PTA / Transperth Service Changes - 2022

Perth / Western Australia Transport Discussion

Moderators: perthbus, Mr OC Benz

Merc1107
Posts: 2243
Joined: Sat Jul 07, 2012 6:38 pm
Favourite Vehicle: MAN 18.310, MB O405NH, L94
Location: A Coastal City

Re: PTA / Transperth Service Changes - 2022

Post by Merc1107 »

Traklink wrote: Sun Sep 18, 2022 2:58 pmRoute 271
... the inbound evening trips in the Aubin Grove area turned out to be prime targets for service cuts in the few years after that station opened so maybe Transperth is trying to get ahead of the game here. This does highlight the biggest problem with the route though, which is that (aside from serving the Forrestfield Forum) it's little more than a feeder route from a weak suburban terminus through mostly residential areas to the nearest train station, without the broader single-bus connections to Cannington, Belmont and Midland that the current routes provide ...

Overall some very good frequencies for a route like this (by the standards of Perth's low density suburbia), but I do wonder if it could be extended somewhere more useful - perhaps to either Kalamunda (via Lesmurdie) or Cannington, even if not on every trip.
Traklink wrote: Sun Sep 18, 2022 2:58 pmRoute 282 & 283
These two routes have been left mostly untouched, apart from the separation of the Peet Road loop into it's own route in order to speed up travel to central Kalamunda from Lesmurdie and beyond.
... Compared to just about every other service in the area, these routes have only seen relatively minor changes to both route alignment and number of trips even compared to before privatisation (when they ran as routes 292 and 305) - the daytime frequencies are slightly higher and much more consistent now but this has come at the cost of the limited evening service that used to operate. If the improvements to other services are a success then hopefully these routes will also be reviewed before too long.
I had actually been wondering if the 281 had been planned to extend to High Wycombe, and supplement the 282/283 services, or even entirely replace them, for example on weekends, when their productivity running at the dismal bihourly-frequency along their lengthy route must be quite low. It could be combined with a detour into the area the 271 is intended to terminate at to negate the need for that service.
The remark on Aubin Grove is quite valid; while the services for that station seemingly function very well as feeders during the peaks, in particular, their utility outside of that period is quite low, given the nuisance of having to change buses (or travel bus-train-bus) to reach other local attractions like Cockburn Gateway.

A couple of other points:
  • Assuming each of the routes ran hourly on weekdays, coordinating departures from Kalamunda will result in a bus every 20mins through Lesmurdie, but once the 281 ducks out, you'll be left with an alternating 20/40min headway. Alternatively, if you preserve the coordination between 282 and 283s, you end up with (hypothetically) a departure from Kalamunda at :00, :15, :45, :00.
  • In terms of simplifying the network and making it easier to get across town - could either the 282/283 be cancelled and additional 279s run to meet the Armadale line?
I'd also be interested in seeing some pre-privatisation timetables/maps for the Kalamunda area, just to see how things have evolved over the years.
User avatar
Traklink
Posts: 121
Joined: Wed Feb 17, 2021 5:02 pm

Re: PTA / Transperth Service Changes - 2022

Post by Traklink »

Kalamunda is one of the areas covered by the archived MetroBus site:
E1 Timetable (Kalamunda Road) - 289 290 298 300 302 737 Map
E2 Timetable (Lesmurdie) - 292 301 305 550 Map
E3 Timetable (High Wycombe) - 294 303 Map
E6 Timetable (Forrestfield, and High Wycombe on weekends) - 205 207 Map

It's a bit hard to read but someone also posted an old MTT timetable here.
Merc1107 wrote: Mon Sep 19, 2022 12:22 pm I had actually been wondering if the 281 had been planned to extend to High Wycombe, and supplement the 282/283 services, or even entirely replace them, for example on weekends, when their productivity running at the dismal bihourly-frequency along their lengthy route must be quite low. It could be combined with a detour into the area the 271 is intended to terminate at to negate the need for that service.
The remark on Aubin Grove is quite valid; while the services for that station seemingly function very well as feeders during the peaks, in particular, their utility outside of that period is quite low, given the nuisance of having to change buses (or travel bus-train-bus) to reach other local attractions like Cockburn Gateway.

A couple of other points:

Assuming each of the routes ran hourly on weekdays, coordinating departures from Kalamunda will result in a bus every 20mins through Lesmurdie, but once the 281 ducks out, you'll be left with an alternating 20/40min headway. Alternatively, if you preserve the coordination between 282 and 283s, you end up with (hypothetically) a departure from Kalamunda at :00, :15, :45, :00.
In terms of simplifying the network and making it easier to get across town - could either the 282/283 be cancelled and additional 279s run to meet the Armadale line?
Yes the 281 (like the 569 before it) does look poised for an upgrade/extension, especially with the Forrestfield end barely more than 2km away from High Wycombe station.

I'd be interested to see how long 279+Train would take to get to Perth compared to the current options, since I suspect it could be much faster than the bus journey of up to 70 minutes in peak but it's hard to tell with the current limited route 279 timetable. It certainly would make it cheaper for a much needed frequency improvement in Lesmurdie compared to running everything all the way to Oats Street or Perth.
shinjiman wrote: Thu Sep 15, 2022 8:21 pm Also the the last 2 lines of the route data, is there any idea for those listed? Is that the route 376 will be transferred to Swan Transit Joondalup, or just only have some trips shared with Path only for the trips between Alexander Heights/Landsdale to Whitfords? Also there’s another route numbered as 980 which belongs to Path Transit Morley looks like it’s being planned?
Last years changes brought route 60 just a few late-afternoon trips away from meeting the high frequency standard, so maybe the 980 is a hint they'll be finishing the job soon? No idea for the 376 though.
Catch a Traklink bus and you're on the train.
User avatar
Bus Suggestions
Posts: 814
Joined: Sun Jul 24, 2016 6:05 pm
Favourite Vehicle: Something with a ZF Ecomat
Location: The West
Contact:

Re: PTA / Transperth Service Changes - 2022

Post by Bus Suggestions »

Traklink wrote: Wed Sep 21, 2022 1:15 pm I'd be interested to see how long 279+Train would take to get to Perth compared to the current options, since I suspect it could be much faster than the bus journey of up to 70 minutes in peak but it's hard to tell with the current limited route 279 timetable. It certainly would make it cheaper for a much needed frequency improvement in Lesmurdie compared to running everything all the way to Oats Street or Perth.
Though not your 279, there's been some discussion on the 275+Train vs 299 over on the SkyscraperCity forums. A 58 minute trip counter-peak into the city in the afternoon from Kalamunda Bus Station on the 299 becomes a 42 minute trip with the Airport Line.

Current route 299:
Image

Route 275 and Airport Line transfer:
Image
Image

Admittedly you arrive on the other side of the city and it would likely take another 8 minutes to get to Elizabeth Quay, however, it becomes more convenient if the reason for coming to the city was to transfer services elsewhere. For instance a trip to Fremantle can be done with a 6-minute transfer at Claremont and doesn't require a "bridge" service, whereas currently it requires transfer to the Mandurah Line for one stop, necessitating a long walk both at Elizabeth Quay and at Perth Station.

Obviously the benefits are greater during peak hour as the traffic would slow down buses, but even against the flow, the new network presents a 16-minute saving. Evidently, it's a massive win for the Kalamunda area nonetheless.
I'd post any important, bus-related links I had, but they're outdated anyways.
bullswool
Posts: 34
Joined: Sat Jan 27, 2018 2:31 pm

Re: PTA / Transperth Service Changes - 2022

Post by bullswool »

Traklink wrote: Wed Sep 21, 2022 1:15 pm
Last years changes brought route 60 just a few late-afternoon trips away from meeting the high frequency standard, so maybe the 980 is a hint they'll be finishing the job soon? No idea for the 376 though.
Route numbering is anti clockwise from the 910 to 995. So given the 60 runs between the 950 and 960 it'll eventually be renumbered to 955 (probably).

980 is likely reserved for a future consolidation of the wanneroo Rd routes.
Merc1107
Posts: 2243
Joined: Sat Jul 07, 2012 6:38 pm
Favourite Vehicle: MAN 18.310, MB O405NH, L94
Location: A Coastal City

Re: PTA / Transperth Service Changes - 2022

Post by Merc1107 »

bullswool wrote: Wed Sep 21, 2022 4:11 pm
Traklink wrote: Wed Sep 21, 2022 1:15 pm
Last years changes brought route 60 just a few late-afternoon trips away from meeting the high frequency standard, so maybe the 980 is a hint they'll be finishing the job soon? No idea for the 376 though.
Route numbering is anti clockwise from the 910 to 995. So given the 60 runs between the 950 and 960 it'll eventually be renumbered to 955 (probably).

980 is likely reserved for a future consolidation of the wanneroo Rd routes.
There isn't any real rhyme or reason to the numbering.

As Wanneroo Rd is not a haunt of the Morley contract, nor has there been any efforts at consolidating services, I think the punts on an upgraded 60 are more plausible.
bullswool
Posts: 34
Joined: Sat Jan 27, 2018 2:31 pm

Re: PTA / Transperth Service Changes - 2022

Post by bullswool »

No documented reason for the numbering, but the pattern is there!
User avatar
Woolies_truck
Posts: 81
Joined: Mon May 27, 2019 2:31 pm
Favourite Vehicle: MAN NG313F
Location: Perth

Re: PTA / Transperth Service Changes - 2022

Post by Woolies_truck »

A certain service that runs through the inner Morley Contract suburbs will be entering the High frequency ranks later in the year , you add the clues together :) 😉
:D
Merc1107
Posts: 2243
Joined: Sat Jul 07, 2012 6:38 pm
Favourite Vehicle: MAN 18.310, MB O405NH, L94
Location: A Coastal City

Re: PTA / Transperth Service Changes - 2022

Post by Merc1107 »

Traklink wrote: Wed Sep 21, 2022 1:15 pm Kalamunda is one of the areas covered by the archived MetroBus site:
E1 Timetable (Kalamunda Road) - 289 290 298 300 302 737 Map
E2 Timetable (Lesmurdie) - 292 301 305 550 Map
E3 Timetable (High Wycombe) - 294 303 Map
E6 Timetable (Forrestfield, and High Wycombe on weekends) - 205 207 Map

It's a bit hard to read but someone also posted an old MTT timetable here.
Certainly come a long way from those days. Once-a-day 294 on Saturdays - I'm sure that was incredibly useful!
Bus Suggestions wrote: Wed Sep 21, 2022 1:36 pmAdmittedly you arrive on the other side of the city and it would likely take another 8 minutes to get to Elizabeth Quay, however, it becomes more convenient if the reason for coming to the city was to transfer services elsewhere. For instance a trip to Fremantle can be done with a 6-minute transfer at Claremont and doesn't require a "bridge" service, whereas currently it requires transfer to the Mandurah Line for one stop, necessitating a long walk both at Elizabeth Quay and at Perth Station.

Obviously the benefits are greater during peak hour as the traffic would slow down buses, but even against the flow, the new network presents a 16-minute saving. Evidently, it's a massive win for the Kalamunda area nonetheless.
Even considering a walk from Perth Station, it's a pretty significant improvement. And there are plenty of options from Perth Busport/Wellington St for those not inclined (or able) to walk, or those who need access to the Terrace (I wonder how the journey stacks up if you change to a 940?); although changing between a William St and St George's Terrace bus would be a bit of a nuisance, depending on what you catch and what stop you need to walk to.
Enviro 500
Posts: 1098
Joined: Tue Feb 04, 2020 2:42 pm
Favourite Vehicle: Scania N113CRB
Location: WA 6000
Contact:

Re: PTA / Transperth Service Changes - 2022

Post by Enviro 500 »

Woolies_truck wrote: Wed Sep 21, 2022 8:37 pm A certain service that runs through the inner Morley Contract suburbs will be entering the High frequency ranks later in the year , you add the clues together :) 😉
Hmm, Guildford corridor?
Merc1107
Posts: 2243
Joined: Sat Jul 07, 2012 6:38 pm
Favourite Vehicle: MAN 18.310, MB O405NH, L94
Location: A Coastal City

Re: PTA / Transperth Service Changes - 2022

Post by Merc1107 »

Enviro 500 wrote: Thu Sep 22, 2022 1:40 am Hmm, Guildford corridor?
I should think that's on the list, given Guildford Rd is neatly coordinated to 15mins throughout the day already (at night it's a bit all over the place, so hopefully that would be fixed too).
On the few occasions I've used a 42 (daytime interpeak) it's always seemed quite busy, and while I respect the desire to have a consistent timetable, you can't help but feel the Maylands Peninsula is a bit short-changed with the 42... So I'll be watching with some interest with what they do there.
User avatar
TP1462
Posts: 1439
Joined: Sun Aug 07, 2011 3:43 pm
Favourite Vehicle: B7RLE, OC500LE, 0305, B10M.

Re: PTA / Transperth Service Changes - 2022

Post by TP1462 »

With todays update Apple have also mapped out the stations including bus stands and entrances Image
Image
Image


Sent from my iPhone using Tapatalk
User avatar
Traklink
Posts: 121
Joined: Wed Feb 17, 2021 5:02 pm

Re: PTA / Transperth Service Changes - 2022

Post by Traklink »

Airport Line Service Changes - Trains

Inner Stations (Claremont - Perth - Bayswater)
Starting with the (very) good news here: as expected, the inner core of the Fremantle and Midland lines will run every 6 to 8 minutes during the day and into the early evening, seven days per week. Night services will also be doubled to run every 15 minutes through to midnight, and every half hour until 1:30am on Friday and Saturday nights. Interestingly, there are a few early-morning short services from Perth to Claremont and evening trains from Claremont to Perth that are shown only on the Fremantle Line timetable, though in reality these would be Airport Line trains either starting or finishing service for the day. The one relatively weak spot remains operating hours, with the most significant improvement being that Sunday trains will start 20 minutes earlier from Claremont (but not Fremantle) to Perth. There'll be more on this later, but first there's the ugly matter of what's happened on the outer half of each line.

Outer Stations (Fremantle, Midland and Airport Lines)
Here we find the worst part of these changes - the reduction of peak frequency from every 10 minutes to every 12 minutes in the Claremont-Fremantle and Bayswater-Midland sections. Now this change does have its justifications - for one it'll be required in a couple of years to allow the Ellenbrook line to run through to Perth, much as I have my concerns about that particular project. In the meantime it'll also reduce the peak driver requirement (particularly useful at times like this), allow every Fremantle/Midland train to run as 4 cars and release a couple more 'operational spare' B series sets since the A series isn't exactly getting any younger. But at the same time, the reduced frequency is not only being less convenient in isolation (with longer wait times and a timetable that's harder to memorise) but it also makes for less consistent connections with the rest of the network, typically operating at frequencies of 10, 15, 20 or occasionally 30 minutes. It also leads to the awkward 24-minute frequency of some of the new feeder routes, which fails to meet the 20-minute Acceptable Service Level benchmark and breaks from Transperth's preference for clockface frequencies, making it even harder to memorise than the 12-minute train timetable - and this could well get even worse once the Ellenbrook line opens. I only hope the new signalling system comes sooner rather than later on this line so that the 10 minute frequency can be restored.

Fortunately though, the planners seem to have done a reasonable job working within the constraints imposed by the reduced frequency. For one thing, while both the Fremantle and Midland lines will see a reduction in service compared to the current (2019) timetables, which added a fair number of mostly inbound trips, there will in fact still be slightly more weekday trains on each line compared to when the Airport Line contracts were signed back in 2016. This has been achieved by broadening the morning and afternoon peaks, as well as pushing the half-hourly night frequency later and later with every timetable change:
Freo-Midland Timetable Changes.JPG
As for the existing Midland and Fremantle line feeder buses, it is perhaps fortunate that many routes are either so infrequent that the reduced train frequency has only a minimal impact, or that the peak times are so narrow (often less than an hour) that the entire notion of a clockface frequency is more or less irrelevant during the peak period. A backhanded compliment for sure - but I'd be much more scathing if this reduction was applied to the Joondalup and Mandurah lines. For those routes that currently run to reasonable frequencies, a number of different approaches have been taken to adjust to the new train timetable - which in most cases have maintained the same number of trips:
  • 102: This route will run as close as it can to a 20 minute frequency, resulting in a mildly uneven (18-18-24) but still clockface timetable. As flagged by the Transperth website, two afternoon peak trips will be withdrawn - but this seems linked to low demand since the train frequency at Claremont station is actually increasing.
  • 107: As with the 102 this route will run to a slightly uneven but still clockface timetable in the morning. Afternoon trips will continue to run every half hour, which continues to mesh neatly with the 6 minute train frequency.
  • 300: This privately-funded shuttle continues to completely disregard the train timetable and run every 20 minutes (the duration of a full circuit plus some padding), both peak and off-peak
  • 301: Peak frequency will be reduced from 10 to 12 minutes, with a small reduction in total trips
  • 320: In the morning this route will now run every 12 minutes for a 36-minute period at the height of the peak, with 24-minute shoulders either side, compared to the current timetable of every 20 minutes with a single "intermediate" trip on top of this. The afternoon frequency will be reduced from every 20 minutes to every 24 minutes, but this will operate later into the evening (particularly when taken in combination with route 328).
  • 322: Afternoon peak frequency will be reduced from every 20 minutes to every 24 minutes, but the 40 minute gap between the 4:51pm and 5:31pm trips will be filled in
  • 341-342: This route combination will be improved from an uneven 10-20 minute pattern to a 12 minute frequency, although both morning and afternoon peaks have a single strange 24-minute gap that hopefully will be fixed sooner rather than later.
  • 353: Frequency has been increased from every 20 to every 12 minutes - since this route has seen more substantial changes than most, there'll be more in the next (and hopefully last) post.
  • 548: Peak frequency will be reduced from 20 to 24 minutes, but this will operate for a wider span of hours (during which the route currently drops to half hourly). This route will also lose one trip each direction, but the trip to Fremantle is unrelated to the train changes.
  • 549: Morning peak frequency will be reduced from every 10-20 minutes to every 12-24 minutes, but will start earlier and finish later. Afternoon peak frequency will be reduced from 20 to 24 minutes, with the loss of two trips to Rockingham.
  • 955: Peak frequency will be reduced from 10 to 12 minutes, with the savings reinvested to upgrade the contra-peak frequency from every 20 minutes to every 12 minutes and push the 15 minute frequency (to Ellenbrook) half an hour later into the evening. The overall number of weekday trips remains the same between Bassendean and Ellenbrook. As with the 353 there'll be more on this route in the next post.
Operating Hours
Well this part has certainly been contentious, since the Airport Line will not cater for the majority of FIFO workers who depart early in the morning. I consider this a reasonable compromise based on the available evidence: while there are (by my count) around 50 domestic flights leaving before 7am, making for up to 9,000 people (assuming each is a fully-loaded 737/A320), the estimate in the Perth Airport Masterplan is that the Airport Line will have a mode share of only 4% in 2025. Even if we adjust it slightly higher to 5% (to compensate for the train only being an option for 85% of flights), this works out at only 450 potential train passengers - or 225 passengers per hour. This would also be based on then entire supporting train network starting two to three hours earlier as well, all for maybe 50 passengers per hour per line - which would have to be split over at least two trains per hour so that the service isn't unusably tokenistic. While I wouldn't be surprised to see the 4% figure turn out to be quite an underestimate given the $5 train fare is an absolute bargain compared to every other option, I'm less optimistic about the prospects for passenger numbers early in the morning when the roads are empty and convenience is more of a deciding factor (or at least it would be to me). And this is without even considering the oft-cited problem of track maintenance. I wouldn't necessarily be against a FIFO-targeted service if the line turns out to be a roaring success (and I certainly hope it is), but otherwise I'd much rather see the money spent on reintroducing the off-peak Whitfords/Cockburn shuttle, or further expanding and improving the high frequency bus network, or bringing weekend frequencies network-wide to the same level as weekday interpeak, or rolling out new cross-town routes and services to developing areas.

The Airport Line's operating hours do, however, fall short when compared to the current train network. For example, the first weekday train doesn't arrive at Perth Station until 06:04 - 20 minutes later than most other lines (which arrive between 05:40 and 05:47), and over half an hour later than the Joondalup line (at 05:28). Weekends are similarly affected, with the first Saturday train from High Wycombe arriving at 06:42 (compared to 05:55 on the Armadale, Joondalup and Mandurah lines) and the first Sunday train arriving at 08:04, compared to the Thornlie, Joondalup and Mandurah lines and the majority of high frequency bus routes all having services that arrive in Perth by 07:30. Even the first train from Claremont, on the other half of the Airport Line, arrives only a few minutes later at 07:35. When it comes to improving operating hours, I'd say fixing this would be a pretty good place to start. While I'm unfamiliar with the specifics of railway timetabling, I wonder if this could involve outbound trips to the airport starting half an hour earlier as well - since it seems (via the Railcar Allocation calculator) that there are indeed trains leaving Perth that early, albeit running dead to get in position for the inbound service to start.

Armadale, Joondalup, Mandurah and Thornlie Lines
Timetables have been reissued for these lines but the only changes I could find were the addition of the Airport Line to the Perth Station map at the back along with the new stopping pattern diagram style. I will question why the new diagrams do absolutely nothing to indicate train interchanges - surely it would be worth it, to take the Airport Line as an example, to have connection markers at Bayswater (for the Midland Line), East Perth (Transwa), Claisebrook (Armadale/Thornlie), Perth (Joondalup/Mandurah) and Claremont (Fremantle)? We're no longer in the days of the CBD being the only connection point after all - doubly so when the Thornlie-Cockburn and Ellenbrook lines open.

Transwa
This is something that I spotted on the timetables at railmaps.com.au - the majority of Prospector and MerredinLink trains from East Perth will now depart five minutes earlier to resume the current timetable from Midland onwards, presumably due to track congestion as far as Bayswater. There appears to be no such allowance in the opposite direction though.

To be concluded......
Catch a Traklink bus and you're on the train.
User avatar
Traklink
Posts: 121
Joined: Wed Feb 17, 2021 5:02 pm

Re: PTA / Transperth Service Changes - 2022

Post by Traklink »

Stadium special route 655 will now serve High Wycombe station and no longer stop along Hale Road:

655.JPG
Catch a Traklink bus and you're on the train.
Merc1107
Posts: 2243
Joined: Sat Jul 07, 2012 6:38 pm
Favourite Vehicle: MAN 18.310, MB O405NH, L94
Location: A Coastal City

Re: PTA / Transperth Service Changes - 2022

Post by Merc1107 »

Traklink wrote: Tue Oct 04, 2022 1:48 pm Here we find the worst part of these changes - the reduction of peak frequency from every 10 minutes to every 12 minutes in the Claremont-Fremantle and Bayswater-Midland sections. Now this change does have its justifications - for one it'll be required in a couple of years to allow the Ellenbrook line to run through to Perth, much as I have my concerns about that particular project. In the meantime it'll also reduce the peak driver requirement (particularly useful at times like this), allow every Fremantle/Midland train to run as 4 cars and release a couple more 'operational spare' B series sets since the A series isn't exactly getting any younger.
Aside from a few 2 car workings on the Armadale line in the peaks, I had actually thought all services had been 4 car since the last A-sets were released from the Mandurah line in late-2016, with the surplus Bs that subsequently arrived for FAL having partially funded the removal of the skip-stop patterns on the Fremantle-Midland corridor.

While it's definitely sounding like the MEL will run through to Perth, it's such a compromise without high capacity signalling. I think it would've been fairer to the existing users of the network (particularly those most-affected by the loss of the express services) had the MEL been designed to terminate at Bayswater, and the remaining two 'legs' of the line run at 8min frequency in peak (15tph), making peak transfers never more than 4mins. There'd still be the problem of feeder buses losing the ability to run perfectly even headways, but even on the North-South corridor, it's seems somewhat rare to find that with how service levels gradually intensify and taper (for peak, specifically), coupled with the tweaks needed to meet the train timetable, and other tweaks to make the absurdly-short turnarounds "work".
Traklink wrote: Tue Oct 04, 2022 1:48 pm It also leads to the awkward 24-minute frequency of some of the new feeder routes, which fails to meet the 20-minute Acceptable Service Level benchmark and breaks from Transperth's preference for clockface frequencies, making it even harder to memorise than the 12-minute train timetable - and this could well get even worse once the Ellenbrook line opens.
Traklink wrote: Tue Oct 04, 2022 1:48 pm As for the existing Midland and Fremantle line feeder buses, it is perhaps fortunate that many routes are either so infrequent that the reduced train frequency has only a minimal impact, or that the peak times are so narrow (often less than an hour) that the entire notion of a clockface frequency is more or less irrelevant during the peak period. A backhanded compliment for sure - but I'd be much more scathing if this reduction was applied to the Joondalup and Mandurah lines.
A lot of the Midland-area services still run to an erratic timetable, and compared to the rest of the network, the area is a bit of a mess (particularly the large variety of deviations, school-days extensions, occasionally-different stopping patterns and very occasional runs out to the sticks). Adding a wonky 12/24min train into the mix is really quite far from ideal; it prevents neat coordination of several hourly services, for instance.

At the Freo end, while nothing formally connects to the train there aside from the 548 and 549, the Cockburn services in particular are all over the place in peak (little wonder they're fairly quiet), despite there being a train every 5mins for them to connect to when they do get to Cockburn. There's a great deal of room to improve there (I tend to think it's a bit of an undiscovered gold mine), but it's the stuff of another thread.

Am a bit surprised that peak-connections are deemed necessary at Claremont with a train every 6mins, on top of selected trips extending as the 995. The usual window allows about 5mins between modes (the contracts stipulate when this can be varied), but it only takes a small hiccup to delay a bus, and send that out the window. Is sacrificing a memorable 20min timetable to avoid a 6min wait really worthwhile when the service level has improved by 4tph and a direct bus is still (technically) available?
Traklink wrote: Tue Oct 04, 2022 1:50 pm Stadium special route 655 will now serve High Wycombe station and no longer stop along Hale Road:
Am guessing the logic there is allow event-goers to make use of the park and ride facilities, particularly if an event finishes late enough to miss the last feeders. However it seems a bit of a mistake not running from Walliston or Lesmurdie - particularly the latter given the dismal state of bus service.. The frequent football and cricket matches at the Stadium have (forcibly) reintroduced many Perthites to public transport; I would hope the this has been breaking down those decades-long misconceptions and grudges about the Transperth network, perhaps even improving ridership in some areas. To not wheel the Trojan horse into Lesmurdie seems a most unfortunate decision.
User avatar
busdriver12
Posts: 232
Joined: Mon Mar 02, 2015 2:07 pm
Favourite Vehicle: One that doesn't break down!
Location: Byford

Re: PTA / Transperth Service Changes - 2022

Post by busdriver12 »

shinjiman wrote: Thu Sep 15, 2022 8:21 pm According to the data from the Transperth website that had been published today with selected trips quoted above, the following route are going to operated by the operators listed below.

Path Transit - Kalamunda contract
37, 270, 271, 273, 274, 275, 276, 279

Swan Transit - Midland contract
277, 278, 290, 291, 292, 940

Swan Transit - Canning contract
280

Also the the last 2 lines of the route data, is there any idea for those listed? Is that the route 376 will be transferred to Swan Transit Joondalup, or just only have some trips shared with Path only for the trips between Alexander Heights/Landsdale to Whitfords? Also there’s another route numbered as 980 which belongs to Path Transit Morley looks like it’s being planned?
Can you share where on the Transperth web site this is located? No link was mentioned.

Tnx
Phil

All views expressed are strictly my own and do not represent my employer or anyone else.
User avatar
Bus Suggestions
Posts: 814
Joined: Sun Jul 24, 2016 6:05 pm
Favourite Vehicle: Something with a ZF Ecomat
Location: The West
Contact:

Re: PTA / Transperth Service Changes - 2022

Post by Bus Suggestions »

busdriver12 wrote: Wed Oct 05, 2022 6:47 pm Can you share where on the Transperth web site this is located? No link was mentioned.

Tnx
Spatial Data on the Transperth website is found through About > Spatial Data Access. Select the option to download GTFS data.
I'd post any important, bus-related links I had, but they're outdated anyways.
WEMBLEY 75
Posts: 33
Joined: Mon Mar 04, 2019 12:34 am

Re: PTA / Transperth Service Changes - 2022

Post by WEMBLEY 75 »

The new timetables for buses from Midland which travel along Great Eastern Highway to service the Mundaring/Eastern Hills areas have been split into two with Timetable 96 covering the major routes 320, 321 and 322 and Timetable 97 covering the less frequent Chidlow-Wundowie routes 328 and 331. To better provide information to residents covered by Timetable 97, why can't the 7.45 am (school days) or 7.53 am (school holidays) ex-Midland weekday deviation of Route 321to Parkerville which then terminates in Mundaring and the Route 320 extensions to and from Chidlow also be included in Timetable 97?
User avatar
busdriver12
Posts: 232
Joined: Mon Mar 02, 2015 2:07 pm
Favourite Vehicle: One that doesn't break down!
Location: Byford

Re: PTA / Transperth Service Changes - 2022

Post by busdriver12 »

Bus Suggestions wrote: Wed Oct 05, 2022 7:26 pm
busdriver12 wrote: Wed Oct 05, 2022 6:47 pm Can you share where on the Transperth web site this is located? No link was mentioned.

Tnx
Spatial Data on the Transperth website is found through About > Spatial Data Access. Select the option to download GTFS data.
Thanks for that - a lot of interesting information :)
Phil

All views expressed are strictly my own and do not represent my employer or anyone else.
User avatar
Traklink
Posts: 121
Joined: Wed Feb 17, 2021 5:02 pm

Re: PTA / Transperth Service Changes - 2022

Post by Traklink »

Finishing this series just in time for the Airport Line opening:

10th October Service Changes - Miscellaneous

Route 24
A simple one to start things off - this route will now run every 15 minutes in the morning peak from East Perth to Perth Children's Hospital, partially replacing the withdrawn route 26. It will also run an additional full trip leaving East Perth at 8:49am, fixing a 50 minute gap, and the 20 minute afternoon frequency from Claremont will now extend a couple of trips later until 5:30pm.

Routes 25
There's been a bit of give and take with this route - on the one hand it now provides a (mostly) 15 minute frequency between Shenton Park station and Hollywood Private Hospital to replace the withdrawn route 26, though it quite strangely falls back to a somewhat-uneven three buses per hour at the height of the peak. It's also pretty well co-ordinated with the CircleRoute as far as the QEII Medical Centre, with an off peak bus for every train. But on the other hand the off-peak service between Hollywood Hospital and Claremont has been reduced to every two hours, as has the entire Saturday service. Presumably this is due to the high-income demographics of the 'Golden Triangle' - although route 24 seems to be doing pretty well despite this.

Route 96
The main change here is the extension of some more trips along Loftus Street to Dog Swamp shopping centre, this time designed for more general weekday commuting (such as to the hospitals) rather than just school students. It's still a pretty token service for now at two trips each direction, but it'll be interesting to see if this turns into something more substantial later on. This also goes for the school-days only route 95 which was introduced a while back but has only now been added to the timetable - complete with a note on the map reading "Selected Route 95 services travel to / from Bob Hawke College", where "selected" would seem to be at odds with the current limited timetable.

Routes 26 and 103
The rationalisation of services in the wake of the Purple CAT continues, with route 26 (which largely duplicates the CAT) scrapped entirely and route 103 reduced to every two hours in the middle of the day, along with the loss of an early morning trip to Perth and an evening trip to Claremont. This withdrawal of the 26 so soon after it was introduced (as a pretty high-profile route no less, not like the typical unsuccessful trial route) really makes the Purple CAT look a bit politically motivated, but at least it now plays a reasonable (and mostly unique) role in the network while releasing funds for other routes like the Shenton Park link on route 25. I wouldn't be surprised to see further reductions to the 103 in the future, perhaps reducing it to peak-only assuming it survives at all.

Routes 340 and 353
These two routes have merged into a single route 353, running along the route 340 alignment through Caversham and extending to Henley Brook via the new Arthur Street bridge. For those living in Brabham and Dayton, the revised route offers an improved frequeny at peak times (12 minutes compared to 20) as well as services running later into the evening (until 9pm) on weekdays, while in Caversham it's a more substantial improvement from every half hour in the afternoon peak and weekend services will run for the first time. The downside to this is that the Altone Road corridor will see a reduction in service on weekends from three buses per hour (at 15-15-30 intervals) to only half hourly - this would be resolved if the 955 were upgraded to a true high frequency service, but at this stage with the Ellenbrook line under construction I'd be surprised to see it happen.

Routes 511 and 513
An odd choice of routes to be included in this round of changes, the main improvement here is that the two routes will be much better co-ordinated, with services through Beaconsfield to Fremantle now running as close as possible to every half hour (varying slightly due different running times to Murdoch) rather than a strange 15-45 minute split.

Route 804
Might as well include this one as it's changing on the same day (technically on the 9th but it doesn't actually run on Sundays) - this route down in Albany will now run through the newish housing development at the northern end of Bayonet Head, and will also now serve the Oyster Harbour Lifestyle Village. It will also double its service to four trips each weekday, and the dogleg to Meananger Cr will now run in both directions on all trips. Obviously it's still far from the standard needed to attract significant patronage (if that's even possible in these country towns), but for those who depend on the bus service this looks like a worthwhile improvement.

Route 816
Meanwhile in Busselton, route 816 will be extended to serve the suburbs of Vasse and Kealy. It will also see a new weekday morning trip to Busselton and a later afternoon trip from Busselton, while the Saturday (and Public Holiday service) will almost double with services starting two and a half hours earlier in both directions. A service to Vasse was attempted a few years back with trial route 818, which ran directly along Bussell Highway, and compared to that unsuccessful route this new service will be much less direct but will run a more comprehensive service including inter-peak and Saturday trips. As with the Albany service this route is unlikely to attract choice riders (although a peak commute is at least now possible), but this should be a good improvement for those who need it.

Route 955
As described previously, this route will reduce to every 12 minutes at peak times to fit with the reduced train frequency, with the savings used to upgrade frequencies at other times of the day. I remember hearing that this route could get quite crowded some years ago, so I'd be interested to know if Covid and road improvements (Northlink and New Lord Street) have eroded patronage to the extent that the reduced frequency can cope, or if the improved 353 will play a part. Anyhow, besides the cost-neutral changes north of Bassendean this route will see improvements to services between Bassendean and Morley, with every peak trip (and nearly every contra-peak trip) now running the full length so that services leaving Morley will no longer drop to every half hour at the ridiculously early time of 5pm. And Sunday services will run slightly later into the evening, ensuring that the route exceeds the oddly-superior span of hours previously provided by route 353 along Altone Road.

Route 995
And a relatively minor change to finish on: this route will see two additional trips to Claremont, one to extend the contra-peak frequency later into the morning and one to add a bit more capacity and plug a 13-minute gap during the afternoon peak. I find it interesting that this is currently the only Transperth timetable (that I know of) to indicate through-running with other routes, and I wonder if this should be rolled out to other timetables in a more standardised way - maybe using symbols like * and # the way the train timetables used to do twenty years ago.
Catch a Traklink bus and you're on the train.
User avatar
Traklink
Posts: 121
Joined: Wed Feb 17, 2021 5:02 pm

Re: PTA / Transperth Service Changes - 2022

Post by Traklink »

Merc1107 wrote: Tue Oct 04, 2022 8:18 pm Aside from a few 2 car workings on the Armadale line in the peaks, I had actually thought all services had been 4 car since the last A-sets were released from the Mandurah line in late-2016, with the surplus Bs that subsequently arrived for FAL having partially funded the removal of the skip-stop patterns on the Fremantle-Midland corridor.
Correct, it's been served by 11 (by my count) 4-car As since at least 2016, with two Bs taken from the FAL order(making 13 train sets in total) added in 2019 to allow for the longer round-trip time when the patterns were removed. But by my maths they'd need all 10 of the latest B series order (including the two sets currently in use) if the Airport Line ran every 10 minutes, meaning they would either have to take take some Bs away from the Cockburn/Whitfords shuttles or else downgrade some As back to 2 cars (to form all 13 trains out of the 44 carriages).
Merc1107 wrote: Tue Oct 04, 2022 8:18 pm While it's definitely sounding like the MEL will run through to Perth, it's such a compromise without high capacity signalling. I think it would've been fairer to the existing users of the network (particularly those most-affected by the loss of the express services) had the MEL been designed to terminate at Bayswater, and the remaining two 'legs' of the line run at 8min frequency in peak (15tph), making peak transfers never more than 4mins. There'd still be the problem of feeder buses losing the ability to run perfectly even headways, but even on the North-South corridor, it's seems somewhat rare to find that with how service levels gradually intensify and taper (for peak, specifically), coupled with the tweaks needed to meet the train timetable, and other tweaks to make the absurdly-short turnarounds "work".
I wouldn't be too surprised to see something like this actually happen a year or two later if the three line combination proves too hard to run reliably. After all the initial Armadale/Thornlie line peak timetable featured 4 trains per hour on the E pattern (Perth-McIver-Claisebrook-Cannington-Kenwick-Maddington-Gosnells-Kelmscott-Armadale) in addition to the current C and T patterns, and they lasted for barely a year before getting cancelled. It does of course depend on exactly how the Bayswater connection is built, but I note the PDP does mention "A connection to the Forrestfield-Airport Link turnback is designed to the west of Bayswater Station". And I agree that an 8 minute frequency would be an improvement - it's actually approaching turn-up-and-go, although if they could reliably stretch the colour-light signalling out to one extra train per hour (3.75 minute headways) it'd be better yet.
Merc1107 wrote: Tue Oct 04, 2022 8:18 pm A lot of the Midland-area services still run to an erratic timetable, and compared to the rest of the network, the area is a bit of a mess (particularly the large variety of deviations, school-days extensions, occasionally-different stopping patterns and very occasional runs out to the sticks). Adding a wonky 12/24min train into the mix is really quite far from ideal; it prevents neat coordination of several hourly services, for instance.
I honestly just gave up trying to figure out anything on timetables 86 and 91 for example - there's clearly some co-ordination going on between routes 313-314-315-324-325 but I have no idea how they arrived at the timetable for each individual route (e.g. why does the 325 only run every 70 minutes in the morning peak?). And there are a fair few double-banked trips along the Morrison Road corridor (often involving the 313 or 323), which was a minor problem with the old timetable but has really been exacerbated by the train frequency reduction. Hopefully the whole area will have a rethink when the new Midland station is ready, though I don't readily see what it would look like.

As for the Mundaring/hills routes, I expect it's quite a challenging area to serve (highly dispersed and low density even by Perth standards) but the routes really look like they've been "value-engineered" over the years to try and maximise frequency from extremely limited (and ever-dwindling) resources. Those 321M and 322K trips out to Mundaring for example are very much the definition of combined services, as is the 320E to Chidlow - they just don't use their own route numbers any more.
Merc1107 wrote: Tue Oct 04, 2022 8:18 pm Am a bit surprised that peak-connections are deemed necessary at Claremont with a train every 6mins, on top of selected trips extending as the 995. The usual window allows about 5mins between modes (the contracts stipulate when this can be varied), but it only takes a small hiccup to delay a bus, and send that out the window. Is sacrificing a memorable 20min timetable to avoid a 6min wait really worthwhile when the service level has improved by 4tph and a direct bus is still (technically) available?
Especially since this only seems to apply to the 102 and 107 (and the 25 at Shenton Park), while everything else just ignores the train timetable completely - even the 97 just runs at a flat 15 minute frequency with only minor adjustments for running times.
Catch a Traklink bus and you're on the train.
Enviro 500
Posts: 1098
Joined: Tue Feb 04, 2020 2:42 pm
Favourite Vehicle: Scania N113CRB
Location: WA 6000
Contact:

Re: PTA / Transperth Service Changes - 2022

Post by Enviro 500 »

103 is better off starting from the Busport and running down Wellington Street, however, that would leave King's Park Road with fewer services with the loss of 25 and 26. The Purple CAT compensates for that, though. Ideally, the Purple CAT should have started from the Busport and ran via Wellington Street to begin with.

955 may be downgraded like the old 920 and 940 when the Ellenbrook Line opens. It is the only 900 series service using a normal timetable after all.

970 and 995 can be merged to provide a direct connection from UWA to the northern suburbs via William and Charles Streets.
Merc1107
Posts: 2243
Joined: Sat Jul 07, 2012 6:38 pm
Favourite Vehicle: MAN 18.310, MB O405NH, L94
Location: A Coastal City

Re: PTA / Transperth Service Changes - 2022

Post by Merc1107 »

Traklink wrote: Sat Oct 08, 2022 3:48 pm Routes 511 and 513
An odd choice of routes to be included in this round of changes, the main improvement here is that the two routes will be much better co-ordinated, with services through Beaconsfield to Fremantle now running as close as possible to every half hour (varying slightly due different running times to Murdoch) rather than a strange 15-45 minute split.
Documents in the recent tenders indicated these routes were intended to have a Murdoch train connection, and be coordinated with one-another. Meeting a train at Freo was listed as "desirable". There were peculiarities with this, with the last 511 of an evening from Fremantle (a 511FW) leaving on the cusp of a train arriving from Perth; it only went as far as Samson. Likewise the last 513 (a 513FK to Kardinya Park Shopping Centre via Romeo Rd) had the same problem. In both cases, there was coordination, but with no Mandurah train to meet, it seemed unusual not to tweak them to better-align with the Fremantle line for those last couple of trips, given the last buses from Murdoch were a good hour or so earlier.

That aside, coordination ex-Murdoch (with 512s combining with the 513 to give reasonably frequent service into Coolbellup) gave the Murdoch/Somerville/Kardinya area bounded by South St, Somerville Blvd and North Lake Rd a fairly even service, and given the varying journey times of the two, the 15-45 split in Beaconsfield. Service ex. Freo was fairly evenly spaced at a combined 30min frequency (more on weekdays, including till lunch). Before COVID, weekend or interpeak trips ex Freo could carry a seated load as far as Winterfold Rd ... kinda makes me wonder why something akin to the old direct Winterfold Rd route to Coolbellup (pre-SSR) never survived compared to the meandering 511 and 513.
Traklink wrote: Sat Oct 08, 2022 3:48 pm Route 955 As described previously, this route will reduce to every 12 minutes at peak times to fit with the reduced train frequency, with the savings used to upgrade frequencies at other times of the day. I remember hearing that this route could get quite crowded some years ago, so I'd be interested to know if Covid and road improvements (Northlink and New Lord Street) have eroded patronage to the extent that the reduced frequency can cope, or if the improved 353 will play a part.
The answer here would be artics, if they're not already being used in any meaningful way. Six are reportedly operating out of Midvale/Ellenbrook (how many at each I don't know), which I imagine are tied up on school trips during the relevant times of day. While that might create some difficulties around the school peak, the rest of the time it should be a non-issue - but of course there's that perennial issue with artics never being (voluntarily) scheduled to where their capacity might be beneficial. Plenty of extra artics trickling into service presently, so until MEL comes online, it might be worth keeping a few extra on hand for 955s, given the slight frequency reduction and potential patronage rebound/increase too.
Traklink wrote: Sat Oct 08, 2022 3:48 pm Route 995
.. I find it interesting that this is currently the only Transperth timetable (that I know of) to indicate through-running with other routes, and I wonder if this should be rolled out to other timetables in a more standardised way - maybe using symbols like * and # the way the train timetables used to do twenty years ago.
Interestingly, the 102 & 107 timetables do not indicate the availability of a train, or even bus connection - but that's been the standard across the board for many years now.

I do agree that where there are logical bus-to-bus connections available (or even hard-linked trips), these should be indicated for the convenience of the public.
Traklink wrote: Sat Oct 08, 2022 3:48 pm As for the Mundaring/hills routes, I expect it's quite a challenging area to serve (highly dispersed and low density even by Perth standards) but the routes really look like they've been "value-engineered" over the years to try and maximise frequency from extremely limited (and ever-dwindling) resources. Those 321M and 322K trips out to Mundaring for example are very much the definition of combined services, as is the 320E to Chidlow - they just don't use their own route numbers any more.
That does raise another bug-bear about timetables - why aren't deviations and extensions shown on the maps of most timetables, especially those where the detour is quite a substantial change to the normal route? Examples include the Bouvard extensions, and school-days deviations on the 592-594, 500 extension to Fremantle, 510 extension to Canning Bridge.
Adding to that, where the school-days variations are so numerous, I feel they deserve a separate table on the timetable altogether, with the affected trips labelled as "S" only. Taking the 594 Timetable as an example. Perhaps you'd show the departure time from the train station, maybe the intermediate timed stops, appropriate school arrival times, terminating time, any hard-connections with other school services. This would surely make a lot more sense than a HUGE list of deviations that read along the lines of "Departs X at Y minutes before the time shown for Z timed stop, does not travel via A and terminates at stop B".

Owing to conversation with other board members, I've learned the Adelaide Hills are surprisingly well-serviced given those suburbs are quite dispersed, and low-density too. Not sure if anyone who has familiarity with both might be able to chime in with their opinion. Obviously Perth hills don't need any alphabet soup, but the relative popularity of Adelaide's hills services suggests there might be potential.
WEMBLEY 75
Posts: 33
Joined: Mon Mar 04, 2019 12:34 am

Re: PTA / Transperth Service Changes - 2022

Post by WEMBLEY 75 »

Good-bye Route 60 and hello to high-frequency Route 980

In the school service changes for Mount Lawley High School this was mentioned:

Route 60 will be withdrawn and replaced with new high frequency Route 980.
Route 980 will operate the exact route of the former Route 60 service.
Enviro 500
Posts: 1098
Joined: Tue Feb 04, 2020 2:42 pm
Favourite Vehicle: Scania N113CRB
Location: WA 6000
Contact:

Re: PTA / Transperth Service Changes - 2022

Post by Enviro 500 »

WEMBLEY 75 wrote: Thu Oct 27, 2022 6:24 pm Good-bye Route 60 and hello to high-frequency Route 980

In the school service changes for Mount Lawley High School this was mentioned:

Route 60 will be withdrawn and replaced with new high frequency Route 980.
Route 980 will operate the exact route of the former Route 60 service.
I foresee a possible extension to the future Morley train station for this one.
bullswool
Posts: 34
Joined: Sat Jan 27, 2018 2:31 pm

Re: PTA / Transperth Service Changes - 2022

Post by bullswool »

I'm looking forward to an improvement to Saturday and Sunday evening service. The 60 drops off pretty quickly at the moment.
Post Reply

Return to “Discussion - Perth / WA”