Bayside City Council Public Transport Advocacy Statement August 2013

Content

1.0 What is the role of the Public Transport Advocacy Statement 1

2.0 Feedback from the Bayside Community 8

3.0 Challenges for Bayside 12

4.0 Advocacy Actions and Challenges Requiring Further Analysis 21

5.0 Next Steps 23

1.0 What is the role of the Public Transport Advocacy Statement?

In April 2013, Bayside City Council adopted the Bayside Integrated Transport Strategy (ITS). The ITS, as part of its recommendations, identifies the need for Council to develop a Public Transport Advocacy Statement (PTAS). The ITS recommends that ‘Council develops a Public Transport Advocacy Statement based on identified gaps in service and infrastructure provision, which are beyond Council’s control, to advocate for deliverable improvements for the needs of Bayside residents and visitors.’

A key point made by the ITS is that the public transport system is often the responsibility of other agencies, such as Public Transport Victoria and Department of Transport. While Council can improve connectivity between walking, cycling and public transport and improve the street environment around public transport stops (including footpath quality, pram ramps, lighting, seating etc), its main role is one of advocacy. By further developing its relationships with State Government agencies and other councils, Bayside City Council can effectively advocate for more frequent and reliable transport services, greater safety at stops and stations, and the delivery of a more integrated transport network within the municipality for the benefit of the Bayside community.

To be an effective advocate, Council needs to have a clear, justified position around what improvements are required to the public transport system in Bayside to achieve its transport vision. This document represents the start of the development of a Public Transport Advocacy Statement (PTAS) for Bayside City Council and draws its approach from Council’s adopted position of the ITS. The PTAS will be a living document that will be developed over time as more detailed research and analysis is undertaken. This document provides the direction on the actions to be taken in order to develop a final PTAS document, discussed in chapter 5.

Once finalised, the PTAS will be placed on exhibition to obtain endorsement from the community and key stakeholders on Council’s public transport advocacy position.

This document has been structured to:

Outline the existing public transport services available within Bayside; Outline community feedback relating to public transport within Bayside; Identify the challenges relating to public transport within Bayside; Identify the proposed advocacy actions that Council is in a position to advocate for; and Identify those issues that require further analysis in order to inform Council’s advocacy position.

1.1 Current Public Transport Services Within Bayside

1.1.1 Train Services

The City of Bayside is served by two rail lines; the Sandringham line which extends into the northern and central parts of the municipality and the Frankston line, which runs through and along the border with Kingston and Glen Eira council’s to the east. There are six stations on the Sandringham line and three on the Frankston line within Bayside, as set out in Table 1, over page.

Table 1: Train stations serving Bayside residents

Sandringham line Frankston line (City to Sandringham – Sandringham to City): (City to Frankston – Frankston to City): Gardenvale Moorabbin (adjacent to municipal boundary)

North Brighton Highett

Middle Brighton Cheltenham

Brighton Beach

Hampton

Sandringham

Along the Frankston line train service frequencies are at least every 10 minutes between 7.30am and 7pm each weekday. Half of these services run via the city loop, and the other half run direct to Flinders Street. After 7.45pm the service frequency is generally every 20 minutes. Weekend services run at 10 minute intervals between 9.30am and 6.30pm. After 6.30pm the service frequency is generally every 20 minutes and then changes to a half-hourly frequency after 7.30pm.

Along the Sandringham line train service frequencies are at least one train every 10 minutes during peak hours and every 15 minutes during other times on weekdays before 8pm. After 9pm the frequency drops to one train service every 20 minutes. There are no Sandringham line services which run right through the city loop, restricting access to some parts of the central business district grid. Weekend services are also at 20 minute intervals.

1.1.2 Bus Services

Bus services within Bayside are generally underutilised. This is a result of a low frequency bus network as well as residents often being unaware of the destinations and corridors that each bus route serves.

Within Bayside bus services fall into three categories: local bus routes, main bus routes and bus routes that are part of the Principal Public Transport Network (PPTN). Services that are part of the PPTN usually have higher frequencies and a greater span of hours than the main and local bus services. There are currently 15 bus services that operate within the City of Bayside and these are outlined below. Given that a number of the bus services within Bayside serve similar corridors, a number of them have been grouped together.

Bus Route 216 - Brighton Beach – Caroline Springs Bus Route 219 – Gardenvale – Sunshine Park

Both Route 216 and Route 219 are classed as main bus routes and are both over 35kms in length. The two routes operate in the same corridor between Bayside and Sunshine and both traverse Melbourne’s CBD. However, at either ends of their routes the two bus services have different termini within Bayside:

Route 216 operates to/from Brighton Beach Station, whilst at its north-western end it operates to/from Caroline Springs; and

Route 219 operates to/from Gardenvale Station and North Brighton Station, whilst at its north-western end it operates to/from Sunshine Park.

Both Routes operate on a 30 minute frequency every day except Sunday when the frequency reduces to a 60 minute frequency.

Bus Route 600 – Southland Shopping Centre – St Kilda (via Beaumaris, Sandringham and Brighton) Bus Route 922 – Southland Shopping Centre – St Kilda (via Beaumaris, Sandringham and Brighton) Bus Route 923 – Southland Shopping Centre – St Kilda (via Beaumaris, Sandringham and Brighton)

Routes 600, 922 and 923 are each classed as main bus routes and operate similar routes between Southland and St Kilda. They run parallel to each other along significant stretches and in some segments have coordinated timetables (with services off-set by fifteen minutes). Route 600 operates between Southland and Sandringham except in the peak time when it is extended to St Kilda. Routes 922 and 923 both operate over the whole corridor for the entire day.

Each of the bus routes serve Beaumaris but have slightly different route variations. Route 600 operates via Charman Road, Balcombe Road and Tramway Parade. Route 922 operates via Charman Road, Weatherall Road and Reserve Road. Route 923 operates along the full length of Charman Road and Beach Road.

Between Sandringham Station and St Kilda, Routes 600 and 923 operate identical routes. However, Route 922 operates via Hampton Street, Holyrood Street, Male Street, Wilson Street and Bay Street after which it runs parallel with Routes 600 and 923.

Route 600 currently operates on a peak time frequency of 15 minutes compared to 30 minutes and 40 minutes on Route 922 and Route 923 respectively. The combined frequency of routes 600, 922 and 923 between Southland/Cheltenham and Sandringham Station, is 12 minutes in the peak and 15 minutes at off-peak times.

Bus Route 606 – Elsternwick – Fishermans Bend (via Port Melbourne)

Route 606 operates between Elsternwick and Fishermans Bend on a 40 minute frequency on weekdays and reduces to a 60 minute frequency at weekends. A small segment of the route operates within the northern part of Bayside via Rusden Street, New Street, Bent Avenue and St Kilda Street.

Bus Route 626 – Middle Brighton – Chadstone Shopping Centre (via McKinnon and Carnegie)

Route 626 operates between Middle Brighton and Chadstone Shopping Centre (via McKinnon and Carnegie). Within Bayside Route 626 operates in the Brighton area via Male Street, Wilson Street, St Andrews Street and Bay Street and then crosses Nepean Highway to operate via Hawthorn road and Union Street, Brighton East, before heading towards Chadstone Shopping Centre. Route 626 operates on a 30 minute frequency on weekdays and reduces to a 30 minute frequency at weekends.

Route 630 – Elwood – Monash University (via Gardenvale, Ormond and Huntingdale)

Route 630 is a principal bus route and operates between Elwood and Monash University (via Gardenvale, Ormond and Huntingdale). Within Bayside a small segment of the route operates within the north of the municipality via Bent Avenue, St Kilda Street, Head Street, Drake Street, Martin

Street and Gardenvale Station. Route 630 operates on a 12 minute frequency during weekday peaks and a 20 minute frequency during weekday off-peaks. This frequency reduces to 30 minutes during weekday evenings and a 40 minute frequency at weekends.

Bus Route 703 – Middle Brighton – Blackburn (via Bentleigh, Clayton and Monash)

Route 703 is a principal bus route and operates between Middle Brighton and Blackburn (via Bentleigh, Clayton and Monash). Within Bayside Route 703 operates in the Brighton area via Male Street, Wilson Street, Halifax Street, Hammond Street, Hampton Street and Centre Road. Route 703 operates on a 10 minute frequency during weekday peaks and a 15 minute frequency during weekday off-peaks. This frequency reduces to 30 minutes on a Saturday and 45 minutes on a Sunday.

Route 708 – Hampton – Carrum (via Southland Shopping Centre)

Route 708 is a main bus route and links Hampton to Carrum via Highett, Southland, Mentone, Parkdale, Mordialloc, Aspendale Gardens and Chelsea Heights. Within Bayside Route 708 operates in the Hampton and Highett areas via Hampton Station, Hampton Street, Ludstone Road, Bluff Road, Wickham Road, Worthing Road and Highett Road. Route 708 operates on a 30 minute frequency during weekdays and reduces to a 60 minute frequency at weekends.

Route 811 – Brighton – Dandenong (via Heatherton Road, Springvale) Route 812 – Brighton – Dandenong (via Parkmore Shopping Centre)

Routes 811 and 812 are main bus routes and operate in tandem between Brighton Town Hall (Wilson Street) and Dandenong via Moorabbin, Cheltenham, Mentone and Dingley Village. The two routes follow an identical path between Brighton and Dingley Village, after which the two routes approach Dandenong in very different directions. Within Bayside the two routes operate via South Road, Roslyn Street, Dendy Street, Well Street, Male Street (for Middle Brighton Station); then via Wilson Street, St Andrews Street and Church Street.

Each route operates on a 60 minute frequency on weekdays, effectively providing a combined 30 minute frequency bus service within Bayside. However, at weekends the two routes are combined to run at a 60 minute frequency, with just one bus an hour serving Bayside.

Route 822 – Sandringham – Chadstone Shopping Centre (via Southland and Murrumbeena)

Route 822 is a main bus route and provides an east-west connection within Bayside between Sandringham and Southland Shopping Centre and then as a north-south connection between Southland Shopping Centre and Chadstone Shopping Centre. Within Bayside Route 822 operates via Station Street (Sandringham), Bay Street, Jack Road, Park Road and Charman Road. Route 822 operates on a 30 minute frequency during weekdays and a 40 minute and 60 minute frequency on a Saturday and Sunday respectively.

Route 823 – North Brighton to Southland Shopping Centre (via Moorabbin)

Route 823 operates as a weekday only local service between North Brighton and Southland via Nepean Highway. Within Bayside, Route 823 operates from the terminus at North Brighton Railway Station and runs via Bay Street, St Andrews Street, Durrant Street, Hampton Street, Marriage Road, Balfour Street, Dendy Street and Nepean Highway to Moorabbin Railway Station (Nepean Highway Service Road), then via Nepean Highway to Southland Shopping Centre. Route 823 operates on a 60 minute frequency between 7am – 6.30pm.

Route 825 – Moorabbin Station – Southland Shopping Centre (via Black Rock and Mentone)

Route 825 provides a local service between Moorabbin Station and Southland Shopping Centre via Black Rock and Mentone. Within Bayside Route 825 operates via Keiller Street, Carrington Street, Spring Road, Wickham Road, Bluff Road and Balcombe Road. Route 825 operates on a 20 minute frequency on weekdays before reducing to a 60 minute frequency after 7.40pm. On Saturdays the bus service operates on a 30 minute frequency up until 1.35pm and then reduces to a 60 minute frequency. On a Sunday the service operates at a 60 minute frequency.

Route 828 – Hampton Station – Berwick Station (via Southland Shopping Centre and Dandenong)

Route 828 provides a principal service between Hampton Station and Berwick Station via Southland Shopping Centre and Dandenong. It is a relatively direct service and serves a regional function, but within Bayside it has a more local nature with local patronage generally using the service to reach either Hampton or Southland Shopping Centre.

Within Bayside Route 828 operates via Hampton Station, Willis Lane, Fewster Road, Edingburgh Street, Thomas Street, Sargood Street and Highett Road to Highett Station. From Highett Station the service runs via Highett Road, Graham Road and Bay Road to Southland Shopping Centre. Route 828 operates on a 20 minute frequency on weekdays before reducing to a 30 minute frequency after 7pm. At weekends the service operates on a 60 minute frequency.

NightRider Route 970 – City – Frankston – Mornington – Rosebud

NightRider buses provide a safe, easy and inexpensive alternative for late night travel on weekends. Buses travel between the city (Swanston Street) and Melbourne's outer suburbs, every half hour between 12.30am – 4.30am on Saturdays and 12.30am – 5.30am on Sundays. Passengers can use a valid Myki card to travel on any of the NightRider buses.

NightRider Route 970 serves Bayside residents and operates from Melbourne’s CBD via St Kilda and Nepean Highway. Those major bus stops along the route that serve Bayside include:

Glen Huntly Road / Nepean Highway (Gardenvale); Hawthorn Road / Nepean Highway (Brighton and Brighton East); Moorabbin Town Hall / Nepean Highway (Hampton East); and Goulburn Street / Nepean Highway (Cheltenham).

Passengers can request to alight anywhere along the NightRider route, not just designated stops, provided it’s safe for the bus to stop. NightRider buses also have phones on board so passengers can arrange for a taxi, a family member or a friend to meet them at the bus stop.

1.1.3 Tram Services

The north-east of the municipality is served by one tram route; Route 64 which operates between Brighton East and Melbourne University. Route 64 runs along Hawthorn Road in Brighton East. Although Route 67 (Carnegie to Melbourne University) operates between the City of Glen Eira and the CBD, it only serves a small catchment of a number of Bayside residents in the north-east of the municipality. Table 2 provides details of the areas served by both Route 64 and Route 67 tram services:

Table 2: Areas served by Route 64 and 67 trams

Route – 64: Brighton East to Melbourne University Route – 67: Carnegie to Melbourne University follows the following roads follows the following roads

Commences at East Brighton Commences at Carnegie

Hawthorn Road Glen Huntly Road

Dandenong Road Brighton Road

St Kilda Road St Kilda Road

Swanston Street Swanston Street

Ends at Melbourne University Ends at Melbourne University

Route 64 tram services generally run at 10 minute frequencies during weekday peak hours and every 12 minutes during weekday off peak hours. After 8pm the service frequency is generally every 20 minutes. Saturday services generally run to a similar frequency as weekday services with the exception that the service is extended to run just past midnight. The frequency of Sunday services is generally every 15 minutes, but after 6pm reduces to every 30 minutes.

Route 67 tram services generally run at 12 minute frequencies between Monday to Saturday with the frequency reducing to every 20 minutes after 8pm. On a Sunday the frequency of the service is generally limited to every 30 minutes between 7.30am and 9.30am with this increasing to every 15 minutes throughout the day. After 7pm the frequency of the service then reverts to every 30 minutes.

1.1.4 Community Transport

Council has a community bus which provides transport for frail older residents or those with disabilities who are unable to access mainstream public or private transport. The community bus follows a set timetable and takes clients to pre-determined destinations such as libraries, community centres, shopping centres and day trips. Community feedback indicates that it would be desirable to expand the service, increasing frequency, flexibility and the number of buses.

Other community and not for profit groups provide community transport services within Bayside, including TransAccess which provides a range of services through the Bentleigh Bayside Community Health Service. Feedback from the community suggests that there is little coordination between all providers of community transport, including local government, and there may be instances in Bayside where these routes overlap.

Consultation to date indicates that where the State Government chooses not to provide bus connections between key transport interchanges and key community focal points, there may be opportunity to establish smaller community shuttle bus services. The ongoing provision of community transport is under pressure from the price of petrol, a lack of secure funding for the purchase, maintenance and accreditation of vehicles, insurance and liability cover and the reliance on volunteer drivers.

Action 2.1 of the Integrated Transport Strategy is to:

‘work with key stakeholders to develop an approach towards better coordination of community transport within Bayside. This will focus on coordinating services with council managed facilities, activity centres and public transport interchanges, as well as coordinating funding requests from Home and Community Care (HACC).’

Further advocacy actions may arise once the above-mentioned action has been undertaken and as such it may be necessary to update this living document as more work is undertaken.

2.0 Feedback from the Bayside Community

Community feedback relating to public transport gaps and needs within Bayside has been collated through the recent development of Council’s Integrated Transport Strategy (ITS) when a range of community and stakeholder engagement activities were undertaken to obtain a coherent view of transport within the municipality, including:

The “Bayside Our Cities Future” engagement program held between February to March 2011. This was supplemented by a first round of community consultation for the ITS, primarily through a website and a community mail out, which received 104 individual responses; The release of the Transport Discussion Paper in July 2012 which outlined Council’s preferred direction for transport planning. As part of this engagement process a phone survey of 535 randomly selected households within Bayside was undertaken. In addition to the phone survey, a further 64 individual responses were received; and Consultation on the Draft ITS between December 2012 and March 2013 with a total of 33 submissions received.

The household telephone survey that was undertaken in July 2012 specifically focused on the emphasis that respondents placed on the importance of improving public transport within Bayside. Of those persons surveyed, 66.2% felt it was very important and 24.8% thought it was important (a total of 91%) to make it easier for people to use public transport to travel within and beyond Bayside.

Specific community feedback relating to public transport suggests that there are a number of major factors limiting increased patronage of public transport in Bayside and these are outlined below.

2.1 Network Coverage

It is generally accepted that there is inequitable geographical access to public transport in Bayside. The Municipal Strategic Statement (MSS) clearly identifies that ‘the northern and central areas of Bayside are generally better serviced than the southern part of the municipality.’ Feedback from the community supports this statement and those areas identified as having limited public transport network coverage include Brighton East, Hampton East, Black Rock and Beaumaris.

2.2 Bus Frequencies, Directness and Reliability

There is a need for more frequent, direct, reliable and accessible buses in Bayside that connect to key destinations. Community feedback received as part of the development of Council’s ITS cited that most bus services within the Bayside area operate too infrequently to offer a viable transport solution for local residents. Table 3, over page identifies the frequency of those bus services that currently operate within the municipality. Feedback from the community indicates that they would like more frequent buses on weekends, more night buses during the week and at weekends particularly to gain access to shift employment and entertainment. Specific references were also made regarding the need for more east-west routes to link Bayside with regional destinations to the east and the need to provide direct bus routes from train stations to Southland.

Table 3: Bus Frequencies June 2013

Bayside Bus Frequencies as at June 2013 Frequency (minutes) Route Description Peak Off Peak Saturdays Sundays 216 Brighton Beach – City – Caroline Springs 30 30 30 60 219 Gardenvale – City – Sunshine Park 30 30 30 60 600 Southland Shopping Centre – St Kilda (via 20 30 60 60 Beaumaris, Sandringham and Brighton) 606 Elsternwick – Fishermans Bend (via Port Melbourne) 40 40 60 60 626 Middle Brighton – Chadstone Shopping Centre (via 30 30 60 60 McKinnon and Carnegie) 630 Elwood – Monash University (via Gardenvale, 12 20 30/40*1 40 Ormond and Huntingdale) 703 Middle Brighton – Blackburn (via Bentleigh, Clayton 10 15 30 45 and Monash) 708 Hampton – Carrum (via Southland Shopping Centre) 30 30 60 60 811 Brighton – Dandenong (via Heatherton Road, 60 60 60 60 Springvale) 812 Brighton – Dandenong (via Parkmore Shopping 60 60 60 60 Centre) 822 Sandringham – Chadstone Shopping Centre (via 30 30 40 60 Southland and Murrumbeena) 823 North Brighton to Southland Shopping Centre (via 60*2 60*2 No service No service Moorabbin) 825 Moorabbin Station – Southland Shopping Centre 20 20 20 30/60*3 (via Black Rock and Mentone) 828 Hampton Station – Berwick Station (via Southland 20 20 60 60 Shopping Centre and Dandenong) 922 Southland Shopping Centre – St Kilda (via 30 60 60 80 Beaumaris, Sandringham and Brighton) 923 Southland Shopping Centre – St Kilda (via 40 60 60 80 Beaumaris, Sandringham and Brighton) 1*Frequency of 40 minutes after 2pm, 2*Service only operates between 7.30am and 6.30pm, 3*Frequency of 30 minutes AM and 60 minutes PM

2.3 Access for All Abilities

There is a need to improve accessibility for the disabled and mobility impaired, particularly on scheduled bus services, the tram and railway network to ensure that public transport services can be accessed by people of all abilities.

2.4 Safety

Of those making submissions regarding safety, a number of people expressed a need for improved safety and security at train stations in the form of personnel. Other issues related to the need for the removal of graffiti which can sometimes create an intimidating environment for public transport users.

2.5 Coordination between Bus and Rail Services

The community identified that there is a need for better coordination between buses and trains to reduce delays and travel times in order to make public transport a more attractive option. It is considered that such improvements would also assist in reducing the number of train passengers that drive to train stations to access the train network as part of their onward journey.

2.6 Improved Facilities and Information

One of the most significant issues raised by the community related to the need for improved facilities and information at bus stops and train stations. This included improved mapping and timetabling information, seating, shade and shelter at bus stops, toilets at train stations and improved bus driver etiquette.

2.7 Ticketing

Initial feedback from the community focused on advocating for changes to the Sandringham Line to be Zone 1. However, feedback on the discussion paper and draft ITS focused on advocating for a change to the ticketing structure which focuses on distance and direction of travel rather than zones. One comment included ‘there are strong logical grounds to modify the current two zone fare structure to a structure of several steps that would apply in all directions of travel, and not just in a radial direction relative to the city centre. From advice we have received from IT support service providers to Myki, we believe Myki has systematic capability to automatically perform such multiple fare zone calculations.’

2.8 Commuter Car Parking

There is a perceived deficiency in parking around train stations, particularly at Sandringham and Brighton Beach. Some submissions acknowledged that it would be cheaper to improve bus connections and frequency to train stations rather than providing more commuter car parks around stations. It is considered that the limited frequencies and directness of bus services contributes to encouraging people to drive to train stations rather than use public transport, particularly in the southern parts of the municipality.

2.9 Southland Station

A small number of submissions identified the need for Southland Station to be built. One submission identified the need for Council to advocate for integration of the station with the bus interchange to ensure ease of change between transport modes, thereby improving radial access to key destinations.

2.10 NightRider Bus Service

A limited number of submissions expressed the desire for the current NightRider bus service that operates between Melbourne’s CBD and Rosebud (via Nepean Highway) to be extended to operate though Bayside rather serving the fringes of the municipality. Whilst some residents may have to arrange for a family member/friend or a taxi to complete their journey once they reach their destination, it is considered that the existing NightRider bus service provides an excellent facility and significantly cuts the cost of travel between the city and the municipality without the need to catch a taxi for the whole journey.

2.11 Railway Level Crossings

One submission advocated the need to underground the railway level crossing at Cheltenham Station on Charman Road. The Victorian State Government has a prioritised list of sites across Victoria at which level crossings will be removed and the level crossing at Cheltenham Station is not considered to be a current priority.

2.12 Use of Appropriate Sized Buses

A number of the local bus services that serve the municipality operate along local residential roads as part of their designated route alignment. Given that some bus services are not well utilised by the community at the current time, the community has expressed a desire for consideration to be given to the use of appropriate sized buses that are fit for purpose on their respective routes to alleviate both fuel emissions and the costs associated with large buses not achieving capacity. However, it should be noted that some cross boundary bus services may attract greater passenger numbers when operating within other municipalities on different parts of their route and may require large buses to accommodate passengers.

3.0 Challenges for Bayside

A preliminary analysis of the public transport system was undertaken in order to inform the development of the Integrated Transport Strategy (ITS). This information together with feedback from the community, gleaned during the development of the strategy, has identified the following key public transport issues in Bayside.

3.1 Public Transport Coverage

The public transport system in Bayside does not provide full coverage to the entire municipality, particularly in those suburbs south of the Sandringham rail line, further west of the Frankston rail line and those areas of the municipality located south of the termination of the tram services (Routes 64 and 67) on Nepean Highway in Brighton East. This includes parts of Brighton, Brighton East and Hampton East.

The southern parts of the municipality, including Beaumaris and Black Rock, are reliant on buses as their only form of public transport. Generally the bus services within the southern parts of the municipality are local bus services (not part of the Principal Public Transport Network) with reduced frequencies and hours of operation. Additionally, these bus services have limited direct connections with key destinations as well limited physical and time connectivity with trains. This means that many people within Bayside do not consider catching a bus service as a legitimate option when planning their journey.

Figure 1 over page, provides a conceptual snapshot of the 800 metre walking catchment from train stations on the Sandringham and Frankston lines. It clearly illustrates that residents within the central and southern areas of Bayside together with pockets of Brighton and Brighton East are not within 800 metre walking distance of a train station, meaning that residents within these areas are more reliant on bus services when considering public transport as an option.

Figure 1 Local Train Route Catchment

3.2 Public Transport Service Frequencies

3.2.1 Train Services

The frequency of trains on the Frankston line is considered well serviced with a 10 minute frequency operating throughout each weekday. Weekend train services also run at 10 minute frequencies throughout the day and reduce to a 20 minute frequency after 6.30pm and then to a 30 minute frequency after 7.30pm.

The frequency of train services on the Sandringham line is considered well serviced throughout the weekday peak periods with train services generally operating at an 8 minute frequency. However, during the inter-peak period train services it reduces to a 15 minute frequency until 9pm after which time they operate at 20 minute frequencies. Weekend train services run to a 20 minute frequency.

It is considered that the frequency of train services on the Sandringham line needs to be improved during weekday inter-peak periods and at weekends to provide a 10 minute frequency, in order to match the current level of service currently provided to passengers using the Frankston line.

A review of the Network Development Plan – Metropolitan Rail which was released by Public Transport Victoria in December 2012, has identified that improvements to train service frequencies on the Sandringham line be will delivered by 2016. These improvements will result in train services operating at a 10 minute frequency during weekday inter-peak periods and at weekends. Council understands that these improvements are solely dependent on sufficient operating funding being available to Public Transport Victoria.

3.2.2 Bus Services

A review of bus timetables indicates that services generally run less frequently than tram and train services. Most run at 30 minute intervals during both peak hours, 30 minute and throughout the day and less frequently over weekends. Some services, such as Route 812, only run once per hour; this route forms part of a combined route with 811, which together run every 30 minutes on a weekday and at hourly intervals at the weekend. Improvements to bus frequencies and their hours of operation, as well as connectivity with trains and other important destinations need to be made to make buses an attractive option for people in Bayside.

The Department of Transport has developed minimum service standards for metropolitan bus services, which are outlined in Table 4. Whilst the service standards are meant to be a minimum benchmark for service provision and network improvements, it is considered that they fall below the frequency levels required in attracting new passengers to utilise the bus network.

Table 4: Department of Transport Minimum Service Standards for Buses Services every hour from at least 6.00 to 21.00 Weekdays 8.00 to 21:00 Saturday 9.00 to 21.00 Sunday

3.3 Increase the Capacity of the Train Network

In May 2011, the Department of Transport reported on Metropolitan Train Peak Passenger Loads across Melbourne’s train network identifying:

3.3.1 Frankston Line

Between the May 2010 and 2011 surveys, an additional 16 daily metropolitan trains were introduced in the peak periods on the Frankston line, providing a 39% increase in the line’s capacity. The percentage of passengers travelling on trains exceeding the capacity benchmark on the Frankston line during the combined peak periods dropped as a result of new services but still exceeded the capacity benchmark by 5.4% in May 2011.

3.3.2 Sandringham Line

An additional eight daily metropolitan trains were introduced in the peak periods on the Sandringham Line between the May 2010 and 2011 surveys. This equates to a 23.5% increase in the line’s capacity. The percentage of passengers travelling on trains exceeding the capacity benchmark on the Sandringham Line during the combined peak periods dropped as a result of new services but still exceeded the limit benchmark by 4.2% in May 2011.

There is pressure on the Frankston and Sandringham lines as the percentage of passengers travelling on trains exceeds the capacity benchmark. Some of this pressure will be alleviated through the introduction of additional services but should be a focus of future advocacy to ensure adequate train service capacity is provided.

3.3.3 Melbourne Metro Project

Melbourne Metro is a rail tunnel project that requires the construction of a 9 kilometre twin rail tunnel through the heart of Melbourne. The project will alleviate the capacity constraints due to the current reliance on the City Loop. This will greatly improve train punctuality and deliver increased passenger capacity in the fastest growing urban corridors. The project includes five new underground stations to be located at Arden, Parkville, CBD North, CBD South and Domain.

The benefits of the Melbourne Metro project for the City of Bayside include three additional peak hour services on the Sandringham line and one additional peak hour service on the Frankston line from day one of the project becoming operational. The project will also provide greater access to employment, education, leisure and other services in the central city.

Advocating for this project in collaboration with other municipalities across the metropolitan Melbourne area will work towards improving the capacity of the rail network in Bayside.

3.4 Bayside Bus Service Review 2010 / Network Development Plan - Buses

The Bayside Bus Service Review (BSR) 2010 was led by the Department of Transport and its primary objective was to develop a bus network that will serve the community needs now and into the future. The BSR identified a series of recommendations that were to be a key input into the metropolitan bus service improvements planned by the State Government. However, none of the recommendations contained within the BSR have been implemented.

Public Transport Victoria has informed Council that the BSR 2010 will be superseded by a Network Development Plan (NDP) for buses which is currently being developed and is scheduled for release within the next 12 to 18 months. The NDP will establish a hierarchy of bus services within each municipality across Melbourne, with each hierarchy having different frequencies. However, no formal ‘brand’ for each level of the bus hierarchy has been developed yet.

It is understood that the NDP will be a ‘live’ document that will be updated year by year in response to representation from the community and stakeholders. However, the NDP will not be released to individual councils for comment prior to its public release.

The development of the BSR 2010 provided an opportunity for Council to comment on the bus network within the municipality. At the time of writing it appears that the development of the NDP for buses will not provide such an opportunity. Therefore it will be necessary for Council to advocate to State Government for the opportunity to comment on the forthcoming Network Development Plan for buses, prior to public release.

3.5 Access for All Abilities

There is a need to improve accessibility for the disabled and mobility impaired, particularly given the lack of DDA compliance on a number of bus, train and tram services, at train stations or bus and tram stops.

One of the action areas of Council’s Pedestrian Strategy which will be developed later in 2013/14 will involve a DDA compliant accessibility audit of the street environment which provides access to public transport interchanges including tram and bus stops. This will assist in improving access for all abilities to public transport.

Officers at VicTrack have advised that they will work with council’s to improve accessibility at level crossings and at train stations where issues arise. However, there is no a program of works to audit and improve DDA compliance at train stations or interchanges as this work is dependent on funding.

Council needs to liaise with the Department of Transport to identify the process to advocate for improvements to DDA compliance of public transport in Bayside.

3.6 Improved Facilities at Bus Stops

If more people are to be encouraged to use public transport as an alternative to the private car, then steps need to be taken to enhance a persons’ overall experience oftheir journey. Amenities such as seating and shelter at bus stops can assist in making a journey more appealing and comfortable, particularly to provide a resting place from the sun, rain or wind. Further, at train stations it is important that passengers have access to toilet facilities.

Passengers also need access to mapping and timetabling information that is easy to interpret and understand. Access to such information at train stations is generally provided to a high standard with passengers able to access a demand responsive voice messaging system that will provide information on the forthcoming train services. Mapping of the train network is also displayed at stations. However, the situation at bus stops is very different.

The perception of safety in and around public transport stops, especially late at night and early in the morning can also be an influencing factor in deciding whether or not to use public transport.

Other facilities that can assist in improving the overall journey experience include the provision of real time information signage which informs passengers when the next train/bus service is due to arrive. Currently real time information displays are provided at some train stations within Bayside. As present, the State government only provides real time information at those bus stops on the ‘Smart Bus’ network within Melbourne.

3.7 Improved Bicycle Parking at Train Stations

To improve sustainable transport options, consideration needs to be given to how well people can interchange between different modes of transport. Cycling is well suited for short journeys between 2kms to 5kms, but in partnership with rail it can be particularly effective in making long journeys a more attractive alternative with the private car in terms of both time and convenience. Facilities at train stations such as secure bicycle parking can be crucial in supporting people to make sustainable transport choices.

Parkiteer bike cages provide secure and undercover bike parking at selected train stations and major transport interchanges across Victoria. The State government, through the Department of Transport, fund the implementation of the Parkiteer bike cages, while the operation and administration of them is managed by Bicycle Network Victoria. The Parkiteer bike cages are free to use and are accessed with a security swipe card which is available once users have registered to use a cage and provided a small bond to cover the cost of the security swipe card.

Within Bayside there are Parkiteer bike cages located at Brighton Beach and Sandringham Stations, with both facilities very well utilised by cyclists. However, it is Council’s view that Parkiteer bike cages are required at all stations within Bayside in order to encourage more people to ride to their local train station.

Community feedback received as part of the development of Council’s new Bicycle Strategy identified the need for improved bicycle parking at all train stations within Bayside. Of those stations within Bayside without Parkiteer bike cages, Council will advocate to the State government for the introduction of Parkiteer bike cages at the following stations (in prioritised order):

Gardenvale Station; Middle Brighton Station; North Brighton Station; and Hampton Station.

3.8 Southland Station

The development of a new train station on the Frankston line at Southland Shopping Centre was an election commitment of the current State Government made as part of their 2010 election campaign.

It is estimated that Southland Shopping Centre attracts approximately 15.5 million visitors each year. Undoubtedly, those visitors who drive to Southland Shopping Centre place pressure on the road network within the surrounding area.

The development of Southland Station would facilitate increased mode shares for public transport as it would provide a real alternative to the private car for those people who are able to access the Frankston line. The station would also provide greater integration with the local bus network given the large number of bus services that operate via Southland Shopping centre. Additionally, the station would improve accessibility to destinations along the Frankston line for a large number of Bayside residents as well as improve connections to the Bayside Business Employment Area which is located along Bay Road.

Whilst Council acknowledges the positive attributes associated with having access to a new rail station, any impact to the local amenity of Bayside residents within close proximity to the proposed rail station would need to be considered in further detail as part of the design of the proposed station. Additionally, consideration would also need to be given to the provision of a bus interchange adjacent to the proposed rail station to improve public transport connectivity, particularly for radial travel.

3.9 Public Transport Ticketing Structure

The current public transport ticketing structure within Melbourne is a zone based system consisting of two zones; Zone 1 and Zone 2. Essentially, zone based fares are based upon a set of zone based

17 boundaries where a set flat fare is charged for travel within each zone regardless of the length of the trip within each zone.

For example, a person travelling by train from Frankston to Melbourne CBD will be charged a flat fare for travelling in both Zone 1 and Zone 2. Similarly, a person travelling by train from Sandringham to Melbourne CBD will also be charged a flat fare for travelling in both Zone 1 and Zone 2. Whilst the trip between Frankston and Melbourne CBD is significantly longer than the trip between Sandringham and Melbourne CBD, the cost of both journeys would be the same within the current ticketing structure.

The merits of charging for distance based public transport use over the existing two zone structure needs to be considered as the current ticketing structure may not be equitable and may represent an economic barrier to the use of public transport. Whilst there are logical grounds to modify the current two zone fare structure to a more equitable structure based around the actual distance, or number of stops travelled by passengers, further consideration is required to determine if Council should advocate for a change to the existing ticketing structure.

The recent changeover to the Myki ticketing technology records the stop/station at which a passenger starts and ends their journey through the ‘touch on’ and ‘touch off’ process when using a Myki card. Potentially, this technology could be used to establish a distanced based ticketing structure.

3.10 Advocacy Forums

3.10.1 The Melbourne Transport Forum

The Melbourne Transport Forum (MTF) is an advocacy group comprising elected members and officers from Melbourne’s metropolitan councils, associate members representing transport companies, and participants from the State Government and environment groups. The City of Bayside is currently represented at the MTF by the Mayor, Cr Stephen Hartney and Council’s Transport Planner.

The MTF endeavours to promote effective, efficient and equitable transport in metropolitan Melbourne by providing a forum for debate, research and policy development, and by disseminating information to improve transport choices.

The MTF meets monthly to discuss transport topics of current interest and also distributes information across the sector, hosts events of topical interest, makes submissions to government and conducts research to better inform policy. In addition, the MTF fosters relationships with State Government agencies to better represent local governments’ viewpoint, establish partnerships and improve project delivery.

With an adopted PTAS, Bayside City Council will be in a better position to advocate for particular projects at this forum and make use of the established relationships with and access to State Government.

3.10.2 Working with Neighbouring Councils

Community feedback indicated support for greater collaboration with neighbouring municipalities to advocate for more regional transport projects. A requirement of the ITS 2013 is to ‘establish a

18 framework to work with adjoining municipalities to coordinate local solutions and jointly lobby to state government for specific changes that benefit the region.’

Council currently does not have an established forum for this to occur. Bayside City Council’s Transport Planner will establish and develop connections with other officers in neighbouring municipalities in order to facilitate greater collaboration on cross boundary projects.

3.11 Commuter Car Parking

Many areas within the municipality where train stations are located are experiencing increasing parking pressures from local commuters who drive to the station to catch an onward train as part of their journey. This is particularly evident for obvious cost reasons around Zone 1 stations.

Around 9,600 people travel to work each day by train from train stations within Bayside. Cheltenham, North Brighton and Sandringham stations are the busiest stations (as highlighted in Table 5) in Bayside during the morning peaks. As Cheltenham is on the edge of the municipality it draws commuters from beyond Bayside. Peak departures from all stations occur between 7am and 9.30am, but the return of passengers is more dispersed from late afternoon through to mid-evening.

Table 5: Train Station Patronage within Bayside

Station Zone Pre AM Peak AM Peak Interpeak PM Peak PM Late (Pre 7am) (7am to 9.29am) (9.30am to 2.59pm) (3pm to 7pm) (After 7pm)

Sandringham Line

Gardenvale 1 65 648 382 441 89

North Brighton 1 & 2 163 1,406 658 441 168

Middle Brighton 1 & 2 71 750 464 512 118

Brighton Beach 1 & 2 126 692 284 234 69

Hampton 2 87 669 409 287 88

Sandringham 2 134 1,199 435 253 106

Frankston Line

Cheltenham 2 288 1,606 746 736 155

Highett 2 130 862 378 271 92

Moorabbin 2 157 596 758 647 171

Source: Public Transport Victoria, June 2013

In terms of how people get to train stations within Bayside, walking is the most popular mode of transport used to access all stations except for Brighton Beach Station were the majority of passengers travel to the station by car. It is therefore no surprise that community feedback has suggested that there is a deficiency in car parking provision around train Brighton Beach Station. Table 6 over page, highlights the modes of transport used by passengers to access train stations within Bayside.

Table 6: Access to Bayside train stations

Station Bus Car Cycle Walk (all of the Other way)

Sandringham Line

Gardenvale 12.8% 13.5% 2.3% 69.9% 1.5%

North Brighton 6% 31% 3% 57% 3%

Middle Brighton 6.3% 20% 2.1% 66.3% 5.3%

Brighton Beach 0% 62.5% 3.1% 32.3% 2.1%

Hampton 9% 20.5% 5.1% 60.3% 5.1%

Sandringham 8.6% 41.9% 3.2% 43% 3.3%

Frankston Line

Cheltenham 12.6% 32.8% 2.5% 49.6% 2.5%

Highett 9.8% 20.5% 1.6% 67.2% 0.8%

Moorabbin 12.2% 25.2% 3.4% 55.8% 3.4%

Source: Public Transport Victoria, June 2013

Council acknowledges that there are challenges in the provision of car parking at railway stations which have a high demand, particularly at railway stations adjacent to major shopping centres. Although the provision of car parking facilities at railway stations are the responsibility of the rail operator, Council strives to balance the competing demands of drivers seeking to find adequate parking by installing a variety of on-street parking restrictions, including areas to facilitate short-term parking.

It is considered that the provision of improved bus connections to train stations and better end of trip facilities, such as secure bicycle parking at stations would assist in providing passengers with greater choice in terms of how they travel to train stations, thus assisting in alleviating some of the parking pressures currently experienced around train stations. The proposed public transport advocacy actions identified in Section 4.1 of this document contain measures aimed at improving accessibility to train stations within Bayside.

4.0 Advocacy Actions and Challenges Requiring Further Analysis

As mentioned at the outset of this document, the PTAS will be a living document which adapts with further detailed research and analysis, and as public transport gaps are resolved and identified. Analysis of the key public transport challenges has revealed that further work is required in some instances to inform Council’s advocacy position. The table below is divided into two sections. The first section provides detail on the proposed actions that Council is in a position to advocate for on behalf of the community. The second section identifies those proposed actions requiring further analysis in order to inform Council’s advocacy position. The table details the analysis required and the timing of delivery. 4.1 Proposed Public Transport Advocacy Actions

No. Advocacy Action Challenge Benefit to Bayside Advocacy Addressed Partners 1 Council will advocate to State Government for improved minimum Increase bus Improved bus frequencies will assist in making bus Neighbouring councils frequencies to bus services within Bayside frequencies travel in Bayside more attractive to the community

2 Council will advocate to State Government for the opportunity to Bayside Bus Review Having the opportunity to review and comment on Neighbouring councils comment on the forthcoming Network Development Plan for buses 2010 / Network the forthcoming Network Development Plan for buses prior to its public release Development Plan - will enable Council to advocate for improvements to Buses the bus network within and across the municipality, assisting in achieving a better outcome for residents 3 Council will advocate to State Government to bring forward the Increase the capacity The introduction of 10 minute train service frequency Melbourne Transport planned 2016 improvements for train frequencies on the of the train network on the Sandringham line at both weekday inter-peak Forum Sandringham line and weekend peak periods will reduce waiting time City of Port Phillip for passengers and encourage more people to City of Stonnington consider rail travel as an alternative transport option City of Yarra City of Melbourne 4 Council will advocate to State Government for the implementation Increase the capacity Implementation of the Melbourne Rail project will Melbourne Transport of the Melbourne Metro rail project of the train network result in three additional peak hour services being Forum introduced on the Sandringham line and one City of Port Phillip additional peak hour service on the Frankston line City of Stonnington City of Yarra City of Melbourne 5 Council will advocate to State Government for the introduction of Improved bicycle Secure bicycle parking at train stations will encourage Bicycle Network Victoria Parkiteer bike cages at all train stations within Bayside, with parking at train more people to cycle to their local train station Gardenvale Station being the highest priority stations

No. Advocacy Action Challenge Benefit to Bayside Advocacy Addressed Partners 6 Council will advocate for more shelters and seats at bus stops Improve facilities at The provision of more bus stops and seating will N/A within Bayside bus stops provide a resting place from adverse weather conditions for bus passengers within Bayside 7 Council will continue to participate in the Melbourne Transport Advocacy forums Participation in the MTF will enable Council’s position N/A Forum (MTF) to ensure that it is able to represent the views of the on a range of transport issues to be better community in all transport matters raised represented to State Government

4.2 Proposed Challenges Requiring Further Analysis

No. Identified Further Analysis Benefits to Bayside Timing of Challenge Delivery 1 Southland Station The State Government has yet to provide Council with detailed The development of Southland Station would Unknown at this stage as proposals regarding the Southland Station project. Whilst Council facilitate increased mode shares for public transport the project is being led by acknowledges the positive attributes associated with having and provide greater integration with the local bus State Government access to a new rail station, consideration needs to be given as to network given the large number of bus services that what effect a new station may have on the local amenity of operate via Southland Shopping centre. Bayside residents. Only when Council has received the detailed proposals will it be in a position to undertake an assessment to determine if an advocacy action is required to address Southland Station 2 Public transport ticketing The merits of charging for distance based public transport use The establishment of a distance based ticketing 2013/14 structure over the existing two zone structure need to be considered to structure may be a more equitable way of charging determine if Council should advocate for a change to the existing passengers to use the public transport system across ticketing structure metropolitan Melbourne 3 Coordination between bus A review of those bus services within Bayside that serve train The provision of bus services within the municipality 2013/14 and rail services stations is required to determine if any coordination that provide good connections to rail stations are improvements between bus and rail are necessary. This analysis essential if bus travel is to be considered an will enable Council to determine if an advocacy action within this appropriate way of accessing a rail stations within area is required Bayside as part of an onward journey. Improved connections to rail stations will also assist in reducing commuter parking pressure within the vicinity of rail stations

No. Identified Further Analysis Benefits to Bayside Timing of Challenge Delivery 4 DDA compliance of tram, Liaise with the Department of Transport to identify the process to Improving physical accessibility to public transport 2013/14 bus and train advocate for improvements to DDA compliance of public services within Bayside will promote social inclusion transport in Bayside. by enabling more people to consider public transport as a real transport option when planning their journey

5.0 Next Steps

Officers are proposing to further develop the PTAS in accordance with the following steps:

1. Seek Council to endorse the current PTAS as a position for public transport advocacy purposes, having drawn relevant gaps, information and community feedback from significant work already undertaken through the development of the ITS and its adopted positions; 2. Undertake further analysis of the identified challenges to determine whether or not an advocacy position should be developed; 3. Refine the PTAS with any relevant informed actions and advocacy position statements as more research and analysis is undertaken; 4. Return to Council once relevant research and analysis has been undertaken and new advocacy issues and positions have evolved to seek endorsement to update the PTAS (this may occur at each annual update regarding the ITS); 5. Further community engagement may be required following updates to the PTAS to confirm the advocacy approach; ; 6. Any changes recommended as a result of community feedback received will require further Council endorsement of the PTAS; and 7. Ongoing advocacy for public transport improvements within the municipality based on the endorsed PTAS advocacy actions.