A quick look at the new Metro and Yarra Trams contracts

It’s no huge surprise that the State Government has announced incumbent operators MTM and KDR will continue to operate Metro Trains and Yarra Trams respectively.

The current contracts started in 2009, and expire in late-2017. These new contracts will run through to 2024, with an option for another 3 years to 2027.

Despite an RTBU campaign, clearly the state government didn’t want to take the system back into public ownership.

The new contracts resolve several weaknesses in the old contracts, including unplanned service alterations such as station skipping, Loop bypasses, short shunting, with penalties applying for these.

It’s important to remember that these are sometimes justified. For instance if a counter-peak train carrying few passengers is delayed, and that train will subsequently form a peak hour service, is it better to let it run late for both of those services, or to skip some stations (with due advice to any passengers affected) to get it back on time to carry a peak load?

There will be a ban on intrusive advertising will ban all-over ads that block windows, making it difficult to see in or out. It sounds like some limited covering of windows will still be allowed, so we’ll have to see the fine detail of this, and how the operators and their advertisers actually implement it — it’s not like most tram and train exteriors don’t offer a lot of other real estate.

There will be an automatic refund for network-wide incidents such as the July train shutdown — though again, the precise details will be significant. In July, some people who were turned away from railway stations by staff and didn’t touch-on were therefore not eligible for compensation.

(I suspect the tram system is likely to be more resilient, as central control might be a less essential part of everyday operation.)

And there are “passenger experience” measures with penalties attached, tracking things like cleanliness.

One particularly interesting snippet: apparently Metro will put buses on standby at five strategic locations, in readiness for major disruptions. I’m assuming that would just be during peak hour when it’s difficult to get buses deployed. I wonder how many rail operators do this — though I also wonder how many rail systems this busy have 150+ level crossings regularly causing disruptions due to suicides or accidents.

These infographics from Transport For Victoria highlight a number of the changes — scroll across to see more:

Presumably the planned Comeng train refurbishment includes these previously flagged changes to interior layouts and seating, and inter-carriage connections. It’s unclear what the planned upgrades to B-class trams, and other train types will entail — note the X’traps and Siemens refurbs are getting a lot more money than the Comengs.

The performance targets are rising. What’s perhaps significant is that the targets are above the figures achieved by the operators for much of the past year, so they’ve set themselves a challenge to improve.

Here’s a comparison of Track Record figures from the past 13 months (August 2016 to August 2017), to the new thresholds:

MTM has missed the new train Delivery target twice (including July, when the big shut down occurred) and missed the Punctuality target 9 times.

KDR has missed the new tram Delivery target three times (March, April and May 2017), and missed the Punctuality target 6 times.

Unfortunately, compensation will still not be automatic, except for network-wide disruptions. For monthly breaches of the target, it’ll still only apply for Myki Passholders who bother to put in the application.

And unlike some compensation in the past, it will still only apply if the network-wide average falls below the threshold, so if your line is crap but the rest are okay, no compo for you.

Punctuality is particularly a problem for the trams, because they fall victim to other road traffic, which is outside their control. The operator can only do so much when it’s ultimately up to government to institute measures such as dedicated roadspace and traffic light priority to get trams moving. (As noted in this recent post, Melbourne’s trams spend an incredible 17% of their time simply waiting for traffic lights.)

William St tram prang

The increased spend on proactive maintenance and renewal is also likely to be important, to help prevent issues such as track, signal and fleet faults that regularly cause cancellations and delays.

Some things don’t appear to have made the cut this time around — I would like to have seen a move towards headway running (maintaining a service frequency, rather than strict departure times) when high frequency services are running — more on this in an upcoming blog post.

And in the information published yesterday, there’s been no mention yet of planned service upgrades (such as PTV’s plans for 10-minute services), timetable consolidation (eg PM peak on the Ringwood line is still a mess of different stopping patterns), infrastructure projects to be included, or the move towards “metronisation” that was flagged in the 2009 contracts.

Hopefully the full contracts will be published soon.

From what we’ve seen so far, it looks like a step forward. Now let’s see if it all results in an improvement in service quality.

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PS: This from ABC Online today:

The new improved Preston tram depot

Back in September 2010, the then-Brumby government announced an $807 million investment in new trams and infrastructure:

Dandenong based company Bombardier will design, construct and maintain 50 new low floor trams for Melbourne as part of an $807.6 million investment by the Brumby Labor Government including a new tram maintenance and storage depot at Preston.

This was an upgrade to the existing Preston depot, originally built in 1924 for construction of the W-class fleet. The renovations took some years, and had to respect heritage aspects of the complex, as well as cope with tram operations during construction. But it’s now completed, and on Sunday Yarra Trams held an open day, with an official opening from the Minister for Public Transport. I went along for a look.

The weather was fine, and there was a pretty good turnout. It’s quite an impressive facility. Some photos:

The automated tram wash. It can handle any class of tram — though presumably someone needs to close the windows (where applicable) first!
Preston tram depot: tram wash

The sanding area, where trams sand hoppers can be refilled. Sand is dropped on the track when extra grip is needed.
E-class and B-class trams in the sanding area, Preston tram depot

A traverser, for moving trams from track to track. Our guide wasn’t sure if the new, 33-metre long E-class trams might just fit. I like that it’s in “Met” colours. You can see at least one Z1 tram in the background; they will be out of service forever, retired by the end of this month.
Tram traverser, Preston depot

B-class tram up on jacks for repairs. It’s quite impressive to see up close. The depot can handle repairs to any class of tram, though normally it appears only B and E-class trams are stabled here. Minor repairs are also done at local suburban tram depots.
B-class tram being serviced, Preston tram depot

Another B-class tram with the front taken off. The depot workers had a say in how it should be laid out after the renovation.
B-class tram being serviced, Preston tram depot

E-class tram in for some work.
E-class tram being serviced, Preston tram depot

The E-class trams are not perfect, but they do bring welcome extra capacity, and importantly increase the number of accessible trams on the network. And they do look rather splendid in the sun.
E-class trams at Preston tram depot

Yarra Trams has several tram simulators. One portable one was set up in the depot for visitors to have a go on (and boy was it popular), but this is the permanent, more fully-featured version.
Tram simulator, Preston tram depot

Spike the rhino on display outside. The campaign around awareness of trams continues.
Rhino!

B and E class trams, and some dork in high-vis. I was surprised at how orderly the depot appears.
Daniel at Preston tram depot

The official opening:

Just outside the depot is the tram and pedestrian-only Miller Street, over the South Morang line, connecting to nearby route 86. If it looks familiar, I’m pretty sure it’s where that iconic scene in Malcolm, of the title character coming over the hill, was filmed.

One sad note. Sadly, at the southern end of the depot, well away from the operational part of the complex, two W-class trams sit neglected, vandalised.
Vandalised W-class trams outside Preston Depot

But that said, the depot upgrade is great to see. This kind of investment in the capacity and efficiency of the tram network is important to keep services improving.
Preston tram depot

Now, if only the government would get fully behind proper tram traffic priority, so these valuable assets could spend less time waiting at traffic lights and stuck behind queues of cars, and help trams reach their true potential to keep Melburnians on the move.

How Yarra Trams cleans up the wrong types of leaves

There’s a legendary excuse for late-running trains in Britain called the wrong type of snow (fallen on railway lines). Apparently the wrong leaves are also blamed sometimes.

Yarra trams track cleaner

I recall a Yarra Trams person telling me that while they love Melbourne’s leafy streets, some of our local trees drop the wrong leaves (I’m paraphrasing mind you, these are not her words), which does cause slippery rails, particularly in autumn — which is why, particularly at this time of year, you’ll see this beastie out and about, cleaning them up.

Similar perhaps to a conventional street-sweeper, it’s got special wheels that go into the groove of the track to clear it out.

It moves slower than the trams — on the morning I snapped it, it manoeuvred itself onto the opposite track when a tram came along, then moved back and followed it onward.

Yarra Trams track cleaner

Is this tram route map the wrong way round?

While I applaud Yarra Trams’ efforts to put more information on-board trams, this map threw me for a moment.

Tram route map

I’m used to seeing east (Box Hill) on the right, and west (Port Melbourne) on the left. This had it the other way around.

And before you say it: it wasn’t designed to match the actual orientation of the tram and the outside world, because there were copies of this map on both sides of the tram, so one was the right way around, and the other wasn’t.

Perhaps I need to just stop being such a map.square.

PS. I suspect the real reason for it being like this is they wanted the major route to be at the top.

A few pics: Myer, trams, crocs and Star Wars

I don’t have a proper blog post for you, so here’s a few pictures from the last week or so.

If you were looking for Myer’s Lonsdale Street store, it’s gone — almost all of it except the facade.
Myer Lonsdale Street
(When I was a kid, we often went into the City on a Friday night, had dinner at the Coles cafeteria in Bourke Street, then made our way up through the back of Myer to level 6, where the toy department was, before heading to Lonsdale Street to catch the 602 bus home.)

Great to see Yarra Trams continuing its removal of mystery “phantom” route numbers. This “67a” (that’s “a” for altered) was diverted during the Queen’s visit.
Tram 67a

Southland: Beware of crocs.
Warning! Crocs!

Darth Maul in a playful mood at EB Games, Southland.
Star Wars