One of the bus service initiatives in the 2023 state budget was permanent funding for Berwick/Clyde North area routes like 888 and 889. This is important as they previously only had temporary funding under the Growth Area Infrastructure Contribution, a hypothecated tax levied on land developers.
It is understood that GAIC funding has tight conditions as to its use, such as benefits being confined to the area from which the money was raised and being of limited term. This makes its criteria more suited to one-off capital works at a particular site (eg a local community centre building) than a service which require ongoing funding. Recent media reports have accused the state government of hoarding GAIC funding.
Now that Clyde Rd bus routes in the outer south-east are being funded from the same pool of money that others in the area get, it's timely to consider whether reforms are possible to simplify the network.
The map below labels what runs south from Berwick. This includes no less than four routes along Clyde Rd (888, 899, 889, 835 in order of longest to shortest). Note that Clyde Rd becomes Berwick-Cranbourne Rd further south, though I will often refer to the former to mean the whole corridor for brevity.
It is understood that GAIC funding has tight conditions as to its use, such as benefits being confined to the area from which the money was raised and being of limited term. This makes its criteria more suited to one-off capital works at a particular site (eg a local community centre building) than a service which require ongoing funding. Recent media reports have accused the state government of hoarding GAIC funding.
Now that Clyde Rd bus routes in the outer south-east are being funded from the same pool of money that others in the area get, it's timely to consider whether reforms are possible to simplify the network.
The map below labels what runs south from Berwick. This includes no less than four routes along Clyde Rd (888, 899, 889, 835 in order of longest to shortest). Note that Clyde Rd becomes Berwick-Cranbourne Rd further south, though I will often refer to the former to mean the whole corridor for brevity.
Weekday peak / interpeak service frequencies are also shown. Every 40 minutes is the most common, though the longest route, the 888, is only hourly, even in peak periods. Combined frequency of the four routes is 6.5 trips per hour off-peak. However if you want good all day train connections these cannot be evenly spaced as trains are only 3 per hour (ie every 20 minutes).
Local MPs in the area include Brad Battin (Berwick - Lib), Gary Maas (Narre Warren South - ALP), Pauline Richards (Cranbourne - ALP) and Jordan Crugnale (Bass - ALP).
Existing coscheduling
As mentioned two years ago a good effort was made to optimise combined frequency by staggering the new 889 with the existing 899 (each every 40 minutes) to provide a common 20 minute service on the combined section. However the combined frequency does not extend as south as it could as the 888, which goes further, is only every 60 minutes. That means it cannot evenly harmonise with the 899, the second longest route, operating every 40 minutes.
If you wanted to make a small upgrade here you could boost 888 to 40 minutes and evenly offset its times with the 899. This could make currently difficult Cranbourne to Berwick travel slightly easier if making a change from routes 798, 897 and 898. All the ex-Cranbourne routes run every 20 minutes so an 888 every 40 minutes could mean that one in two of these trips potentially has a connection rather than one in three.
There are potentially also connectivity gains from the east-west 881 (every 40 minutes) that provides a lot of coverage but in itself doesn't go to a lot of places where people want to go (eg Berwick, Cranbourne and Fountain Gate).
The reason why I say could is that you are still dependent on some serendipity with timings given still low frequencies. This may or may not happen given that routes are primarily scheduled to meet trains at stations like Berwick, Cranbourne and Merinda Park. Still, with the three routes from Cranbourne being every 20 minutes the chances are that you will get at least some reasonable connections. That is if the system is set up for it, including (i) bus stops being located right at intersections to minimise walking distances (something sliplane-loving driving speed-maximising road engineers dislike), (ii) optimised timings for connections and (iii) and good network information at bus-bus interchange points (which DTP and its predecessors have consistently failed at).
The possibility to avoid unnecessary changing with better network design should also be explored, as I will later. This is particularly desirable given Infrastructure Victoria's passenger surveys finding a dislike of interchanging. Infrequent routes, isolated locations, stops set well back from intersections and difficult to cross roads would all detract from the interchanging experience. Such experiences would make pure 'Squaresville' networks such as championed by academics from institutions like RMIT and Melbourne University unattractive, with the less theoretical more practically based 'modified grids' far more acceptable.
Local MPs in the area include Brad Battin (Berwick - Lib), Gary Maas (Narre Warren South - ALP), Pauline Richards (Cranbourne - ALP) and Jordan Crugnale (Bass - ALP).
Existing coscheduling
As mentioned two years ago a good effort was made to optimise combined frequency by staggering the new 889 with the existing 899 (each every 40 minutes) to provide a common 20 minute service on the combined section. However the combined frequency does not extend as south as it could as the 888, which goes further, is only every 60 minutes. That means it cannot evenly harmonise with the 899, the second longest route, operating every 40 minutes.
If you wanted to make a small upgrade here you could boost 888 to 40 minutes and evenly offset its times with the 899. This could make currently difficult Cranbourne to Berwick travel slightly easier if making a change from routes 798, 897 and 898. All the ex-Cranbourne routes run every 20 minutes so an 888 every 40 minutes could mean that one in two of these trips potentially has a connection rather than one in three.
There are potentially also connectivity gains from the east-west 881 (every 40 minutes) that provides a lot of coverage but in itself doesn't go to a lot of places where people want to go (eg Berwick, Cranbourne and Fountain Gate).
The reason why I say could is that you are still dependent on some serendipity with timings given still low frequencies. This may or may not happen given that routes are primarily scheduled to meet trains at stations like Berwick, Cranbourne and Merinda Park. Still, with the three routes from Cranbourne being every 20 minutes the chances are that you will get at least some reasonable connections. That is if the system is set up for it, including (i) bus stops being located right at intersections to minimise walking distances (something sliplane-loving driving speed-maximising road engineers dislike), (ii) optimised timings for connections and (iii) and good network information at bus-bus interchange points (which DTP and its predecessors have consistently failed at).
The possibility to avoid unnecessary changing with better network design should also be explored, as I will later. This is particularly desirable given Infrastructure Victoria's passenger surveys finding a dislike of interchanging. Infrequent routes, isolated locations, stops set well back from intersections and difficult to cross roads would all detract from the interchanging experience. Such experiences would make pure 'Squaresville' networks such as championed by academics from institutions like RMIT and Melbourne University unattractive, with the less theoretical more practically based 'modified grids' far more acceptable.
Extent of overlap
A second weakness of the above network is the extent of overlap between routes, especially if benefit cannot be obtained from high combined frequencies due to the bunching imposed by having to connect to less frequent trains, especially off-peak. And even if you could obtain high frequencies on Clyde Rd, the walking and waiting environment is poor with many back fences facing it.
While new Clyde Rd routes 888 and 889 added worthwhile new coverage on the south ends, they were layered over an existing unchanged network. Their presence means that the existing 899 now contributes little unique coverage.
To be fair, short of reforming the network, the then DoT tried to make the best of it by offsetting times of the new 889 with 899. Still there may remain potential to take a step back and see if services can be optimised, noting that higher frequency and better connectivity in the suburbs is good but there don't necessarily need to be as many overlapping routes as now.
There is also some coverage overlap in the residential area around Eden Rise Shopping Centre, east of Clyde Rd. Three routes serve the area - 831, 836 and 846. 831 is every 40 minutes while the last two are every 60 minutes each. Potential may exist for network reform to reduce these three routes to two while simplifying Clyde Rd services and (optionally) connecting Casey Hospital to more places.
While new Clyde Rd routes 888 and 889 added worthwhile new coverage on the south ends, they were layered over an existing unchanged network. Their presence means that the existing 899 now contributes little unique coverage.
To be fair, short of reforming the network, the then DoT tried to make the best of it by offsetting times of the new 889 with 899. Still there may remain potential to take a step back and see if services can be optimised, noting that higher frequency and better connectivity in the suburbs is good but there don't necessarily need to be as many overlapping routes as now.
There is also some coverage overlap in the residential area around Eden Rise Shopping Centre, east of Clyde Rd. Three routes serve the area - 831, 836 and 846. 831 is every 40 minutes while the last two are every 60 minutes each. Potential may exist for network reform to reduce these three routes to two while simplifying Clyde Rd services and (optionally) connecting Casey Hospital to more places.
Any network reform to reduce overlaps should also deliver stronger termini and address needs such as direct Berwick - Cranbourne that are currently unavailable. This has been particularly requested as many education and health services people use are in Berwick while more affordable housing tends to nearer Cranbourne.
Berwick - Cranbourne connection: Option 1
The new Route 888 has a weak southern terminus. Routes 798 and 899 have only moderately strong termini, finishing at local shopping centres but not train stations. As mentioned before 888 and 899 have substantial overlaps. Service levels vary from every 20 min for 798, 40 min for 899 and only every 60 min for 888.
Most notable is that the 888 contributes negligible new coverage. And the 798 and 899 finish only about 3km from one another. Thus, as mapped below, it is possible to fashion a Berwick to Cranbourne route by extending the 798 about 3km to The Avenue shopping centre and then via the 899 route to Berwick.
Most notable is that the 888 contributes negligible new coverage. And the 798 and 899 finish only about 3km from one another. Thus, as mapped below, it is possible to fashion a Berwick to Cranbourne route by extending the 798 about 3km to The Avenue shopping centre and then via the 899 route to Berwick.
Because there are fewer routes and less overlapping, this arrangement delivers higher frequency and a more even spacing of services than what got implemented. A 20 minute off-peak (including weekend) frequency on the extended route would be ideal to match what currently operates on the 798. This would also mesh evenly with train at both Cranbourne and Berwick.
Every 20 minutes is more buses per hour than the 40 and 60 minute combined frequencies of the existing 888 and 899 routes so service resources per year (and potentially also the peak bus requirement) may be higher than now unless scheduling economies can be found. Unless this is so this approach is not cost-free, even though the benefits of a consistent 20 minute all day service would be substantial.
Other considerations include the fact that existing routes discussed are run by different operators (surmountable with political will, eg the jointly-run Route 900) and that straightening could speed travel and lower costs (at the expense of coverage). Overall this is a minimalist option that doesn't address other bus network issues in the area.
Every 20 minutes is more buses per hour than the 40 and 60 minute combined frequencies of the existing 888 and 899 routes so service resources per year (and potentially also the peak bus requirement) may be higher than now unless scheduling economies can be found. Unless this is so this approach is not cost-free, even though the benefits of a consistent 20 minute all day service would be substantial.
Other considerations include the fact that existing routes discussed are run by different operators (surmountable with political will, eg the jointly-run Route 900) and that straightening could speed travel and lower costs (at the expense of coverage). Overall this is a minimalist option that doesn't address other bus network issues in the area.
Berwick - Cranbourne connection: Option 2
Don't like the kinks in the first option? Or see opportunities for further network reforms, including easier access to Casey Hospital? You might prefer Option 2 mapped below:
Its centrepiece is an extension of the 888 to Cranbourne along with a tripling of its frequency from 60 to 20 minutes. This is more direct than the 798 option above. Overlap is minimised by shortening the 897 but with its eastern portion served by an extended 798 to retain coverage. This would remain at every 20 minutes, the same frequency as the extended 888.
Most notable in this concept is its inclusion of a Same Stop Interchange Point (SSIP). IV said that people didn't like interchanging but if you are going to do it then an SSIP is the gold standard. This is because there is no walking, no crossing roads and no hunting around for another stop. Instead you just alight one bus, stay in place and wait for the next bus at the same spot.
SSIPs can be ordinary bus stops but with improved information and triple length shelters (which could enable both front and rear door boarding substantially under cover). Good frequencies or careful timetabling could provide a train or tram like experience in Melbourne's outer suburbs for relatively little cost.
In conjunction with a reformed network, an SSIP at Clyde could allow those from residential areas on Pattersons Rd (A) easy access to Berwick (B) via the SSIP or Cranbourne (C) by remaining on the bus. Given the number of schools and medical services in Berwick, an SSIP at Clyde is something that parents and older people would likely find reassuring or more convenient. More on how it might work below:
Most notable in this concept is its inclusion of a Same Stop Interchange Point (SSIP). IV said that people didn't like interchanging but if you are going to do it then an SSIP is the gold standard. This is because there is no walking, no crossing roads and no hunting around for another stop. Instead you just alight one bus, stay in place and wait for the next bus at the same spot.
SSIPs can be ordinary bus stops but with improved information and triple length shelters (which could enable both front and rear door boarding substantially under cover). Good frequencies or careful timetabling could provide a train or tram like experience in Melbourne's outer suburbs for relatively little cost.
In conjunction with a reformed network, an SSIP at Clyde could allow those from residential areas on Pattersons Rd (A) easy access to Berwick (B) via the SSIP or Cranbourne (C) by remaining on the bus. Given the number of schools and medical services in Berwick, an SSIP at Clyde is something that parents and older people would likely find reassuring or more convenient. More on how it might work below:
The above 888 extension to Cranbourne isn't the only one-seat connection to Berwick from the Cranbourne area. A second is provided by extending the 799 from the current weak terminus at The Avenue to Berwick.
There's several ways to do this but I have the extended 799 and reformed 836 used to simplify routes east of Clyde Rd, with these replacing the 831 and 846. The effect of this is to connect more places to Casey Hospital and reduce overlapping on Clyde Rd. It also reduces the number of routes from 3 to 2, potentially enabling improved frequencies. Like any network idea there will be pros and cons. The benefits include better access to Berwick and a simpler network overall with three routes (831, 846 and 899) removed. But the changes east of Clyde Rd remove bus access to Beaconsfield Station as well as Berwick's main street shops. Other options may be possible but at the expense of more service kilometres and/or lower frequencies.
There's several ways to do this but I have the extended 799 and reformed 836 used to simplify routes east of Clyde Rd, with these replacing the 831 and 846. The effect of this is to connect more places to Casey Hospital and reduce overlapping on Clyde Rd. It also reduces the number of routes from 3 to 2, potentially enabling improved frequencies. Like any network idea there will be pros and cons. The benefits include better access to Berwick and a simpler network overall with three routes (831, 846 and 899) removed. But the changes east of Clyde Rd remove bus access to Beaconsfield Station as well as Berwick's main street shops. Other options may be possible but at the expense of more service kilometres and/or lower frequencies.
Conclusion
Two networks that simplify buses on the Clyde Rd corridor in Melbourne's outer south-east have been described. Option 1 is less radical while Option 2 is bolder and potentially even transformative for some trips. Which one do you prefer? Or are there other approaches that deliver further benefits? Please have your say on this in the comments below.
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