 2) at and touch-on at 9am. Ride to Northland (which is in the zone 1/2 overlap) and touch and alight at 11:10am.

What should happen is you get charged a 2-hour zone 2 fare.

But because it’s more than 2-hours since you touched-on, the touch as you alight will be treated as another touch-on.

You’ll end up paying a default fare (zone 1+2 because that bus route eventually terminates in zone 1) for the original touch.

Plus if you don’t notice as you exit the bus that it’s touched you back on again, you’ll pay another zone 1 fare on top of that, because it will have assumed you travelled from Northland (zone 1/2 overlap) to Altona (zone 1), $3.58.

So a total of $9.64 for what should be a $2.48 fare.

The silver lining is it’s not a very common scenario.

But it can happen, on some bus routes (such as the very long Smartbus routes), and on trains as well, where cross-town trips may take over two hours.

Solutions?

For trains, as you exit the station and touch, as long as you notice it’s touched you back on and charged a default two-zone fare, perhaps the easiest thing to do would be to wait 30 seconds, then touch-off again — invoking the “Change of mind” feature. The 30 seconds is so the reader doesn’t think you accidentally touched twice. You’re still charged the initial two zone fare, but that’s okay, because any conceivable trip of more than two hours would be a two zone fare — except perhaps if there was a long delay en route.

This isn’t possible for buses, because they have no “Change of mind feature”, and even if they did you might still be overcharged.

It’s also a bit tricky if an epic train trip ended at fare gates, perhaps at the end of the line at Frankston for example. Staff on the gates should be able to figure it out for you.

The official solution

Squirrelled away in the bible, the Fares And Ticketing Manual, in a revision posted a couple of weeks ago, they suggest a solution to passengers affected by this:

If a customer using myki money does not touch off the myki within 2 hours after it was touched on, a default fare may be charged when the myki is next touched to a myki reader. Such a touch will also be treated as a touch on

To prevent this happening, a customer may touch off the myki prior to the end of a journey, but must then touch the myki on –

(a) in the case of a journey on a tram or a bus, immediately after the myki was touched off; or

(b) in the case of a journey on a train, before resuming the journey.

In other words, you should touch-on as you board the bus. Then along the way, you should touch-off, then touch-on again. And finally at the end of your epic trip, touch-off again.

Presumably this advice is intended for staff to pass onto affected passengers — few Myki users would be aware of this, nor should they be expected to read the manual (but it’s good the manual exists, so that interested people can get this info).

If they’d thought about how the software might be used in the real world, then (at least on buses) they should be able to figure out that as you exit the bus after a long trip, you didn’t really magically travel to the end of the route (before the bus itself got there) and then board it again.

It’s a reminder that the implementation of Myki leaves a lot to be desired.

PS. For longer V/Line trips, the fare extends to 3 hours for 6 or more zones, and to 4 hours for 12 or more zones. See: PTV: Myki on V/Line.

Melbourne buses: many less frequent than 25 years ago

The Public Transport Not Traffic campaign organised a story in this week’s local paper, via campaigners Tony, Danita and Oscar setting up a fake bus stop to call for better bus services.

Leader: Fake bus stop

Among the quotes in the story from locals is this one from me:

“Bentleigh has less frequent buses than it did 25 years ago.”

I’ve been (quite reasonably) asked if this is actually true.

Yep, it is (though not universally). Let me present some examples — some within the Bentleigh electorate, some just beyond.

The quote deliberately says 25 years, not 20. This is because in late-1991 (towards the end of the Kirner state government, before Kennett arrived on the scene in October 1992) there were sweeping bus service cuts to middle and outer-suburban routes right across Melbourne. Some routes were changed, combined, and renumbered, but the overall move was towards reduced frequencies.

Just in case you think I’m relying on my shaky memory, I’ve linked to scans of some of the old timetables that I’ve somehow managed to keep in my collection. (It’s not a huge collection. I’m not a timetable collector per se.)

It’s worth remembering that in those days, most shops, including at centres such as Southland, closed at 1pm on Saturdays and weren’t open on Sundays.

Bus 822 — Chadstone to Southland and Sandringham, and in 1992 some trips also extended to North Brighton to through-route to the 823.

  • In 1992, this ran every 20 minutes in morning and afternoon peak hours, which helped commuters making train connections at Murrumbeena and Sandringham, particularly in evening peak when it’s harder to accurately guess what time you’ll need the bus. Today this is every 30 minutes in peak hours.
  • Going further back to 1987, the route was known as the 655, and extra buses ran between Murrumbeena station and East Bentleigh, meaning a bus about every 15 minutes in peak — double today’s frequency.

Bus 617 — Brighton to Moorabbin and Southland. This has become part of route 811/812 from Brighton all the way to Dandenong (it was also re-routed through the industrial end of Moorabbin, making for a much slower trip from Brighton to Southland):

  • Back in 1991, this ran every 20 minutes on weekdays. It’s now every 30.
  • In peak it was about every 15 minutes. It’s now every 30.
  • On Saturday mornings it was every 30 minutes; in the afternoons about every 50 minutes. It’s now hourly.

(Note also the mention of buses to/from the football at Moorabbin. This sheet also shows the timetable for route 616 from Brighton to South Caulfield, which was scrapped and hasn’t been replaced.)

Bus 618 — from Brighton to Southland, now route 823.

  • Back in 1991, this ran every 40 minutes on weekdays. It’s now every 60.
  • It also ran about every 45 minutes on Saturday mornings. Now there is no weekend service.

Bus 641 — from Hampton to Highett, with most buses also going to Southland. This route became part of route 828 (Hampton to Berwick):

  • The timetable from circa 1990 shows it running about every 12 minutes in afternoon peak between Hampton and Highett stations, with most buses extending to Southland — this is now every 20 minutes.
  • For Friday night shopping buses were every 20 minutes to/from Southland. These are now every 30-40 minutes.
  • On Saturdays, buses were every 20 minutes in the morning, every 40 in the afternoon. They are now about every 30 minutes in the morning, and every 60 in the afternoon.

Bus 623 — from St Kilda to Chadstone and Glen Waverley:

  • Back in 1990, this ran every 30 minutes on Saturday mornings. It’s now hourly.

So as you can see, many buses are less frequent now than they were 25 years ago. In particular, peak hour frequencies dropped markedly — pretty much killing a lot of these routes as effective peak hour feeders to/from the rail system. You can time your walk to the bus stop in the morning, hopefully knowing the train might be frequent enough to avoid a long connection time. But in the evening, with train punctuality not being terribly reliable, it’s risking a long wait if you try and time your connection to a half-hourly bus.

As I said, this is not unique to this area. Cutbacks occurred right across Melbourne, and in most middle and outer suburbs, to this day, bus frequencies are poor.

Not all bad news

It’s not universally true that all buses are less frequent. The Centre Road bus 703 was upgraded from 20 minutes to 15 minutes between the peaks on weekdays as part of the Smartbus program, originated by the Kennett government and largely implemented last decade by Labor.

The 703 also ran only every 40 minutes on Saturdays; it’s now every 30 minutes. It was only hourly on Sundays, compared to about every 45 minutes now. (Hourly is of course easier to memorise). But locals may be intrigued to know that back in 1991, Sunday services did run between Brighton and Bentleigh (but not north of Monash), with some buses extending to Brighton Beach — nowadays there are no buses between Brighton and Bentleigh on Sundays.

Bus route 703 - Sunday timetable towards Brighton, dated 11/11/1991

Mostly better operating hours: Sundays and evenings

Also: On most routes, operating hours are now longer than they were in the 90s, thanks to funding from the 2006 MOTC (“Meeting Our Transport Challenges”) transport plan under Labor. This introduced (or re-introduced) Sunday services on a lot of bus routes, as well extending hours in many cases to 9pm (though mostly with only hourly services).

These extended hours apply to most of the routes above — the 703 being the exception; despite being tagged as a Smartbus, this route fails to meet the government’s Smartbus standard.

MOTC also resulted in some additional Smartbus upgrades, including the Doncaster area “DART” routes.

Bus 822 navigating a side street in Bentleigh East

Changing times

The 80s and 90s were a time of cost-cutting and mostly declining patronage in public transport. Of course cost cutting and declining patronage feed on each other.

It’s only in the last ten years or so that patronage began to climb again, helped along by factors such as in-fill development (and population growth) in established suburbs.

In this time, a lot of attention has been paid to trains, with those running through some parts of middle and outer Melbourne now every 10 minutes, seven days-a-week. This huge (but largely unadvertised) boost could scarcely have been dreamt about 25 years ago, when Sunday trains were only every 40 minutes, and generally with short trains. Since then, improvements have been delivered by both sides of politics.

But most people are beyond walking distance to trains (and the other frequent mode, trams), and many major destinations (such as Monash Clayton, Chadstone, and including, for now, Southland) are also. Apart from the few Smartbus routes, they remain mostly unusably infrequent.

Better buses — more direct, and more frequent — are vital for helping people make those trips via public transport, as well as providing connections to the train network without people having to drive to over-crowded station car parks.

Rebranding number 6 (in 20 years): Can we stick with “PTV” for a while please?

Do I win a prize? Following on from my photos a couple of years ago of a train, tram and bus in one shot, I’ve managed to get another (at the same location) of the three of them in the PTV livery.

PTV-liveried train, tram and bus

Common livery is not the most important thing in a public transport network, but it is important. It’s a reminder that while the system may be run by lots of different companies, it is meant (in theory at least) to be one network.

The tickets and fare system are common, the routes should be designed to connect not compete, the timetables should complement each other and co-ordinate where possible.

The biggest change is in buses, where a myriad of colour schemes are coming together as one, with the operator name/logo reduced in size so it’s no longer significant — reflecting the practice in cities like London, but also closer to home in Adelaide and Perth.

Mind you it can also add to passenger confusion, in areas where passengers are used to differently coloured buses running specific routes.

Edit: This confusion can be reduced if route numbers are clearly displayed, not just on the front of the bus, but also on the side and back. Some buses have this already. It should be standard.

It sounds like only the (multi-company) Smartbus fleet will retain its distinctive bus colours.

I didn’t manage to get one of the few V/Line PTV-branded carriages into this photo. I guess that’s the next challenge (and to show the distinctive side design on a bus more clearly, rather than just the plain white front). You can see it in this snap a few seconds after the above photo… though the exposure was too short to properly show the tram LED number display. (In all honesty, none of the LED display showed in the above photo — I photoshopped it from another snap a moment later.)

Bus, train and tram

Hopefully, having completely branded everything to PTV in the coming months, the powers that be will stick with that for many years to come.

Given some of the trains in particular have gone in the last twenty years through The Met (2 versions), Bayside/Hillside Trains, Connex/M>Train, Connex, Metro, and now PTV, I think everybody’s had enough rebranding for now.

Some big public transport changes coming on July 27th

The July 27th public transport network changes are pretty big. Some of the information is a bit vague, so here are some points I’ve gleaned from looking around, as well as chatting to Transdev, who run a lot of the bus routes that are changing.

V/Line train approaching Clayton station

V/Line

The big thing in rail is V/Line trains from Ballarat and Bendigo will start using the new Regional Rail Link tracks from Sunshine into the City. This will mean they no longer stop at North Melbourne, because unfortunately RRL has no platforms there.

You’d expect the new dedicated tracks would help running times, but that doesn’t seem to be universal. For instance the 8:13 arrival from Bendigo took 12 minutes from Footscray into Southern Cross in the old timetable; the new one has it taking 17. The 8:25 arrival from Ballarat took 22 minutes from Sunshine in the old timetable; the new one has it at 21 minutes. In many cases V/Line trains take substantially longer than comparable Metro trains.

It’s quite possible the V/Line timetables include some padding to allow for delays (though they still consistently miss their punctuality targets). And the RRL project isn’t actually finished yet, so there might be improvements when it is.

Where V/Line timetables have changed, their connecting buses have got modified timetables — same for those metropolitan bus timetables which provide timed connections to Metro trains. This is why all the changes are coming on one date.

PIDs at Malvern - why on platform 3?

Metro

The Dandenong line is going to every 10 minutes on weekdays, which is very welcome given the number of passengers and destinations along the line. Most trains will no longer stop at Malvern, matching the weekend pattern. Curiously they recently put in realtime information on platform 3 there — which will barely get used. It really should have gone onto platform 1.

This also means the Cranbourne and Pakenham ends of the lines go to every 20 minutes — much better than the current half-hourly service.

Another big change is that peak Pakenham trains will now stop between Oakleigh and Caulfield where currently they run express. It won’t make much difference to running times as the line is so congested anyway. On the up side people at those stations will have more trains… but possibly it’ll result in more crowding on those services, which are often pretty packed.

The Frankston line gets a few changes, including — at last — removal of the incredibly confusing afternoon peak-shoulder timetable which currently has three completely different running patterns.

Morning Frankston line trains are also altered, with the two-tier timetable extended to until the off-peak timetable kicks-in. The anomalous 8:35 limited express from Bentleigh into the City no longer stops there, but there’s an additional service originating at Moorabbin to make up for it — which should mean overall more seats available for passengers at the zone 1 stations, as well as a faster ride for those coming in from zone 2.

(The government is claiming Frankston has two extra morning peak services. I might be counting them in a different way, but I’m not seeing that. I can see two extra expresses, but one less stopping train.) — Update, see below

It’d have been nice to see some other upgrades come through — more lines are richly deserving of ten minute services, for instance.

Platform 1, new Springvale station, April 2014

Trams: some route changes

Route 112 is being split back to similar to how it used to be: the 11 from West Preston into the City (and Docklands), and the 12 from St Kilda into the City and then out to Victoria Gardens. This should allow them to run the bigger trams on busy route 11 (including adding space on incredibly busy Collins St/Docklands routes), without wasting that capacity on quieter route 12.

Some part-time city routes such as 24, 31 and 95 won’t run anymore. Other fulltime routes cover that ground.

Likewise, the long-running part-time route 79 will no longer run, replaced in the evenings and weekends by its weekday cousin 78… which will mean people heading from Chapel Street to St Kilda Beach will need to change at Carlisle Street onto a 16 (or, on weekends, a 3a).

There are big question marks over what will happen when CBD trams are free from January. Some routes are swamped at present… one wonders if there will be a need to reinstate those part-time city routes to boost capacity. You’d hope PTV and Yarra Trams are feverishly working on the forecasts for that. (Ditto the abolishment of two-zone fares in Melbourne from January.)

Hey tram fans, is this the first C-class tram in the new #PTV colours? #yarratrams

Buses: northeast

Lots of changes on the buses in the Manningham area, particularly those run by Transdev, whose contract stipulates they need to re-design their routes and increase patronage — but without increasing resources. In other words, badly-needed route reform.

DART/Smartbus 908 will no longer go all the way into the city outside peak hours. It’ll terminate at Doncaster Park+Ride instead, with connections into the City. This should be okay inbound, and outbound on weekdays during the day, when the services you’re connecting to will be frequent. There might be some waiting involved outbound on weekends and evenings.

This one is controversial: route 303, which runs 4 services per day in each peak direction, is getting cut.

In general the theme is one of removing duplication, particularly part-time routes, and consolidating services by bumping up frequencies to compensate. For instance routes 200, 203 and 205 have been combined into a single route 200, which should be less confusing.

In many cases another similar route isn’t too far away from a removed one.

It does mean some trips that were a single seat ride all the way will require changing to another bus or a train, but the pay-off is a more cohesive network that provides options for more journeys, and in some cases overall a faster trip.

So, as is almost inevitable with route reform, some inconvenience to some, but overall should result in a more legible, simple, usable network… which in other areas has been shown to pay off in terms of getting new passengers on-board.

Smartbus in Lonsdale Street

Other bus changes

The 401 North Melbourne to Melbourne University shuttle gets extended to 10pm, with services every 10 minutes after 7:30pm. Excellent.

Local bus routes around the airport get a shakeup, with the main connection now being the Smartbus from Broadmeadows station, which makes sense as it’s more frequent than the other routes.

Non-Smartbus airport area routes such as 478 and 479 are re-focussed on connections from Sunbury and Airport West, for the benefit of local trips (such as workers) to the airport. The ridiculous 479′s one service per day on the weekend into the CBD has been removed. What a total waste of resources that was.

Routes 216/219/220 get a slight cutback from every 15 minutes to every 20 on weekday evenings. This probably makes sense at the southern end, as demand is light, and resources are better used elsewhere — I understand the whole timetable has been re-written for the first time in decades to better reflect traffic conditions. Hopefully the slight reduction in frequency doesn’t mean crowding at the western end of the route. Apparently it will get more substantial changes next year, along with other long routes such as the orbital Smartbuses, which have also had just timetable adjustments this time around.

The Brimbank area gets an overhaul, with some good reform which has irritated some current users, but should result in a more usable network overall. While some are saying they are negatively affected, some locals I’ve spoken to say they welcome the more direct routes.

The Port Melbourne area will also get revised, with simpler routes, and some routes such as 250/251 which formerly ran through the city to Port Melbourne, have been split to improve reliability.

The 232 Altona to city bus over the Westgate Bridge will no longer stop in Port Melbourne — despite little difference in timetabled running time in peak, it’ll stick to the freeway.

In the outer suburbs such as Cranbourne and Frankston, there are some extra services on some routes.

Impacts on journeys

I’m not across all the changes: you should really go to the source. (Initially the information on the numerous bus changes was pretty vague, but it’s improved a lot in the past week or so, with a lot of detail on specific areas.)

Those in areas affected by some of the bigger changes should take a look at the Journey Planner, and check the alternative routes available. Despite the protests at the changes, the new routes actually make a lot of sense. In many cases I’ve seen, people might face a slightly longer journey on the bus, but gain higher frequencies, longer operating hours (eg full-time routes instead of peak only) and in one case I looked at, a shorter walk to the bus stop.

In other cases I’ve looked at, a change to another bus or a train will now be required to get into the city, but the overall trip is faster.

Transdev have also said they’re willing to help passengers on their routes with looking at their specific route changes.

Overall

Overall it looks like a pretty good package. The continued rollout of RRL infrastructure as the project nears completion; some good upgrades to the Dandenong line; cleanup of the incredibly messy Frankston line timetable, and perhaps most significantly, widespread bus route reform to remove duplication and part-time routes, replaced by more frequent, fulltime routes — these sorts of changes are vital to untangle Melbourne’s bus spaghetti.

Some areas miss out of course. I for one am really hoping a significant upgrade to western suburbs lines (Werribee/Altona/Williamstown, and Sunbury) when RRL is completed.

But it’s good stuff. If they gave us a package this significant every year, the government would be kicking goals.

I’d be interested in comments on other changes people have noticed… and how their trips are affected.

Update Tuesday 15/7/2014: Some great comments being submitted – keep them coming.

I wanted to particularly note that passengers on bus route 303 have been active in calling for their route not to get cut. While I have reservations about peak-only routes because it can be confusing for potential users, particularly where they largely duplicate other routes, some users have shown evidence that suggests the buses have more than the 20-24 people per service the stats say they have.

Update Sunday 27/7/2014: In this press release, the government claims: “There will also be two extra morning weekday trains on the Frankston line.

The first was easy to find: it’s the 6:38am Frankston to City limited express. The other one was harder to find, because it is actually against the peak flow, and in fact after 9am: the 9:09am Flinders Street to Mordialloc. That’s not even filling a big service gap; it’s just a run from the city back into stabling.

My recollection is the Coalition used to rightly criticise Labor for announcing extra trains that were against the peak direction, and not terribly useful to many people. Now they seem to be doing exactly the same thing.