ELECTION

2018

MOVING PEOPLE VICTORIA

10 Bus Priorities for Victoria

Moving People Victoria  BusVic 1 MOVING PEOPLE 1. Improve Local Bus Services in Melbourne’s Outer Suburbs

Victoria The variance between public transport services b. Casey in inner/middle Melbourne and outer Melbourne i. Introduce a new 20 minute frequency service is massive in terms of network coverage, service from Endeavour Hills Shopping Centre to Hallam frequency, operating hours and integration with Station, Hampton Park Shopping Centre, and other modes of public transport. 2018 Election Policy Priorities Lynbrook Station. This is an inequitable and untenable reality ii. Extend the bus service from Narre Warren which must be addressed so the State can Melbourne and Victoria are growing quickly, and will undergo major population growth and demographic South through Cranbourne North then on to grow in such a way to successfully integrate shifts over the next 35 years, according to forecasts. Significant growth will occur in Melbourne’s fringe or Merinda Park Station along Thompsons Road a significant population whilst maintaining the Interface Councils, as well as in key regional centres along the north, east and western corridors that link operating at 20 minute frequency. with Melbourne. Many of these Interface Councils will have populations exceeding quarter of a million, social, economic, environmental outcomes with some approaching half a million residents. that make Melbourne and Victoria one of the iii. Review services in the Berwick South / Clyde most liveable regions in the world. North estates to facilitate route extensions into The State Government will need to implement and fund key strategies to support the transition to a the new estates developing along Grices Road, The blue lines on Figure 1 (on the next two pages) Victoria with more than 8 million people in Melbourne and 10 million people state-wide, to maintain the Thompsons Road and Soldiers Road. high social, economic and environmental conditions enjoyed (and expected) by Victorians. indicate the extent of route bus services in Melbourne at present. It shows clearly the 10 iv. Extend routes 791, 795, 796, 798 and 799 Simply stated, a strong and growing economy, and a liveable Melbourne and country Victoria, will be high Interface Council areas (Mornington, Casey, to service new residential estates between priority issues for Victorian voters at the coming election. The next State Government will be expected to Cardinia, Yarra Ranges, Nillumbik, Whittlesea, Cranbourne and Clyde. address these issues, and a commitment to do so will be vital. Mitchell, Hume, Melton and Wyndham) do not v. Extend route 898 to link Casey Fields with An efficient and integrated transport network, with the timely provision of bus services in growth areas, enjoy the extent of bus services that those residing Cranbourne. will need to be at the core of the State Government’s approach to delivering thriving communities, along in inner and middle Melbourne do. c. Hume with the necessary social and economic infrastructure to house, employ, entertain, educate and stay With Melbourne growing both in population and healthy. geographic size at a rapid rate (see Figure 2 on i. Undertake a whole of network review for A commitment to the staged implementation of the objectives, recommendations and initiatives set out in pages 6 & 7), and to address the aforementioned the Craigieburn region to consider new estate this policy document will support the transition to a fully integrated transport network, and in a budgetary inequity in service allocation, the public transport developments (Cloverfield and Merrifield) and context will support positive economic growth and liveability, at a moderate cost to government. network needs to be realigned to focus on realign existing routes to provide more direct delivering services that enable people to move services supported by increased service as effectively and efficiently as they would using frequencies and span of operating hours. personal transport. ii. Extend route 537 from Craigieburn West to Strategic Objectives POLICY RECOMMENDATIONS Greenvale Plaza to align with new estates along Craigieburn Road and Mickleham Road. This policy priorities paper seeks to provide support and direction to all who are contesting the 2018 State 1. Prioritise the implementation of the following election by identifying and committing to invest in strategic bus related public transport projects that will current service improvements in Melbourne’s iii. Expand the bus network to the north and achieve economic, social and environmental benefits. outer suburbs (Interface Council areas) to deliver west of Craigieburn into new growth areas to create links with Craigieburn Central and In line with a triple bottom line sustainability focus, these various priorities have been prepared starting tangible benefits to the local community: Craigieburn railway station. from the value position that a city, or other region, whose land use and transport systems, and the a. Cardinia technologies on which they depend, support the following outcomes: iv. Provide direct service peak hour commuter i. Pakenham Station to Cardinia Road Station a. Increased economic productivity - Increased Gross Domestic Product per capita. bus services from Mandalay Estate and 928 bus service, improve frequency and extend Merrifield to Craigieburn railway station. b. Reduced ecological footprint – passing on a stock of natural assets that will assist future generations to Beaconsfield Station. to meet their own needs. d. Melton c. Increased social inclusion and reduced inequality – ensuring that all people have the opportunity to ii. Pakenham to Lakeside 925 bus service, i. Extend route 453 to service the new residential live a good life. extend through unserviced estate. estate of Brookfield. d. Improved health and safety outcomes – an essential part of living a good life. iii. Improve frequency Emerald to Fountain Gate e. Engaged and thriving communities – inclusive development and delivery of land use transport plans Shopping Centre via Beaconsfield and Berwick ii. Increase the operating frequency of route 455 and policies. 838 bus service. to align with Melton railway station. f. Integrated land use transport plans/policies – across sectors, levels of government and modes. iv. Extend Dandenong to Cranbourne Loop 981 iii. Improve the service frequency and service Nightrider bus service from Beaconsfield to span for route 456 linking Melton with Caroline Pakenham. Springs and Sunshine. iv. Introduce a new Melton to Sydenham (Watergardens) service to provide a direct link between Melton with the major employment precinct in the region.

2 Moving People Victoria  BusVic Moving People Victoria  BusVic 3 Metropolitan Route Bus State Electoral Boundary

Figure 1: Current Route Bus Services in Melbourne showing Interface Councils and State Electorates

4 Moving People Victoria  BusVic Moving People Victoria  BusVic 5 Figure 2: Predicted Population Growth, Victoria 2016 - 2031

6 Moving People Victoria  BusVic Moving People Victoria  BusVic 7 v. Undertake a whole of network review for Rosebud to Baxter SmartBus will be designed v. Introduce a new high capacity cross town bus j. Yarra Ranges the Melton region to consider new estate to complement the local bus network in the service between South Morang and Burnley i. Introduce additional evening and weekend development and establish minimum service Peninsula. that links a number of activity centres including services for route 685 from Healesville to level requirements. RMIT in Bundoora, Latrobe University, Austin g. Nillumbik Lilydale to align with employment, medical, and Hospital, Kew, Victoria Gardens and Burnley e. Mitchell Shire education services as well as railway station i. Introduce a new demand responsive bus railway station. connectivity. i. Redesign the Wallan town service into two network to service the rural townships of St i. Wyndham City separate services to provide direct running, Andrews, Cottles Bridge, Smiths Gully and ii. Introduce additional evening and weekend reduces customer journey time, connects Panton Hill linking with the Hurstbridge railway i. Increase the service frequency and operating services for route 683 from Warburton and with new residential estates and links with the station and the route 343 bus service. span of hours for all services within the Lilydale to align with employment, medical, railway station. municipality to better align with train services ii. Introduce weekend services for the route 343 education services as well as railway station and improve weekend accessibility. connectivity. ii. Introduce weekend and public holiday bus service. services for the Wallan town service. ii. Improve on road bus priority measures to iii. Extend the service coverage of route 578 to iii. Realign routes 671 and 672 in Chirnside Park mitigate the impact of local area congestion on to Black Springs Road to improve operational iii. Redesign the Kilmore town service into Kangaroo Ground to provide public transport peak hour bus services in the vicinity of Williams performance, safety and service reliability. two separate services to provide improved coverage and connectivity for commuters and Landing railway station, Point Cook and Tarneit connectivity with the railway station and service students. iv. Introduce new peak services in the Kilsyth railway station. new residential estates. iv. Re-route the 582 service to capture a area to service the industrial precinct and iii. With the population of Wyndham to double provide direct linkages with railway stations. iv. Introduce weekend and public holiday significant residential area (Frank St, Milbourne to more than 400,000 residents by 2040, services for the Kilmore town service. Crescent, and Bayfield Drive) in Eltham that is v. Undertake a whole of network review for the there is a need to increase the frequency of currently bypassed by the existing bus network Lilydale area to introduce minimum service f. Mornington Peninsula Shire network reviews within the municipality. It is design. levels across the network (30 minute weekday recommended that reviews occur every two i. Extend route 783 in Hastings to connect frequency and 6 am to 10 pm span of operating v. Re-route the 580 service onto Black Gully years to consider the service needs of new with the Western Port Secondary College and hours) and demand responsive public transport Road to the north of Diamond Creek to capture residential estates as well as new employment Hastings Community Health Centre. services to meet the needs of those sections new residential estates. centres. ii. Redesign the Mornington 781, 784 and 785 of the community that cannot be reached with vi. Re-route either the 517, 518 or 580 service route services to incorporate the Mornington iv. Trial demand responsive transport services standard buses. to the residential area south of Diamond Creek to improve connectivity with railway stations North growth corridor. vi. Introduce a new direct running peak hour incorporating Juane Park Drive, Jacaranda and offer after hours services. iii. Route 788 provides the trunk connectivity Drive and Kingfisher Drive. service linking Healesville, Yarra Glen and for the Mornington Peninsula between Warburton with the Lilydale railway station. h. Whittlesea Frankston and Portsea. The current service has a poor frequency and inadequate operating i. Review services that operate in the Mernda hours that makes it unattractive for users. growth corridor to ensure provision of efficient There is significant unmet community demand public transport (including high service for public transport in the Peninsula to connect frequency and operating hours) that links with with activity centres, schools, employment the South Morang activity centre, education and health facilities in the region. Improving facilities and the new Mernda Town Centre and the frequency of the 788 to run every 15 to 20 railway station. minutes during the peak period and every 30 ii. Increase the operating hours of services minutes in the off peak (including weekends), (weekday and weekend) operating in whilst increasing the operating hours will Thomastown, Epping, South Morang, and create a viable public transport service for the Bundoora to improve connectivity with activity communities in the region. centres, education facilities and railway stations. There is significant demand for commuter level iii. Restructure routes 356, 357 and 358 bus services to link the Mornington Peninsula to improve connectivity between Epping with the Frankston train line. A Rosebud to North and Craigieburn to provide improved Baxter SmartBus service will provide a high connectivity for new residential estates along capacity link with the proposed extension of the Craigieburn Road and link with railway stations, Frankston train line to Baxter. The SmartBus employment clusters and education facilities. will operate a high peak frequency (15 minute), extended operating hours, limited stopping iv. Improve on road bus priority across service. In the off peak, and on weekends, the Bundoora, South Morang, Epping, Epping service will operate at a 30 minute frequency, North and Mernda to facilitate improved service connecting with the train network to provide reliability which is currently severely affected by efficient services across the region. The road congestion.

8 Moving People Victoria  BusVic Moving People Victoria  BusVic 9 2. Increase Local Bus Service Funding by $300m Annually to 3. Increase Investment in On Road Priority for Buses Realise a ‘Turn Up and Go’ Network We need to mandate minimum service levels In delivering these minimum service level objectives Sydney, Brisbane, Perth and Adelaide have a key cornerstone of the solution. As is currently for the local bus network to bring about a ‘turn and to complement first mile/last mile access invested in prioritising the operation of their bus being demonstrated by a number of European up and go’ public transport paradigm. needs, we also propose the implementation of network and have received significant service cities, congestion management needs to be an Demand Responsive Public Transport (DRPT) as reliability benefits. Victoria however is lagging integrated approach involving many facets, of Increased frequencies and span of hours to align part of the public transport network to supplement behind. On road priority measures include: which public and active transport are critical the bus network with the train and tram networks service shortfalls. components. will make public transport more accessible across • Peak periods bus lanes for high occupancy the whole of transport journey, in particular in POLICY RECOMMENDATIONS vehicles and permanent bus lanes. POLICY RECOMMENDATIONS Melbourne’s growth corridors and regional Victoria. 1. Introduce minimum service levels for all local • Intersection priority for buses 1. Establish an on-road implementation steering Table 1 proposes a program to incrementally bus routes to align bus service offerings with • Bus jump lanes at intersections committee to identify and implement an on- improve all Melbourne and regional bus networks train and tram services, as well as providing • On street parking management during peak road priority program for public transport. to achieve a minimum service level by 2023. service coverage to reflect actual user needs. periods 2. The State Government to fund a recurrent 2. Fund the implementation of these minimum • Shared corridors with trams where practical capital expenditure program of $40 million per BusVic estimates upgrading the bus timetables to service levels with $300m over three years annum for 5 five years to target low hanging establish these types of service levels would cost then once implemented, $300m annually. The State Government should work with fruit infrastructure upgrades such as bus jump approximately $300 million over the first 3 years. operators, local councils, VicRoads, PTV and lanes at intersections, introducing peak period 3. To improve last mile access from Melbourne’s The ongoing recurrent additional expenditure TfV to identify and invest in infrastructure high occupancy vehicle lanes along congested train stations, in particular in Melbourne’s required to maintain these minimum service upgrades along transport corridors that give sections of corridors, bus priority signals at outer suburbs, flood the market with demand levels for the entire Victorian route bus network is priority to on-road public transport so as to intersections, and improved management and responsive public transport. estimated at $300 million per annum. improve the reliability of the service. To achieve design of on street parking. ongoing benefits, an infrastructure upgrade 3. Develop a strategy to manage the growing program should be a recurring budget item impact on Melbourne’s road network, including linked to an agreed network enhancement the allocation of public transport corridors on all strategy for the bus network. new and upgrade projects for the arterial road To support the implementation of this priority, we network in Melbourne’s Interface Councils. recommend the creation of a broader congestion management strategy of which public transport is

Table 1: Proposed Minimum Service Levels For Local Route Buses

10 Moving People Victoria  BusVic Moving People Victoria  BusVic 11 4. Invest More in High Capacity Buses and High Capacity Bus Services That Link Employment and Activity Centres We need to continue the expansion of high The 5-tiered bus network should be underpinned capacity buses and high capacity bus services by minimum service levels that feed into trunk to improve the interconnectedness of the public public transport services, with the Bus Rapid transport network and enable commuters to Transit (BRT) network designed to offer turn up better move across Melbourne. These services and go frequency. need to link population centres with employment BusVic recommend 23 new BRT and SmartBus clusters and activity centres, augmenting other Services (refer pages 12 & 13) that will deliver existing high capacity public transport (rail) a high capacity cross town public transport services. The Doncaster Area Rapid Transit (DART) network linking with activity centres and and university shuttle routes in recent times are railway stations. good examples of the concept. POLICY RECOMMENDATIONS High capacity bus services are best implemented in Melbourne’s outer and middle suburbs, in 1. Establish a BRT implementation steering group particular where rail services are not available, to formulate a scope of works and funding and to assist in managing the growing issue of program. road network congestion in car dependent areas. 2. Allocate planning and development funding for The high capacity bus network should not be at a new BRT network in Melbourne, prioritising the expense of local bus services, rather, should the implementation of the following corridors be an addition so that people can rely on a fully in Melbourne’s growth areas: integrated and efficient public transport network across all modes. • Frankston to Narre Warren via Cranbourne. The Government should establish a 5 tiered, • South Morang to Latrobe University via integrated bus network to support the improved RMIT. customer service objectives detailed above: • Werribee to Caroline Springs. • Bus Rapid Transit - high capacity routes in • Rosebud to Baxter. Melbourne’s growth corridors to provide rail 3. For existing high capacity bus services: equivalent service levels with a turn up and go service frequency that are anchored at key • Enhance SmartBus services - review activity centres. network to reflect customer travel patterns and be more efficient in the allocation of • SmartBus - cross town, high frequency, resources. extended operating hours. • Connect with employment clusters and • Trunk bus services - high frequency local activity centres. services that link key activity centres with major transport and residential hubs (i.e. rail • Improve connectivity with local bus connections, university shuttles, services to services (blend of local and commuter shopping centres). networks) to support the Plan Melbourne 20 minute neighbourhood concept. • Local bus services - lower frequency service that provide accessibility at a local level and • Expand SmartBus for middle and outer connect with high frequency services and Melbourne, in particular cross town community activity centres. services. • Demand Responsive Public Transport (DRPT) • Invest in on-road infrastructure to improve – demand responsive smaller bus services that performance and reliability. are myki enabled to improve first mile/last mile accessibility and connectivity.

12 Moving People Victoria  BusVic Moving People Victoria  BusVic 13 Figure 3: Proposed Bus Rapid Transit and High Capacity Bus Network 2018

14 Moving People Victoria  BusVic Moving People Victoria  BusVic 15 Improve Regional and Rural Public Transport Connectivity • Improve access for non-primary and high of on-line based booking and scheduling 5. school students to improve accessibility to programs that optimise the service offering to post secondary and training facilities in major provide optimum service levels to customers at a We need to improve public transport services in Commercially, the below average condition of regional centres. commercial return to the service provider. regional and rural Victoria to achieve the following the overall regional road network has significant • Open up access for non-students for The ConnectU trial in Warrnambool has been an outcomes: operational impacts for school bus, V/Line coach employment and other opportunities. industry led social enterprise that has demonstrated and charter bus services. Poor road quality an unmet demand for transport services by people • Better connections between rural towns and • Simplify the State’s student fare regime. Having condition increases driver fatigue, increases travel who are unable to access public transport and regional cities to access services, education, different eligibility criteria and fares between times, increases operating costs (driver wages, have no other means of personal transport. The employment, retail, health, and facilitate social modes and within the same geographic area fuel, maintenance, bus downtime), and reduces ConnectU service delivery model is a form of DRPT, engagement. makes understanding, administrating and the operating lifespan of buses. The longer term providing passengers with access to volunteer- • A better public transport network across complying to such regimes problematic. impact of this is increased contract service delivery based vehicles, and where practical public regional Victoria. costs for essential public transport services in • Working with local communities and school transport, to access particular journey needs, • A public transport system based on the travel regional and rural Victoria and poorer connectivity bus operators to introduce off peak bus and has been delivered in conjunction with local needs of the local community. between bus and train services. services which link isolated communities with not for profit agencies and health care providers. regional centres to complement existing public • Make better use of existing assets and We need a targeted upgrade of the country road ConnectU has shown that the service has grown transport services. infrastructure. network that is prepared and implemented in and responded to meet the travel needs of the conjunction with the local communities and The majority of the above actions can be delivered community in and around Warrnambool, with the • Support the growing regional tourism industry. coordinated with regional councils to deliver at little or no cost to government and provide cost per journey to provide the service reducing We recommend the following 5 initiatives be efficient road upgrades across the network. This enhanced mobility to regional Victorians, with in line with the increased demand for the service. implemented to achieve these objectives. program should be independently funded from the additional services being able to be delivered at The service is now at capacity and is about overall road network budget with a forward budget a) Fix our Country Roads marginal costs as the asset is already being funded to become an online DRPT system which will of 10 years that is reviewed on a regular basis. through the school bus contract. enable the expansion of operations to support The standard of Victoria’s country road network is Victoria’s south west road network is of particular enhanced transport accessibility for the broader of a concern to regional communities across the c) Demand Responsive Public Transport concern to industry and we recommend that this south western region. The DRPT solution seeks to state, particularly in west and south-west Victoria. area be prioritised from a funding perspective to Demand Responsive Public Transport (DRPT) is integrate all non-public transport service offerings Investment focus continues to be on the main improve safety and productivity for the region. an evolution of the old community transport model through a shared on-line platform that will highways at the expense of key local roads under that seeks to: fill the gap between public and provide customers, community service providers, b) Maximise the Value of the School Bus the control of local government. This approach private transport; offer last mile connectivity to councils and government agencies, access to an has significant safety and commercial impacts Victoria’s school bus network provides an and from high capacity public transport services on-demand, flexible, accredited, and low cost on Victoria’s regional communities. From a safety opportunity to improve mobility options for rural in Melbourne; provide public transport services in transport solution. The service will be interlinked perspective, the below standard roads directly lead and regional communities that have inadequate low population and difficult geographic locations with the local public transport networks to ensure to increased accidents, whilst also adding to the public transport services. Many rural and regional in Melbourne’s outer suburbs; provide public the most effective coverage for the community. school buses lay idle outside of school travel times transport services in regional and rural Victoria wear and tear on vehicles which, in turn, reduces We need to roll this system out in more regional and some social and economic activity being when needed, and; provide the link between rural their performance. There is also additional fatigue and peri-urban centres and Myki should be foregone because of eligibility requirements of Victoria and regional centres. Where cost has seen on drivers having to drive for longer and have more made available on these services to better focus on keeping the vehicle on the road. There is non-students’ use of school buses. the sustainability of the old community transport model erode over time, DRPT has become integrate the model into the mainstream public also the increased risk associated with impatient The ‘opening up’ of the school bus to non-students transport system and improve accessibility and drivers due to additional travel times caused by commercially viable within a social transport would see more efficient use of scarce resources context through the development and proliferation connectivity in these areas. reduced speed limits. and improved mobility options provided to many an isolated resident, continuing the tradition of the school bus being the life blood of the local community. To improve accessibility for students across all levels of education as well as improve the utilisation of school buses to facilitate personal access in regional Victoria, BusVic recommend the following: • Relaxing the 4.8 km distance criteria for rural students attending non-regional-city rural schools. Students who travel further than a reasonable walking distance should be entitled to access a rural dedicated free school bus service.

16 Moving People Victoria  BusVic Moving People Victoria  BusVic 17 d) Give Regional and Rural Coach Customers a The disadvantages of the current system are that: 5. An improved link through to V/Line website so • Charlton - fund the upgrade to the local road passengers can buy coach tickets on-line; network to allow the PTV approved extension Better Ticketing Solution • there is no possibility of paying your fare by of the Charlton service to Wooroonook to be Regional and rural public transport commuters credit or debit card, or even over the phone; 6. On board automated announcements; implemented. 7. Driver duress alarms; have endured a third-rate ticketing system for • customers who cannot pay by cash are allowed • Moe - expand operating hours of Route 11 decades. It’s hard to believe that in 2018 we are to travel on the coach and pay when they reach 8. Operator, state and customer real time tracking and 15 services to align with train services and still faced with such an inequitable reality. the rail station. This just adds to fare evasion; of bus; improve connectivity with other services. 9. Passenger counting by customer type; The optimal solution to this is for the entire State • customers do not receive any confirmation of • Morwell - Extend the coverage and span of to have one ticketing solution: myki. Such a V-Net booking numbers, which again just adds 10. Reporting capability. hours for Route 20 to provide public transport measure would dramatically improve the customer to fare evasion; experience and streamline both operators There are numerous benefits of having a V/Line access to the manufacturing site that will and governments front and back of house • it increases the likelihood of over loading or coach system-wide ticketing system as outlined produce components for the High Capacity administrative requirements. getting a seat on the train as the manifest does above: the customer experience would improve Metro Trains project. not include tickets sold since manifest was markedly; the coach would meet more trains; on- • Mornington Peninsula - Introduce a SmartBus In the event that the state-wide proliferation of printed; time running would improve and patronage would myki is unaffordable or just not possible, there most likely improve. service between Rosebud and Baxter to is an alternative. There is an opportunity for V/ • the actual time required to physically process connect local communities with the proposed Line coaches to have one system-wide fares and and write the tickets increases the chances of BusVic can deliver on all of these requirements for Frankston train line extension. The service ticketing system. the coach missing the train connection; the government for $11,000 per coach in up-front will offer a 15 minute, limited stopping, peak capital expenditure, then $5,600 per coach, per period service, with a 30 minute off peak and The current ticketing systems on V/Line coaches • coach drivers are storing too much cash which annum, in recurrent service/maintenance costs. weekend frequency, and operating hours are inconsistent and in most cases, manual, clunky creates driver safety and security issues; linked to the Frankston line train service. and archaic. Drivers are required to ask what type e) Quick and Easy - Regional Route Bus Service • there is no real time load counting which has Upgrades of ticket the passenger needs (full or concession emergency management implications for both • Corangamite Shire - Extend the route bus fare), where the passenger is going, look up the operators AND V/Line, now the procurer is in • Geelong - increase frequency of appropriate service that operates between Camperdown, price manually, calculate and process the fare and the chain of responsibility. services to align with train timetable, and Cobden & Timboon through to Port Campbell take cash only, give the passengers change, hand increase weekend span of operating hours on to provide a public transport option for the write the date, departure point, destination, ticket To address this, regional and rural passengers all services. local community. type and how many people travelling on the ticket, should be afforded the same degree of amenity • Great Ocean Road - Anglesea, Torquay, Lorne, We estimate these service upgrades would and do manual load counts. as metropolitan passengers and myki should be rolled out state-wide. In the event that Apollo Bay, Warrnambool - supplement the cost $22m over four years. a state-wide rollout of myki is not possible, existing V/Line service. POLICY RECOMMENDATIONS: V/Line should invest in a ticketing system that • Stawell - link the town route service with Halls 1. Introduce minimum service levels for public has: Gap. transport to improve connectivity with 1. A point of sale device and printer on each • Introduce a new route service between Torquay economic and social outcomes. coach with the ability to process electronic and Anglesea. 2. Implement programs to improve underutilised payments; • Paynesville to Bairnsdale - additional morning bus resources including school buses in 2. Wi-fi on each coach; and afternoon weekday peak services. regional and rural areas to provide improved 3. GPS positioning on each coach; connectivity with regional centres. • Kilmore town service - extend the coverage of 4. An interface allowing data flows to/from V-Net the service, increase weekday frequency, and 3. Introduce Myki enabled DRPT to provide the to facilitate the recording of all point of sale on- introduce a weekend service. first mile/last mile links as well as fill in service bus electronic ticket sales to replace current gaps on the Victorian public transport network. hand written tickets and pre-booked VNET • Buloke Shire - improve public transport linkages tickets; through additional morning and afternoon 4. Establish an ongoing road maintenance fund peak services to connect Donald and Birchip for the regional road network that encompasses with Ballarat, and Wycheproof with Bendigo both local and state managed roads. to improve access to employment, health and 5. Implement Regional Accessibility Committees education services. as identified in the RNDP. • Wangaratta - introduce a new service to 6. Allocate $5 million funding per annum for 4 connect growth areas to the public transport years to roll out DRPT services in 5 additional network and expand Saturday operating hours. key locations in Victoria, ideally Latrobe Valley, • Yarrawonga - introduce a school special Shepparton, Wyndham, Whittlesea, and and upgrade the current adhoc service to a Mornington Peninsula. dedicated town service. 7. Proliferate myki state-wide. In the event that this cannot be done, V/Line should procure the coach system-wide solution espoused herein.

18 Moving People Victoria  BusVic Moving People Victoria  BusVic 19 Improve The Customer Experience iii. We also need to install Passenger Information POLICY RECOMMENDATIONS 6. Display Screens (PIDS) and have automated 1. Allocate $20m over four years to have announcements on all route buses, just like trams, Wi-Fi rolled out on all metropolitan and regional to improve on-board customer information and Customer’s expectations and needs of the public BusVic is ready to roll out a staged installation route buses by 2022. transport network has changed at a rapid pace program for route buses across the state, initially satisfaction. Buses also need to have people over the last twenty years. There are multiple targeting regional Victoria and Melbourne’s counters to improve reporting accuracy and 2. Mandate USB phone charging ports be initiatives that could be implemented quickly, outer suburbs to further enhance community planning for service investment. This would cost installed in seats on all new buses delivered easily and affordably that will increase the connectivity with the public transport network. $30m over four years. as of 2019. attractiveness of the public transport network iv. Customers need to be able to track buses in 3. Update route bus procurement requirements to to new customers and help maintain existing real time. At present bus tracking is inconsistent standardise on board information technology ones. and often shows where the timetable says the hardware and software to generate consistent a) Introduce Free Wi-Fi bus should be, rather than showing where the bus operational data across the fleet to improve actually is. So, to improve the customer experience customer information, network management, Customers want free wi-fi on the public transport and to maximise one’s personal productivity, all and service planning. network. Free wi-fi enables customers to use data customers need to be able to track their bus in other than their own and enhances the customers 4. Industry, local and state government to real time. This investment must occur. experience, enabling many to work and travel at work collaboratively to include accessibility the same time. to all stops across the state, including the implementation of state-wide consistent BusVic trialled an integrated onboard Wi-Fi and guidelines for the construction of bus stops. information technology solution on 20 route buses across Melbourne in 2017 and a full scale roll out 5. Install bike racks on route buses in a staged is now possible – it just needs to be funded. It will rollout over a four year period to increase public cost approximately $15m over four years to have transport connectivity and improve customer free wi-fi on 1,900 metropolitan route buses, or inter-modality. $20m over four years to have free wi-fi on all 2,500 USB Charging Ports route buses state wide. BusVic is working with local bus operators and b) Introduce USB Charging Ports on Buses manufacturers to develop a local bike rack that Customers also want to be able to charge their is manufactured in and creates jobs in Victoria. devices while travelling. Mandating the inclusion Doing this will increase intermodality, patronage of USB charging ports on all new route buses and the customer experience. Each bike rack would be a very nominal increase to the purchase costs approximately $3,000, so to install a rack on price of a bus (which is paid for over 14 years). each contracted route bus over four years would cost $7.5m. c) Install Bike Racks on Buses d) Bus Stops & Real Time Data Bike racks on route buses have been operating successfully on 4 Victorian routes for 2 years. i. BusVic supports the development and The program has been particularly successful in implementation of minimum bus stop standards by regional Victoria by offering customers a new way PTV. This includes improved customer information to connect with the bus network. Customers who and safety at bus stops, DDA compliance to previously could not access the local bus service improve accessibility for all customers, enhanced due to distance, can now ride their bike to the local way finding to support intermodal public transport Bike racks on buses increase customer inter-modality and satisfaction bus stop and catch the bus. journeys and improved access for buses. This program needs to secure ongoing funding to support the upgrade of existing stops to meet this standard. ii. Bus interchanges, in particular at rail stations and at shopping centres, need to have improved real time travel data on display to allow for efficient journey choices, in particular to support intermodal journeys. Improved signage and way finding to facilitate movement through the interchange is important in supporting an efficient multi modal customer journey.

Customers want free wi-fi on trains, trams and buses On-board journey information and automated announcements increase customer satisfaction

20 Moving People Victoria  BusVic Moving People Victoria  BusVic 21 Make the Transport Regulatory Environment More b) Driver Authority is based on an unrealistic 65kg per passenger 7. calculation). The request for these changes does We need a national licensing approach that Productive not result in any additional carrying capacity for mutually recognises heavy vehicle licenses and the vehicles, but rather rectifies an inconsistency a) Break Down the Regulatory Silos matters including service delivery obligations and driver authorities between jurisdictions and allows the procurement and delivery of transport related in the ADRs and reflects the current actually In Victoria there are 16 transport regulators and/or easy transfer, without having to undertake further infrastructure. operating environment across Australia. agencies, whereas every other State and Territory driver testing or medicals etc. if a driver moves in Australia has one or two. This should change The model will have a single board and Transport from one state to another. The license should In 2017, the mass of 2 axle buses was increased so our regulatory environment can be more Commissioner reporting directly to a single be accepted on face value for meeting all the nationally to reflect these operational requirements, productive. Minister for Transport, coordinating across the requirements to drive in each State. lifting the operating mass of compliant buses from 16 tonnes to 18 tonnes. Nationally, the bus entire transport portfolio. Currently drivers and operators are affected by Firstly, transport needs to be its own department. industry is advocating for an increase in mass for the cost and administrative burden in meeting the Having transport bundled up with economic The Minister for Transport will be supported by 3 axle buses from 20.5 tonnes to 23.0 tonnes to differing requirements and actually applying for development, jobs, resources is not working. Parliamentary Secretaries with responsibility for reflect the current operating conditions for buses the Public Transport, Roads and Ports and Aviation the second/alternative licence and authority. To Secondly, the government should remodel the in the country. The technical and policy review for portfolios within the Transport Commission. A date, New South Wales and Victorian authorities transport regulatory structure to an integrated this change is being manage through the National policy secretariat to the Minister will provide have introduced a mutual recognition process Transport Commission model, similar to the Transport Commission (NTC) with no set timeframe departmental support across policy, regulation, which recognises a current heavy vehicle licence Transport for London model. to deliver an outcome on this issue. legislation and funding. and drivers’ authority from another State. However The Commission will be responsible for the existing legislative requirements in both States BusVic suggests that, as an interim measure, that So rather than having 16 separate entities, this preparation of a clear and endorsed long term still leads to some other unnecessary/duplicative the State Government introduce a permit system model contemplates 1 entity with numerous planning strategy that is supported by an agreed requirements for example completion of forms, to increase the operational capacity of all 3 axle divisions. This will facilitate greater integration of funding model. The strategy will address key payment of application fees, and driver record buses to 22.0 tonnes to align with the permit transport objectives. This proposed new structure checks. Importantly, this existing red tape just system being introduced into NSW. Additionally, is presented in Figure 4. delays the newly employed driver commencing at the federal level, BusVic suggests that the State work. In some cases, there can be a 12 week Government, the NTC, the NHVR and other state Transport Commission Victoria - Proposed Corporate Model lag between being employed by an operator and road authorities pursue a minimum 23.0 tonne

actually commencing work, which is unacceptable. operating capacity for all compliant 3 axle buses. Department of This needs to be fixed. Transport Minister for Transport Transport POLICY RECOMMENDATIONS Ombudsman c) Increase 3-axle Mass Limits Policy Secretariat Parliamentary Secretaries: (Incorporating 1. Consolidate the amount of transport to Minister Public Transport PTO, TSC, other) The bus industry has been advocating at the agencies/regulators to increase inter-agency Roads national level to increase the mass limit of 2 axle communication and effectiveness and deliver Ports andAviation and 3 axle buses to reflect the current requirements a fully integrated transport authority that has for manufacturers to present vehicles that are responsibility over policy, planning, service compliant with regulatory obligations (including delivery and funding of transport across the TCV Board DDA passenger access devices such as wheel state. (5 TCV Directors, 1 Transport Commissioner chair lifts and ramps, emissions standards and Department of Transport for Victoria 2. Introduce mutual recognition for driver Director, 6 Independent vehicle safety) which has driven up vehicle tare Directors) authority. weights, as well operating at the legal passenger capacity as per the ADRs (Passenger capacity 3. Introduce standard national vehicle approvals and access protocols for all 3 axle buses.

Transport Policy Public Transport Commercial Ports and Aviation Major Projects Corporate Transport Safety and Planning Roads Division Service Delivery Passenger Vehicle Division Division Services Victoria Division Division Division

Trains Delivery Public Transport Regional CFO Metropolitan and Authorities Regional

Asset Division Roads Metropolitan Trams (Formerly VicTrack)

Freight, Logistics Licenscing Buses Finance and Marine

Figure 4: Proposed Transport Comission Victoria Corporate Structure Page 4 of 4

22 Moving People Victoria  BusVic Moving People Victoria  BusVic 23 Develop and Implement an Integrated Tourism Strategy c) National Parks Consistency If it is possible to make any inroads into any of 8. these initiatives set out above, obviously the BusVic supports the development of a single, return would be extremely significant not just to national permit system for access to all National bus operators in terms of reducing their direct and BusVic has identified the following 3 actions to A significant proportion of tourists that come to Parks and calls for the current system to be indirect costs, but it will be particularly beneficial support the continued development and growth of Melbourne are part of organised programs, usually reviewed under the regulatory reform and to the tourism industry in the state which would tourism across Victoria: meeting a tour bus at the airport. Melbourne Airport harmonisation process. has long been seen as the gateway to the city and deliver strong economic return, particularly to a) Enhance Accessibility and Amenity in the rest of Victoria, with visitors travelling via bus Currently each State has different requirements regional Victoria. Regional Victoria to gain access to National Parks. This creates directly from the airport to either the Melbourne POLICY RECOMMENDATIONS The Victorian Visitor Economy Strategy identified CBD or a destination in regional Victoria, with duplication, excessive paperwork and the need to better connect Victoria’s regional these destinations becoming the first experience administrative costs for operators, making the 1. Industry, state government and COAG to tourism locations with transport options. Tourism many of these visitors will have of our State. left hand side of many a coach windscreen often collaborate to develop and implement a strategies such as the Victorian Shipwreck Coast resemble a patchwork quilt of permit stickers. single national permit system for access to all To ensure that this transition is efficient and Master Plan is a key document that seeks to redress National Parks. comfortable, it is important that the land-side This duplication and lack of a national approach is access shortfalls to a key tourist destination in the transport task is managed effectively. Melbourne impacting on the viability of some coach operations 2. Bolster coach access at Melbourne Airport state and has been developed working closely Airport Corporation is currently upgrading their to enter National Parks. This is compounded by and Southern Cross station. with the local communities, tourism businesses, land-side transport interface which will impact the multitude of park guide training requirements transport providers and government agencies. 3. Develop and implement a tourism infrastructure how bus services interact with the airport. It is to gain access to National Parks or the other program to enhance accessibility and amenity BusVic recommends the development of critical that this activity be completed and access alternative of paying the cost of a local guide to to key tourism regions across the state. an implementation program that supports to coaches and tourism operators be maintained gain access. improved infrastructure to enhance accessibility and expanded in line with the expected growth of and amenity to key tourism regions across the international visitors through the airport. state. The implementation program should be At the other end, the Melbourne CBD has underpinned by an agreed funding program undergone a major construction boom, with road and should be developed in conjunction side parking becoming a critical issue. BusVic has with the tourism industry, local councils, and been actively engaging with the City of Melbourne government agencies. to ensure tourism and charter bus parking bays b) Securing Bus Access and Parking Facilities are retained. in the Melbourne CBD and Airport, as well as It is recommended that Visit Victoria continue Key Tourism Destinations Across the State to engage actively with Melbourne Airport and Melbourne Airport had approximately 37 million the City of Melbourne to facilitate appropriate passengers use the terminal during 2017. Of access to support the demand of the tourism those, approximately 11 million were international sector. tourists.

24 Moving People Victoria  BusVic Moving People Victoria  BusVic 25 Local Procurement for Local Jobs POLICY RECOMMENDATIONS 4. Establish an industry working group to re-set 9. vehicle performance and design requirements 1. State Government should set a minimum to support the manufacture of bespoke buses procurement local content level for all Victorian to meet Victoria’s public transport needs. The Australian bus market is a bespoke b) Locally Designed and Built contracted route bus operators. manufacturing sector and has undergone a 5. Manufacture small to medium size low floor At present, buses operating in Australia are 2. State Government should invest in battery major transformation over the past decade due buses to comply with DDA requirements as based around European standards and vehicle electric bus design and manufacture in to competition from Europe and China as well as well as respond to the need to introduce more technologies. These buses need to be modified to Victoria and support the development of a pilot changes in manufacturing processes. demand responsive public transport services ensure they comply with accessibility standards network to trial operational and infrastructure aligned to population and geographic changes. The Victorian commercial bus industry directly (Federal Disability and Discrimination Act (DDA)) requirements. employs approximately 8,000 persons across and other local performance obligations often 6. State Government and industry establish a 3. State Government should implement a staged route, school bus and charter services, with resulting in suboptimal design outcomes for the knowledge and learning centre for electric BRT network in Melbourne. 80% (6,400) employed in the operation of bus passenger. The ability to design and manufacture vehicle design and manufacture to encompass services and 20% (1,600) in manufacturing and bus configurations that meet Australian not only bus but other forms of electric vehicles. maintenance. When you incorporate community requirements will improve the customer service transport and private bus operations, the bus outcomes and support the creation of a competitive industry, across all operations, manufacture and bespoke local manufacturing opportunity. maintenance, employs over 24,000 Victorians. Volgren in Dandenong is a local bus manufacturer Importantly, each bus purchased from Dandenong that is leading the industry in progressing with keeps nearly five Victorians in jobs.1 locally designed and manufactured buses to a) Local Procurement Policy suit the changing needs of the Victorian public transport task. As well as working with the local The State Government should mandate local industry to design safer buses, Volgren is also content standards when making procurement designing low floor DDA compliant buses to suit decisions for all aspects of public transport, the demand responsive public transport model including all bus services, ensuring it is a compulsory requirement for bidders and existing contractors to state how and to what extent their bid contemplates local investment. The retention of funds in the local economy and supporting of local employment is fundamental to the government receiving various taxation revenues, directly and indirectly, so those funds can be reinvested in the infrastructure and services we need. The procurement process should also detail the overall impact of the final procurement decision on the overall economic position of the state.

1 The economic benefits of local bus manufacture. National Institute of Economic and Industry Research. October 2015. and is currently manufacturing hybrid buses that are in operation in the Latrobe Valley. Volgren is currently working with component manufacturers in Europe to design a fully electric route bus for operation on Victorian roads by 2023. The opportunity exists for operators and the government to work with local manufacturers to support the development of locally produced electric buses that will transition the industry towards an emission free operating environment across all service needs whilst creating a high- tech hub for manufacturing, training and learning in Victoria.

26 Moving People Victoria  BusVic Moving People Victoria  BusVic 27 Improve Driver, Passenger and Public Safety c) Heavy Vehicle and Commercial Passenger d) Passenger Safety 10. Vehicle Roadworthiness BusVic has worked with Transport Safety Victoria All owners of heavy vehicles are obliged to have (TSV), the Victorian Police, Metro Rail, Yarra Trams, a) Driver Safety • Amend the Sentencing Amendment their vehicle undergo an annual independent, TfV and PTV to identify safety measures to improve (Emergency Workers) Act 2014 to be broadened Driving a bus is one of the most hazardous mandatory roadworthy certification/inspection passenger and driver safety on the bus network to include essential service workers, then occupations in terms of health. Verbal and physical process. as part of an overall safety improvement across include bus drivers as essential service workers the entire Victorian Public Transport network. assaults by passengers on bus drivers seem to be Commercial Passenger Vehicles (CPV), so tougher penalties apply for assaults on bus Advancements in technology allow operators to increasing. Investigations by BusVic estimate that however, are a different story. The current drivers. now live stream CCTV footage directly to base there are around 200 reported and non reported Commercial Passenger Vehicle Industry Act to monitor any incidents live to enable a prompt instances of physical abuse of bus drivers by • Deploy PSO’s and dedicated Authorised and Regulations do not specifically address this response from police, PSOs or Multi Modal passengers per year. This needs to change. Officers (AO) to bus services, particularly night issue for vehicles covered by the Act, although bus services. Authorised Officers (MMAO). The cost implications of this reality cannot be we note it is a condition of registration of a underestimated. The financial costs to the State b) Volgren Safe Bus Design vehicle. The data currently available suggests The implementation of this capability is part of the that obtaining independent, mandatory broader push by BusVic and operators to have a of dealing with mental health issues is increasing Operators and Volgren have been working together roadworthy certificates/inspections, including single integrated information technology system significantly. There is a material financial impost to for over 3 years to develop a new bus design that roller-brake testing, is an effective method for that not only improves customer information employers of dealing with workers compensation physically segregates the driver from passengers, reducing the road toll and improving public and accessibility, but provides enhanced safety claims in both dollars and general resource time, adopting a tram style compartment arrangement, safety. outcomes. as well as significant social and future economic whilst still maintaining seating capacity and costs for the person involved and their families. utilising systems to monitor customers from a With more diverse vehicle types being used for POLICY RECOMMENDATIONS Claims made by passengers also require significant public transport, such as demand responsive safety perspective. The bus design gives the 1. Legislate the requirement for all heavy and time and resources to understand, respond to and buses, taxis and last mile/first mile ride sharing driver a greater degree of safety. As this design commercial passenger vehicles to have a settle. vehicles, there will need to be a greater focus on precludes the driver from asking passengers to mandatory and independent annual roadworthy legislating independent vehicle safety assessments BusVic and its safety taskforce has developed pay, myki technology that enables people to touch inspection. and began implementing a strategy to address on/off, buy a myki and top up would need to be to provide the confidence to the travelling public this. The first action has been to reach agreement installed on the bus. that their every day journey will be a safer one. 2. Increase the number of Multi Modal Authorised Officers deployed on bus services. with PTV to retrofit driver safety/security screens It is proposed that the Next Gen buses be trialled Heavy vehicles also play a vital role in our economy throughout the metropolitan and regional route with the necessary ticketing equipment on high but because of their mass, they are potentially 3. Mandate the installation of real time back to bus fleets within an agreed time period. patronage routes that link activity centres (i.e. extremely dangerous. The Bureau of Infrastructure, base on board CCTV cameras on all contracted BusVic advocates for two key legislative changes universities, shopping centres). Transport and Regional Economics’ (BITRE’s) route and school buses for improved passenger that would help the industry’s endeavours markedly Road Trauma Involving Heavy Vehicles Crash safety. and give bus drivers some more peace of mind Statistics (2017) compares articulated trucks, 4. Improve lighting, CCTV and way finding at with regard to their safety and security: heavy rigid trucks and buses and the amount of major transport interchanges and at the end of deaths from crashes involving heavy vehicles. This line. data confirms that the fatal-crash rates of buses are only on average 20% of fatal-crash rates of 5. Amend legislation to include bus drivers as articulated trucks. Why is this so? essential service workers. Bus operators in most states of Australia must comply with rigorous accreditation regimes that place maintenance and information-management obligations on the operator, the bus and the driver. Included in these requirements is the mandatory obligation for operators to ensure their buses or coaches have an independent, annual roadworthy certificate/inspection undertaken, which includes a roller-brake test. In some states, the frequency of such checks is bi-annual. Other heavy vehicles such as articulated trucks and heavy rigid trucks do not have such requirements. This should be addressed.

28 Moving People Victoria  BusVic Moving People Victoria  BusVic 29 2015 BusVic Maintenance Conference and BusExpo, Melbourne Convention and Exhibition Centre, July 2015

30 Moving People Victoria  BusVic Moving People Victoria  BusVic 31 Bus Association Victoria Inc is the voluntary professional association for Victoria’s accredited route, school, tour and charter bus and coach operators. We represent the best interests of members in a variety of ways, most importantly in respect of their relationship with Government and its Agencies, including contract negotiation and legislative and regulatory compliance. We also deliver a suite of products and services to the industry that add value to member operators’ businesses. BusVic extensively and strategically invests in research and development on procurement, social, economic, environmental, governance and safety factors on behalf of a ‘community of interest’, a collective of like-minded family businesses that form the Victorian bus and coach industry. BusVic is owned and controlled by its members and it applies ‘co-op’ principles and values in its day-to-day operation. BusVic’s members’ have a trans-generational commitment to getting their customers home safely. This is the ultimate promise member operators make to each other, to their customers, to their staff, and to the various stakeholders in the communities in which they operate. Safety is at the heart of everything that BusVic member operators do.

Chris Lowe Executive Director Bus Association Victoria Inc. PO Box 125 PORT MELBOURNE VIC 3207 AUSTRALIA

Telephone: +61 3 9645 3300 Email: [email protected]

30 August 2018

32 Moving People Victoria  BusVic