Metro Bingo :-(

Given the Flemington/Showgrounds line isn’t running this morning, and the Stony Point line has planned bustitution, I’m going to go ahead and declare that we have Metro Bingo this morning due to the storms.

Metro Bingo :-(

And no, it’s not much better on many of the roads.

Road conditions

Good luck to everybody (myself included, shortly) trying to get to work this morning.

PS. My trip in wasn’t too bad. Although the train was running about 30 minutes late, I had only waited a few minutes for it. It was crowded but not packed.

Judging from the re-tweets/favourite reactions to this, I’m not the only one who thinks huge umbrellas aren’t a great thing on busy streets:

The train journey home was actually less smooth. Our train broke down at Richmond and was taken out of service.

And a reminder: in times of train troubles, it pays to know your alternative routes. Connecting from another line via bus or tram is possible from almost all stations, and, particularly if you’re there when the disruption starts, is generally faster than waiting for hastily-organised replacement buses to arrive. Check this excellent web site: Alternative Metro Travel Options

10 minute trains – there is a rollout plan – but when will it get funded?

High-frequency trains (all day, every day) are critical for any big city, to ensure large numbers of people can get around quickly and easily.

As a PTUA study found some years ago, Melbourne is one of the few big world cities that doesn’t have them. To draw an analogy, it’s as if outside peak hour, we closed the freeways and highways except for one lane in each direction.

To delve into hyperbole for a moment: it’s the tyranny of infrequent services on so-called trunk routes. Those in power are basically saying: if you choose to use public transport, your time is not important. We’d prefer you drove.

But there is a rollout plan for ten minute trains.

Footscray station, Sunday morning

This week the Coalition announced that as part of a package of transport upgrades that include extending the South Morang line to Mernda, the line would also go to every 10 minutes off-peak on weekdays from October 2015.

Notably the service upgrade is costed at only $20 million (it’s unclear for how long, but often these recurrent figures are given in terms of 4 year budget cycles).

This underscores that higher all-day frequencies, which make public transport much more easy to use, don’t have to cost that much money. We have a big train fleet and plenty of track capacity to cope with extra services outside peak hour. The costs are largely in drivers and power, though it also adds to pressure on maintenance facility capacity, which is why this is being slowly expanded.

PTV, which established by the Coalition government to manage and plan the network, actually has a plan to gradually roll out ten minute services across most of the rail network — it’s part of their “Network Development Plan – Metropolitan Rail” (which I blogged about here). The process started with the longer (thus busier) lines a few years ago, and while it’s not ideal that progress is driven by politicians rather than transport planners, I suppose that’s the reality — so in a way it’s good that the importance of high frequency all-day services is recognised at the political level.

I’ve summarised the rollout (past, and proposed) of ten minute services (and new lines) below.

Notes:

  • The first toe dipped in the water of ten minute services was a short-lived experiment on the Werribee line. It wasn’t a good choice — the single track Altona Loop meant it was impossible to provide even frequencies on the line, so it never actually provided a ten minute service. It was abandoned in 2011. There were similar problems initially on the Frankston line, with half the trains running via the City Loop, and half direct — leading to very uneven frequencies at Flinders Street.
  • The 2016 proposal was originally tied to the opening of Regional Rail Link, but RRL will now open around April 2015. It’s unclear if it will be accompanied by any additional 10 minute services on Metro lines.
  • As noted above South Morang (weekdays) is now said to be happening in October 2015 if the Coalition is returned to government. It’s not clear what will happen if Labor is voted in.
  • One oddity from the plan: It appears the Sunbury line (between the city and Sydenham) would go to ten minutes, but then back to twenty minutes when the Airport line opens. This seems a bit strange, and perhaps someone messed up the plan — or perhaps it’s because eventually the Melton line would be electrified and combined with Sunbury trains provide a 10 minute service between Sunshine and the City.
  • By the time it’s complete, most of the network would be running every ten minutes, so you’d be able to get around much of Melbourne quickly and easily, and without having to look at a timetable to avoid long waits, including when making connections off other services.

Unfortunately PTV has almost totally failed to promote the existing ten minute services (despite them and the government promoting many far less useful improvements to trains), but anecdotally at least patronage does seem to be increasing — it’s not unusual on Saturday mornings to see a few standees on Frankston line trains inbound, which in the past few years have doubled in frequency and length, thus quadrupling capacity.

The question is… when will the politicians grasp how beneficial high frequency trains are, and fund the PTV rollout plan — not just a line at a time, but for the whole network?

The Frankston line X’trapolis – are you impressed?

You’d think from the tweets from Coalition MPs this morning that the arrival of the first X’trapolis train in service on the Frankston line was a miraculous huge leap forward for train travellers — a rocket-powered, laser-guided teleportation device that can get you to your destination in seconds.

It’s a bit like the Danger Mouse theme tune: “He’s the ace / He’s amazing / He’s the strongest, he’s the quickest, he’s the best!”

The government press release is equally enthusiastic:

X’Trapolis trains are the newest, biggest and fastest trains on Melbourne’s network. Running this train on the Frankston line will reduce crowding and get more people out of their cars and onto public transport.

X’Trapolis train debuts on Frankston line today

The truth is a little more nuanced.

X'trapolis train, South Morang line near Merri

Are these trains better?

So the claim is that these trains are bigger, faster, quieter and smoother.

Bigger? I’m not sure of the logic behind that. The trains are a similar length, and with a similar number of seats to other models, and a similar total capacity.

Faster? Perhaps — both the X’Trapolis and Siemens trains have theoretical speed limits of 130 kmh, but the Siemens is currently limited to 115, which is the same as the Comeng top speed. They have good acceleration, similar to the Siemens trains (1.2 m/s/s), and when I asked Metro’s CEO Andrew Lezala about it when the Bayside Rail Project was first announced, he said the overall speed was similar to the Siemens trains, presumably meaning if the entire line group went to X’trapolis and Siemens trains, they could theoretically speed up the timetable. And that, I suspect, is where the real, tangible benefit will be.

Quieter? I’m not sure there’s that much in it.

Smoother? Arguably not. Many people have complained about the ride quality of the X’trapolis trains, though some of this is due to track conditions, especially on the outer semi-rural ends of the Hurstbridge, Lilydale and Belgrave lines. Some train drivers have complained of getting back problems.

The newest X’trapolis trains do have very clear destination signs, and many more handles inside to hold onto if you can’t get a seat.

They also have slightly fewer seats, making an arguably more efficient layout, allowing people to move in and out and around the carriage more easily. And they have big bold interior displays, though these are obscured by the handles!

Bayside rail project - original timeline

Was their rollout rushed?

Clearly yes. The original estimate was that these trains wouldn’t start on the line until around October 2015. But of course, that’s well after the election, so they’ve brought it forward by an entire year.

As noted by Channel 7 on Monday, and The Age on Tuesday, there is just one X’Trapolis train deployed onto the Frankston line. It has been specifically speed-limited so as not to accelerate towards still-closing boom gates too fast, and has two drivers in the cab as a precaution.

The train seems to run just two round trips each morning, both timed to avoid the height of peak hour (so making poor use of the claimed additional capacity) before heading to sidings at Burnley for the rest of the day.

So will people be impressed?

It’s a publicity stunt, nothing more.

Yet I know some people suffer from train envy — I remember a friend from the then Epping line saying he wished they got the Siemens trains. Perhaps he wouldn’t have wished that had he seen the often filthy state of the seats.

But ask someone who regularly catches these trains if they’re anything special, and I doubt they’ll go over-the-top in praising them — they’ve had this model for years now.

In any case, it seems not everyone was impressed:

I suppose it’s good the politicians (who hold the purse strings) are so interested in public transport. But it’s important that the money isn’t all put into show ponies like “new” trains which aren’t really new, but into ensuring the whole system is frequent, reliable, fast, clean, and safe.

Five years ago today: A day on the trains

Five years ago today I posted this video: A Day on the Trains.

The footage for it was gathered over the space of a month or two in the dying days of the Connex Melbourne Empire in late 2009, and it was designed to capture a few scenes I thought might be changing in the coming years.

Obviously some things have changed, others remain the same.

  • Liveries: Connex (Metlink) became Metro (Metlink), and then became Metro/PTV
  • Metcard is gone, replaced by Myki
  • Many of the old CRT screens at stations have been replaced by newer flat screen displays

What else can you spot?

The system has become more busy, with more services on some lines. Punctuality has improved (thanks in part to padded timetables and station skipping), but cancellations haven’t. And transport is just as big an election issue as ever.

PS. I’ve since learnt that the skewing effect of large objects moving rapidly past the camera is called rolling shutter.

#Trainageddon: What can be done to reduce and better deal with disruptions?

First I knew of last night’s Trainageddon was when my son Isaac rang at 7pm. He and his friends were at South Yarra — stuck. I said No problem! Catch a Sandringham line train, I’ll meet you at Brighton… oh, that line’s out too.

Yes, a trackside fire at Richmond affected signalling, knocking out the Sandringham line between the city and Elsternwick, and the Cranbourne/Pakenham/Frankston lines as far out as Caulfield, as well as causing major delays on other lines through Richmond.

Rather than wait an age for replacement buses to arrive, I directed them to Commercial Road onto a bus to Elsternwick, and met them there in the car. (See? It pays to know your alternative routes.)

A little later my mum and stepdad reported in to say they too were stuck, in the city, in Swanston Street. A tram might get them most of the way home, but the obvious problem was huge demand for southbound trams, totally swamped by displaced train passengers.

Their strategy ended up being to catch an inbound tram towards the university, then stay on it when it reversed back, to be assured fitting on board. This took less time than expected as their tram, delayed, reversed at Latrobe Street. When they finally got to East Brighton, I gave them a lift home — I wasn’t the only one; the tram was way more crowded than you usually see at the terminus at 9:30pm (it’s usually deserted), and it was met by about half-a-dozen other cars picking people up.

It’s good to know that at least some people think about their alternative routes home.

This morning, numerous trains were cancelled on the lines affected last night, including about half of all Frankston line peak services.

This resulted in predictable scenes: packed trains, and many passengers left behind on platforms — during my trip in, I just squeezed onto a train at Bentleigh. Others were left behind at every station from Mckinnon into the city, and it was a very slow run from Richmond into Flinders Street, with the train hitting numerous automatic signal stops along the way.

Tonight things were a little better, but there were still problems, including the Caulfield Loop closed, and many cancellations, plus an unrelated incident saw the Northern Loop also closed for a short time.

Clearly, while the Federal and State Governments are busy pouring money into motorways (now they’re saying they’ll build BOTH sections of the East West Link), the rail network (you know, the one that won the Coalition the last election) is still suffering through neglect.

Prevention is better than cure

Obviously they need to look at how quickly trackside fires are responded to, and what can be done to prevent them.

Would better preventative maintenance stopped this from happening? If it’s true that it was rats biting through the cables, can different cabling covers help?

And why is the equipment designed in such a way that a relatively small fire knocks out four lines?

We’ve seen big changes in the form of concrete sleepers and upgraded air-conditioning over the last few years. What other changes can be made to the infrastructure to make it more resilient to faults?

Fixing #Trainageddon. Perhaps when finished they'll leave some rat traps.

Is the train network ready for major disruptions?

And here’s something that rarely seems to get raised: a big part of the problem is that the network isn’t designed to handle disruptions well, and particularly not in the inner-suburbs. There are very few places to reverse trains, meaning that partial suspensions often end up covering a long section of railway lines.

Replacement buses (once they are found, which can take some time) end up crawling through traffic to get into position, then crawling for many kilometres to get people to where trains are running. It’s like no thought has been given to how these will work — no consideration has been given to how the surrounding road network functions.

In this case, buses were tasked with getting people from the City to Caulfield or Elsternwick — a near impossible job given the normal road traffic levels just after peak hour, and the huge number of people involved. It was a similar case on Monday night when the South Morang and Hurstbridge lines were suspended between the City and Clifton Hill due to a trespasser being hit. Trams were also swamped then as well.

Metro contacts have told me they can theoretically reverse trains in the Loop portals, but I don’t know if that ever happens in practice. It probably wouldn’t have helped last night, given the location of the fire.

Targeted infrastructure upgrades (points and signals), to add reversing facilities at, say, Jolimont, South Yarra, Burnley (if it can’t handle them already), along with the ability to isolate those parts of the network, would be a big help for planned and unplanned disruptions, by shortening the lengths that need to be filled by buses — reducing travel times, and allowing the substitute bus fleet to run more services.

On the western side it isn’t too bad, as Footscray can be used, but the Craigieburn and Upfield lines probably also need looking at (the latter is frequently suspended between the City and Coburg). And further out it’s not so bad, as on most lines there are numerous stations where it can be done — and of course the road network is less clogged, and passenger demand is lower.

Across the network many things need fixing of course, but given the frequency of major disruptions, the ability to minimise the effect of disruptions when they occur should be near the top of the list, to reduce the impact on passengers when the inevitable next problem occurs.