Public transport fares to rise about 5%

It hasn’t been announced yet, but I understand Myki fares are going up about 5% in January.

(Zone 1+2 fares will drop to zone 1 level of course, in line with the pledge made by the Coalition and matched by Labor.)

This is rise the Coalition government announced in December 2013, which I assume the new Labor government has approved: 2.3% CPI, plus a rise in real terms of 2.5%.

(Perhaps it’s not surprising Labor has okayed it; the Coalition went through with CPI+5% rises in 2012 and 2013 which had been planned by Labor back when it was in office.)

Myki zone changes

Leaving aside the enormous disparity in per kilometre fares, the combination of zone changes (including free tram rides in the city) plus a real terms rise means we get the terrific combination of:

  • Fare revenue dropping by about $100m per year
  • Those travelling short distances (eg those costing the network the least in terms of driver and vehicle hours, and fuel) getting fare rises
  • Those travelling long distances (eg most expensive to serve, especially if you consider things like the demand to build more express tracks, and fleets being unable to run more than a single round trip in peak) seeing a big fare cut (increasing their subsidy)
  • A price signal that it’s good to use PT for long trips, which is likely to add to crowding, particularly on trains

Plus of course those who currently have crap PT in the middle and outer-suburbs will continue to have crap PT because there’s less money available to pay for upgrades.

Sigh.

While I don’t think a per kilometre fare is really a great idea (especially with Myki’s currently hopelessly slow readers and even more hopeless GPS devices), nor do I think a trip from Flinders Street to the Shrine should cost the same as one to Pakenham.

Silver lining: If they’re smart, they’ll let people know that in most cases you no longer have to touch-off after metropolitan train/bus trips. Just as on most tram trips now, the default fare if you don’t touch-off will be the same fare you pay if you did.

Still unknown: The fate of the Earlybird fare, long rumoured to be on the verge of being removed.

Update: Beat the rise?: Hoping to beat the price rise by splashing out on a Commuter Club yearly? No chance. The news of the rise came through in a CC bulletin yesterday showing the rise for Yearly fares, and declaring the ordering deadline to be 5pm the same day — way too fast for any CC organisations to scramble to let employees/members know. Usually there’s at least a few days’ warning. Not this time, though it’s still cheaper to buy a CC Yearly Pass than a retail Yearly.

If you use other Myki Passes, you can still beat the rise by buying them before the end of December. (But don’t buy a zone 1+2 pass; you’ll just need to get a partial refund once the zone changes happen). You can’t beat the price rise with Myki Money — it’s charged as you use it, not when you load it.

Update 6:30pm Tuesday: The rise has been confirmed by PTV in The Age: Myki fare rise for commuters travelling in a single zone.

Of course, those travelling in three or more zones will also see a rise, though I don’t think it’s been clarified if a zone 1 to 4 trip (eg Melbourne to Geelong) would still pay the zone 2 portion of the fare as part of that.

It’s also worth noting that this is not the only recent above-CPI rise: there were CPI+5% rises in 2012 and 2013 (the ones planned by Labor).

I also note that while this 2014 rise was been planned by the Coalition, in 2011 then-Public Transport Minister Terry Mulder said in the Ballarat Courier: “The Coalition Government wants to keep changes in ticket prices to no more than CPI (Consumer Price Index).”

Update 17/12/2014: The rise has finally been confirmed by PTV. Early Bird is staying, and the weekend daily cap will remain at $6 (though it’s not much cheaper than the new zone 1+2 daily cap anyway).

Our new Premier on the need for frequent public transport #FrequencyIsFreedom

One should never read too much into politicians’ rhetoric, but it was rather good to see comments from Premier-elect Daniel Andrews on Monday in free commuter newspaper MX:

“Yes, we need better local roads and yes, we do need to invest in that infrastructure, but the transformational infrastructure is a better public transport system. One where you don’t need a timetable, one where you can comfortably and optimistically leave the car at home knowing that you’re getting on to a first rate public transport system.”

– Daniel Andrews, MX 1st December 2014

(My emphasis added)

Daniel Andrews at Bentleigh station during the 2014 Victorian election campaign

…as well as these comments on election-eve:

“I want to make sure we build the best possible public transport system. I simply won’t ask Victorians to get out of their car and into a second-class public transport system. They won’t do it, and I won’t ask them to.”

– Daniel Andrews, Channel 10 news, 28th November 2014

Public transport that’s frequent enough that you don’t need a timetable is critical to willingly get people out of their cars and out of the traffic.

Frequency is particularly important to cater for a network of services to make anywhere-to-anywhere trips are possible with the minimum of waiting.

To draw an analogy, you don’t need a timetable (or face a 20-30 minute wait) when driving your car through a major intersection or freeway interchange.

Some services already run frequently — in peak hour particularly. Thanks to governments of both persuasion now recognising its importance (and/or being forced to add services thanks to overcrowding), as well as the transport bureaucracy getting behind it, more parts of the network are getting to that magic “every 10 minutes” standard, though promotion to actually tell people it exists is lacking.

In fact while there are some issues with proposed Transdev bus service changes in 2015, one change that’s welcome is route 903 between Box Hill and Mordialloc (including Chadstone) will be upgraded to every 10 minutes on Saturdays. Unfortunately the western end of that Smartbus route, at Altona, will suffer from service cuts of up to 50% — the current 15 minute off-peak service will go to 30 minutes. Apparently this is due to the former government’s wish to squeeze more efficiencies out of the bus operators — not necessarily a bad thing, but it may have gone too far. A case of one step forward, one step back?

There is a plan for frequent services

PTV have a plan to make more buses and trains run more frequently, all day every day. Trams are almost there, but could also do with a boost. (The PTV tram plan hasn’t been revealed.)

And the beauty of it is, many service upgrades are possible now, particularly at off-peak times, without huge investment in infrastructure, so there’s a huge opportunity to make a lot of progress in the next four years.

We’ll find out who the new Public Transport Minister is today — let’s hope they and the Premier will be keen to push ahead with implementing Melbourne’s frequent network.

Update: Lynne Kosky: Very sad to hear of former transport minister Lynne Kosky’s passing at just 56. It was under her that serious PT investment (especially train fleet expansion) started. This interactive graphic shows the projects underway in 2009, during her time as minister. (And no, she didn’t start Myki… that was a Peter Batchelor creation). RIP.

Update: New minister: Jacinta Allan is the new Public Transport minister. In related portfolios, Luke Donnelan got roads, and Richard Wynne got planning.

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?

PTV rail map – latest draft

Since our last exciting episode, PTV have made a number of revisions to the draft rail map. Here’s the latest version:

PTV rail map concept design, October 2014 (cropped)
(Click to see it larger, and uncropped)

As I said back in April, I really like this new design, which better represents how the rail network operates.

Changes since that earlier draft that I can see include:

  • Sandringham line at an angle which better reflects geographic reality, rather than implying it runs into the middle of the bay!
  • Likewise some other line directions have been modified to reflect reality, for instance Warrnambool, Stony Point, Bairnsdale, Belgrave
  • The Showgrounds/Racecourse line has been lightened so it’s not stark black now
  • Most of the complicated dashed lines have been taken out, such as Alamein joining the main line at Camberwell, and the strange dual Glen Waverley markings on the old version
  • A triangle indicator representing the last stop in zone 2 — while zones will be much less important (in Melbourne at least) it’ll be helpful for Melbourne users (especially those on Passes) to easily see how far they can go without incurring a zone 3 or higher fare
  • Regional Rail Link is shown as a dotted line on the map… to become solid when it opens
  • The earlier one had an airport indicator at Southern Cross, which some people claimed was confusing. It’s goneski.

Some people have complained it doesn’t allow space for the Doncaster line. I reckon if that’s the worst problem, that’s not saying much — unfortunately neither side of politics is saying they’ll build it anytime soon… ditto Rowville. It does have space for two that are more likely to get up in the near future: Airport (Coalition), Mernda (Labor)… though the designers may have to do a bit of fiddling to get either rail tunnel scheme in.

What do you think? Leave a comment here or on the PTUA’s Facebook page — they will be passed back to PTV.

(Yes, I’ll tell them Balaclava now needs to be marked in as Premium ahem a Customer Service Hub. And the asterisk can disappear from Flagstaff soon — hooray!)

Update

I should have posted this originally, but it slipped my mind… the text from an explanatory note (following up from the previous draft) provided by PTV:

Victorian Rail Network Map
Concept 2 – Explanatory Note

This document outlines some of the changes to the new train map that have been made as a result of public consultation and feedback. The new map is proposed to be introduced in 2015 when Regional Rail Link Stations at Wyndham Vale and Tarneit are opened. Feedback is sought on this revised version so further improvements can be made.

  • Feedback on the new map has generally been positive.
  • While the map is designed to be schematic, the direction of some lines has been altered
    to be more geographically accurate following customer feedback.
  • Feedback indicated that using a dotted line to indicate direct services from Glen Waverley to Flinders Street was confusing. In this version Glen Waverley has been given its own line colour. It is usual that Glen Waverley trains operate direct to Flinders Street, but generally return to Glen Waverley via the loop in the afternoons and on weekends. This information has been included in the key.
  • The dotted line at Camberwell to represent peak hour Alamein trains travelling to/from the city was viewed as being misleading and has been removed, replaced with a note in the key. This map will be primarily used by occasional users, and reflects that passengers traveling from the city to Alamein will normally need to change at Camberwell.
  • The new Regional Rail Link stations have been shown in this version.
  • New stations that will open later this year (Waurn Ponds and Epsom) are now shown
  • The special events line has been lightened to avoid giving the impression that it operates all the time.
  • The boundary of the metropolitan area (Zone 1+2) has been indicated by little triangles – so that passengers can see the boundary of the metropolitan fare (which will be a maximum of a Zone 1 fare from 1 January 2015).
  • Transfer points between V/Line and Metro service have been revised to reflect where transfers are more likely to occur.
  • The designation for the Stony Point line has been changed to make it clearer that the service is operated by Metro. The line has been kept in grey as the line is operated by trains branded with V/Line and the service level provided is more consistent with a V/Line service than other Metro lines.
  • The Airport bus designation at Southern Cross was perceived by some users to be confusing and this has been removed.
  • There is now clearer designation of the boundary of the myki area on V/Line services. Feedback indicated people preferred the boundary to end at a station rather than between stations.
  • East Richmond is shown on the Glen Waverley Line even though some Lilydale/Belgrave trains do stop there. In the long term, it is intended that East Richmond will be exclusively a Glen Waverley Line station.
  • When Regional Rail Link opens, the V/Line service running parallel with the Werribee Line will be removed and the map will reflect this. This may provide the opportunity to improve the design of the Werribee Line, including swapping certain station names to the other side of the line.

A number of changes that were suggested have not been included. These include:

  • Consideration was given to including Overland stations but this was decided against as the product provided to customers differs from that offered on V/Line. There are two Overland services between Adelaide and Melbourne per week in each direction.
  • It is not proposed to include tourist railways.
  • While bus and tram connections are not proposed to be shown on this map, it is intended that electronic versions of the map will be display connecting bus and tram services when customers select a particular station.
  • This map is designed to be part of a suite of products for customers. Local area maps that show train, tram and bus services will be improved to assist passengers making multi-modal journeys.
  • Line diagrams for each line, based on the colours shown in the new map, will include a range of information that cannot be easily shown on a network map.
  • The map is intended to show the network as it will exist from 2015 and does not include proposed train stations or train lines that will not be completed by this time.
  • Consideration was given to showing loop directions. At present only the South Morang/Hurstbridge Loop has been altered to operate clockwise seven days a week. When more loops are altered to operate in a consistent manner, then loop direction will be included on the map.

Waste of money: New automatic signs for platforms where few trains stop

Those LED automated signs on station platforms are known in the biz as Passenger Information Displays, or PIDs. In recent months they’ve been installed at a lot of stations along the Frankston line.

They’re handy because they provide you with realtime departure information, without having to press the Green Button, which often doesn’t work or takes ages to get to the vital bit of information: how many minutes away is my train? PIDs are also useable by the deaf and hard of hearing.

At Frankston line stations with more than 2 platforms, they’ve concentrated installing them on the “island” platforms — if the budget is limited, this makes sense at stations such as Ormond and Bentleigh, where most trains (and most passengers) use those platforms. Few use platform 3.

Passenger Information Display, platform 3 at Malvern

It appears someone decided the “island” rule should apply at the MATH (Malvern, Armadale, Toorak and Hawksburn) stations. So at Malvern, some months ago, PIDs were installed on platforms 2+3. At Armadale and Hawksburn, they’ve been installed on all four platforms. (Toorak doesn’t have them at present, so I guess I should have said MAH.)

Problem is, few trains stop on platforms 3+4. This has been the case for a couple of years, and since the July timetable change, even fewer trains stop there — basically only after 10pm on weekdays, and before 10am and after 8pm on weekends. The rest of the time, all the trains stop on platforms 1+2.

This is because stopping patterns are being standardised so that Dandenong line trains generally run express Caulfield to South Yarra. Consistent patterns make a lot of sense — they are more predictable, and can be shown on maps — and the Dandenong line has been prioritised for expresses because it carries more people than the Frankston line, serves more growth areas, and it also carries express V/Line trains. In the future I wouldn’t be surprised if no trains stop on platforms 3+4 except under unusual circumstances (such as a disruption on the other tracks).

So the signs are either left blank most of the day, or showing a message telling you to go to another platform.

This could be done with a cheap static sign — if needed at all. All these stations have automated displays up on the concourse which direct you to the correct platforms.

There are scores of stations, and hundreds of platforms around Melbourne that are still without PIDs. What an appalling waste of money to install them where they’ll almost never be used.

Update 28/8/2014: In the past week or so, PIDs have been installed at Malvern on platforms 1 and 4, though they are not yet in use.