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.)

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.

Transport news: Extra services in July / Rally tomorrow / 2 hour fares

Some bits of transport news worth noting today:

July: new services

The Herald Sun has the scoop on public transport service upgrades from late-July: Work commute eased as new train, tram, bus services announced (a very narrowly focussed headline given the upgrades benefit a lot more than 9-5 workers).

Details are still a little sketchy, but what we do know is:

  • Around 4000 extra services a week
  • About 200 of those are train services, including the very welcome move of making the Dandenong line run every 10 minutes during the day on weekdays (39 per day = 195 per week), and a couple of extra Frankston AM peak services (10 per week). By my count, that’s all for this time around.
  • Extra V/Line services on all main lines, with the Ballarat and Bendigo lines to make use of their new tracks from Sunshine to the City. It’ll be interesting to see how much faster they are. V/Line bus changes to co-ordinate with their new train timetables.
  • 3260 new bus services per week, but there’s very little detail other than that there are some major route changes in Brimbank (flagged earlier this year), Port Phillip, Manningham and Bacchus Marsh. Minor changes in other areas, and a new route in Cranbourne East.
  • 471 tram services per week, with some route changes, including the long-awaited splitting of route 112 back to two routes: 11 (West Preston via Collins Street to Docklands), and 12 (St Kilda via Collins Street to Victoria Gardens). Route 78 will become full-time, which means no more evening/weekend route 79 to St Kilda — inconvenient for some, but more consistent and less confusing.

More detail, particularly of the bus upgrades, will be very welcome.

My initial impression is this is a good worthwhile upgrade package — if the government rolled something like this out each year, instead of each election cycle (sharing the love around to address upgrade needs in different areas, of course) then they’d really be kicking some goals.

I’d have to check, but I don’t recall a big increase in service kilometres being flagged in the Budget. I wonder if the government’s pushed this through to try not to look so roads-focussed. Speaking of which…

Rally this Saturday

Secondly, aiming to remind the government that they were elected on public transport promises, not to build motorways: A big rally tomorrow at 1pm, State Library.

If you feel, as I do, that billions shouldn’t be wasted building more motorways that just result in more traffic, this might be your best chance this year to make your view felt (with the possible exception of the ballot box in November). See you there!

Trains Not Tollroads rally flyer

2 hours becomes 2 hours only

This one has flown under the radar a bit: from July 1st, two hour fares become exactly two hours, rather than being rounded up to the next hour.

Hopefully this won’t result in too many people hanging around station entrances for the train to arrive before all trying to simultaneously touch-on.

Remember, if you’re planning on travelling in multiple two hour blocks across the day, it makes zero difference thanks to the daily cap. It’s only important if you were trying to squeeze all your travel in a day onto one 2 hour Myki Money fare.

One more thing

Android users: the PTV Android app is now available, to accompany the updated iOS app released a few weeks ago.

Update: The July timetable changes are now all online

Plea to stay safe – from a Melbourne train driver

This was posted on Facebook by a Melbourne train driver last week. It’s well worth a read. Given he says “please share this” (and other copies doing the rounds are screen dumps, making it difficult to read, especially for those with vision issues), I’m posting the text in full here:

I try to keep my posts upbeat, but right now, I need to vent. As most of you know, I am a train driver. Today, in the space of ten minutes, I had no less than ten people stupidly risk their lives, either trying to catch my train, or save one minute on their journeys.

Running an Upfield train to town, the first station after departing Upfield is Gowrie. The pedestrian crossing is at the approach to the station and is fitted with gates and a very noisy alarm. Four people bypassed the safety gates and ran across in front of my train as I approached the station at 55km/h. The tracks were wet. The train weighs around 250 tonne, not counting passengers. The wheels are made of steel and so is the track. There is no “instant gratification” when you hit the brakes. This time they were lucky.

Next station is Fawkner, right in the middle of the cemetery. Two more did the same dash, they were lucky, also.

Merlynston Station. A woman is held back by the safety gate. She looks at the train. She acts agitated. She waits, but just as I depart, pushes through the bypass gate and only a long loud whistle from me causes her to retreat. She then walks back, pulls out her phone and hides her face as I drive past.

Batman Station. Level crossing, boom gates dropping into position, lights, bells – everything warning “Do Not Cross”. Cyclist decides to beat the booms, rides across on the wrong side of the road, looks at me defiantly and nearly gets knocked of his bike as the boom on the other side reaches it’s lowest point.

Coburg Station (Getting a pattern here?). Level crossing. Two more cyclist. one, a MAMIL (Middle Aged Man in Lycra) edges up to the crossing on the wrong side of the road, and looks at me, calculating whether he has time to get across before I depart. He is joined by a lady cyclist in her thirties in a dress. She looks, too. At the last moment, they look right and see another train coming from the other direction and pull their bikes out of it’s path with very little time to spare.

Needless to say, I wasn’t happy. This happens on a daily basis. Fatalities do occur. Lives are lost and others ruined. How do you educate the public? If you need to catch the 7.30 train, get to the station at 7.25. Don’t assume it will be late. If the gates are closed, the booms down, the bells ringing, the lights flashing, it’s not the starting gun for a race, it means stop and wait – seriously. Wouldn’t you rather be ten minutes late for work instead of early for your funeral?

I was just going to put this behind me, but as I was cooking tea tonight, the news had a story of an 86 year old man, who “misjudged the speed of a train” at Edithvale, pushed his bike through a crossing and is now no longer with us. It was three thirty in the afternoon and the train was full of school kids. I had a fatality about five years ago, at Aspendale, one station closer to Melbourne. You see it happening. You can’t stop your train. You hear the thump. You live with it forever. You are angry that people can be so careless with their lives.

Think. Act.

Please share this if you think even one person might learn from it.

Rant over.

(Found via Reddit. Original Facebook post.)

House-hunters: Still seeking zone 1 for cheaper fares? Don’t bother

I was chatting on Friday to a colleague who has just bought a house with her husband. They ended up in an area they are familiar with and like, and as a bonus, she said, it’s in zone 1.

Frankston line zone overlapI was the same when I bought my house back in 2005 — it wasn’t necessarily the highest priority, but I wanted zone 1.

Anybody familiar with Melbourne’s public transport fares will know why. For trips into the CBD and inner-Melbourne, a zone 1+2 fare is about 70% more expensive than just a zone 1 fare. (One way/2 hours is currently $3.58 for zone 1, $6.06 for zone 1+2.)

From January 2015, fares within Melbourne will be capped at one zone. The government announced it in March, and the Opposition said they would implement it as well.

As I wrote at the time, this isn’t necessarily the best policy, and is likely to have some side effects, pushing up fares in the longer term. But the immediate effect is a not unwelcome price cut for two zone trips.

So anybody still house-hunting might as well not bother prioritising zone 1 as it won’t matter soon — though of course they may want to be closer to the city centre for other reasons, for instance travel time or liking a particular suburb.

(Update: Marcus Wong wisely points out that travel time can be dependent on express trains, particularly during peak hour. Thus, places like Cheltenham, further out but served by expresses, may become more desirable than Highett, bypassed by them. Mind you, we’re talking about just a few minutes difference, which might be countered by the CBD stations served — Frankston line expresses don’t go around the Loop.)

In fact, right now you may get a price advantage by buying just outside zone 1. It’s unclear if the real estate industry have cottoned onto this yet… even if individual agents are aware of it, they may be emphasising zone 1 to encourage buyers/renters into specific properties, and certainly buyers may not know. A quick look around shows Zone 1 does feature in plenty of current listings.

  • within minutes to Oakleigh central shopping and culinary precinct, zone 1 station, buses and Monash Freeway for easy commuting
  • You wont need a car as these units are located within walking distance to the shops and Reservoir train station (Zone 1).
  • the added benefit of being merely a casual stroll down to the Pier Street cafe precinct and a short walk to citybound rail access from zone 1 Seaholme station.
  • so well-located, moments from shops, schools & zone 1 station.

Over time, no doubt agents and buyers/renters alike will figure it out — it may take the heat out properties in the current zone 1, and instead spread demand more evenly along Melbourne’s rail lines — though near to stations and tram lines will remain at a premium while most connecting bus services are so poor.

PS.