Last weekend marked the commencement of upgraded timetables for tram routes 86 and 96.
The upgrades, which Transport Victoria meekly described as run(ning) more often at busy times, reduced waiting times on the busier evenings and early Sunday mornings. That's important because Melbourne trams have traditionally dropped to every 20 minutes at night and 30 minutes on Sunday mornings and evenings. This is even on routes (like 86 and 96) that serve destinations (like St Kilda) that are busy right when trams are at their least frequent, especially in the warmer months.
The informal nine hour rule stipulates that (especially on weekends) even our major train, tram and bus lines operate frequently for a minority of the time and definitely not at night. Like restricted Sunday morning timetables it is a planning and operating culture most pervasive in Melbourne for reasons going back a century. Sydney does not suffer from it to anywhere near the same extent with their trains (for example) running every 15 minutes or better for almost 20 hours a day all week.
The informal nine hour rule stipulates that (especially on weekends) even our major train, tram and bus lines operate frequently for a minority of the time and definitely not at night. Like restricted Sunday morning timetables it is a planning and operating culture most pervasive in Melbourne for reasons going back a century. Sydney does not suffer from it to anywhere near the same extent with their trains (for example) running every 15 minutes or better for almost 20 hours a day all week.
The 86 and 96 tram timetable changes, like the Metro Tunnel timetable for Watergardens - Dandenong starting next February, represent a small loosening of this rule to suit modern wider span travel and working patterns. It's a substantial win for peoples' access to jobs, events and tourism, which has long been hamstrung by infrequent evening and weekend timetables. That's even on trams, which is the mode closest to having a turn-up and go service during most daylight hours.
The Public Transport Users Association praised the upgrades on its Facebook page as follows:
As PTUA mentions the 30 minute Sunday evening gaps remain in place. However they didn't specifically mention the Sunday morning boosts. These improve frequency from every 30 to every 15 to 20 minutes.
While they are only a few extra trips per week they significantly improve the convenience of catching these tram routes as well as the network more generally when connections are involved. And given the rarity of tram frequency upgrades (tram service kilometres have actually declined on a per capita basis in the last 20 years) it is historically significant too.
Promotion
How has what is a very good service upgrade been promoted?
Yarra Trams mentioned the upgrade once on their Facebook page. This linked to the Transport Victoria website item.
The Public Transport Users Association praised the upgrades on its Facebook page as follows:
While they are only a few extra trips per week they significantly improve the convenience of catching these tram routes as well as the network more generally when connections are involved. And given the rarity of tram frequency upgrades (tram service kilometres have actually declined on a per capita basis in the last 20 years) it is historically significant too.
Promotion
How has what is a very good service upgrade been promoted?
Yarra Trams mentioned the upgrade once on their Facebook page. This linked to the Transport Victoria website item.
The operator did what they were required to do - since the Metlink days marketing for public transport services has typically been the job of what you might call the integrated transport brand, agency or department (ie Metlink, PTV and now TV/DTP).
Below is what appeared on the Transport Victoria website (click for a better view or see).
See other Timetable Tuesday items here
Below is what appeared on the Transport Victoria website (click for a better view or see).
Vague and underwhelming, isn't it? With zero appeal to any passenger segment likely to benefit.
Transport Victoria's Facebook page had no mention at all, not even just before the weekend the upgraded timetable started. Nothing on their Instagram or YouTube either. Local MPs like Nina Taylor whose Albert Park seat benefits thus had nothing to share on their social media. DTP's inertia here meant that a great opportunity to generate political capital was lost with this being just one of many cases.
Transport Victoria's Facebook page had no mention at all, not even just before the weekend the upgraded timetable started. Nothing on their Instagram or YouTube either. Local MPs like Nina Taylor whose Albert Park seat benefits thus had nothing to share on their social media. DTP's inertia here meant that a great opportunity to generate political capital was lost with this being just one of many cases.
Whereas if this was a transport infrastructure project like the Metro Tunnel or even a local level crossing removal there would be all sorts of 'sneak peek' open days, community festival attendances, show bags, coffee vouchers, social media, staff to explain, exquisitely-staged sequential messaging and more. You wouldn't hear the end of it.
A huge contrast, even allowing for the differences in project sizes and budgets.
A matter of leadership
In my view this comes down to leadership.
Major infrastructure project agencies have CEOs who understand the need to know and sell benefits to win public goodwill. Executives are also cognizant of the need for the government to feel that a project has built it political capital. This leads to the project being considered a success and for governments to complete it and then fund more like it.
In contrast transport service planning projects had Paul Younis.
A huge contrast, even allowing for the differences in project sizes and budgets.
A matter of leadership
In my view this comes down to leadership.
Major infrastructure project agencies have CEOs who understand the need to know and sell benefits to win public goodwill. Executives are also cognizant of the need for the government to feel that a project has built it political capital. This leads to the project being considered a success and for governments to complete it and then fund more like it.
In contrast transport service planning projects had Paul Younis.
Mr Younis led DTP for most of the last seven years. Amongst his virtues, communications and sales ability are not necessarily the first that spring to mind. Neither did he exude a patronage growth mindset, even pre-pandemic. Some department staff do value promotion and patronage but this would have to come from their own reasoning rather than be reinforced by the Secretary.
The public promise of major bus network reform only for it to be rejected by Cabinet in late 2023 may or may not have been for reasons to do with Mr Younis.
The public promise of major bus network reform only for it to be rejected by Cabinet in late 2023 may or may not have been for reasons to do with Mr Younis.
However it is beyond doubt that under his watch DTP has been habitually poor at promoting previous public transport service upgrades. This would not assist government MPs (including Cabinet ministers) see community benefits or political capital in such added services. That might reduce goodwill towards supporting future service improvements, especially amongst non-transport portfolio ministers who have issues in their own department they would want funded first.
Jeroen Weimar has led DTP for nearly 9 months.
In that period there has been a rebranding from PTV to TV.
However, as proved just recently with the 86 and 96 tram upgrades, the general DTP culture when it comes to promoting what should be good news service additions appears unchanged from the stagnant years of Younis.
That can not and should not continue.
That can not and should not continue.
Instead Mr Weimar might do well to push new thinking in the department so that DTP stops being viewed as a less favoured 'B team' punching below its weight when compared to the infrastructure project construction bodies. The government's rhetoric of 'switching on the Big Build' has even been favourable since the time Ben Carroll was minister but DTP has so far made nothing of it.
Such renewal could include a rediscovery of the importance of promotion to build success and then political capital for more service by kick-starting a virtuous cycle such as below.
Such renewal could include a rediscovery of the importance of promotion to build success and then political capital for more service by kick-starting a virtuous cycle such as below.
Secondly DTP needs to become a trusted delivery partner with improved capacity to reliably deliver service upgrades as soon as possible after they are budgeted. Unlike its promotion efforts DTP has made progress with small bus service upgrades done much quicker today than two years ago. However it still needs better processes for larger additions or reforms. It remains extraordinary that Melbourne takes more time to add or reform bus routes than doing complex capital works like removing level crossings and building new stations.
Thirdly, if achieving the above requires a refresh of DTP executive ranks then so be it. Opportunities may exist with Silver Review executive thinning. Though one must be careful that this does not force the better people out earlier, leading to regress not progress from the 'left behinds'.
Thirdly, if achieving the above requires a refresh of DTP executive ranks then so be it. Opportunities may exist with Silver Review executive thinning. Though one must be careful that this does not force the better people out earlier, leading to regress not progress from the 'left behinds'.
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