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BYTON opens North American HQ; next-gen smart EVs for shared mobility and autonomous driving; iPhone on wheels
NEVS begins production of electric 9-3 in Tianjin; 2nd and 3rd gen Evs being developed with DiDi
DUH says testing indicates use of defeat device in BMW 320d diesel
Results of testing on a Euro 6 BMW 320d diesel by the German environmental organization Deutsche Umwelthilfe (DUH), ZDF’s WISO and a software expert point to the use of inadmissible defeat devices, according to DUH. The organizations found that road-testing NOx emissions are up to 7.2 times higher than those produced on the dyno, which met the official NOx limit. The main cause for the higher on-road values is that the exhaust gas recirculation (EGR) is in some cases practically switched off under certain conditions, DUH said.
According to the investigation, not only the speed, but also the torque is used as a parameter for this shutdown. The software expert Lothar Daub explained that EGR is switched off above 3,500 rpm; this configuration was stored in the software of the vehicle, with a a map and corresponding data. Such a speed is reached at 47 km/h in second gear, 70km/h in third gear, 87 km/h in fourth gear and 112 km/h in fifth gear.
The European Type Approval Regulation 715/2007 explicitly includes in its definition of “defeat devices” the engine speed (RPM) as a parameter for reducing the effectiveness of the emission control system during normal vehicle operation. General activation of defeat devices is inadmissible under this regulation.
DUH noted that on 27 September 2017, Harald Krüger, CEO of the BMW Group, said: “We did not manipulate the vehicles, we have clean diesel, and they are the best in the world, there is no defeat device at the BMW Group.” This full-bodied promise is in clear contradiction to the results of the exhaust and software investigations of the BMW 320d, DUH charged.
The available measurement results are very clear indications that inadmissible defeat devices are present in the engine control software. These must be completely removed. The vehicle must have fully functional exhaust gas cleaning in all normal operating situations. Today we will hand over our investigation results to the responsible authorities and demand a review and, if necessary, revocation of the type approval and an official recall for all vehicles which have an illegal defeat device.
—Jürgen Resch, DUH General Manager
The DUH is applying to the German Ministry of Transport for the publication of all officially known defeat devices for diesel passenger cars from different manufacturers; these previously had been refused based on the protection of trade secrets of the manufacturers.
The vehicle was tested by TÜV Nord on the dyno using the New European Driving Cycle (NEDC). The vehicle achieved a very good result with 27.6 mg NOx/km. Even when driving on the test bench with 10% higher speed (NEDC + 10%), the values were well below the Euro 6 limit.
The same vehicle was then measured on the road. The Real Drive Emissions (RDE) emissions were well above the Euro 6 limits. Particularly in the out-of-town component of the cycle, NOx emissions were significantly increased—and even higher in the NEDC + 10%.
The DUH has sent its measurement reports to the Federal Ministry of Transport and the Federal Motor Transport Authority (Kraftfahrt-Bundesamt) and has requested that this matter be clarified. DUH suggested that BMW can not argue that the settings are to protect the engine, because the vehicle does not show this exhaust behavior on the test bench.
"According to the investigation, not only the speed, but also the torque is used as a parameter for this shutdown. The software expert Lothar Daub explained that EGR is switched off above 3,500 rpm; this configuration was stored in the software of the vehicle, with a a map and corresponding data."
What ignorant BS is this? EGR in passenger cars is often turned off at high loads in order to avoid soot. That there is a trade off between NOx and soot isn't news.
The emission limit for on-road measurements is not 80 mg/km; it is 168 mg/km. Axel Friedrich, a “global” expert on emissions, should know this but one could presume that he chose not to mention this, since it would speak against his arguments. Moreover, the 168 mg/km limit is enforced for NEW vehicles starting this autumn and for ALL vehicles in 2019. The limit does not apply retroactively, i.e. on cars manufactured in 2016, such as this car. If we look at data not so biased as this study, we find that, e.g. the German magazine ams, has ranked BMW as the best one of all manufacturers tested so far. We can also note that the certifying body TÜV Süd backs up BMW. They have tested a similar car of the same model. Neither in the lab nor in on-road measurements could they see any signs of illegal defeat devices. Overall, the tested vehicles showed a very robust emission behavior.
We can also note that all new (I presume?) BMW diesel engines will have more advanced emission control than this car, which only has a NOx storage catalyst. New engines have a combination of NOx storage and SCR catalysts. One example is the BMW 520d that (so far) has the lowest level of all diesel cars tested by ams. Starting late this year, BMW is also introducing a new engine with; presumably, even lower emissions than the mentioned 520d, which had the old engine but SCR catalyst.
https://www.automobilwoche.de/article/20171206/NACHRICHTEN/171209935/manipulations-vorwuerfe-der-duh-tuev-sued-stellt-sich-hinter-bmw
I have a 325d with the same engine, only double turbo (a small and a large working in parallel).
It's not even once a month that I get above 3,500 rpm. Many days I don't even break 2,500 rpm.
Pollution above 3,500 is a non-issue. If you spend more than a few seconds at those rpms, you're driving your diesel engine wrong!
That said, there might still be a defeat device in there somewhere.
@Thomas Pedersen
I can agree with you, although I do not have so many horses in my Ford Focus as you have in your car. It almost never happens that I break 3000 rpm. Normal shift point is just under 2000 rpm. In dense traffic, I would run over the car in front of me if I went over 3500 rpm.
It is normal that EGR is reduced at high rpm. Another factor might be that the capacity of the NOx storage catalyst is limited. If the catalyst is almost “full”, I doubt that regeneration of the catalyst could be done if the driver starts very aggressive driving at highway in that situation. There are some thermal limitations for running an engine slightly below lambda 1 (for NOx regeneration) at very high load. This might explain the great variation between their tests. It is obvious that they tried their best to frame BMW.
Given the fact that TÜV Süd has thoroughly investigated this car, I would doubt that there is any defeat device in the software. Everything that DUH showed can be explained by applying some knowledge and common (engineering) sense. Having said that, one could add that there will always be off-cycle driving conditions when a grey zone is entered and some measures have to be taken to protect the engine and aftertreatment. This is allowed in the regulation. The same can also be seen for gasoline engines. One such example is the full load enrichment, which also increase emissions, albeit other emission components than NOx (e.g. CO, HC and PM). Without fuel enrichment many engines would destroy the catalyst, with even worse emissions as a result.
It is irrelevant whether the EGR should reduce at high rpm. The fact is it does not reduce on the dyno test bed while it does on the road. Therefore the defeat device does not only take rpm and torque into account because those parameters would be the same on the test bed or on the road. The defeat device also takes into account something else which distinguishes whether the vehicle is on the test bed or on the road. Perhaps steering inputs or stability control. In any event, a billion dollar fine should appropriately prompt an exhaust management software update.
^ That's not what the article says. The dyno test was done according to the NEDC, and I will guarantee that if the proper (prescribed) gear change points are followed and that driving cycle is followed, that engine will never come anywhere close to 3500 rpm in that test!
If you follow the NEDC on the road with the prescribed shift points, the results should be close to the same as on the dyno.
All combustion engines gasoline and diesel have protection strategies that temporarily emit higher than the prescribed emission limits if driven steadily under the conditions that trigger them (typically high load and high RPM). That's why the standards use average emissions over a driving cycle, not a do-not-ever-exceed limit!
I can only surmise that DUH is on a mission to attract attention to themselves.
Cars works because of the car engineers. These supposedly device cheats are been invented by the climate gang to collect big fines for themself. Stop publisching lies everywhere, all day long. These peoples inventing new rules everyday don't know a single thing about it.
The comments to this entry are closed.
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A tale of a Scotsman living in SW london...
Saturday, February 10, 2007
So, the media having exhausted the bird flu story, they now try and create a new one by highlighting the conditions the birds are kept in. How is this new news?
Must be a slow news day...
Friday, February 09, 2007
Installing new PC hardware - Rule number 1.
If, while installing a new hardware device in your PC, you find that what was working two minutes prior isn't after you've moved some of the connections into the correct socket, it almost certainly isn't the software that you've just installed, uninstalled, re-installed, played with the settings in the control panel, panicked that you've buggered the card and then thought, hang on, maybe I'll just check that the microphone isn't in the speaker socket and vice versa.
I hang my head in shame....
Le Mans
Ah, diesel cars. Smelly, slow, fitted to estate cars.
Really? Well, you may not be aware that of late Audi has wiped the floor with pretty much anyone at Le Mans 24hr race of late, taking 1,2,3 finishes, and winning every race since 2000 (officially, Bentley won it in 2003, but as they are owned by VW/Audi group, and Audi didn't race that year, I think it's safe to assume that with a splash of paint it was the Audi car painted and rebadged). Last year they got so cocky, they entered a V10 diesel - and won.
Well, the French have had enough. Peugeot confirmed they would be entering this years race, and now the car has done some track time. Now, Peugeot are interesting as they wiped the floor in the early 90's before becoming bored and entered F1 (where they failed spectacularly), then rallying (where again they won everything). Now, with no F1 and no rally car to build, they've gone back to 24 hour racing. And built a 5.5 litre, twin turbo V12 diesel, with 700bhp and nearly 900lb/ft of torque. That's immense! Plus, it sounds like a proper race car and not a diesel with lots of driveshaft and gearbox whine.
Plus, without the paint on it, it looks like a Stealth bomber. Roll on June....
Video link - http://www.eurosport.co.uk/carracing/mc_vid32301.shtml
Well, the drive home yesterday through "snow chaos" was the easiest and quickest I've ever driven from Worcester to London. The car park had turned to slush, and with hardly any cars on the road with clear roads it was actually a very pleasant drive home.
While driving it did make me wonder what the fuss had been about. Granted, earlier in the day it had been heavy, and I wasn't on anything other than major routes, but was this an example of media hysetria perhaps? At least the snow got them over the bird flu fixation...Oh no, apparently it's all out war with Hungary over that one.
It makes me think - when did the news become a mission in blame? It may be rose tinted glasses, but looking back I can't recall the news ever being a witch hunt. An example...So Steve McLaren loses, suddenly he is the "under fire" manager. Why? Because some players didn't play well? They haven't noticed that they haven't played well for 6 years....
The media could be doing with learning some realism, although I don't suppose that sells papers and gets them viewing figures.
Thursday, February 08, 2007
OK, so it's snowing. A lot. Had to scrape 5cm off the car to get it out of the car park this morning, however taking it easy out of the car park managed to negotiate out. The town roads seemed ok, quite slushy but nobody was in a hurry and they were quiet. 20mph was plenty!
The trickiest bit was the car park!!!! Like an ice rink, very slippy. Car broke away twice into a little slide, nothing nasty as I was only doing 5mph, but enough just to remind you what your driving on has no traction whatsoever!
Wednesday, February 07, 2007
Public speaking
Things not to say in public....
Romanian President Basescu was meeting the software giant's chairman in Bucharest to celebrate the opening of a Microsoft global technical center in the Romanian capital.
"Piracy helped the young generation discover computers. It set off the development of the IT industry in Romania,"
Bill gates apparently made no comment.
Link - http://www.washingtonpost.com/wp-dyn/content/article/2007/02/01/AR2007020100715.html
Well, it's not snowing yet but it can't be far away. Had to really scrape the car this morning, however as I'd packed for the farm I have my heavy boots, gloves, scarves and thermals all in the car. Think I might need them.
Talking of the farm, a very pleasant afternoon was spent yesterday down the farm, helping on a test. By helping I mean - keeping as far away as possible of the two ton "monsters of mayhem" (a phrase coined by a member of our team) while writing down what I was told to. Interesting to see how it all works, and you forget just how big a cow can get. And as for the bull...
Monday, February 05, 2007
Cracking weekend
Yesterday continued what was a great weekend. Very nice walk round Richmond Park in the afternoon, dodging the dear who look a bit startled at the moment (well, they are all a bit shaggy and it's the annual cull, I'll excuse them) and chatting about wedding plans. Seems we have a date now, if not a venue. The plan at least is to book the venue provisionally today, then go and see it later this month again when it'll be a bit more finished, and also suss out the area some more for local hotels we can put people in. It's not a hardship - the surrounding area is just stunning so I can see a pleasant weekend coming up.
A early dinner out at the local Thai (always stunning food and brilliant service) was had before heading to the Wimbledon Theatre. It's funny, I can see it from my back door, it's less than 2 minutes walk away, and yet it's only the second time we've been. Anyway, it's all been done up and now gets the touring west end shows which has revitalised it. Last night, we had Omid Djalili, the Iranian British comedian ("the only Iranian comic - still 3 more than Germany!"). Very funny, although some of it is a little close to the "I shouldn't laugh at that but it's so true" line. Recommended though.
Link to some of his material: http://www.seeitfirst.co.uk/boundandgagged/omiddjalili.html
Sunday, February 04, 2007
How to wash your car
OK, so yesterday I didn't get to wash the car, but today I have. Absolutely filthy, but worth the effort. Anyway, most people don't look after their cars properly (I'll admit the odd bout of neglect as well) but even washing weekly can screw up your paint if you do it wrong. So a little tutorial is in order...
1. rinse the worst of the deposits off the car (using a hosepipe if possible, if not a light wipe with warm water will do)
2. fill two buckets with warm water, adding car shampoo to one
3. using a sheepskin mitt, wash the car starting at the roof. After each use, rinse the mitt in the bucket of water to get most of the grit and deposits out of it - this avoids any light scratching and swirls in your paint.
4. once you've been over the car, do the wheels - wipe with mitt and rinse. If necessary, use an alloy cleaner for as small a time as possible!!! Use a toothbrush if your alloys are fiddly
5. rinse the car with clean warm water (or hose it)
6. dry the car
there you go, a quick overview. You can then wax the car, using polish if you've got a weekend to lose. One tip is to get some car wax and wax your alloys when clean - this just makes it harder to get bits stuck to them and easier to clean.
Some products - I really Meguiars stuff (I love the NXT shampoo). I binned all the Autoglym stuff after I'd tried it, it really is very good. Big bottle may look expensive, but it last ages and it smells nice ;-) Get some of their microfible cloths as well, really useful for polishing and drying and machine washable. The best Megs stuff I've used is in the NXT range - the wax is a doddle to put on. Cut down the time I take to wax the car by at least half! Other stuff worth looking at is P12s wax, and Poorboys has a good reputation too.
Megs is available in Halfrauds, or www.seriousperformance.co.uk for the full range.
You can also get into clay bars and stuff - but that's when you lose SERIOUS time. Worth doing if the car has a lot of tar marks or sap on it, but remember to wax AND polish afterwards, ideally in multiple coats.
Just remember, if your thinking this all sounds like too much hassle and use fairly liquid (a HUGE no no - it strips all your wax off) - your car is likely to be the second most expensive thing you own - look after it and it'll be worth more come trade in.
Video technology
At least 5 times this season someone has brought up that football should use video technology. This is usually just after someone (usually playing for Arsenal) has been judged to have been fouled and play was left to continue and Wenger was furious as a result (I always find his eyesight a cause for concern. If I missed everything contentious that my team had done and yet, miraculously, could see everything done to my own team, I'd be getting my eyesight checked, but that's by the by).
The argument goes that it's used in rugby and cricket and doesn't disrupt the game. I would argue that it does, but rugby and cricket have more natural breaks (setting up a scrum for example) so it's less noticable. Football is a wonderful, fast flowing game and one of it's appeals is being aggrived when you don't get the breaks (hence famous songs involving fans questioning parental lineage and the referee). It evens itself out over a season (yes, even for you, West Ham fans - having spent millions on a new defensive partnership only to see them both out injured within a week - gutting).
Now, yesterday was a prime example of why video technology is not fool proof. Wilkinson scores a try for England. He certainly (and this pains me, but he played very well) deserved it. As he flew through the air to touch it down, some questions were raised if he had touched the flag on it's way (which would indicate he was out of touch and the try should not be awarded). Actually, it was his right leg that was on the floor in touch, certainly all of him from his knee down was well grounded before he touched the ball down. This should have resulted in no try being awarded, but yet, the video ref missed it and the try was given.
So there you go, video technology is good, but mistaked can happen - it's not the answer to all our prayers. Much better to allow mistakes in the heat of the moment and allow the game to flow, than to slow it up, and STILL have mistakes made.
And anyway, Wenger would still claim he'd forgotten to set his video and had missed it...
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To be a Non-Driver that doesn't expect lifts.
(101 Posts)
usualsuspect Tue 12-Feb-13 14:03:37
Or am I a rarity?it would seem so reading all the moaning about giving people lifts threads on MN ATM.
treaclesoda Tue 12-Feb-13 14:58:52
I left part of my sentence out there, I mean she asked other people for lifts as well, colleagues and the like, not just close friends.
Tee2072 Tue 12-Feb-13 15:00:17
Seeker I use the walk to and from to school as my exercise and that's why I refused both offers from fellow parents today.
I like walking. And I like the bus. Don't have to make polite conversation with people on the bus.
seeker Tue 12-Feb-13 15:00:22
Well, obviously, 30 miles out of your way is a bonkers thing to ask. But the threads on here are always about people going to the same party, or picking children up from the same place. it's insane to complain about that!
Latara Tue 12-Feb-13 15:00:46
I hate getting the bus on sunny days because the type of epilepsy i have is 'photosensitive' - i get a taxi i can't afford rather than get the bus on sunny days, because at least the taxi can stop if i ask them to.
usualsuspect Tue 12-Feb-13 15:01:11
I think we feel guilty about our non-driving state.
We trudge in the rain sad while you are warm and snug in your cars.
usualsuspect Tue 12-Feb-13 15:02:00
But seriously, I do like walking and do refuse lifts if I feel like a walk.
Jins Tue 12-Feb-13 15:02:08
Well seeker, it's not just about where I'm going to. It's about how full my car is, how clean my car is, who the person is, whether I'm in a rush, whether I need to stop for petrol, whether I'm not in a chatty mood etc.
Most times it's convenient. Sometimes it's not
treaclesoda Tue 12-Feb-13 15:02:38
yes, I don't mind giving someone else's children a lift to dance class or whatever. If I'm going that way anyway, its not inconvenient.
Tee2072 Tue 12-Feb-13 15:07:29
I don't feel guilty at all about my non-driving state. Why would I?
It's not by choice, it's by lack of funds to pay for lessons/tests/license/car/insurance.
I got my first US license when I was 17 and my first car at the same time, funded by my mother who insisted I drive so I could run errands for her. I missed it for about 2 months when I first moved to Belfast, now it's just a fact of life.
But I actually enjoy walking. Even in the rain.
usualsuspect Tue 12-Feb-13 15:10:18
I should have said, we are made to feel guilty for accepting lifts.
Especially on MN.
Catchingmockingbirds Tue 12-Feb-13 15:11:11
Yanbu. We grew up without a car, only one person in my family had a car and he lived too far away to give any lifts to us. Ex didn't drive either and neither do I so I never expect a lift anywhere, if someone does offer me a lift I'm very grateful and I always offer petrol money.
treaclesoda Tue 12-Feb-13 15:12:26
don't feel guilty for accepting lifts.
If someone offers you a lift, you have to assume that they actually mean it.
If they offer you a lift, and secretly hope that you will say no because they don't want you to accept, then its their own bloody fault. I hate mindgames.
Purple2012 Tue 12-Feb-13 15:15:41
I don't think we are in the minority. I can drive but a couple of years ago due to pay cuts etc I made the decision to give up my car. I walk or get the bus pretty much everywhere. We do still have a car but my husband uses it for work so I don't often get to use it.
I am sometimes offered lifts, but unless that person has to actually pass by my house I decline. Or if they are passing I offer petrol money or if that's refused insist on paying for lunch/coffe or whatever. It doesn't take me long to walk to where I usually meet friends for lunch, or if it's pissing down I get the bus.
I think people that expect lifts are in the minority - it just annoys people so they are likely to come on here and moan.
atthewelles Tue 12-Feb-13 15:19:42
As far as I am aware, there hasn't been a single post about people expecting drivers to go miles out of their way. It's just horrible, petty mean spiritedness. "it's my car. I don't want you to get in it, you horrible, non driving person. Why, I might catch "poor" from you! Or even "environmental awareness" which would be even worse!" QUote
Mandy2003 Tue 12-Feb-13 15:29:32
usualsuspect - I was going to post this thread when I saw the first moaning about giving lifts thread today. I don't drive but don't ask for lifts either.
Related to atthewelles quote - I know someone who bought a Smart car so she wouldn't be able to give lifts to two friends together. That really is mean IMO.
AmandaPayne Tue 12-Feb-13 15:37:56
I drive, and I only offer a lift if I actually want to give one. I can't stand all that 'fake offer/pretend refuse' stuff. If I don't want to offer, I don't. Forthright me.
That said, I rarely actually give lifts these days as I am a SAHM of children firmly still in car seats, and most of the places I go are with other mums and kids, so unless it has been planned in advance you can't give anyone a lift as they don't have the right seats, blah de blah de blah.
confusteling Tue 12-Feb-13 15:38:44
SamSmalaidh - tis £15 to get to next village and back, I'd far rather face the wrath of my Gran than fork out £15 for a two mile round trip!!
Jins Tue 12-Feb-13 15:40:55
If that's the only reason to buy a smart car then what a strange person. Most people just buy a car that meets their needs surely.
I've only got 4 seats in my car so when we're all in it there's no lifts possible. That wasn't the reason for buying it though - small, economical cars aren't big enough for more than four seats
atthewelles Tue 12-Feb-13 15:43:01
I think Mandy that qualifies as downright weird, rather than mean.
Amanda Good for you. I admit I sometimes offer a lift while inwardly thinking "Oh please say you're not going straight home/are being collected by DH. I'm soooo tired and just want to go straight home and if I drop you I'll have to come off the main road and get stuck in that one way system but if I don't offer a lift I'll look so mean because I know to you it seems like only a ten minute diversion......"
Sorry non-drivers who hate being offered lifts when the driver doesn't mean it, but drivers are only human too and try to do the right thing even if we have a private moan about it afterwards.
Maryz Tue 12-Feb-13 15:47:48
I used to give a friend a lift a lot. I stopped one day after I overheard her complaining that I had refused to give her a lift home one day. Yes, I did refuse. Because I wasn't going home - I was going to visit my mother that day.
Apparently it was my fault that she didn't have a coat, because she expected me to be dropping her home, because I always did confused.
I don't believe you non-drivers have never met anyone like that. No more than I believe that there are no drivers who are precious about their cars and refuse to give anyone lifts anywhere.
There is wrong on both sides, you know <grumpy>
And I never take petrol money, btw. Especially not if I'm going anyway. It is nice if people offer to pay for the parking, or the tolls, or buy a coffee if it is a long journey.
JuliaSqueezer Tue 12-Feb-13 16:00:52
I don't think it's always the expectation of a lift that annoys drivers. In my case I really wouldn't mind giving a lift if I was going in the same direction anyway.
What does annoy me is when people expect me to drive rather than both/ all of us use public transport.
I've had more than one friend suggest a day out to another town or city for shopping, when I've responded "Oh yes that's a good idea, I'll find out the train times" all of a sudden they go off the idea.
One friend liked going to out-of-town restaurants but only if I was the designated driver, she wouldn't go if it meant getting a taxi.
I had to organise a Christmas 'do' in December, when choosing a restaurant I made sure it was on a main bus route. One woman said she wouldn't be coming because it was too much hassle to catch a bus, I said "Oh dear, that's a shame". For me to collect her and take her home would have been a sixteen mile trip. I listened while she told every other member of the group that she wouldn't be coming and eventually someone did offer her a lift...
It's not the lifts - it's the thought that I can just hop in a car that drives itself, knows where to go, doesn't mind getting stuck in traffic, and pays for itself.
I hardly ever get offered lifts (maybe i look dodgy!). I have no problem with it I normally get taxis since the buses never seem to go where I want. The only thing I take issue with is when family members organize parties/meals out which are miles and miles away from my house and then get really arsey with me when I say I cant come. I mean what exactly am I supposed to do fly? spend hours and hours on about 4 different buses? not eat for the rest of the week to pay for a taxi? what?
I have no problem not going tbh with some of them I am quite glad but I have actually stop speaking to me because I have refused invitations to trips out!
Also people who say why dont you just learn to drive and buy a car...well yeah I never thought of that confused they dont get that we dont have the money for lessons or a car so its a car ....or a house.
StickEmUp Tue 12-Feb-13 16:19:45
I want to know when driving became the default position.
I'm sure once upon a time legs and buses were more used.
I've only just learnt, well driving for 1.5 years including lesson time, I'm nearly 30, so thus far more of my life has been spent without a car.
dexter73 Tue 12-Feb-13 16:26:40
StickEmUp - we used the car a lot when I was little and never went on buses so for my parents driving was the default position 40 years ago.
Arseface Tue 12-Feb-13 16:28:45
I hate driving and feel it's very important for the DCs to walk/develop road sense/know how to use public transport etc so never accept lifts. We do live in an area well served by public transport and I have the car for emergencies but most drivers cannot seem to understand that we actually prefer walking.
Even in shitty weather (kids have all weather kit), The younger ones love splashing in puddles and the older like the chance to chat to me when they have my full attention.
If you don't/don't want to drive, don't go to places you can't get back from sensibly and have cab fare and numbers on you in case of an emergency.
If you drive and don't want to give a lift for what ever reason please don't offer. It is really not your job to ferry others around. Most non drivers are not expecting it. Those that are, are the entitled nightmares being ranted about.
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a63ef8e8-d486-410b-ba65-c95027669c62
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The British screwed up their automotive industry like no other. The endless badge-engineering meant that their once great cars become as outdated as the fish and chips kiosk just outside the factories, while the long-lasting strikes made sure that the workers went back to do their shifts with just the right attitude. Quality control? In the seventies, even the Romanians cared more about their Dacias than Leyland employees about whatever they built.
Lucky survivors like Jaguar, Land Rover or Aston Martin are now owned by entrepreneurs from previous colonies like India, or a bunch of Italians. Less fortunate ones like MG ended up in Chinese hands, which is funny because their new cars just hit the showrooms of Great Britain. If they prove to sell well, it will only show that the Chinese can build a better cheap British car than the Brits themselves.
Here's a list of the final cars from once proud, British-owned and operated car companies.
Armstrong Siddeley Star Sapphire
Armstrong Siddeley was an engineering group making everything from gearboxes to rockets and aircraft engines named after various snakes. They started building luxury cars with the Sphinx logo in the 1920s, while also keeping the aircraft business, and designing air-cooled diesel engines for marine use during their lunch breaks.
The Star Sapphire saloon was introduced in 1958, and won the four-door coachwork class at the Earls Court Motor Show straight away. It's four-litre six-cylinder engine made 167 horses thanks to the twin Stromberg carburettors, while servo-assisted disc brakes (only in the front) and power steering helped in keeping the car on track. As you would expect from an executive car, a BorgWarner automatic transmission made sure you never got more then 13 miles from a gallon of petrol. While the Star Sapphire was more expensive than a Daimler Majestic or a Jaguar Mark IX, it was still a bargain compared to a Rolls-Royce or a Bentley, and 980 were sold in two years, including 77 long-wheelbase cars. The Mark 2 was supposed to be the first British car with twin headlamps, but Armstrong Siddeley's merger with Bristol (and later Roll-Royce Limited) meant that only one was built before the automotive section was shut down. The brand's patents and rights are now owned by the Armstrong Siddeley Owners Club.
Jensen GT
Jensen Motors Ltd was established in 1934 by two brothers from Birmingham who were previously working at a body shop. After customising Morrises, Singers, Standards, and Wolseleys, they went on building a car for Clark Gable on a Ford chassis. That got so much attention that Ford itself commissioned them to build a limited production model, which become the Jensen-Ford. In 1936, they introduced the Jensen S-type, again using bits from Ford GB's factory. Thirty years later, Jensen gave the world its first all-wheel drive shooting break, the Jensen FF. Yes, that is where Ferrari got the idea from...
While the FF and its rear-wheel drive twin, the V8 Interceptor were awesome in many ways, the Oil Crisis was hitting the company hard. The Jensen-Healey was quickly introduced in 1972 with Lotus's brand new DOHC four-cylinder featuring 16 valves and an all alloy construction, and while sales were improving, strikes, component shortages and inflation made Jensen lose even more. When the roadster needed some refreshing, Jensen answered with the shooting break version, spending a fortune on the development. Since it was heavier and less powerful thanks to new emission regulations, the GT was nowhere near as popular as the roadster (509 were made compared to the 10,000 roadsters), and Jensen had to pull the plug in 1976.
Jowett Jupiter
Jowett started in the light car and light commercial vehicle business in 1906. Five years earlier, the two brothers started their company by building motorcycles and V-engines for various applications. After the second world war, they came out with the Javelin, which was a full-sized saloon with 50 horses from its 1.5-litre flat four. More than 23,000 were sold, and while it proved itself at the 1952 Monte Carlo Rally, Jowett also kept on building light vans in vast numbers.
The Jupiter was launched at London Motor Show in October 1949, with a tuned engine making 60 horsepower, giving the two-seater a 85 mph top speed. While reaching sixty took 18 seconds if you were good with the four-speed stick, mileage was only 20.9 mpg. These numbers might seem unimpressive, but while it's hard to see while anyone bought a Jupiter instead of a Jaguar XK120 which was only 20 percent more expensive at the time, let's not forget that the little roadster won it's class at the Le Mans 24 Hour race in both 1950 and 1951, and also scored a class 1+2 at the Monte Carlo Rally the same year. To further improve performance, a prototype was built with a light fibreglass body, but since first Ford, then BMC bought the company supplying Jowett with their bodies, shortages started to shadow the production, and when negotiating proved unsuccessful, the shareholders closed up the shop.
Marcos TSO
Jem Marsh and Frank Costin started their company in 1959. Costin was working on the de Havilland Mosquito fighter-bombers before, and thought using plywood in car construction was a good idea. The first Marcos was the Xylon, a car built purely for racing. It was also ugly as sin. The company built weird and wonderful speed machines using various power plants in the following decades, including a miniature GT which was only big in Japan. One example came last at the 1966 Le Mans race, although it was also the only British car which was able to finish it. Marcos first went out of business in 1971, and than again in 2000 and 2007. Bad habit.
While the Marcos Mantis XP is something we all want secretly, the TSO seemed like the product that could turn the company around. The rally legends from Prodrive did its chassis, while the engines came from the Corvette. It went like a TVR, but the styling was more moderate this time, so on paper, things were looking good. Unfortunately, only six were completed before the company went bust again. Shame, since it's always nice to see a Marcos at a racetrack, especially with almost 500 horses on tap...
Hillman Avenger
The Hillman Motor Car Company started building cars in 1907, after getting enough practice from making bicycles. Independence was never high on their priority list, as they merged with Sunbeam two years after the foundation, only to be bought up first by Humbler, then by the Rootes Group in 1931. Hillman remained the dominant brand of the company, until the whole thing was taken over by Chrysler. After some talbotization, the British marque ended up in the hands of Peugeot. It is one of the greatest badge-engineering achievements of all time.
The Avenger was the first Hillman to be developed using American money. Chrysler wanted to squeeze out every penny from the car. Introduced in 1970, the Avenger came with saloon, estate or hatchback bodies, using a 4-cylinder 1.2 or 1.5-liter all-iron overhead valve engine driving a coil spring suspended live axle at the rear wheel. The press thought it was better than the Morris Marina, so Chrysler got greedy. They sold the Avenger also as a Sunbeam in Europe, while the US got it as the Plymouth Cricket. South-Africans could hoon in a Dodge Avenger, while Argentina got it with a VW badge as the Volkswagen 1500. The worst came when Chrysler Europe went bankrupt and was taken over by Peugeot. If you ever come across a Talbot Avenger, there are two things to remember: First, just look away! Second, think about how great the word "talbotization" is. It makes me smile every time.
Lagonda Rapide
Lagonda was founded by an American opera singer called Wilbur Gunn in 1906. His first car, the 20 horsepower Torpedo won him the Moscow–St. Petersburg trial of 1910 with its reliable six-cylinder. The company built great touring cars as well as smaller saloons, while also participating in both world wars. During the first, they only shifted to building shells, but when Hitler came to the picture, Lagonda replied with a bunch of massive flamethrowers. David Brown bought the firestarters in 1947, just like Aston Martin. The Lagonda 2.6 was put back into production with its Bentley-designed six cylinder, but a brand new chassis.
The following car, the new Rapide was David Brown's attempt to revive the Lagonda marque. Using an Aston Martin DB4 as a base, with Superleggera contruction and the engine from the DB5, it also had a horse collar grille, just like Ford's failed Edsels. The 4-litre straight six was mated to a three speed automatic, and servo assisted disc brakes made sure that the VIPs stayed alive while enjoying the leather and walnut interior. Because it was rather expensive, only 55 were built in the three years of production. Since then, Aston Martin only used the Lagonda name once more, and that didn't work out either...
MG got its name from its founder, as Cecil Kimber was working at Morris Garages at the time. He started his business in 1924, and the brand soon become synonymous with small two-seater sports cars. MG also built saloons and coupes, and was bought up by Morris in 1935. The new parents cut back on motorsports, and when BMC took over the whole company in 1952, most of MG's lineup become a badge-engineered mess as well. The seventies were tough, therefore British Leyland decided to shut down the MG brand after the production of the MGB was finished. The rights to the name went to British Aerospace in 1988 and then to BMW in 1994. Badge-engineering went on with the Rover models, until the MG F came to the rescue. While sales were strong, it wasn't enough to save the Rover group, so the whole operation was sold to the Chinese.
The MG TF was an improved version of the successful, but also aging F roadster. The new two seater had traditional coil springs instead of the Hydrolastic system from before, while the chassis become 20 percent more rigid than the F's. The 1.6 base engine disappeared, and only the K-series 1.8 was available, with improved reliability and 160 horsepower. That was enough for a sub 7 second 0-60 run, and while the MG couldn't beat the Mazda MX-5 on a racetrack, the British were buying until a certain point. After Rover collapsed, the first thing the Chinese did was put the improved TF back to production. Unfortunately for them, demand was so low they could only build 906...
Triumph 2000
The company started with bicycles in 1886. From 1906, they fitted engines on their bikes, and while the army was kicking German asses from the backs of Triumph bikes in 1918, they become Britain's largest manufacturer of motorcycles. After getting the Dawson Car Company, the first Triumph car arrived in 1924 featuring a 1.4-litre engine. Three years later, the Super 7 was introduced, and it soon generated massive sales for the company. While the sale to Standard Motor Company was probably not a bad move in 1944, what followed in the sixties was basically like digging a grave. Yes, it was British Leyland, all over again. The last Triumph was a shamefully rebadged Honda, but after the company went bust, BMW bought the whole package. Since then, they sold it, but insisted on keeping the Triumph brand. A revival in the future? Well, unlikely if the spend more on their i sub-brand.
While the last Triumph was a Honda, let's forget about that, and focus on a real one. The 2000 was built from 1967 to 1977, with the latter ones getting 2.5-litre engines. Since even the smaller engines were six-cylinders, Triumph could make the Rover P6 run for its money until 1968, when the latter was fitted with a Buick V8. This wasn't the only problem the Triumph 2000 had, because while most people liked the Michelotti designed body, nobody was a fan of massive overheating. The problem can be described with two words: Lucas electronics. The electric fuel pump commonly overheated causing fuel to vaporise. That's never good, but not surprising when a pump is adapted from what was originally a windscreen wiper motor. Another funny fact you should know about is that the estate version of the Mark II cars was 5 inches shorter than the saloon, because the rear bodywork of the car was carried over unchanged from the MkI version. You lazy bastards...
TVR Sagaris
Trevor Wilkinson was too cool for school, so he left it at the age of 14, only to learn about engineering in a garage. He built his first car on an Alvis chassis in 1947. Two years later, the first official TVR was built with an alloy body wrapping a two seater tubular chassis. In 1953, the aluminium was replaced by glass fibre, and the fantastic Grantura was born. The sixties and seventies were uncertain times, with all sorts of engines making TVRs go fast as hell. Thankfully, Peter Wheeler arrived in the eighties, and immediately started using massive Rover V8s instead of turbocharged six-cylinders. He also managed to get Holden V8s from Tom Walkinshaw, the brain behind that other TWR. Just to make it more challenging, Wheeler also started the development of TVR's own V8, which become a straight six they modestly called "the Speed Six". And you don't want to know what happens when you use two of those...
My love for the TVR Sagaris knows no boundaries. It's a 385 horsepower rear-wheel drive sports car weighting no more than a large kitchen table with a top speed of 185 mph. It also has insane styling, but no ABS or any other piece of German assistance. Next to the possibility of sudden death, it also attracted customers with remarkable build quality compared to previous TVRs, or in fact anything coming from British boutique manufacturers. Just look at its exhaust! It's either your kind of thing or not. But the one thing we can certainly agree on is that when they give the pride of the great city of Blackpool to the son of a Russian oligarch, serious amounts of Detroit's rock 'n' roll is needed to deal with the pain.
Photo credit: Wikipedia, Chris Sampson, Gareth Williams, daveoflogic, Matt Buck, Brian Snelson
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Everything posted by sharkfan
1. sharkfan
E34 Headliner material idea's
There's a guy on PH doing a great Rover SD1 restoration who did a load of research for his headling woes; I asked him and he said this stuff... https://www.woolies-trim.co.uk/product/1554/high-heat-resistant-aerosol-adhesive
2. sharkfan
E34 Headliner material idea's
What is the best glue recommended for re-gluing the headliner back up; this summers sun has caused mine to start coming away a little.
3. sharkfan
E34 parts
Hi Cotswold, Are these parts still available and how much are they please? https://www.realoem.com/bmw/enUS/part?id=HK42-EUR-11-1995-E34-BMW-540i&mg=31&sg=10&diagId=31_0142&q=31321129196 And the sill cover clips, 1938940 for the same car. Many thanks.
4. sharkfan
What are you currently drinking...?
Currently drinking cold black coffee and amaretto over crushed ice; caffeine to fend off the heat lethargy and ice cold to... fend off the heat, amaretto to make the black coffee palatable.
5. sharkfan
3night break suggestions please
Lived just down the river from there back in 1999, in Kiev. Scary museum in Kiev, horrible stories from the locals about medical problems and the river Dnieper was NOT for swimming in. I used to work in the nuclear industry as well so had read a very many detailed classified reports about the incident.
6. sharkfan
Ask in the F10 section, you might find there was a recall on dodgy OEM condensors.
7. sharkfan
Need Help...Broken M5
1. Check for vacuum leaks on the little pipes that operate the fuel pump regulator and intake plenum flap. CHECK THOROUGHLY. 2. Check for leaks on the intake system, especially the ribbed rubber section, jubilee clips, etc. 3. Compression check, including checking how tight the spark plugs are when you undo them. 4. Coolant sniffer check, to check for petrol/emission gases blowing from the head gasket to the coolant system. Good luck and I hope its something simple.
8. sharkfan
AC engineer around surrrey/ Croydon area
If that's sourcing, replacing and re-commisioning then I'd say it's pretty fair but I'm no expert. I use AutoAir out of Woking for all my AC repairs and re-charging.
9. sharkfan
Painting chrome trim
I had my tired external chrome trims on my E34 vinyl wrapped with gloss black vinyl a few years ago and they are still great - no shrinkage, no fading.
10. sharkfan
What tool?
From memory a 10mm and 11mm box spanner, fairly common and easy to get hold of.
11. sharkfan
MOT advice
As long as no 'Dangerous' defects are noted on the fail sheet you can still use the car to the date on the previous MoT. The other defect classifications are 'Minor' which are not MoT failures, and 'Major' which are MoT failures, but not sufficient to render the car dangerous to be used while the existing MoT is still in date.
12. sharkfan
OAL-BB 50 - 50 years of BMW Alpina book
One here... https://www.ebay.co.uk/itm/BMW-ALPINA-Automobile-50-Jahre-3-0-CSL-3-5-6-7-8er-Z1-Z4-Z8-B3-B6-B7-Buch-book/360732997486?hash=item53fd5cb76e:g:N7cAAOSwYIxX2~00 or call Sytner, they might have some on the shelves still. Edit to add; Buchloe still have it listed as available at its original price of 75 Euros.
13. sharkfan
What have you done on your E34 Today
MoT passed after a couple of small bits of sill welding, inoperative main beam headlight and a drip from the rear diff. Diff cleaned off and now bone dry, headlamp fixed, welding down and underseal protection applied.
14. sharkfan
Help with "Alpina" B10 cam install requested
Have you double checked the spark plug leads are correct from the distributor to the plugs?
15. sharkfan
Motorcyclist films himself at 189mph
Followed by two gigantic sweepers of your own... As a former Paramedic I can see there is very little, if anything, to choose between the driving capabilities of the poorest bike and poorest car drivers. One thing I will say is that I see far fewer car drivers overtaking on double white lines, single white line against or even the zig-zags of zebra crossings than I do motorcyclists - which I do witness almost on a daily basis around the South-East.
16. sharkfan
Motorcyclist films himself at 189mph
Mobile organ donor... if you can find any decent pieces ...
17. The Alpina V8 engines have a lovely burble and a blue and white propellor...
18. You should consider the V12; a decent level of toys and the nice ones have all the toys; the engine is better and far more powerful and reliable than the V8's and everyman should own a V12 sometime shouldn't they...
19. No affiliation or anything but if anyone is free for a chance of a roadtrip to Moscow for Sunday's big match have a look at this... https://www.facebook.com/99575746433/posts/10155499511856434/
20. sharkfan
Any issues with the new MOT for anyone?
It's worth getting under the engine, gearbox and diff to see if there are any leaks to be cleaned up. Wipe them up and make it look clean and dry and you'll have less chance of getting caught on the 'leaks detrimental to the environment' clause.
21. sharkfan
E34 Alpina B10 3.5
Yep, a 535i plus bolt on parts and a glued together badge. Back in the early 1990's when you could order either, the B3.5 came in just under £4.5k for them to fit all the bits I mentioned plus the genuine Alpina shocks and springs (which this car has lost) compared to a proper B10 3.5 was around £13k, which of course included the 260bhp Alpina M30 engine and a LSD. Any Alpina interior mods would be more money again but were available to order from Buchloe. Frank Sytner had made himself whole range of 'Alpina' cars, probably to the increasing consternation of Herr Bovensiepen who owns Alpina; I suspect the cutting and pasting of genuine 'B10 3.5' into 'B3.5' badges was perhaps the last straw after all the E30 variety box cars Frank offered and the E36 B2.5 and even a E31 B5.0 mash up. By contrast Alpina in Buchloe were only producing brand new cars, not some used cars like Sytner, and also had standard model specifications instead of Franks broad brush for all sizes of wallets. I think the last Sytner conversions were around 1994, certainly the two rhd 'B10 4.0' E34 models were made by Sytner in 1994 and by 1995 I believe all Alpina production was returned to Buchloe exclusively. This shouldn't detract from what appears to be a very well looked after E34 but IMHO the vendor is stretching the Alpina name and provenance of this particular car to justify quite a high asking price. What would anyone price an E34 535i at, if it was near identical condition to this car, and also had all the 'B3.5' Alpina bits fitted to it, perhaps including the suspension? £5k? £8k? £10k? Or £18.5k like this car?
22. sharkfan
Headlamp aim too low
If you posted a bit more information about where you live someone local might offer to pop by and help you out. My E24 failed on dip beam aim a few years ago and the mechanisms were seized but it took ten minutes to take the entire headlights out, five minutes to free them up and two minutes to set them right when I got it back to the MoT station.
23. sharkfan
I gave up counting all the mistakes - utter garbage in terms of accurate information across M-models, Alpina and even basic E numbers.
24. sharkfan
Hello from Cala D’or
Good for you Dave, hope you all have a great time.
25. sharkfan
E34 Alpina B10 3.5
Perhaps there isn't a fuss about it because it isn't a B10 3.5? It's a B3.5, a Frank Sytner special for his customers who couldn't afford a B10 3.5, so no Alpina engine or transmission modifications whatsoever. Back then, and even now, you can make your own B3.5 because all it is in essence, is all the bits that Alpina will sell you from their E34 accessories catalogue, namely wheels, suspension, steering wheel, gearknob and a spoiler. All Frank did was put a bow on it by cutting up some genuine 'B10 3.5' badges and gluing them together to make a 'B3.5' badge (also offered on an E32 chassis as well) and perhaps liberally throwing some more Alpina stickers around the car. Sytner specials, those cars that aren't identically built to Buchloe standards, aren't exactly collectible as they are all possibly different (being built to cusomers specs of what they could afford and not what Alpina stated was a model), generally not Alpina powered (E30's are their own can of worms) and it's perhaps cars like these that helped Burkard Bovensiepen decide to take all Alpina car manufacture back to Buchloe with no more concession design and builds ever allowed. Edit to add; Reading through the advert the car hasn't even got Alpina suspension (which is still available) so all it is, is wheels, steering wheel, spoiler and gearknob. Absolutely brand new and wrapped in glorious Alpina wrapping paper I suspect those items wouldn't cost much more than £3.5k from Buchloe, with the suspension kit another £1.5k so for £5k you could make any E34 you choose more of an Alpina than this £18,500 imposter...
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Across Europe, where e-bikes were embraced by the public long before the rest of the world, e-bike growth has averaged in excess of 20 percent each year between 2014 and 2017, with a whopping 25.3 percent growth to a total of two million e-bike sales in 2017. Analysts predict that strong growth will continue, with worldwide e-bike sales expected to hit $23.83 billion by 2025. A lot of that growth will be right here in the US.
When I finally had the ability drive this thing in my city, it feels fantastic, you're cruising easily. But the minute it starts going up a hill, you also gotta peddle to help it go up. Which is okay because the little engine helps a lot so you're not straining yourself. But, being that the wheels are so small, after a while, you feel your legs get swore. I guess the size of the wheelwe especially love is how quiet this e bicycle is. If you’re riding down the street or through the park, the gentle hum of the motor is unnoticeable. This is because it’s hidden by the sound of your smooth pedaling. If you’re not into flashy gadgets, any ordinary person would assume you’re riding a conventional peddle bike. This is a great commuter bikParliament has decided to approve the speed pedelec – a type of super electric bike that can reach speeds of up to 45 km/hour – for riding on cycle paths. Danish Parliament has decided that as of July 1 2018 those operating the super bikes only need to have turned 15 and wear a helmet, while the licence and number-plate demands will no longer be in play. [38]
Electric bikes are a green alternative to driving a vehicle. Studies carried out in several towns and cities show that the average car speed in rush hour traffic can dip as low as 18 to 20 mph. Electric bike speed can be as high as 15 mph. With an electric bike, you can reduce pollution, improve fitness, and still arrive at the same time as your car-bound colleague-bike usage worldwide has experienced rapid growth since 1998. In 2016 there were 210 million electric bikes worldwide used daily.[33] It is estimated that there were roughly 120 million e-bikes in China in early 2010, and sales are expanding rapidly in India, the United States of America, Germany, the Netherlands,[2] and Switzerland.[34] A total of 700,000 e-bikes were sold in Europe in 2010, up from 200,000 in 2007 and 500,000 units in 2009.[35ince fat tire electric bikes are suitable for a wider variety of situations than a standard cruiser or commuter e-bike, they have the potential to appeal to more people. For example, hunters and campers are ideal candidates for fat tire e-bikes, as they’ll benefit greatly from the heavy-duty tires and powerful motor when they’re navigating difficult wooded trails with lots of gearLast year we found a very low-priced (under $600 at Amazon) bike made by Ancheer. Overall, it made some good compromises to get down to the $600 price point but I had some issues with the build quality, the power of the motor, lack of display on the controller and size of the battery. This year a new low-cost Amazon ebike from Rattan seems to have answered many of my concernFirst, think about what you need your bike for -- if it's just for a short city commute, in among traffic, then consider a smaller frame that's easy to manoeuvre through cars. The GoCycle G3 (right) is impressively nimble and its electric assistance will help propel you up to 15 mph (24 kph). Better yet, it has built-in lights, automatic gears and you can customise the amount of power the motor provides using a phone app.
Photo: Could solar power be the future of electric bicycles? The large solar panel mounted over the back wheel of this experimental bike powers an electric motor connected by a chain drive to the back wheel, helping the rider when he doesn't feel like pedaling. Using clean, green solar power would remove the problem of having to charge electric bikes with electricity generated from fossil fuels—and help to extend their range significantly. Photo by Warren Gretz courtesy of US DOE/NREL.
The first mechanically-propelled, two-wheeled vehicle may have been built by Kirkpatrick MacMillan, a Scottish blacksmith, in 1839, although the claim is often disputed.[20] He is also associated with the first recorded instance of a cycling traffic offense, when a Glasgow newspaper in 1842 reported an accident in which an anonymous "gentleman from Dumfries-shire... bestride a velocipede... of ingenious design" knocked over a little girl in Glasgow and was fined five shillings.[21]
"Bicycle" means either of the following: (1) A device having two wheels and having at least one saddle or seat for the use of a rider which is propelled by human power. (2) A device having two or three wheels with fully operable pedals and an electric motor of less than 750 watts (one horsepower), whose maximum speed on a paved level surface, when powered solely by such a motor while ridden, is less than 20 miles per hour.[citation needed],
We've also released our first native 72V battery pack in a conventional downtube battery casing, assembled using the high power Samsung 27100 40T cells so that even with the small 8Ah capacity it is able to deliver 40-50A continuous currents. This is an ideal battery for fast and sporty offroad ebike builds, allowing powerful performance without the weight or complexity of most 72V setups (either two 36V packs in series or a large triangle frame battery).
is is an unofficial guide to the laws governing electric bicycles in the United States as of 2016. It was contributed by a guest writer The Smart Ped`aleck who was paid and remains unaffiliated with any electric bicycle company. It may be updated ongoing and is cited throughout with reference links and attributions at the end. It is designed to be an entertaining starting point for understanding the space, digging deeper and in turn choosing the best electric bike platform for your needt Volt, when we sell an ebike, we like to keep in touch with our customers. This is not only to find out how their electric bike is performing and if they are happy with it, but also to learn how they use it. Many have impressive stories to tell. We have heard from people using Volt bikes in the most diverse ways and places, from the Scottish Highlands to central London.
The entire drive system is neatly incorporated into the bike's design for optimal weight distribution and the ultimate in sexy design, while users control torque and power output, which peaks at a surprisingly punchy 530W, via a cool Mission Control App that can also be programmed to a time or distance parameter to ensure there's enough power to get you home.
When I finally had the ability drive this thing in my city, it feels fantastic, you're cruising easily. But the minute it starts going up a hill, you also gotta peddle to help it go up. Which is okay because the little engine helps a lot so you're not straining yourself. But, being that the wheels are so small, after a while, you feel your legs get swore. I guess the size of the wheelMotor-driven cycles may be operated on the roadway without registration, but the operator must have a driver's license.[85] The cycle may not be operated on any sidewalk, limited access highway or turnpike. If the maximum speed of the cycle is less than the speed limit of the road, the cycle must operate in the right hand lane available for traffic or upon a usable shoulder on the right side of the road unless the operator is making a left turnAddmotor MOTAN 1000W Electric Bicycle 14.5Ah Lithium Battery Electric Bike 26 Inch Fat Tire Ebike Front Fork Suspension Mountain Beach Snow Pedal Assist M-5500 for Adults Men (Black) Price: $2,699.00 BUY NOW ON AMAZON Full Disclosure: We earn a commission if you click this link and make a purchase, at no additional cost to you. Last Updated: 01/02/2019
Controllers for brushed motors: Brushed motors are also used in e-bikes but are becoming less common due to their intrinsic lower efficiency. Controllers for brushed motors however are much simpler and cheaper due to the fact they don't require hall sensor feedback and are typically designed to be open-loop controllers. Some controllers can handle multiple voltages.
Übrige "Motorfahrräder": “E-Bikes mit einer Leistung zwischen 500 und 1000 Watt oder einer bauartbedingten Höchstgeschwindigkeit von 20 bis 30 km/h oder einer Tretunterstützung, die auch bei einem Tempo von 25 – 45 km/h wirkt, gelten als Motorfahrräder und benötigen ein entsprechendes Kontrollschild.”. You can use any bicyle path and also hiking roads forbidden to motorbikes if you drive slowly
But if you're someone who loves riding, commutes to work on a bike, or has a gig that requires you to spend a lot of time in the saddle, you might want to look at electric bikes. You'll be able to go farther, faster, and expend less energy riding one. And if electric bikes are for you, look hard at the Cross E8 Step-Thru. It's an incredibly well-made, well-thought-out electric bike. Strip away the battery, motor, and computer, and you'd still be left with a really good cycle.
If you're more concerned with conquering the countryside than the commute, Cyclotricity's Stealth is the one for you. It's a full-size mountain bike, with aggressive tyres and suspension on the front forks to absorb the rocks and bumps on the trails. It's comfortable to ride, and its motor can either give you assistance while you ride, or you can just hit the throttle to rocket over hills with no effort on your part.
In Opinion No. 2007-00602 of the Attorney General, Jim Hood clarified that a "bicycle with a motor attached" does not satisfy the definition of "motor vehicle" under Section 63-3-103. He stated that it is up to the authority creating the bike lane to determine if a bicycle with a motor attached can be ridden in bike lanes. No specifications about the motor were made.
Vehicles exceeding any of the criteria above must be registered and titled as a motorcycle. Other types of vehicles, such as electric scooters, "pocket rockets" and mini-choppers, may fit the definition of a moped or a motorcycle, but cannot be registered by the Department of State if they lack the equipment required by law to legally drive on public roads.[101]
Electric trikes have also been produced that conform to the e-bike legislation. These have the benefit of additional low speed stability and are often favored by people with disabilities. Cargo carrying tricycles are also gaining acceptance, with a small but growing number of couriers using them for package deliveries in city centres.[51][52] Latest designs of these trikes resemble a cross-between a pedal cycle and a small van.[53][54]
Electric bicycles are considered as "bicycles" under Montana law as the law defines bicycles in a two part definition where the first part of the definition describes a conventional bicycle propelled solely by human power and the second part of the definition describes a bicycle equipped with an independent power source for propulsion in addition to foot pedals to permit muscular propulsion. (Montana Code 61-8-102).[104]
To be honest, this bike is really designed for city commuters or kids riding around the suburbs. The fact that it’s foldable will let you carry it on the bus, on the train or even on the plane. It’s just not designed for heavy riding, long distances or tough terrains. If you want something sleek and fabulous at a fraction of the cost of most other e-bikes, this baby’s for youThe newest entrant in this lower price category is Wing Bikes, a New York City-based company that launched in 2018. Wing wants to be the affordable e-bike for city residents who are sick of shady ride-hailing services and stalled subways. And if you don’t live in a city, that’s fine too: Wing’s e-bikes could be a realistic alternative to owning a car.
If you’ve got the cash and want to get into ebikes, don’t buy this Rattan. My best advice if you have the money is buy a bike store bike with a Bosch/Brose/Yamaha/Shimano drivetrain. We review lots of them here but I’m currently riding a $2000 Raleigh. If you only have around $1,000+ to spend, head to Luna/Rad/Sondors or at least something from a company you’ve heard of with a Bafang moto
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Michelin Tire Rebate Form 2024 Printable
Michelin Tire Rebate Form 2024 Printable – When it comes to quality tires, Michelin has long been a trusted name in the industry. Beyond their reputation for durability and performance, Michelin also offers attractive rebate programs, allowing customers to save on their tire purchases. In this article, we’ll delve into the details of the Michelin Tire Rebate Form for the year 2024, providing you with insights on how to access, fill out, and maximize your savings.
Understanding Tire Rebates
It sounds like Michelin is continuing its tradition of offering rebate programs in 2024 to make their tires more appealing to customers. Here’s an overview of how Michelin’s tire rebate program works:
1. Incentives for Customers: Tire rebates are incentives offered by Michelin to encourage customers to choose their brand over competitors. These rebates can result in significant savings for consumers, making Michelin tires an attractive option in terms of both quality and affordability.
2. Win-Win Situation: The tire rebate program creates a win-win situation for both Michelin and consumers. Michelin gets to promote its brand and products, while customers enjoy the benefit of cost savings.
3. Michelin Tire Rebate Form 2024: The Michelin Tire Rebate Form for 2024 is a crucial aspect of this initiative. It serves as a tool for customers to easily access and unlock savings on their tire purchases. The form likely includes details such as customer information, proof of purchase, and any specific requirements outlined by Michelin.
4. Straightforward Process: The mention of a “straightforward way” suggests that Michelin aims to make the rebate process user-friendly for customers. This might involve a simple submission process for the rebate form, allowing customers to easily claim their savings.
5. Enhancing Product Value: By offering rebate programs, Michelin is actively working to enhance the overall value of their tire products. This not only attracts new customers but also helps in retaining existing ones.
6. Continuation of Tradition: The statement about Michelin continuing its tradition of offering rebate programs indicates a consistent effort by the company to provide added value to its customers over the years.
Michelin’s tire rebate program for 2024 is designed to be customer-friendly, providing an opportunity for consumers to save money on their tire purchases while reinforcing Michelin’s commitment to both quality and affordability.
How to Access the Michelin Tire Rebate Form
To access the Michelin Tire Rebate Form for 2024, follow these simple steps:
1. Visit the Official Michelin Website:
• Go to the official Michelin website using your web browser.
• Navigate to the “Promotions” or “Rebates” section. This information is usually found in the footer or under a dedicated promotions tab.
2. Locate the 2024 Tire Rebate Program:
• Look for details specific to the 2024 Michelin Tire Rebate Program.
• There may be a dedicated page or section for the current year’s rebates.
3. Download the Rebate Form:
• Once you’ve found information about the 2024 rebate program, locate the Michelin Tire Rebate Form.
• Download the form from the official website. It is essential to use the official form to ensure accuracy and eligibility in the rebate process.
4. Provide Required Information:
• Fill out the rebate form with the necessary information. This typically includes your personal details, proof of purchase, and any other specifics outlined by Michelin.
5. Submit the Form:
• Follow the instructions on the form regarding submission. This may involve mailing the form along with the required documentation or submitting it online through the Michelin website.
6. Verify Dealership Participation:
• If you prefer, you can also check with authorized Michelin dealerships. They may have the rebate forms available in-store or on their own websites.
7. Keep a Copy for Reference:
• After completing the form, make a copy for your records. This can be helpful in case there are any issues or inquiries regarding your rebate.
8. Check for Deadlines:
• Be aware of any deadlines associated with the rebate program. Ensure that you submit the form and required documents within the specified timeframe to qualify for the rebate.
Remember to be cautious and only use official channels, such as the Michelin website or authorized dealers, to access the rebate form. Using unofficial sources may lead to discrepancies in the rebate process. Following these steps should help you access and successfully submit the Michelin Tire Rebate Form for 2024.
Filling Out the Michelin Tire Rebate Form
Here’s a guide on how to fill out the Michelin Tire Rebate Form, emphasizing the importance of accuracy and adherence to eligibility criteria:
1. Obtain the Form:
• Download the Michelin Tire Rebate Form from the official Michelin website or authorized dealers.
2. Personal Information:
• Fill in your personal details accurately. This typically includes your name, address, phone number, and email address.
See Also How to Make Use of Michelin Tire Rebate Form
3. Vehicle Information:
• Provide details about your vehicle, such as make, model, and year. This helps in confirming the compatibility of the purchased tires with your vehicle.
4. Proof of Purchase:
• Attach the proof of purchase to the form. This could be a sales receipt or an invoice clearly indicating the purchase of the qualifying Michelin tires. Ensure that the proof of purchase includes the date of purchase, tire model, and dealer information.
5. Tire Details:
• Specify the details of the Michelin tires you purchased, including the tire model and size. This information helps in verifying that the tires meet the eligibility criteria for the rebate.
6. Review Eligibility Criteria:
• Carefully read and understand the eligibility criteria stated on the form. Ensure that your purchase aligns with the specified conditions, such as the purchase period and tire models covered by the rebate program.
7. Submission Method:
• Follow the instructions regarding how to submit the form. Whether it’s through mail or online submission, make sure to comply with the specified submission method.
8. Double-Check Information:
• Before submission, review the entire form to ensure all details are accurate and complete. Any errors or missing information could lead to complications in processing your rebate.
9. Keep a Copy:
• Make a copy of the completed form and all supporting documents for your records. This serves as a reference in case of any inquiries or follow-ups.
10. Submit Within the Deadline:
• Be mindful of the deadline for submission. Ensure that you submit the form and required documents within the specified time frame to qualify for the rebate.
11. Contact Information:
• Include your contact information in case Michelin needs to communicate with you regarding the rebate. Double-check that your email and phone number are correct.
By following these steps and paying attention to the eligibility criteria, you can maximize your chances of a successful rebate application. Accurate and complete information, along with adherence to the specified guidelines, will contribute to a smooth processing of your Michelin tire rebate.
Benefits of Michelin Tires
Here’s information on the benefits of Michelin tires and the rebate redemption process:
1. Superior Quality: Michelin is renowned for producing high-quality tires. The brand’s commitment to excellence ensures that their tires meet stringent standards for performance, safety, and durability.
2. Enhanced Safety: Michelin tires are designed with advanced technology to provide superior traction, handling, and braking performance. This contributes to enhanced safety on the road, especially in various driving conditions.
3. Durability: Michelin tires are known for their longevity and resilience. The durable construction and quality materials used in Michelin tires contribute to a longer tread life, reducing the frequency of tire replacements.
4. Performance: Michelin invests in tire technology to deliver top-notch performance. Whether you’re driving in dry or wet conditions, Michelin tires are engineered to provide a smooth and comfortable ride while maintaining excellent performance.
5. Fuel Efficiency: Many Michelin tire models are designed with fuel efficiency in mind. The reduced rolling resistance of these tires can contribute to improved fuel economy, offering additional long-term savings for drivers.
6. Innovation: Michelin is at the forefront of tire innovation. The brand continually introduces new technologies and tire designs to meet evolving automotive and safety standards.
Understanding the Rebate Redemption Process
• Submission Confirmation: After submitting your Michelin Tire Rebate Form, you should receive a confirmation of your submission. This may include an acknowledgment email or a confirmation notice.
• Verification Process: Michelin will review your submission and verify that it meets all the requirements. This includes checking the accuracy of the information provided and confirming the purchase of qualifying tires within the specified time frame.
• Rebate Approval: Upon successful verification, your rebate will be approved. You will be notified of the approval, and the process of redeeming the rebate can proceed.
• Redemption Options: Michelin may provide different options for redeeming your rebate. This could include receiving a prepaid card, a check, or other specified methods. Follow the guidelines provided to choose your preferred redemption option.
• Claiming the Rebate: Follow the instructions provided by Michelin to claim your rebate. This may involve providing additional information, such as a redemption code, and adhering to any specified deadlines.
• Enjoy the Savings: Once the redemption process is complete, you can enjoy the savings on your Michelin tire purchase. The rebate amount will be reflected in the chosen redemption method.
• Contacting Michelin: If you have any questions or concerns during the redemption process, Michelin typically provides contact information for customer support. Feel free to reach out for assistance.
By understanding the benefits of Michelin tires and following the guidelines for the rebate redemption process, you can maximize the value of your Michelin tire purchase, combining quality with savings.
Tips for Maximizing Michelin Tire Rebates
Here are some tips for maximizing Michelin tire rebates:
1. Purchase a Full Set of Tires: Many Michelin rebate programs offer higher incentives when you purchase a complete set of tires instead of just one or two. Consider investing in a full set to take advantage of the maximum rebate amount available.
2. Check for Bundle Deals: Keep an eye out for bundle deals or promotions that may coincide with the rebate program. Michelin or authorized dealers may offer additional discounts or perks when you buy a set of tires along with other automotive services or products.
3. Stay Informed About Promotions: Regularly check the Michelin website or contact authorized dealers to stay informed about ongoing promotions. There might be special offers or bonuses that can be combined with the rebate, providing you with even more savings.
4. Understand Rebate Terms and Conditions: Thoroughly read and understand the terms and conditions of the Michelin tire rebate program. Ensure that you meet all the eligibility criteria and follow the guidelines for submitting the rebate form to avoid any issues in the redemption process.
5. Submit Rebate Form Promptly: Submit your rebate form promptly after purchasing the Michelin tires. Rebate programs often have specific deadlines, and submitting the form within the specified timeframe ensures that you don’t miss out on the savings.
6. Keep Track of Purchase Documentation: Maintain a record of all purchase documentation, including the sales receipt or invoice. This will be required when submitting the rebate form, and having organized documentation streamlines the process.
7. Explore Different Redemption Options: Michelin may offer various redemption options, such as prepaid cards, checks, or online transfers. Explore the available options and choose the one that best suits your preferences. Some options may come with additional benefits or quicker processing times.
8. Combine Rebates with Credit Card Offers: If you have a credit card that offers cashback or rewards, consider using it for your tire purchase. This way, you can potentially combine the credit card benefits with the Michelin tire rebates, maximizing your overall savings.
9. Take Advantage of Seasonal Promotions: Michelin and dealers often run seasonal promotions, especially during periods when people are more likely to purchase tires, such as before winter or summer. Look out for these promotions, as they may enhance your savings.
10. Ask Authorized Dealers for Advice: Reach out to authorized Michelin dealers and inquire about any insider tips or ongoing promotions. They may provide additional insights on maximizing savings or inform you about upcoming deals.
By incorporating these tips into your Michelin tire purchase strategy, you can optimize your savings through rebates and potentially benefit from additional promotions, making your investment in quality tires even more cost-effective.
Michelin’s Commitment to Quality
Here’s an exploration of Michelin’s commitment to quality and the positive impact of their rebate programs through customer testimonials:
1. Reputation in the Industry: Michelin’s longstanding reputation in the tire industry underscores their unwavering commitment to quality. The brand is synonymous with excellence, and their track record reflects a dedication to producing high-performance and reliable tires.
2. Legacy of Excellence: Michelin has built a legacy of excellence over the years. This legacy is marked by a continuous pursuit of innovation, advanced tire technology, and a commitment to meeting the diverse needs of drivers across various road conditions.
3. Stringent Quality Standards: Michelin is known for adhering to stringent quality standards in the manufacturing process. Their tires undergo rigorous testing to ensure durability, safety, and superior performance.
4. Global Recognition: Michelin’s global recognition and presence further attest to the brand’s commitment to providing quality tires. Their products are trusted by drivers worldwide, from everyday commuters to professionals in the automotive and motorsports industries.
Customer Testimonials
1. Savings and Performance: Customer testimonials often highlight the dual benefits of Michelin tire rebates. Customers express satisfaction not only with the savings gained through rebate programs but also with the overall performance of Michelin tires.
2. Longevity and Durability: Many testimonials emphasize the longevity and durability of Michelin tires. Customers appreciate the extended tread life, which contributes to long-term cost savings by reducing the frequency of tire replacements.
3. Positive Driving Experience: Real-life experiences shared by customers often describe a positive driving experience with Michelin tires. This includes smooth rides, excellent traction, and responsive handling, contributing to an overall sense of safety and satisfaction on the road.
4. Versatility Across Conditions: Customers frequently commend Michelin tires for their versatility across different weather and road conditions. Whether driving in wet or dry conditions, Michelin tires are praised for maintaining consistent performance.
5. Brand Loyalty: Testimonials often reveal a sense of brand loyalty among Michelin customers. Many individuals choose Michelin repeatedly for their vehicles, citing the brand’s reputation for quality as a primary reason for their loyalty.
6. Positive Impact on Driving Confidence: Customers often highlight how Michelin tires positively impact their driving confidence. This includes reliable braking, reduced road noise, and a sense of security, especially during challenging driving situations.
See Also Michelin Rebate 2024: Ultimate Guide to Maximize Tire Savings
Michelin’s commitment to quality, combined with the positive experiences shared by customers, reinforces the brand’s position as a leader in the tire industry. The satisfaction expressed by customers extends beyond the immediate benefits of rebate programs, emphasizing the enduring value of choosing Michelin for reliable and high-quality tires.
Comparative Analysis with Other Tire Rebate Programs
Let’s delve into a comparative analysis of Michelin’s rebate offerings with other tire manufacturers and explore how to ensure a smooth tire purchase experience:
1. Competitive Incentives: Michelin stands out by providing competitive and attractive incentives through their rebate programs. The combination of quality tires and substantial rebates positions Michelin as a strong competitor in the market.
2. Quality Tires Across the Board: Michelin’s emphasis on producing high-quality tires is a distinguishing factor. While other manufacturers may offer rebates, Michelin’s commitment to excellence in tire manufacturing contributes to the overall value proposition.
3. Consistent Brand Reputation: Michelin’s consistent brand reputation for quality and performance adds weight to their rebate offerings. This reputation sets them apart from competitors and instills confidence in customers choosing Michelin for their tire needs.
4. Wide Range of Eligible Tires: Michelin often extends rebate programs to a wide range of their tire models. This inclusivity allows customers to choose tires that meet their specific needs while still benefiting from the rebate incentives.
5. Ease of Redemption: The ease and transparency of Michelin’s rebate redemption process contribute to a positive customer experience. Comparatively, some other manufacturers may have more complex or restrictive redemption procedures.
6. Additional Promotions and Bonuses: Michelin’s rebate programs are sometimes complemented by additional promotions or bonuses. This extra layer of value enhances the overall attractiveness of Michelin’s offerings, setting them apart from competitors.
Ensuring a Smooth Tire Purchase Experience
• Plan Purchase Within Rebate Period: Be strategic in planning your tire purchase within the Michelin rebate period. This ensures eligibility for the rebate and allows you to take advantage of the savings offered.
• Verify Eligible Tires: Before making a purchase, confirm that the Michelin tires you are considering are eligible for the rebate. This information is typically available on the Michelin website or through authorized dealers.
• Download and Fill Out the Rebate Form: Keep the Michelin Tire Rebate Form in mind throughout the purchase process. Download the form from the official Michelin website, fill it out accurately, and be prepared to submit it with the required documentation.
• Follow Guidelines and Deadlines: Adhere to the guidelines provided in the rebate form and be mindful of submission deadlines. Meeting these requirements ensures a smooth processing of your rebate and avoids any complications.
• Maintain Purchase Documentation: Keep all relevant purchase documentation, including receipts or invoices, organized. This documentation is crucial when filling out the rebate form and may be required for verification.
• Contact Michelin for Assistance: If you have any questions or encounter issues during the process, don’t hesitate to contact Michelin’s customer support. They can provide assistance and guidance to ensure a hassle-free experience.
By considering these factors and following the guidelines provided by Michelin, you can navigate the tire purchase process smoothly, maximize your savings through rebates, and enjoy the benefits of Michelin’s quality tires.
In conclusion, the Michelin Tire Rebate Form for 2024 presents a valuable opportunity for customers to save on high-quality tires. By understanding the process, following the guidelines, and taking advantage of the rebate programs, you not only benefit financially but also experience the superior performance of Michelin tires.
Download Michelin Tire Rebate Form 2024 Printable
• Can I submit the Michelin Tire Rebate Form online?
• Yes, Michelin provides online submission options for added convenience.
• Are winter tires included in the Michelin rebate program?
• Check the specific terms of the rebate form; eligibility may vary based on tire models.
• Is the rebate amount fixed, or does it vary based on the tire model?
• Rebate amounts may vary, and the form will provide details on the specific incentives for each tire model.
• What happens if I miss the rebate submission deadline?
• Unfortunately, late submissions are typically not accepted, so it’s crucial to adhere to the specified timelines.
• Can I transfer my Michelin tire rebate to someone else?
• Rebates are generally non-transferable and are intended for the original purchaser of the tires.
Rebates of Michelin Tire Rebate Form 2024 Printable
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Getting Cash for Junk Cars
If you’re wondering about cash for junk cars, you’re in the right place. Selling your old, unwanted vehicle for cash is easier than you might think. Junk car buyers are always on the lookout for vehicles they can salvage, and you could turn your clunker into some quick cash. In this article, we’ll delve into everything you need to know about the process, from California’s regulations to getting a replacement title and finding junk car buyers near you.
We Buy Junk Cars for Cash in California
California is a fantastic place to sell your junk car. It’s a big state, and there’s a thriving market for used and salvaged vehicles. But before you start looking for junk car buyers near you, there are a few things to consider.
Do I Need a Current Registration to Sell a Junk Car in California?
When selling a junk car in California, having a current registration isn’t always necessary. The rules can vary depending on the buyer and the specific circumstances. Some buyers may purchase your car without a registration, while others may require it. It’s a good idea to check with potential buyers to see what documentation they need.
How Can I Get a Replacement Title in California?
If you’ve lost your car’s title, don’t worry. You can get a replacement title in California. You’ll need to complete a Duplicate Title Application through the California Department of Motor Vehicles (DMV). Once you have the replacement title in hand, you’ll be better prepared to sell your junk car.
Find Junk Car Buyers Near Me
One of the essential steps in selling your junk car is finding the right buyer. You’ll want to deal with reputable buyers who offer competitive prices. Here are some tips on how to find junk car buyers near you:
Online Searches
Start by doing an online search. Use search engines and specify your location, such as “Junk car buyers in Los Angeles” or “Cash for junk cars in San Diego.” This will help you identify potential buyers in your area.
Local Auto Salvage Yards
Contact local auto salvage yards or scrap yards. These businesses often buy junk cars for their parts and materials. They might offer you a reasonable price for your vehicle. Be sure to compare quotes from different salvage yards to get the best deal.
Auto Wrecking Companies
Auto wrecking companies are experts at salvaging vehicles for parts and materials. They are another good option for selling your junk car. They may even offer to pick up your car for free, saving you the hassle of transporting it yourself.
Online Marketplaces
We live in the digital age, and there are various online marketplaces where you can sell your junk car. Websites like Craigslist and Facebook Marketplace allow you to list your vehicle for sale. Be sure to include clear photos and a detailed description of your car’s condition to attract potential buyers.
Learn How Easy It Is to Get Cash for Your Junk Car in Carlsbad
Suppose you’re located in Carlsbad, California, and are looking to get cash for your junk car. You’re in luck because selling your old vehicle in Carlsbad is a straightforward process. Let’s break it down:
Contact Local Junk Car Buyers
Start by contacting local junk car buyers in Carlsbad. You can use the methods mentioned earlier, such as online searches, contacting salvage yards, or checking with auto wrecking companies. Provide them with details about your car’s make, model, and condition to get an accurate quote.
Get Multiple Quotes
Don’t settle for the first offer you receive. Get quotes from multiple buyers in Carlsbad. This will give you a better idea of the market value of your junk car and help you negotiate a better deal. Remember, the more information you provide about your car, the more accurate the quotes will be.
Negotiate the Price
Once you have a few quotes, it’s time to negotiate. Don’t be afraid to haggle and try to get the best deal possible. Junk car buyers expect some negotiation, and you might end up with more cash in your pocket.
Arrange for Pick-Up or Drop-Off
After settling on a price, work out the logistics with the buyer. Some buyers will come to your location to pick up the vehicle, while others may ask you to drop it off at their facility. Make sure to get all the details in writing and confirm the date and time for the transaction.
Receive Payment
Once the buyer inspects the vehicle and everything checks out, you’ll receive your payment. Most junk car buyers pay in cash, making the process quick and convenient. If they pay by check, ensure that it’s a certified or cashier’s check to avoid any issues.
Complete the Sale
Finally, complete the sale by signing over the title to the buyer. If you’ve had to get a replacement title, make sure to provide the buyer with the new title and any other required documentation. With the paperwork in order, your old junk car is officially someone else’s treasure.
Understanding California’s Laws Regarding Junk or Abandoned Cars
Before selling your junk car in California, it’s crucial to understand the laws regarding junk or abandoned cars. The state has regulations in place to ensure that the process is conducted legally and responsibly. Here are some key points to keep in mind:
Title Transfer
California law requires the proper transfer of the vehicle’s title during a sale. This is essential to release you from any future liability associated with the vehicle. Be sure to complete all necessary paperwork correctly.
Smog Certificate
Depending on the age and condition of your vehicle, you may need to provide a smog certificate to the buyer. Newer cars are typically exempt from this requirement, but it’s essential to verify with your local DMV office.
Abandoned Vehicle Removal
If your junk car is abandoned on your property or a public space, you may need to address the issue of removal. California law allows local authorities to tow and impound abandoned vehicles. It’s best to avoid this situation by properly disposing of your vehicle through legal channels.
Recycling of Cars in California
California has stringent regulations to promote the recycling of cars. These regulations aim to reduce the environmental impact of disposing of old vehicles and to encourage the responsible reuse of materials. When selling your junk car, it’s essential to choose buyers who adhere to these recycling laws and practices.
Environmental Impact
Recycling cars in California has a positive impact on the environment. It reduces the need for mining and manufacturing new materials, conserving energy and resources. Choose junk car buyers who prioritize recycling to contribute to these efforts.
Proper Disposal of Hazardous Materials
Old cars often contain hazardous materials, such as lead-acid batteries, oil, and coolant. California law mandates the proper disposal of these substances to prevent contamination of the environment. Reputable junk car buyers will ensure these materials are disposed of safely.
Avoiding Rip-Offs When Selling Your Junk Car
Unfortunately, there are unscrupulous individuals and businesses in the junk car industry. To avoid getting ripped off, follow these tips:
Research Buyers
Do thorough research on potential buyers. Check their reputation, reviews, and credentials. Avoid buyers who seem unprofessional or make unrealistic promises.
Get Multiple Quotes
Obtain quotes from multiple buyers to understand the market value of your junk car. This will help you identify fair offers and avoid being taken advantage of.
Know Your Car’s Value
Understand the value of your junk car. Consider factors like its make, model, year, and condition. Having this knowledge will help you negotiate a fair price.
Read the Fine Print
When dealing with buyers, make sure to read and understand any contracts or agreements thoroughly. Look out for hidden fees or conditions that could affect the final payout.
Valuable Parts of a Junk Car
When selling a junk car, it’s important to know which parts are the most valuable. Salvageable components can significantly impact the price you receive. Here are some parts that often hold the most value:
Engine and Transmission
The engine and transmission are typically the most valuable parts of a junk car. If they are in good working condition, they can be refurbished and resold.
Catalytic Converter
Catalytic converters contain precious metals, making them valuable to recycling facilities. They are often targeted by thieves due to their high resale value.
Aluminum Wheels
Aluminum wheels can be sold to scrap yards, as they are lightweight and in demand. Their value depends on their condition and size.
Adding Value to Your Junk Car in Carlsbad
If you’re in Carlsbad, California, and want to maximize the value of your junk car, consider these factors:
Overall Condition
The better the condition of your junk car, the more it’s worth. Regular maintenance and proper storage can preserve the value of your vehicle.
Having all the original parts, including essential components like the engine and transmission, will increase your car’s value.
Carlsbad, California, is a coastal gem that offers a perfect blend of natural beauty, outdoor recreation, and a thriving community. Located in San Diego County, this city is known for its stunning beaches, including the popular Carlsbad State Beach, where you can enjoy sun, surf, and relaxation.
Carlsbad is also home to the renowned LEGOLAND California Resort, a theme park that caters to families and LEGO enthusiasts. The city boasts a Mediterranean climate with mild, sunny weather year-round, making it an ideal destination for outdoor activities such as hiking, golfing, and biking.
Beyond its recreational offerings, Carlsbad features a vibrant downtown village with unique shops, restaurants, and cultural events. The Flower Fields at Carlsbad Ranch is another local attraction, where you can witness acres of colorful flowers in bloom during the spring.
With its picturesque coastline, friendly atmosphere, and a variety of attractions, Carlsbad is a charming coastal city that captivates residents and visitors alike.
Vehicle Offerd
2002 Ford Taurus65
2004 Kia Amanti286
1997 Dodge Intrepid65
2001 Chevrolet Prizm162.5
1984 Mazda B-Series Pickup130
1996 Oldsmobile Cutlass Supreme130
2004 Pontiac Grand Am130
2000 Chrysler Concorde130
1976 Chevrolet Custom Deluxe 10325
1997 Pontiac Bonneville65
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About Nohilow
Participant (30+ posts)
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• Car Model and Year
2002 deville
Northstar 4.6L V8 (LD8/L37)
1. R + R 'd my driver window regulator a few weeks ago and put it all back together as best as I could. Window regulator works fine. (Napa, approx. $80) Now, occasionally, when I open my door, (even the passenger door) my car alarm goes off, won't cancel with my pendant red button, but will go off when I put key in ignition. A message"theft attempted" shows up on my display. It doesn't seem to do it when I use the remote to open the door locks. I'm hoping that there is a "reset" somewhere to stop this, and will not require me to open up the panel again. Is there some connection I missed on the door? Gurus...do your stuff! signed...Hopeful
2. Thanks, It is running quite well, and with the new gas, the smell is gone. Very glad the codes are not engine related...
3. Thanks...the bad window refers to my driver door regulator which i am replacing this weekend...napa for $81. Every time I take off a door panel, I always worry about screwing up the clip or the panel in some way. The utube vid I saw made it appear that that should not be a problem. Perhaps the Cad clips are a better design? ....I'll find out this weekend! Rest of the procedure looked pretty straightforward and benefits from a better design. Love the protective panel instead of plastic sheet. Not sure why the rear seat temp is throwing a code. They seem to be working just fine. BTW, where is the best place to go for the codes?
4. Thanks, I am not as worried about this since I emptied and refilled the tank. The strong odor was such a change that I immediately went tp the dark side and assumed the cat was bad. I've got a nice trip planned to stretch out her legs.
5. Finally took the codes...and ran it down to near empty, then re-filled with name brand. Previous was Costco. Haven't noticed any smell...maybe the gas saved my *smurf*...:) But did show these "current" codes....and thankfully no "B0420" RFA B3109 IPM B0429 DDM B3832 DDM B1591 BodybyFisher: the link to the DTC codes, in your signature, for 1996 and above does not work...at least not for me!
6. Noticed rotten eggs odor in garage after a drive... Please tell me there are aftermarket alternatives to a factory cat convertor... $2166.00 from Cadillac. Gulp. Internet search showed people dissatisfied with ones they purchased that were not dealer supplied. Is there an aftermarket one that others know will do the job?
7. John,
Hope you are finally getting some of this nice weather we are getting. It's about time,huh?
hope I can pick your brain a little bit more....
Drivers side window reg went out, from what I've read, "pop and drop"....
Do you have any online recommendations for a place to get the window reg?
1. Show previous comments 4 more
2. Nohilow
yeah, it's a crap shoot as to quality anymore,huh?
I also got a call back from a company advertising here in PDX something along the lines of "power window doctor" a moblile outfit that comes to you to do it. Quoted me price of 279,00 for the job. parts and labor.
I've looked at a utube that makes it eazy peazy, so all I am trying to do is find the cheapest. The utube vid had a link on it to also Purchase a win reg if you needed one. I called the guy this morning (he's in fla) and his charge for the reg was.....45.00 (shipped from fla!) I ;asked him about a warranty and he said they are from China, "pretty good" and he felt they were reliable for a "few years"...maybe as many as 4!
thanks anyway....!
Looks like some nice weather ahead the next few days...so...looks like a good time to change out a window regulator!
3. OldCadTech
I never have any luck with the China stuff...
Sunday is gonna be oil change day at home, for 2 of the cars, the Harley, the lawn mower and the generator. The generator gets the left-overs from the Mobil 1.
All that happens AFTER I do some honey-dos of course :)
4. Nohilow
....they never end, but I like the honey, so.....:P
8. Problem Resolved! My recliner problem has been put on the back burner till I was able to get some health issues in order. Finally, made a few local inquiries and after receiving some good reviews on a local Auto Upholstery shop I took it in and left it with them. They had a line on another similar seat that we could scavenge for parts if necessary, and would give it a look over. The next day they called and said they had taken the seat out and checked all the electrical items and they were functioning correctly, so they shined up everything that needed shining and reassembled. Seat works like it is supposed to. I was ready for a big headache and once again the Caddy Gods shone down their light of mercy upon me. Thanks for all your input!
9. I am scheduled for a diagnosis. Don't know how indepth that will be...it's a chevy dealer. I assume the part is going to be a pulled part and unavailable thru GM network? So...don't know how involved they want to be with installation on a questionable, NOT GM OEM part. We'll see. A solid recommendation to a trusted garage they may know of would be enough for me to put it off till they can see me. BUT...I am also getting all the info together that I would need to do it myself. Old eyes, knees, etc will be time consuming factors for me, but mechanically I feel up to it. ONe question...are all the air bag connectors this yellow color you speak of? Is that the color assigned to them? If there are a bunch of connectors under the dash when I tear into it, I would prefer being guided by simple colors than trying to decipher these confusing B&W line drawn diagrams I am seeing online... Another question...does the Cadillac service manual that I cannot seem to find online (yet) have in-depth instructions for a procedure like this? I'm not talking about Hayne's or Chiltons...I mean the real deal...GM/Cadillac stuff. Thanks for your time! ...and... Merry Christmas! BTW, OldCadTech...I'm in Portland. Are you east or west wash.state? Your signature echoes my union's (Pipefitter's) motto: "Do it right the first time."
10. So, digging a bit deeper into the process of removing the seat, and along with Bruce's warning to disengage the air bags, do I have to do all the under dash unconnecting all the front air bags OR can I just disconnect the BATTERY so there is no power distributed to all these items? A procedure I read started with removing the SIR fuse under the back seat, then proceded to have me go under the dash and disconnect the front and pass. air bags. Is this really necessary if the Battery is out of the loop? It warned that removing the battery and then working on the airbags was a potential for all kinds of problems...not sure why this would be an issue if put back correctly, but just looking for some validation to this warning. Also, since the back is fully reclined, will that keep me from getting to the bolts I have to loosen to remove the tracks? this is much more complicated than taking out the seats in my old '66 ford.... Procedure I read was from a site called JustAnswer. Seems they sell you the information specific to your prob. But past problems of other people are on the site to read, which is where I got the SIR information and the directions to disconnect the airbags under the dash. Does anyone have an opinion about JustANSwer site?
11. Already tried that. Seems locked. It will be a problem laid back like it is till I get it at least looked at. There are no shortages of track and motor assemblies available online, so my question needing to be answered is whether the it is a simple R&R of the seat out of the car, then the track off of the seat and then reverse procedure. I am hesitant to attempt it if the seat upholstery has to be unstitched, or taken apart to put the new arms that support the back INTO the back. They must insert themselves a fair amount of way up the seatback, so I wonder what the anchoring/bolting details are like. I do not want to mess up the seat. It is like new.....just doesn't work...lol!
12. BTW...Where is the airbag in my SEAT? Always assumed they were surrounding, not supporting me...
13. Looking online, I see used tracks with motors that appear to be available at a decent price. It appears to also be the part that has the motor for the back section to recline. I would rather replace the mechanism rather than the whole seat at the risk of not matching the appearance of my original seat. Has anyone R & R'd the seat , and replaced this track/motor assembly? Bruce has mentioned the need to disable the airbags and paying attention to the seat belt tightening affair.
14. So, you think the entire seat will have to be replaced? They won't be able to replace a mechanism or part?
15. Oh no! Trouble in Paradise...(2002 Deville base) Returning my wife home from the hospital after a back procedure, the back of the passenger seat failed to return to it's upright position on command...all other power mechanisms for the seat work. I am assuming my wife didn't try to remove her weight from the seatback as she pressed the control and her body's weight stripped a gear or burnt a contact...or....? Any ideas? I have an appointment with a tech at the local GM/chev service on Monday following Christmas. (great time to have difficulties, huh?) I trust they will be able to diagnose it, but the question REALLY comes down to access to the parts necessary to fix...ARE they readily available from Cad/GM/Chev...or is it a search for a junked seat mechanism? Parts available ANYWHERE?
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Sunday, December 31, 2023
Will 2024 be the year of bus reform?
I reflected on 2022's achievements and events in the public transport service space here. On the broader scene, 2023 was most notable for the retirement of premier Daniel Andrews, his replacement with Jacinta Allan and the elevation of Ben Carroll to Deputy Premier. The resultant reshuffle led to Gabrielle Williams gaining the renamed Public and Active Transport portfolio.
In terms of what got done, transport's main service successes in 2023 were initiatives funded in 2022's budget. Almost all of these got implemented and are proving beneficial. However there have been few announcements of anything new. This can be attributed to the state government's underwhelming 2023 budget (for buses & PT service generally) and its now apparently in-recess Bus Plan that emerged with so much promise over 900 days ago.
Days since Victoria's Bus Plan was launched
link to count-up Bus Plan clock
That not even the promised 'Bus Reform Implementation Plan' has come out after the better part of three years is a poor reflection on the Bus Plan and its lowly status within government. In fact it's hard to find many government activities that the previous premier's famous quote that "we're not wasting a single minute" was any less true.
Still 2023 was not all bad for bus reform. Substantial research has come from the Committee for Melbourne and Infrastructure Victoria. Both bodies recommended similar - ie that buses must be made more direct, frequent and useful similar to my Future Frequent Network. This work has sparked significant media coverage, raising the profile of community campaigns across Melbourne which really kicked up a notch in 2023. Buses also got a good run in parliamentary questions and speeches during the year.
The government might claim it's broke but they have nowhere to hide given that Melbourne's transport needs continue to grow and buses remain the most cost-effective means of delivering the frequent 7 day service the community needs. Questions have also been asked about GAIC and the possibility of more or better use of funds from this tax to fund improved growth area bus services.
Maybe this will be the future of bus reform? DTP's recipe of releasing a shallow 'plan for a plan', doing a few good things at the start, then wasting nearly 3 years on an increasingly improbable implementation plan as the state's finances deteriorated has turned out a dud.
This course of action was taken despite there never being mystery about what needs to be done. After all adequate data existed to assess priorities back in 2021 when the Bus Plan came out. Not to mention significant prior planning work, most of which the public doesn't know about
DTP should have pondered less and done more, starting with simple and cheap to grow their currently stunted yet byzantine delivery capabilities. Then new bus routes would no longer take longer to implement than major capital works like level crossing removals and growth areas would get the service they need sooner.
Minister Gabrielle Williams and DTP secretary Paul Younis could draw inspiration from none other than both the previous and current premiers. While some in 2014 looked at Labor's level crossing removal promise with incredulity, thinking it couldn't be done, it was. Ahead of schedule with the program subsequently expanded.
Yes money's tighter today but a lot of bus (and indeed off-peak train) service boosts are incredibly cost-effective. Especially when you add the broader cost of living and housing access benefits of a more extensive frequent 7 day public transport network. And that the operational costs involved are easier to predict than the current runaway build bills for certain major projects.
Although they've spent nearly a decade spurning service (and reform of it) in favour of big build infrastructure, if this government wants to do something beneficial and affordable in public transport, it's going to have to revive interest in service basics like useful routes, operating hours and frequency. And 2024 will be a critical year to bed down the changes needed before the 2026 state election.
The clock is ticking. The time to start is now.
Thursday, December 28, 2023
UN 168: Why Melbourne's outgrown the City Loop
While urban rail networks are often described in terms of the number of lines, number of stations and even their trains per hour capacity, there is one thing that we should hear a lot more about.
Network configuration.
This is particularly critical around the network's core where multiple lines converge and public transport's role is greatest.
The maps below show the varying rail configurations used in four Australian state capitals. Brisbane isn't shown but currently operates what is effectively a single through trunk for multiple lines.
Stub terminus
The most basic configuration is where all lines approach the CBD from one direction, terminating at a 'stub station', often inconveniently on the edge of a CBD. This has little to recommend for anything more than a small city. This is because unless the CBD is very compact a single station isn't sufficient for adequate coverage without an inconvenient transfer (which adds time). Also, assuming the CBD is roughly central to the metropolitan area, having the lines come from one direction lessens inner area coverage and directness, thus further increasing travel times.
Through travel requires backtracking, adding a transfer penalty or at least a delay for inner north to inner south trips. Backtracking is also terrible for perceived time and thus system attractiveness. Thus rail network with stub stations are one-trick ponies, only really good for CBD trips. Stub platforms also requires arriving trains to change ends to depart. Compared to through running this reduces platform capacity and thus the ability to run a reliable and frequent service that moves large crowds.
The practical experience of all this in Adelaide is a city far more dependent on buses than trains for its public transport because despite being slower the former are more direct and often more frequent. All other main Australian capitals evolved their rail systems away from stubs decades ago. There is however local advocacy for underground rail that if ever built would provide through running and transform the network.
A CBD loop
A rail loop is one way to add coverage if your CBD is too big to be served by a single stub station or even a few stations in a line. It could also speed trips if passengers previously had to walk, bused or trammed to their destination. And if built in an expensive manner (like Melbourne opted for with 4 underground platforms) it could provide a convenient one-seat ride to all CBD stations from all suburban lines. Speed could be further increased from the newer stations if the loop changed direction in the middle of the day (as Melbourne's did and still partially does).
Unfortunately the loop's design and operations were driven by the then fashionable single purpose view of the rail network as being only for one-seat ride CBD commuters. This was viewed as rail's last and only role as rising car ownership, inner suburb hollowing and new shopping centres remote from rail led to fewer local and off-peak trips being made on rail.
Un-named c2008 video explain the evolution of services that lead to the City Loop's operating pattern with only some reforms made since.
Unfortunately optimising the loop for a subset of suburban commuters made central area rail travel and transferring confusing at best and counterproductive at worst for everyone else. Some passengers had slower trips, with them being taken the 'long way around' compared to the previous through-route operations. The huge drop off in public transport's modal share even in Docklands and Southbank when compared to the Hoddle Grid can partly be attributed to the Loop making connectivity worse for areas just outside it.
The Loop's reversal also made some trips only possible at some times of the day on some days of the week. But even on lines where the reversal has been removed dwell times remain unpredictable and sometimes excessive with huge variations in travel times for short trips in dense areas. Even on the latest HCMT trains passenger information can be ineffective since anything can happen once a train arrives at Flinders Street. The funnelling of multiple lines via each Loop portal also meant that disruptions to one line could affect other lines, making the network less resilient than it should be.
The City Loop undoubtedly encouraged development and brought coverage gains for rail in the north and east of the CBD. But the version we got was too expensive and had too many shortcomings to be really worth its dollars. Like a squiggly bus route it provides coverage and one seat rides. But unlike a bad bus its effects are felt metropolitan wide, hindering thousands daily.
A bruise at the rail network's heart, the City Loop's negative effect would only increase as the CBD expanded outside the Hoddle Grid to precincts like Docklands and Southbank, which relied on 'old' stations like Flinders and Spencer Streets. Not to mention densifying South Yarra whose travel to stations like Jolimont and Collingwood is complicated by Loop operations.
The City Loop is as bad as it is because it was planned at a time when commuter access to the CBD was king and we had forgotten the need for a versatile rail network good for diverse trips across a wide area. That's been rediscovered in the last 15 or so years, during which better plans that seek to untangle the loop have been produced. The reason why I say rediscovered is that because concepts like direct and efficient through-routing were well understood and proposed in 1929 but forgotten for 80 years.
Other cities (eg Sydney) also built city circles but it's unlikely this retarded the usefulness of the rail network for diverse trips anywhere like Melbourne's did. Besides Sydney has other tricks up its sleeve including an increasingly polycentric network with suburban connection points. Generally speaking though cities should avoid building Melbourne-style CBD rail loops and instead use other configurations to provide the coverage extensions and core capacity enhancements they need.
Through lines
This is where it starts to get good. Through lines are direct, fast, legible and efficient. They support efficient transport not just from the suburbs to the CBD but between densifying inner suburbs too. This gives trains a speed edge over driving as there's no slowness caused by passing through the CBD or driving the extra distance to a bypass. There is no train reversing or backtracking in the central area so frequency and capacity can be high. Ideally demand is reasonably balanced in both directions to limit the need to terminate trains in the CBD. It is also desirable that branching is kept to a minimum but if it has to happen then both branches should have similar demand and be free of single track sections to preserve reliability. Avoiding sharing with faster regional and/or freight trains is also desirable to provide both high and even frequencies during peak times.
The main problem, as anyone in Brisbane or Perth knows, with a through line is that it does not cover the CBD as well as a loop might. However the solution is not to build a geometrically and operationally inefficient loop but to add through line pairs on new corridors that (a) provide needed coverage, (b) boost core capacity and (c) intersect with other lines to provide a network, while otherwise being reasonably operationally isolated to minimise knock-on delays. Equally important is that all corridors, whether existing or new, operate at high frequency to facilitate said interchange.
A single pair of through lines cannot serve more than two (or at most three) suburban lines if you want each to run at high frequency. To overcome this you either add another pair through the same location or (preferably) add another pair somewhere else. The latter is the better approach where you can increase coverage by adding one or more new stations unique to the new pair. However good interchange at one or more points on the existing network is required for connectivity.
Melbourne's Metro Tunnel will soon provide extra capacity and connectivity of this type. It's a big project so we can't expect something like it to be built every few years. However we can gets many of the benefits by starting to reform the rest of the network with more lines operating as efficient cross-city through services. A start could be made by reforming operations on the cross-city group to provide Metro Tunnel style frequency, legibility and reliability on the Newport - South Yarra axis. After that the worst sins of the City Loop need to be undone by splitting it as proposed as an add-on option in the Metro Tunnel Business Case
In a sense this is 'back to the future'; all these would transition rail from being a suburbs - CBD peak commuter service to a higher capacity, more connected and more versatile 7 day network nearer to what existed in 1939 than runs now.
As for other cities, Perth has had two through line pairs ever since the new Joondalup and Armadale lines were connected in the 1990s, with this remaining when Joondalup connected to the new Mandurah line instead. Brisbane only really still has one through trunk (accommodating too many lines) though this will change with Cross River Rail which will also add eastern CBD coverage.
Multi-centric
You get this with metro systems internationally but the ability to make circumferential trips on suburban rail does not exist outside Sydney. Perth will be the next city to gain a minor circumferential capability when the Thornlie line gets extended to Cockburn Central. Then it will be Melbourne's turn when the Suburban Rail Loop opens.
For the foreseeable future the vast majority of circumferential public transport will be by bus, with Sydney, Melbourne and Perth the only capitals with at least semi-premium bus routes for this. Still, in a big growing city some form of fast and frequent orbital transport fully separated from cars will be as much of a game changer for its metropolitan transport as going from stub to Loop is for the CBD area or either of the first two to through lines will be for the inner suburbs. This is something that not all Suburban Rail Loop opponents have necessarily grasped with some critics being reluctant to put out their own proposals (which also won't be cheap if they're any good).
Melbourne's City Loop had some benefits but the configuration chosen proved an expensive time-wasting diversion. For decades it distracted us from building more connective networks such as could be achieved from a series of bidirectional through line pairs that connect (for passengers) at well-designed interchange stations. Its basic assumption - that of rail being for white collar Hoddle grid commuters and providing a second class service for everyone else - was already fading in the 2000s, with the pandemic and more working from home finishing it off more recently.
Although its operations are still not satisfactorily consistent nor reliable, the Frankston - Newport cross-city group was the first real challenge to this mentality when it was created about 10 years ago. The next challenge will be the Metro Tunnel, that being free of the mid-line split at Flinders St, should familiarise Melburnians with a new operating culture. If done properly I think people will like it, leading to pressure to cost-effectively modernise the rest of the network in a similar manner.
More Building Melbourne's Useful Network items here
Tuesday, December 19, 2023
TT 186: Melbourne bus routes without Sunday service - unique portions
A quick plot of Melbourne bus routes without Sunday service. Map shows unique portions only, ie most routes are longer than shown but may overlap sections of other routes.
A more detailed interactive map appears here
Concentrations of non-Sunday routes form an arc from Melbourne's middle western, northern and eastern suburbs. There are also clusters in the south-east around Dandenong, the outer east around Croydon/Lilydale and some others around Frankston.
A lot of this is historical accident - there have only been sporadic attempts to correct high patronage or connectivity potential routes that the otherwise large scale MOTC 'minimum hours' upgrade program of 2006 - 2010 left off. Particular concentrations of high usage but underserved routes are found around Dandenong while high connectivity potential routes are the circumferential routes across Melbourne's inner/middle north and east.
The longest lines aren't necessarily the routes that need 7 day service most due to these being in semi-rural or industrial areas. But the map can still be helpful if you consider routes that serve major destinations, areas of high social needs and/or which have high productivity on the days they do run. And which could provide key cross-suburban links that would otherwise require long train or tram trips into the CBD.
Conspicuous examples include 503, 506, 536, 542, 546, 548, 609, 612, 800, 802/804, 844, 885 and a few more. Then there are routes with very short unique portions but which nevertheless link key weekend destinations like shopping centres. These are the likes of 468 and 549 that hardly show on the map if at all.
Another cluster of routes are in the outer east and south-east. Their catchment is mixed, with some low density. Still a basic minimum-standards type 7 day service would be appropriate. Most notable examples include 772, 675, 680 and 689.
I listed the 13 routes that most deserved Sunday service back in 2019. I discussed cost effective upgrades, based on more recent data here and here. Weekend and particularly Sunday buses are a proven patronage winner, with more and more bus routes recording higher passenger productivity on weekends than weekdays. And the costs are relatively low as weekend upgrades typically involve working the existing fleet harder.
Index to Timetable Tuesday items here
Thursday, December 14, 2023
UN 167: How much time and money can we save if we straightened our bus routes?
Time is money. Waste it and you waste money.
Plus opportunities for higher patronage because faster transit delivers the triple benefits of higher speed, higher frequency and higher farebox recovery.
One of the reasons why Melburnians prefer trams over buses is that although neither in mixed traffic is particularly fast, trams are at least straight, with most routes typically only having one or two major bends.
Whereas buses, even on straight corridors, often have indirect sections (eg pulling into station or shopping centre interchanges) that waste valuable vehicle, driver and passenger time.
We wouldn't have this problem if we built stations and shopping centres with their entrances right on main roads.
But we didn't and we do.
A Glen Waverley example
Back in the 1960s the Glen Waverley line was shortened and the station rebuilt to allow for expanded commuter parking west of Springvale Rd. Back then bus routes were very localised and there wasn't a continuous route along Springvale Rd. That was to come later when the 888 route was created, with this, along with 889, becoming through routes between Nunawading and Chelsea. This was so popular that this became one of two corridors chosen for the SmartBus pilot project in 2002. There were further service improvements and a single route number when this became part of the 902 orbital in 2010.
The busiest part of the 902 orbital is between Nunawading and Springvale South where it can carry standing loads. This is particularly so on weekends due to 30 minute gaps between buses despite high demand.
Springvale and Glen Waverley stations feed a lot of passengers to the 902 bus but there is a significant proportion of passengers who make through trips. Whereas the bus does not deviate off Springvale Rd to serve Nunawading and Springvale stations, it needs to for Glen Waverley station due to the station now being away from Springvale Rd as shown below.
The need to deviate into Glen Waverley bus interchange adds three extra turning movements and more stops at traffic lights.
All this waiting, turning and backtracking adds to bus run times. Let's say it's a (conservative) 5 minutes added per trip. Multiply that by the number of trips on a week and minutes soon turn into hours. For example:
M-F: 137 trips x 5 min = 685 min = 11.4 hours
Sat: 76 trips x 5 min = 380 min = 6.3 hours
Sun: 58 trips x 5 min = 290 min = 4.8 hours
This adds to over 68 bus and driver hours per week, or roughly 3400 hours per year. If you assume $100 - 150 per bus operating hour then the extra annual operating cost is in the $400 - 500k range. And this doesn't include a. the foregone fare revenue lost from those who might use the bus but don't because it's too slow and b. passengers' own time. The latter is especially overlooked even though respect for passengers' time is critical for any effective public transport system.
While unforeseen then, the 1960s decision to shorten the Glen Waverley line and move the station away from Springvale Rd was a mistake that ended up making Glen Waverley's most used bus route slower and less direct than it should have been.
We're not necessarily smarter today
Unfortunately bad design choices with regards to station location continue today, with the rule that stations should be near (and preferably straddle) major cross-streets to maximise their catchment not always being followed. For example the LXRP rebuilt Edithvale station further away from its main intersecting cross road than it should have been. That put the station further from the 902 bus and reduced connectivity to homes and services on Edithvale Rd. Bonbeach is further from the local shops while the walk between trains and buses (particularly 903, Mentone's busiest route) is much longer at the rebuilt Mentone than it used to be. As for the future, Metro-SRL connectivity at proposed Suburban Rail Loop stations like Southland risks being poor so that is one to watch given that poor connectivity could make SRL fail.
Luckily there are good examples that should be more widely known. Interchange arrangements at stations like Ormond and Nunawading combine speed (with buses not pulling off their main route) and good no-cross connectivity from station platforms to bus stops on both sides of the road. Good interchange arrangements also exist elsewhere, with Perth's mid-freeway stations on the Joondalup and Mandurah lines being significantly better for bus connectivity than our equivalent at Williams Landing. The new south side bus interchange at Tarneit should save some worthwhile time for some routes, although the area continues to suffer due to the shopping centre's distance from the station. These all provide learning opportunities that should be applied whenever a station or bus interchange is added or rebuilt.
Opportunities elsewhere
The Glen Waverley example above dealt with only one bus route at one interchange. Some interchanges, like Box Hill, Chadstone Shopping Centre and Monash University, are bigger with more bus movements per day. Even if only 2 minutes per trip average can be shaved off then the operational savings could be millions of dollars per year. This could be ploughed back into improved hours or frequency, allowing further service, connectivity and fare revenue gains.
Melbourne has the habit of ignoring cheap connectivity upgrades while also proposing mega-projects to fix them. Even though fixing connectivity without the mega-projects could be done sooner and with better value for money.
For example many of the speed advantages of the proposed Caulfield - Rowville 'trackless tram' would be realised (for a fraction of the cost) if we kept the 900 bus on Princes Hwy and didn't deviate it into Chadstone and arguably Oakleigh station. Local travel for the latter could instead be handled through improved 7 day service on routes like 800, 802, 804, 862 and 903 along with other cost-effective local bus reform.
To summarise, time is money. The benefits to both network operations and passengers are immense if we were better at monitoring bus slow points and made road and interchange reforms accordingly. And made fast direct connectivity the top priority when it comes to station location and design.
Thursday, December 07, 2023
UN 166: Time to revive bus reform (Five reform steps for the north and east)
Bus network reform seems to have taken a back seat lately. Zero emissions buses and franchising appear to have the limelight. While important in their own ways, they are peripheral to the 'main game' for the bus network. That is whether its routes and timetables benefit the most number of users, and through this, the general community.
Bus Plan on the rocks?
Many hoped the 2021 Bus Plan would revive interest in bus services and reform. While some good things happened it hasn't exactly got off to a cracking pace. And 2023 wasn't the plan's finest year.
For example, partly because it lacked a specific implementable program, the May 2023 state budget gave it short shrift with little new funding for bus services. This caused me to query its health in June. October saw it lose its originator and chief ministerial advocate in Ben Carroll. By November Bus Plan's status within DTP slumped so low that it received no mention in its 2022-2023 annual report and was no longer accessible on the revamped DTP website
We are also still awaiting the 'Bus Reform Implementation Plan' that was to give meat to the rather thin bones in 2021's 'plan for a plan'. The nearest we have to a hint of what's in store is the major bus network reviews for north and north-east Melbourne announced in September 2022. The last progress update the public got on those was 6 months ago
IV's Fast, frequent and fair
More so than DTP lately, Infrastructure Victoria has pursued bus network reform with gusto. It's published several papers in the last two years. Their latest, Fast, frequent and fair: how buses can better connect Melbourne, came out only yesterday. It draws on numerous references, including many Melbourne on Transit items. There's some wonderful maps that show service hours and frequency inequalities across Melbourne. And there's ideas for reformed bus networks in parts of Melbourne's north and east, fitting within DTP's review agenda above.
Recommendation 8 regrettably perpetuates IV's fetish with modal fares despite these making politically acceptable bus network reform harder. They should have instead stuck to making short and/or off-peak trips cheaper relative to longer trips while avoiding modal penalties. I'd also have picked some different corridors for the proposed BRT routes. Some, like their one from Mernda, duplicate trains and a east-west corridor would have been better.
Overall though Fast, frequent and fair is a very good paper that the government should sit up and take notice of. In conjunction with rail frequency upgrades and some small tram extensions it would give Melbourne an excellent public transport network suitable for far more trips than currently. And, as the IV report reminds us, bus reform is extremely cost-effective and can generate very strong benefit/cost ratios.
Where might revived bus service reform happen?
DTP nominated Melbourne's north and north-east over a year ago. While arguably lower priorities for service than high needs areas like Dandenong and growth areas in the west and north, the area has more than its fair share of complex, unreformed and even over-serviced routes. While DTP hasn't released anything specific on what a reformed northern suburbs bus network might look like, others have.
Examples include IV's Fast, frequent and fair optimised network for the north-east (Fig 13) and Networking the North from the Victorian Transport Action Group. The latter is the more detailed but reforms were divided into 26 potentially independent packages to allow a staged implementation. My recent list of cost-effective bus upgrades also presented some ideas for the north.
Today I'll list five steps for potential bus reform in IV's north-east bus reform study area. This is an area roughly between Brunswick/Merri Creek in the west and La Trobe University/Mernda in the east. Or the cities of Darebin and Whittlesea, though there'll inevitably be some overflows.
I'll first list the simplest steps, ie the bottom rungs of the bus reform pyramid, and then move to more advanced changes that would really transform the network.
Step 1: Fix complex holiday-related timetable oddities
Catching a bus in Melbourne is a chancy exercise, especially on weekends and public holidays. You don't necessarily know what timetable will run or even if the service will operate at all. This is because the MOTC program to standardise service arrangements made a good start but was never completed, even on some quite important routes. This can be addressed with the following low-cost upgrades:
a. Abolish reduced service summer timetables on Routes 503 and 506 so the same service runs all year. Many more routes used to have reduced summer timetables but no longer do. Hence finishing the job off involves only a few extra service hours per year to make the network free of summer timetables.
b. Introduce public holiday service to all routes with Saturday service. Currently this is a mish-mash with no logic in what runs and what doesn't. While most routes that run Saturdays run that timetable on public holidays, there is a substantial minority of routes that operate Saturdays but not public holidays. The consequence of the latter is confusion amongst passengers. This is exacerbated by PTV frequently getting timetables and communications wrong as arrangements are too complex for even them to understand. Service may also be out of kilter with demand (eg some shopping centre routes not running on Boxing Day eg 549) while some neighbourhoods (eg parts of Reservoir on the 558) may not get buses for days on end over Christmas and Easter.
Northern area timetables that need standardised holiday arrangements include 506, 526, 538, 549, 550, 558 and 559. Routes 503, 512, 536 and 548 are close to the study area and run by operators that serve it so should also be upgraded to simplify rostering and communication. Indeed the same could be said for Melbourne generally as doing only 15 more routes would fix this problem everywhere and the low cost makes it worth it.
Step 2: 7 day upgrades and minimum standards upgrades
Many routes in Melbourne's north don't run 7 days or finish early at night. In other cases there may not be any Saturday afternoon service, reflecting pre-1980s shop trading hours. That limits the usefulness of buses for many work and leisure trips.
Routes in the study area lacking 7 day service include: 350, 389503, 506, 526, 546, 548, 549, 550, 551, 558, 559 and 609. Those in bold are relatively simple routes that could be upgraded on their current alignment, or with only very minor straightening (see Step 3). In addition Route 251 runs 7 days but needs a minor increase in operating hours to bring it to minimum service standards.
The other routes have major problems meaning you might only upgrade them after other reforms (assuming they survive at all). For instance 350, 550 and 551 have relatively little unique coverage while 548 and (especially) 558 have complex reversals and weak termini. These may require reform in conjunction with other routes to prevent the issue of upgrading a route's timetable only to delete or greatly modify it a short time later. 609 has almost all these problems and very few weekday trips.
Step 3: Timetable harmonisation with trains and minor straightening
The study area is full of bus routes with timetables that don't evenly meet trains. For example around Reservoir/Epping it is common for buses every ~23 minutes to not meet trains every 20 minutes. Example non-harmonised routes include 517, 526, 548, 552, 553, 555, 556, 558, 566, 567 and others. Then there is the 577 which sought to feed trains by operating its two buses per hour at an irregular interval.
Some of these are very complex routes (including indirectness, overlaps and weak termini) that need other reforms too. Out of the list the most promising to get to every 20 minutes are 517 (potentially shorten to operate Northland - Greensborough only with other arrangements for St Helena) and 556 (remove Derby St loop). There is a chance that the latter may free up enough time for an improvement on another route such as 555.
Route 552 retains an archaic weekend timetable with high Saturday morning frequency (15 min), a low Saturday afternoon frequency (30 min) and a non-clockface 45 min Sunday frequency, none harmonising with trains. It may be an overall better outcome to aim for a 20 min all day Saturday frequency along with an improved Sunday frequency (even if 40 min) and a potential stronger northern terminus eg Keon Park Station.
Harmonisation is desirable for the other routes but may be best done with wider reforms, some of which are discussed later, to maximise efficiency.
Step 4: 10 strong 7 day east-west Connector or Rapid routes
These involve weekend frequency increases, improved operating hours (IV suggests 6am - 11pm) and stronger termini. Most upgrades are operating hours only, so do not increase peak fleet requirements. Candidate routes include:
390: Longer operating hours and service boosted to every 20 min 7 days to provide an efficient link across the outer north harmonised with trains.
506: All the abovementioned upgrades plus longer operating hours and 20 min weekend frequencies (similar to weekdays).
508: Longer operating hours and 20 min weekend frequencies (similar to weekdays). Review eastern terminus. This is a potential Rapid route with potential for the existing 15 min peak frequency to be operated all day.
510: Longer operating hours and 20 min weekend frequencies (similar to weekdays). Potential extension to Heidelberg for a stronger eastern terminus, though this will increase the bus requirement.
514: Incorporates 513 trips with operating hours and weekend upgrades to provide 7 day 20 min service between Glenroy and Greensborough. Other arrangements should apply for Lower Plenty/Eltham portion of 513. The main benefit here would be a single simple route along Bell St along with upgraded weekend services.
517: Abovementioned split at Greensborough with portion to Northland with longer operating hours and 20 min weekend frequencies (similar to reformed weekday service).
561: Longer operating hours and 20 min weekend frequencies (similar to weekdays)
565: A new route created from the Greensborough - Lalor half of the very complex 566 but extending to Epping Plaza and potentially Wollert. Longer operating hours and every 20 min 7 days. An alternative could be IV's idea to reroute the 901 via this alignment but this would require a replacement route for McDonalds Rd.
570: Longer operating hours and 20 min weekend frequencies (similar to weekdays). Examine scope for simplification at Plenty Rd end in conjunction with 564.
904: A new Rapid route every 10 min formed from consolidating the existing 527 and 903 between Coburg and Heidelberg with an option for a new 903 La Trobe University connection from Doncaster via Heidelberg. While the most complex to implement out of this list its value for money would be high with the strongest likely patronage. More details on the 904 Murray Rd Megabus here.
In addition to the above, Route 386 already has a 20 min combined frequency along its overlap with 387. However it could gain some extra Sunday - Thursday night trips (being the busier of the pair) to add to the network's versatility down The Lakes Boulevard and to provide night connections from the 86 tram.
Step 5: Up to 6 strong north-south Connector routes
These involve weekend frequency increases, improved operating hours (IV suggests 6am - 11pm) on existing routes. There are also some new routes that will require significant changes to the existing network for maximum efficiency. More radically maximum cost-effectiveness may require use of resources obtained by rationalising low usage or duplicative routes in the Greensborough/Eltham area. Candidate routes include:
356/357: Upgrade both with longer hours and each route every 20 min 7 days for a 10 min combined frequency via Epping Rd. Commencing both at Epping should allow easier scheduling for a more even offset. Option exists to extend routes north to intersect with Route 390.
548: La Trobe University - Camberwell route operating over longer hours and at least every 20 min 7 days. All trips would operate directly with Springthorpe estate served by a separate local route. Networking the North has a more ambitious version of this via Heidelberg that it calls the Route 550 with a potential extension as far south as Caulfield. This is a potential future Rapid route.
555:Abovementioned upgrade to every 20 min plus longer hours and 20 min weekend frequency.
556: Abovementioned route simplification for better directness, upgrade to every 20 min plus longer hours and 20 min weekend frequency.
567: Reformed route extended north to La Trobe University and south to Hawthorn / Swinburne University via Chandler Hwy in conjunction with network reform west of Northland and replacement of 609. Networking the North calls this the Route 560 with more detail presented there. This is a potential Rapid route.
NEW: Reservoir - Epping. This would be a new Connector style route (ie every 20 min) serving Reservoir West and Edgars Rd, with the latter replacing the 357. This connects more people to Reservoir Station and enables reform of the existing 558 which can become a more direct east-west route from Reservoir to Campbellfield Shopping Centre and arguably onward to Glenroy merging with the existing 536. This would greatly improve connectivity to a lot of places from the west including La Trobe University which is accessible from Reservoir via the 301 shuttle.
Concept network maps
Only show the 7 day Connector or better routes. Coverage type routes operating at lower frequencies are not shown. More discussion of what these might look like appear in Networking the North, noting that many potential combinations exist.
Resourcing and conclusion
This reformed bus network for the cities of Darebin and Whittlesea will require additional funding, though some very simple changes (eg splitting 566) need not add service kilometres. The gains from it are however high, especially with regards to 7 day service, connectivity to major destinations and cross-Yarra service. This network is consistent with the aims of the IV report of improved directness, frequency and simplicity without it likely to be too controversial. Note again that it emphasises connector routes so I haven't discussed potential new growth area routes in the north that may be needed.
Potential sources for resourcing trade-offs exist outside the review area, notably around Greensborough, Eltham and Diamond Creek where there are overlapping but not necessarily heavily used routes, including semi-rural segments of the 901 orbital. Within the study area there are routes like 350 that do not add significant unique coverage, the substantial overlap between 527 and 903, the terrible 553, the dead end 526 and the weak terminused 567. Also some areas like Bastings St Northcote and parts Heidelberg can have routes removed without sacrificing 400m coverage. Some might also query the service levels of routes like 382 and 555 that parallel tram or train lines and look at those for savings. Having said that the above steps are easily scalable to suit resources and priorities.
Comments are appreciated and can be left below.
More Useful Network items are here
Tuesday, December 05, 2023
TT 185: Full on Sundays - Why Highpoint's 408 bus is leaving people behind
Notwithstanding the state auditor-general finding that their portfolio's staffing payroll swelled by 85% in the three years from 2021/22 (the highest of any department and nearly triple the 29% state public service average), the Department of Transport and Planning, constrained by a strongly infrastructure-first government policy agenda, is rarely very responsive when it comes to boosting bus and train services.
It pretty much only happens when there's a sustained period of leaving people behind, with media, community or parental pressure often instrumental. And when funding appears even minor changes can take years with the 31 month gap between the May 2021 budget funding for the Route 538 straightening and December 2023 implementation being an example. This isn't good if you want to grow network patronage and reap the benefits arising therefrom.
A truly efficiency-minded benefit-maximising agency also ought to be playing a stronger defensive game than DTP currently is. For example fare revenue protection appears weak and unproductive but overserved bus routes can retain unreformed timetables for years. Both are to the detriment of potential cost-effective bus reform some of which fund themselves with only a tiny one-off capital expenditure needed for implementation.
That's a long introduction to today's example of a recurring and indeed increasing need.
Back in August I mentioned that more and more bus routes had higher passenger boardings per hour on weekends than on weekdays. This was because weekend usage was growing but bus timetables rarely reflected this. For example it's not uncommon for key bus routes to operate at half, one-third or even one-quarter their weekday frequency on weekends, especially Sundays.
This pattern is particularly prevalent on bus routes to major shopping centres despite these being major weekend destinations and employment sources. I looked at Chadstone here and here.
Highpoint Shopping Centre is another example. It has the 82 tram but this is less convenient to the shopping centre than the bus interchange with seven routes. Two of these routes don't run Sundays and one that does (215) finishes early. The others are typically every 40 or 60 minutes on Sundays, with only 1 of the 7 (the 223) operating every 20 minutes or better all week thanks to some 2021 upgrades.
The last two columns are particularly telling. Most trains and trams have a Sunday : M-F wait ratio of close to 1. That is waiting times midday Sunday are not much more than midday on weekdays. However buses are much more variable, even though these are the main public transport mode to major shopping centres which are busiest then.
Most notable for Highpoint is the 408, with 60 minute maximum waits on Sunday versus 20 minutes on other days, or a 3:1 ratio. 406 is not far behind with 40 minute Sunday headways, or a 2:1 ratio versus the other days. The ratio is infinite for 407 or 468 as these don't run Sundays.
Finally there's the Sunday passenger boardings per hour column. This was based on August - November 2022 productivity data obtained from DTP. Both 406 and 408 are strong routes all week but have highest average loadings on Sundays since their frequency then falls off much more sharply than ridership. 406 and 408 Sunday numbers are also strong on a metropolitan-basis and would remain so if their Sunday frequency was doubled as I recommended here.
So much for the numbers, what do high loadings on the 408, the route with the biggest mismatch between Sunday patronage and service provision, look like in practice? For the answer, watch this video (from 26 November 2023).
The above video is not a one-off, with other accounts of full buses leaving intending passengers behind on other trips (notably the 6:11pm). Hence a strong case exists for added Sunday trips on the 408 with Route 406 also well deserving of similar improvements. This will require extra funding given that 408's operator (CDC) already has the most efficient network of the major bus operators with little obvious 'fat' to trim thanks to previous reform.
The benefits of a 408 boost include not just Highpoint but also Sunshine (for which the 408 is an important feeder from two directions), Sunshine Hospital (whose only bus is the 408) and St Albans (with a large and diverse low income high bus using catchment).
Longer term bus network reform for Highpoint could include consolidating the 223 with the 406 for a simpler 7 day turn-up-and-go Footscray - Highpoint route as well as reforming the 903 to provide Highpoint with an east-west SmartBus (to compensate for the promised but never delivered Blue Orbital).
With the need now established, the question now is whether minister Williams and the government respond with targeted bus service improvements and network reform. The 2024 state budget would be a great opportunity to revive interest in better bus services after getting little in the 2023 state budget, Bus Plan notwithstanding.
And, with such high recent growth in the portfolio's staffing establishment, it's over to DTP Secretary Paul Younis to ensure that planning and delivery capability for improved services is as high as it can be to maximise efficiency and responsiveness.
Index to other Timetable Tuesday items
Thursday, November 30, 2023
Chadstone Saturday afternoon buses (25 Nov 2023)
There's no train station, driving doesn't scale up due to the number of people wanting to go there and the buses, including Route 800, can have 2 hour gaps or not run at all.
Welcome to weekend travel at Chadstone shopping centre.
While shoppers can avoid it those who work there aren't so lucky. Key issues include a lack of bus priority, the design that adds kinks to through routes and, entirely within the responsibility for the state government to address, the very low service levels.
This is particularly the case on weekends when Chadstone is at its busiest. No individual bus route has less than 30 minute maximum waits, not even the premium service SmartBuses. Typical waits on local routes are 40 to 60 minutes. That balloons out to 120 minutes or no service at all for routes that serve taken for granted 'safe' Labor seats like Mulgrave and Dandenong. The video shown below was taken on Saturday 25 November 2023 between about 3 and 5:30pm, ie a popular time for people to be at Chadstone.
More information about the Route 800 campaign for 7 day service can be found on the #Fix800Bus Facebook page
Tuesday, November 28, 2023
How much is bus fare evasion really?
When you talk to people about improving bus services most people, including those who rarely ride them, are supportive. They readily agree that buses should run 7 days or main highway buses should be better than every 2 hours on Saturday afternoons.
A few others aren't so sure. Some cite buses running empty. Or note that 'hardly anyone touches on'. They might add that if people don't touch on then it's hard to justify more services.
At the very least if few passengers pay the cost of adding trips is increased. This is because although well-targeted service upgrades build ridership the rise in fare revenue is less than it should be.
Low fare compliance may also raise the chance that chronic overcrowding, including on hourly weekend buses that leave intending passengers behind, gets ignored. This could be for reasons including (i) the resulting poor quality data, (ii) DTP's lack of efficient demand responsive funding and processes to address crowding and possibly (iii) only a limited personal bus using culture amongst top executives.
In modern organisations what is not counted doesn't count. If low touch-on rates understate patronage then there won't be a data-driven trigger to increase service, especially without automatic passenger counters on all buses. Thus if data is bad then the message needs to reach government via other means including social media, citizen journalism and advocacy to get problems fixed. 'Barking dog-based transport planning' is a poor approach for a department of nearly 5000 people and a $560m payroll but may be necessary when expected 'collect data and respond' processes break down.
Attitudes to fare compliance
Some passengers go out of their way to always pay their fare. Others try but give up if paying is made too difficult. Another group is influenced by what they see, so if they see many others not touching on then they won't either. Fare evasion can even become legitimised in some subcultures, such as was the case in inner suburbs about 25 years ago with trams (even amongst people who could afford to pay). Such social acceptance turns a behaviour into a habit and makes campaigns to change it less credible and effective.
Are we now at the same stage with buses?
We could be but let's first go back a bit.
The seeds of the problem some have with myki on buses were sown more than a decade ago. An early (and I think wrong) decision under Labor was to specify disposable cardboard smartcards rather than simple paper tickets for short term travel. These had the benefit of being able to open myki barriers at stations without needing physical inspection by an attendant. But, having the antenna and chip of a full smartcard, short-term mykis were outrageously expensive to produce relative to a typical short distance 2 hour fare (in some cases then under $1 for concession holders).
Short-term mykis were used on Geelong buses during early public testing but were one of the features understandably scrapped when the Baillieu government descoped myki. Thus even a casual trip required pre-purchase of a relatively expensive plastic myki card. This discouraged ridership amongst the honest and fostered evasion amongst the dishonest. Many of myki's problems for tourists and some of the impetus for the counterproductive CBD Free Tram Zone stem from the non-availability of a good value convenient ticket option for spontaneous or casual users.
What about COVID-19?
Public transport usage (and thus fare revenue) on all modes took a big hit during the pandemic. Weekday peak train and tram patronage remains subdued but bus usage has recovered fastest, especially on weekends. However new factors risk undermining bus fare compliance in the last few years. These include:
* The falling number of passengers using periodical (myki pass) as opposed to spontaneous (myki money) payment options due to less 5 day commuting. Unlike myki money users, those using an activated myki pass would not be evading a fare if they sometimes did not touch on.
* The pandemic era (and now permanent) removal of cash myki top-ups on buses has removed a widely accessible payment option, especially in suburbs with few myki outlets or train stations.
* Bus drivers now being physically screened from passengers and unlikely to ask people to touch on, with the Labor government influenced by TWU advocacy over safety concerns. Unlike station PSOs, who typically work in pairs, bus drivers are on their own, are not particularly highly paid and commonly take a 'play it safe' attitude for their own safety.
* The continued low chance of encountering Authorised Officers on buses, thus encouraging the calculating type of serial fare evader who remains ahead even after several fines per year.
* The politically-driven $10 statewide fare cap, that by flattening the fare scales, make $5 short trips look punitively expensive, especially if a myki card also needs to be purchased ($11 total per adult). I've added this point because perceived fairness aids legitimacy and compliance. Flat fares are simple to understand but are widely viewed as less fair, especially for shorter trips (which are made by more people more often than longer trips).
* Wider economic conditions including inflation, housing costs and falling real incomes especially for those under 40. These may make fare evasion tempting if it is easy and there is a low chance of getting caught.
It's true that the government promotes some other payment options, including online and mobile phone myki top-up. However the latter requires an NFC chip that not all phones have. Fare payment will get easier once credit/debit card tapping on/off becomes possible. But for now the above points may weaken compliance from those who find payment inconvenient, not what their friends do or easy to avoid.
What DTP reports
The above is the pessimistic view. What do the numbers say? DTP's 2022-23 annual report says that bus fare compliance was 96%, or 24 out of 25 passengers. That looks pretty high and would seem to validate current policies and administration. That high proportion is also likely near the point where throwing more resources into fare enforcement is unlikely to return its cost in added fare revenue.
Want to delve into those numbers more? You can do so via the revenue protection and fare compliance part of the PTV website. There you can find fare compliance survey numbers and the Network Revenue Protection Plan for 2023. Of note is a big uptick for buses, with the reported 96% in October 2022 the highest in the data series. Having said that there's much more data volatility than for Metro train and trams, so I'd want to see more data points before concluding there's a real trend.
What were they saying last year when the compliance numbers for buses was pretty dire? DTP appears to have removed the 2022 Network Revenue Protection plan from their website. But fortunately you can find it in this archived Wayback Machine version (direct pdf link here). The 2022 plan is worth reading as it had a bit to say about accommodating bus passengers who could previously top up with cash.
It's important to get one thing straight first up. Fare compliance and touching on are different measures. Those who don't touch on are not necessarily evading a fare if they are travelling on some sort of periodical pass or, with myki money, have done prior travel and are still within their first two hours or have reached their daily cap. Thus the system could still achieve the claimed 96% fare compliance even if the touch on rate is lower.
How much lower can the touch on rate be to support a 96% fare compliance? It depends on factors like the use of periodical type options (eg an activated myki pass as opposed to myki money) and people doing a lot of changing. If both these are low (likely for a lot of local off-peak bus trips) then the touch on rate will need to be much nearer to 96% than otherwise.
What's bus fare evasion really like?
You've just seen two very different impressions of the extent of fare evasion on Mebourne's buses. What might be dismissed as hearsay says it's very high. Whereas the 'official line' from DTP, complete with graphs and reports, says it is very low at 4%.
My hypothesis is that the truth will be somewhere in between. That is more passengers than 'hardly anyone' will touch on. But also that significantly more than DTP's claimed 4% will not be fare compliant.
The simple way to do a survey is to ride some buses and count the number of people boarding who touch on versus those who don't touch on. That gives the touch on rate. The more complex (and better) method is to check each passenger's ticket for compliance. DTP has that power. I do not.
Hence I went for the easier non-intrusive method of just counting touch ons. That won't give a statistic that can be directly compared to DTP's compliance figure. But it could put to bed some of the wilder claims. And if a low touch-on rate was observed then it could make a high claimed compliance rate like 96% seem unlikely.
My testing involved taking trips, mostly in the south-east suburbs, to observe the proportion of boarding passengers who touched on. Here is what I saw:
* Test 1: 14/11/2023 5:30 am approx Route 902 from Chelsea to Mulgrave
Validated / Total boardings 14/26 = 54%
* Test 2: 22/11/2023 1:45 pm Route 902 from Chelsea to Mulgrave
Validated / Total boardings 21/53 = 40%
Despite the above trip being before normal school finish time, the trip included a significant number of school students making local trips who did not touch on.
* Test 3: 22/11/2023 2:59 pm Route 850 from Mulgrave to Dandenong North
Validated / Total boardings 3/50 = 6%
About 90% of passengers on this trip were school students who did not touch on. It is possible that some had student myki passes so were not fare evading despite them not touching on.
* Test 4: 22/11/2023 3:52 pm approx Route 800 from Dandenong to Springvale
Validated / Total boardings 3/9 = 33%
* Test 5: 22/11/2023 4:31 pm approx Route 902 from Springvale to Chelsea
Validated / Total boardings 7/15 = 47%
* Test 6: 25/11/2023 2:30pm approx Route 822 from Highett to Chadstone
Validated / Total boardings 5/7 = 71%
* Test 7: 26/11/2023 9:20am approx Route 408 from St Albans to Highpoint
Validated / Total boardings 22/53 = 42%
Touch on rates from this selection of trips were typically about 30 to 70 %. Touching on was highest during the early commuter peak. It was lowest during school peaks with touching on rare amongst school students.
Authorised officers are rarely seen on buses. And even where a report of non-compliance is issued it can be challenged and fines sometimes waived, as recently reported here.
With such a low touch on rate to start with, it appears unlikely that adding previous discussed factors would get the compliance rate up to anything near the reported 96%. Instead one might be more inclined to the view that DTP has basically lost control of fare compliance on buses. Once people have got used to not paying it's going to be doubly hard to convince them to pay, especially given the non-availability of top-ups on buses, unfairness introduced by the statewide flat fare, the perceived low chance of getting caught and demonstrable cost of living increases.
As inadequate as they are, my little surveys have led me to the view that the touch on rate for buses is often low. While fare compliance will be higher than that, 96%, as reported seems improbable.
Improved means of data collection, such as automatic passenger counters on buses, could be helpful for several purposes including identifying overcrowding, prioritising service adjustments and enabling more efficient fare compliance and enforcement activity.
The DTP annual report is an official government document reporting on its activities and performance. The public and stakeholders (including Parliament) have a right for published information to be correct. And the department has an obligation to make it so. It should not be possible for a few casual observations to raise significant questions on an important metric. After all we are told that lack of resourcing (ie funding) is a reason for such limited service levels on many key bus routes.
On the matter of bus fare compliance at least, department secretary Paul Younis has some explaining to do given the large gap between rosy reporting and on-the-ground reality. Like I suggested for the auditor-general's a little while back, going on a few bus rides would have helped greatly. Maybe even the Sunday 6:11pm Route 408 trip from Highpoint for starters!
Tuesday, November 21, 2023
UN 165: Bus upgrades for a broke government
I'm getting the same message from everyone in government circles: "we're broke".
But that shouldn't mean they should give up on improving bus services.
Indeed buses are the best option if you want to improve transport for a lot of people in a lot of suburbs. Especially with the opportunities open due to Melbourne's historic slowness with bus reform, with many decades-old inefficiencies and complexities remaining to be fixed.
Back in March I suggested ten super cheap bus boosts for 2023. The good news is that one of those ten improvements got done with the 271 gaining Sunday service last month
That wasn't so hard was it?
The need to identify cost-effective bus improvements has got even more pressing in the last year with rising concerns over cost of living pressures and housing affordability. And it's not just individuals; governments that borrowed heavily are also feeling the pinch with interest rates soaring.
Although there's still cranes in the sky, it feels like we're in a 'major project autumn' with few if any new commitments being made and some older ones never actioned (Rowville tram anyone?). However we're still growing, so the case for continued transport improvements, especially the type that is either cheap or works existing assets harder, is overwhelming. That basically means a mix of active transport links, off-peak rail frequency upgrades and big dollops of bus reform.
Unfortunately Victoria's Bus Plan, intended to tackle the latter, is the stunted child in the government's transport agenda. Buses never got the largesse that road and rail infrastructure did in the boom years. There wasn't much new in the 2023 state budget either.
While Infrastructure Victoria publicly promotes bus reform, DTP's Paul Younis & co are strangely quiet despite a plan existing. For example they chose not to give Victoria's Bus Plan a single mention in DTP's recent annual report. Bus Plan has also apparently vanished from the DTP website with nothing searchable at the time of writing. Then minister Ben Carroll vigorously promoted the benefits of improved bus services but presumably too few others in government agreed to make it a serious priority (especially if they thought transport was already generously funded, albeit for infrastructure, not services). When you add these points it's hard to escape concluding that the Bus Plan currently has only a low status within DTP and government. One hopes new minister Gabrielle Williams can revive departmental interest and win support within government for bus reform and funding.
Victoria's Bus Plan was essentially a 'plan for a plan'. Many details that one might have expected in it got held over for the Bus Reform Implementation Plan. That's not out yet. It may still meet its late 2023 deadline. However almost 30 months to wait is way too long. We've removed level crossings in less time than that. One can't help thinking whether lead times would be shorter if DTP's top executives included more Ken Mathers-like figures who get stuff done.
The late 2022 announcement to review bus networks in Melbourne's north and north-east was welcome. However the review's size involving over 100 often interdependent bus routes likely extended time-lines, especially without certainty of funding. While well-intended this approach may not suit current budget circumstances nor the need to build delivery capability and momentum with early and closely spaced 'quick wins'.
I'd have prioritised the latter, with a larger number of simpler initiatives done quickly and concurrently. Instead of starting at the top, DTP could have started at the bottom of the 'bus reform pyramid' below. And high patronage potential routes in areas like Dandenong should have been improved first to maximise early benefits.
As DTP reform and delivery capability grows work could move up the pyramid, implementing more advanced reforms. Work in several areas should proceed in parallel to spread benefits as widely as possible.
I say this because of the experience about 10 years ago under PTV. In 2014 it implemented significant bus network reform in Brimbank under a minister receptive to bus reform. Unfortunately the opportunity to do likewise in the east, eg around demographically similar Dandenong, was not taken despite similar social needs and network issues. Later the politics changed and the door to bus reform closed. Hence routes and timetables in areas like Noble Park North and Dandenong North today remain inconvenient and unreformed now because PTV was not agile enough to act when the opportunity existed.
What are some specific 'base of pyramid' reforms we could be thinking about today? Here's such a list, refined from the March item with more detail added and offsetting savings identified:
Timetable changes only
These redistribute bus service kilometres from low to higher patronage potential routes, benefiting more people. They are the simplest to do as they are within the same bus operator group and do not require new bus purchases.
1. Route 800 longer operating hours, higher Saturday frequency and new Sunday service.
Funded from reduced service on much quieter Route 704 and deletion of the largely duplicative Route 698. More here.
Benefits: Would provide 7 day service to Chadstone Shopping Centre along Princes Hwy on Melbourne's most productive bus route without it.
2. Route 420 Sunday - Thursday evening operating hours extended to midnight approx.
Funded by reducing or eliminating weekend service on Route 422 (with limited unique coverage).
Benefits: Would extend after 9pm service to a large low-income/high patronage area currently without it. Route already operates 24 hours on weekends as a part of Night Network but finishes approx 9pm other nights.
3. Route 220 earlier Sunday start.
Funded by reducing early Saturday frequency on Route 223 from every 15 to every 20 min.
Benefits: Would increase Sunday span on popular routes with earlier CBD arrivals. Even just adding one trip for a 30 min earlier start would be very worthwhile given the area's demographic catchment.
4. Route 431 operating hours extended to 9pm and 7 day service.
Funded by reducing Route 432 from an uneven 20-30 min to an even 30 minutes off-peak weekdays. More here.
Benefits: Adds evening, 7 day and public holiday service in Kingsville area without it. More reliable off-peak connections with trains and a clockface timetable on the 432. Route 432 currently has very low patronage productivity so some transfer of resources from it is justified and would likely go unnoticed.
5. Route 237 weekend service added.
Funded by reducing weeknight frequency and transferring service hours to weekends. Current timetable is weekdays only despite serving apartments on Lorimer St.
Benefits: Would provide a basic 7 day service to apartments on Lorimer St.
6. Extended hours on Routes 580 and 582.
Funded by reducing frequency on long and poorly used routes 578 and 579 and transferring service hours to Route 582 (which currently finishes early) and Route 580 (which has a late Sunday am start).
Benefits: Would upgrade both routes 580 and 582 to minimum service standards (ie 9pm finish) 7 days per week. Further benefits may be possible if route reforms are brought into scope, eg making 582 bidirectional and extending it to Greensborough.
Splitting complex routes
Splitting can simplify long and indirect routes into two straighter routes with a new route number introduced for one half. No stops are missed and there need be no time or timetable changes (although these might be desirable). Desirable splits could include the following:
1. 380 at Ringwood and Croydon. A complex circular route that could be simplified to two Ringwood - Croydon bidirectional routes, one north and the other south. Weekend operating hours extensions are desirable but the split can be done without them. This route serves Maroondah Hospital.
2. 469 at Airport West. This split at a major shopping centre would simplify a very complex and circuitous route. Route number 466 is available for one of the sections.
3. 517 at Greensborough. This Northland - St Helena route has a busier western portion and a quieter eastern portion. The entire route operates every 24 minutes on weekdays, not meeting trains every 20 minutes. Splitting the route at Greensborough with the western portion every 20 minutes and the eastern portion every 40 minutes would better match usage with service provision. The eastern portion (Route number 519 suggested) could have its timing optimised to meet trains at Greensborough with departures evenly staggered with the existing 518 (also every 40 min).
4. 566 at Greensborough. A complex route that backtracks via Greensborough with some stops served by buses in both directions. No one would ride it end to end. Hence it is a good candidate for a split at Greensborough, adding amenity to the rebuilt station and bus interchange. Other potential improvements include a western extension to Epping Plaza and improving its frequency from the current ~23 to 20 minutes to harmonise evenly with trains. 565 is a spare route number suggested for the northern portion.
5. 736 at Glen Waverley. Again no one would ride this end to end as walking would be quicker and there is a train. Glen Waverley is a major centre, interchange and future SRL station. The service would become easier to use if it was split into two routes. Through running and timetables could even remain the same with a route number changing at Glen Waverley. Spare number 739 could be used for the eastern half.
Removing kinks and deviations
Some bus routes have kinks or deviations that slow through passengers but do little to improve network coverage. Some kinks may add confusion or leave gaps of up to 80 minutes in the timetable if they only operate on some trips.
Examples of routes with kinks or backtracking that could be removed include 273 (Blackburn North), 279 (Blackburn Station), 504 (indirectness in Fitzroy North), 503 & 510 (near Essendon), 506 (Smith St), 536 (alternating paths) and 833 (Frankston-Dandenong Rd). Others like 555, 556558, 624, 742 and 895 (to name a few) are also complicated.
Cutting poorly used kinks may free up service kilometres that could fund improvements, even if it's just adding one or two earlier or later trips on a popular route run by the same operator.
Economical network reform within the one operator group
While network planning is best by region rather than by bus operator, there are still cases where small cost-effective improvements can be made by redistributing service kilometres within a bus operator's network from quieter to busier routes.
This is least likely where a bus operator has a. only a few routes, b. relatively low service levels, c. few quiet routes and/or d. an existing or recently reformed efficient network (so there are few further efficiencies).
Conversely prospects for cheap reform are highest for operators that have a. many routes, b. relatively high service levels, many quiet routes, and/or d. an inefficient network with indirect and overlapping routes that hasn't been reformed for years.
Below is my first cut at graphing this for various Melbourne bus operators. Approximate size is left to right while cost-effective network reform potential is bottom to top.
At bottom left is Martyrs. Their only regular route is the 683. It's direct, efficient and well used. So you'd leave it as is. To the right of them is McKenzies. They run a few more routes. However their scope for reform is very low since I've factored in the reformed Yarra Valley network starting in a few days. But if I was comparing the current network then McKenzies would be higher up, somewhere near Panorama
Speaking of which, Panorama, in the top left, is the only smallish operator who I've rated as having high reform prospects. Why? Although they run only a few routes, I regard them as the keystone to bus reform in the Eltham / Diamond Valley area, which has a large number of low productivity bus routes. Reform to these could unlock wider benefits that ripple all across north-east Melbourne.
This is because Panorama run the very lowly used but quite highly served (for a semi-rural area) 578 and 579. If you are able to redistribute bus hours resources from these to more densely populated areas like Eltham, Greensborough and Templestowe then there may be an overall patronage gain. One option could involve changing the circular unidirectional Route 582 at Eltham to a bidirectional Eltham - Greensborough route, passing near Montmorency via the 293 alignment. In conjunction with a kilometres neutral swapping the 901 and 902 alignment in the Greensborough area (providing a direct Greensborough - Doncaster SmartBus connection) the 582 extension makes the 293 (run by Kinetic) redundant. All that extra kilometres could be put on the popular 281 to increase its frequency to 15 minutes weekdays and likely 30 minutes weekends with new Sunday service and longer operating hours. This concept would need to be weighed against alternatives (as better options may be available) but illustrates that even a relatively small change can have a benefit across a wide area.
What about other corners? CDC is alone in the bottom right. This is because it is the rare combination of being a large operator that has had most of its routes redone during the big Williams Landing, Brimbank and Wyndham reforms of 2013 - 2015. Most of its routes are more productive than the Melbourne average yet service levels are often quite low, with 40 minute off-peak headways common. Boosting frequencies of these would be an excellent idea but new funding is required as there are few if any economies to be found in a generally direct and efficient network. The main exceptions are their operations in the east where there are potential low (but likely not zero) cost reform opportunities involving routes like 606, 623 and 624 remaining.
The top right is the most interesting. Here you've got three big operators with either high service levels, overlapping routes or unreformed networks. Each has slightly different network issues but economies of scale should make aspects fixable.
Of these Dysons has the least reformed bus network in Melbourne, especially after taking over the Reservoir Bus operations. Everything that's wrong with Melbourne buses can be found on a Dysons service, whether it be the sparse service of the 609, the backtracking of the 556 or 566, the midday reversal of the 558, the weak terminus of the 552, the midday Saturday finish of the 559 or the prevalence of 22 - 25 minute headways that miss trains every 20 minutes. It is possibly for these reasons that the government chose Melbourne's north for its first bus reviews in September 2022 notwithstanding the complexity involved.
Dysons run no SmartBuses so their service levels are not particularly high. However there are portions of their routes with relatively poor catchments and patronage productivity, for example the Diamond Creek end of the 381 or the 517 north of Greensborough. Rationalising these could free up a few service kilometres for routes that need it more. Generally though cost-effective timetable reforms likely also require network reforms making improvements here harder than for other operators' routes.
I've rated Kinetic's scope for reform as being slightly lower than Dysons or Ventura thanks to significant network reforms in 2014, 2021 and even a little in 2023. However Kinetic runs most of Melbourne's high service SmartBus routes. Sections of these overlap other routes or serve poor catchments. Notable examples include 901 overlaps with 280/282, 309 and 902 and 903 overlaps with 232, 411, 465 and 527. Such overlaps make the orbitals less consistently productive than they should be and impose opportunity costs, particularly with regard to their currently poor weekend frequencies.
Semi-rural areas like Yarrambat get an orbital SmartBus that is arguably overservicing. And while the Greensborough area gets an (arguably generous) two SmartBus orbitals (901 and 902), none provide a frequent connection between the two big centres of Greensborough and Doncaster, leaving the job to the duplicative and infrequent 293 (that nevertheless has good productivity performance). Swapping the 901 and 902 in both the Greensborough and Broadmeadows areas could provide this connection as well as improve directness to Melbourne Airport.
There is a lot of buses and service kilometres tied up in the SmartBus orbital routes. The government has shown it can reform orbitals by recently rerouting the 903 via Deakin University. If it wants a more efficient bus network for the least money it will have to revive discussion about splitting the SmartBus orbitals despite splitting being one of the controversial parts of the aborted 2015 Transdev network
More than any other Melbourne bus operator, Kinetic has a reserve of bus service kilometre resources that could be used to cost-effectively optimise the network. As well as the orbitals mentioned previously these include expensive to run but poorly used and/or duplicative routes like 232 and the 280/282 Manningham Mover. Potential benefits could include new SmartBus routes, much needed weekend service upgrades on the busiest parts of some orbitals, extra coverage in areas without it like around Ringwood East and simplifying the very complex 600/922/923 corridor between St Kilda, Sandringham and Southland.
Ventura is like Dysons in that it doesn't have a lot of really high service routes and most of its territory hasn't had a lot of bus network reform. Nevertheless some of its routes, like 693 and 742 on Ferntree Gully Rd, have significant overlaps with scope for consolidation. The same can be said for growth areas between Berwick and Cranbourne plus simplification around Pakenham. And there are established areas like Bentleigh East, Mulgrave, Keysborough and Dandenong North where it might be possible to simplify networks and boost service frequencies. Weekend services better than the typical 60 minutes would be very desirable but I'm not sure there's a lot of 'fat' to improve more than a few routes within existing resources.
Area based network reforms across operators
These are the most challenging for the DTP to arrange but are necessary to maximise 'bang for buck' by removing inefficiencies to deliver the simple frequent and direct services that the Bus Plan (correctly) says we want. The tougher the budget the more important such planning creativity becomes in improving bus services. And there have been local examples of multi-operator sharing for an overall network benefit, such as with the successful Route 900 SmartBus between Caulfield and Rowville.
A few opportunities for network reform involving two or more operators might include:
* Ballarat Rd frequent bus. Network reform based on reforming 220 and 410 between Footscray and Sunshine, with 220 operating along more of Ballarat Rd to provide a simpler service linking both VU campuses. Service would be tram-like, ideally every 10 min or better all week.
* Footscray - VU - Highpoint. Based on merging 223 and 406 to provide a simple frequent 7 day bus between major destinations. Current services are less frequent than they should be and, in the case of 406, indirect as well. Route 409 may also need reform in the area to retain coverage. Again you'd be wanting a 10 min 7 day service with long operating hours.
* SmartBus routed via Highpoint. Based on rerouting the 903 between Essendon and Sunshine via Highpoint, replacing 468 and 408 in area. Would likely require other compensatory reforms, eg longer hours and more frequent Sunday service for the 465 and an extension of the 406 to Sunshine to replace the 903. This mini-review would remove the 903/465 duplication and bring orbital SmartBus services to Highpoint (as intended with the aborted Blue Orbital).
* Millers Rd Altona North. Corridor currently has multiple overlapping routes (232, 411, 903) yet still has low frequencies, especially on weekends. Potentially ripe for consolidating with 411 becoming the main frequent SmartBus type route in the area and the 903 finishing at Sunshine. Best done in conjunction with an Altona North network review that features improved and more direct connectivity to Newport Station and potentially Fishermans Bend.
* Coburg - Heidelberg via Northland. Based on merging portions of Route 527 with 903 to provide a 7 day orbital service running every 10-15 minutes between major destinations, trams and trains. More.
* Berwick - Cranbourne. Based on simplifying and joining local routes to provide a one-seat ride between these key destinations, preferably every 20 minutes or better. Ventura and Cranbourne Transit currently operate in the area with some routes often having large overlaps, low frequencies and weak termini. As Clyde Rd is a growth area corridor an examination of whether current GAIC funding arrangements are flexible enough to permit the most efficient and economical bus network planning would be essential.
A broke government can still make bus reforms. Indeed wise spending requires it. Several ideas to maximise the benefit from our bus assets and funded service kilometres have been presented. While an effort has been made to identify offsetting costs for operations, there will still be some setup costs. However these are worthwhile to kick-start the benefits listed and are small relative to what is spent on major projects or even DTP executive salaries.
PS: An index to other useful networks is here.
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