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Keolis Downer
Keolis Downer
Keolis Downer
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Keolis Downer is a public transport operator that operates bus, train, tram and ferry services in Australia. It is a joint venture between Keolis, the largest private sector French transport group, and Downer Rail, an Australian railway engineering company.

Key Information

History

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Keolis Downer Rail's former logo

In June 2009, the Victorian government awarded to Keolis Downer the franchise to operate the Melbourne tram network in Melbourne, Australia[1] for eight years, starting in November 2009.[2][3] Keolis Downer continued to use the Yarra Trams name, which had been used by the previous operator TransdevTSL.[4][5][6] In September 2017, having substantially met performance criteria, the franchise was extended until 30 November 2024.[7] Keolis Downer was not awarded a new tram franchise, and on 1 December 2024, the Yarra Trams operation was handed over to Yarra Journey Makers, a joint venture of John Holland and Transdev.[8]

In July 2014, Keolis Downer began operating the G:link tram operation on the Gold Coast.[6][9] In March 2015, Keolis Downer purchased bus operator Australian Transit Enterprises, which operated the Hornibrook Bus Lines, LinkSA, Path Transit and SouthLink operations with 930 buses.[10]

Keolis Downer, trading as Newcastle Transport took over the Newcastle Buses & Ferries operation in July 2017. It began operating the Newcastle Light Rail in February 2019.[11][12][13]

In January 2021, Keolis Downer began an eight-year contract to operate the Adelaide Metro rail network.[14][15][16] In April 2023, it was announced by the Labor state government that an agreement with Keolis Downer had been reached to terminate the contract early, with operations handed back to state government on 2 February 2025. However, Keolis Downer would continue to provide maintenance, customer and security services until 2027.[17][18]

In October 2021, Keolis Downer Northern Beaches began an eight-year contract to operate Region 8, the Northern Beaches and Lower North Shore, of the Sydney Metropolitan Bus Service Contracts.[19] Keolis Downer has operated on-demand services in the area since November 2017.[20][21]

In July 2025, it was announced that Keolis would purchase Downer's 49% stake in the joint venture. The sale is expected to be completed by late 2025. The joint venture would also be rebranded Keolis.[22]

Operations

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New South Wales

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Queensland

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South Australia

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Western Australia

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Former operations

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Victoria

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Adelaide

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References

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Revisions and contributorsEdit on WikipediaRead on Wikipedia

Keolis Downer

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from Grokipedia
Keolis Downer is an Australian public transport operator formed in 2009 as a between the French multinational and the Australian infrastructure company , focusing on multi-modal services including buses, trams, , trains, and ferries across multiple states. With headquarters in and over 5,500 employees, it has managed significant contracts such as the Northern Beaches bus network in , the G:link light rail on the Gold Coast in , and Path Transit bus services in Perth, . The company expanded through public-private partnerships, integrating operations to provide urban mobility solutions, but encountered operational challenges, including a forced exit from a $2.1 billion South Australian rail in 2023 due to performance issues, leading to handover in January 2025. In July 2025, acquired Downer's 49% stake, gaining full ownership to streamline decision-making and pursue growth in the Australian market. Keolis Downer has faced criticism over driver training deficiencies, payroll errors, service disruptions from vehicle registration lapses, and labor disputes involving pay and working conditions amid rising incidents of violence on services, highlighting tensions in privatized delivery. Despite these, it remains a key player, operating in five states and emphasizing integrated to support community connectivity.

Company Overview

Formation and Joint Venture Structure

Keolis Downer was established in as a between , a French-based multinational operator with operations in 14 countries, and Downer EDI Limited, an Australian provider of integrated infrastructure services. The partnership pooled Keolis's global expertise in managing large-scale bus, rail, and networks with Downer's domestic capabilities in , , and tailored to Australian conditions. The adopted a 51-49 ownership structure, with as the majority partner and Downer holding the minority stake, to facilitate collaborative bidding on contracts amid Australia's state-level of services previously managed by government entities. This arrangement targeted multi-modal operations encompassing buses, light rail, ferries, and integrated mobility solutions, positioning the JV to deliver coordinated services that public monopolies had often delivered with higher costs and less adaptability due to the absence of market incentives. The formation reflected a strategic response to government policies promoting private involvement in to harness incentives for operational and fiscal restraint, contrasting with the structural inefficiencies of legacy state-run systems reliant on taxpayer funding without competitive pressures.

Ownership Evolution and Recent Acquisition

Keolis Downer was established in 2009 as a between , a French multinational operator and subsidiary of Group, holding a 51% majority stake, and Downer EDI, an Australian infrastructure services company with a 49% minority stake. This structure leveraged Keolis's international expertise in rail and bus operations alongside Downer's local engineering and maintenance capabilities, facilitating entry into Australian contracts. The partnership endured for over 15 years, during which the entity secured and managed major contracts in multiple states without reported shifts in equity until 2025. On July 1, 2025, announced an agreement to acquire Downer's entire 49% stake in the for an enterprise value of AUD 132 million (approximately USD 87 million), subject to regulatory approvals including Australia's Foreign Investment Review Board and customary closing conditions. The transaction, driven by Downer's strategic divestment of non-core assets to refocus on services and 's objective to consolidate control for enhanced operational agility, is anticipated to close by late 2025. Upon completion, will hold 100% ownership, transitioning the entity from a mixed local-foreign partnership to full private ownership by a foreign operator. This evolution reflects market dynamics in privatized transport sectors, where joint ventures often consolidate under majority partners to streamline and align with global expansion goals, as evidenced by Keolis's stated intent to accelerate bidding for new contracts and integrate Australian operations more seamlessly into its portfolio. While the shift to sole foreign ownership has not been linked to any observed decline in service performance under prior contracts, it underscores a broader trend of international firms assuming greater control in Australian public amid divestitures by domestic partners.

Historical Development

Establishment and Initial Contracts (2009-2015)

Keolis Downer was formed in as a 50/50 between the French multinational transport operator and the Australian infrastructure services company Downer EDI, aimed at capitalizing on opportunities in Australia's emerging public transport privatization landscape. The partnership leveraged 's international expertise in rail and bus operations with Downer's local and capabilities to bid on franchised contracts, adapting to Australia's state-based regulatory frameworks that emphasized competitive tendering for efficiency gains over traditional models. The joint venture's inaugural success came shortly after formation with the award of the franchise in , Victoria, effective November 2009, which encompassed operation and maintenance of the world's largest network spanning 250 kilometers of track, 28 routes, and over 5,000 daily services. This net-cost contract required Keolis Downer to manage patronage risks while integrating advanced signaling and fleet upgrades to meet Victorian government performance standards, demonstrating viability in a market previously dominated by state-run entities. By 2015, the operation had stabilized, with extensions signaling sustained compliance and cost-control measures amid regulatory scrutiny on service reliability. In 2011, Keolis Downer expanded into through involvement in the G:link light rail project on the Gold Coast, Australia's first greenfield rail network in over two decades, where the contributed to design, construction oversight, and initial operations as part of a broader . This public-private partnership contract highlighted adaptation to Queensland's model, which prioritized innovative delivery timelines and integration with urban growth corridors, securing long-term operational rights upon the system's July 2014 opening. Marking entry into bus services, Keolis Downer acquired Australian Transit Enterprises in 2015, inheriting established operations including Path Transit in Perth, , and LinkSA in Adelaide, South Australia, thereby gaining footholds in regional bus franchising without immediate tender competition. This strategic purchase aligned with Australia's push toward privatized bus routes, enabling the to apply rail-honed efficiencies to fixed-route services under state contracts focused on growth and asset management.

Expansion and Key Milestones (2016-2023)

In December 2016, Keolis Downer was awarded a 10-year valued at approximately A$450 million by to operate integrated transport services in Newcastle, including buses, ferries, and , commencing on July 1, 2017. This multi-modal agreement represented an early expansion milestone, enabling the to consolidate operations across modes previously managed separately by public entities, with performance incentives tied to service reliability and patronage growth amid efforts to address inefficiencies in regional delivery. Between 2017 and 2020, Keolis Downer secured extensions to existing bus operations in Sydney's region, building on initial contracts to maintain service continuity while governments pursued to leverage expertise in cost control and on-time performance over historically variable public operations. A pivotal achievement came on September 18, 2020, when the joint venture won an eight-year, A$2.14 billion contract to operate Adelaide's rail network starting January 2021, marking its entry into heavy rail and reflecting South Australia's strategy to introduce private operation with key performance indicators for punctuality and capacity amid prior public sector challenges with delays and escalating costs. From 2021 onward, operations scaled rapidly with the November 2021 launch of an eight-year contract for Region 8, encompassing over 400 buses in the and Lower [North Shore](/page/North Shore), incorporating on-demand services and commitments to deploy 125 electric buses as part of fleet modernization efforts driven by mandates and performance-linked payments. Concurrently, in and Newcastle, Keolis Downer integrated advanced digital ticketing systems aligned with state and platforms, enhancing interoperability and real-time data for demand-responsive scheduling, while initiating zero-emission vehicle trials—such as Queensland's first fully electric depot rollout by 2023—to meet contractual efficiency targets amid ongoing debates over privatization's role in curbing public monopolies' fiscal overruns. These developments underscored a pattern of growth incentivized by empirical pressures from underperformance, including chronic underinvestment and service gaps, prompting governments to favor operators with verifiable track records in scalable, outcome-based models.

Current Operations

New South Wales Bus and Ferry Services

Keolis Downer operates bus services in Sydney's and Lower North Shore regions under an eight-year contract valued at AUD 900 million with , commencing on 31 October 2021. This covers Sydney Bus Region 8, encompassing approximately 406 buses across regular routes, school services, charters, and on-demand options like Keoride, with integration into the system for seamless ticketing and connectivity to at key interchanges such as Wynyard Station. High-frequency corridors include the B-Line services, such as route B1 linking Wynyard to Mona Vale, designed for along major arterial roads. The operation features a transition to electric buses, including the introduction of 125 zero-emission vehicles and the establishment of Australia's largest depot at Brookvale in September 2025 to support fleet electrification and grid upgrades. In the Newcastle region, Keolis Downer manages Newcastle Transport under a 10-year contract, providing multi-modal services including 174 buses, two ferries, and light rail integration at the Newcastle Interchange hub. Bus routes serve urban and suburban areas with Opal card compatibility where applicable, while ferry operations connect Stockton to Queens Wharf with daily schedules from 5am to 11pm on weekdays. These services emphasize regional connectivity, distinct from the denser urban bus focus in Sydney by incorporating waterborne transport to link coastal and wharfside communities.

Queensland Transport Operations

Keolis Downer operates bus services in southeast primarily through its subsidiary Hornibrook Buslines, which provides public and school routes on the and connects train stations at Sandgate and Petrie. These services are managed from depots in Clontarf and North Lakes, covering urban and suburban demand in the region north of . Hornibrook holds unique contracts with both TransLink—the integrated ticketing and planning authority for southeast —and ’s Brisbane Transport, enabling seamless integration into the regional network. In August 2021, Keolis Downer secured an agreement with the Department of Transport and Main Roads (TMR) via TransLink to deploy the state's largest fleet of electric buses, emphasizing sustainable operations amid variable regional demand patterns. The North Lakes depot became 's first all-electric bus facility in 2024, housing 16 electric buses with bodies to support route efficiency and reduced emissions. This initiative adapts to 's decentralized by prioritizing flexible, low-emission vehicles for peninsula and station feeder services, where passenger volumes fluctuate with school schedules and commuter peaks. Keolis Downer also manages the G:link system on the Gold Coast, a 20-kilometer network spanning 17 stations from Broadbeach South to Helensvale. The system records approximately 31,000 daily trips, equating to 930,000 monthly passengers, with a 31.8% patronage increase across integrated Gold Coast bus and services post-expansion. Operations include maintenance, signaling, and customer service under a aligned with TransLink's unified fare system, facilitating multi-modal connectivity in this high-growth coastal corridor.

Western Australia Rail and Bus Services

Keolis Downer operates bus services in primarily through its subsidiary Path Transit, which provides Transperth-contracted routes in Perth's north-eastern and eastern suburbs, including public and school services from depots in Malaga, , , and Kalamunda. Path Transit commenced operations in Perth in 1996 and extends to regional areas, such as circle line routes in the remote mining town of , addressing the logistical challenges of vast distances and sparse populations unique to 's geography. In rail operations, Keolis Downer maintains capabilities for Perth's urban and suburban train networks, drawing on Downer's established expertise in asset management and maintenance for the Public Transport Authority, including support for nearly 2,000 passenger rail cars across multiple states. These roles emphasize infrastructure-heavy tasks like whole-of-life support, contrasting with the more operationally focused urban contracts in eastern states and leveraging the joint venture's engineering strengths for signaling and upgrade integrations within the system since the mid-2010s alignment of the partnership.

Former Operations

Victorian Public Transport Contracts

Keolis Downer commenced operations of Melbourne's network in November 2009, following a competitive tender process under Victoria's public-private partnership framework for urban rail franchising. The initial contract spanned eight years, covering the operation and maintenance of the city's extensive 250-kilometer system, which serves central and surrounding suburbs with over 500 trams across 25 routes. This marked Keolis Downer's entry into Victorian public transport amid ongoing privatization efforts dating back to the , where the state government sought private operators to enhance efficiency in services. In September 2017, the Victorian government extended the franchise for an additional seven years, running until November 2024, under a net-cost model that incentivized performance through penalties and bonuses tied to reliability metrics. This renewal, valued at approximately AUD 3.5 billion if fully exercised, allowed Keolis Downer to continue managing depot maintenance, fleet upgrades, and daily services for around 200 million annual passenger trips. The contract concluded without renewal in late 2024, as the Victorian awarded the subsequent nine-year franchise—valued at AUD 6.8 billion—to the Yarra Journey Makers consortium comprising and John Holland, effective December 1, 2024. Keolis Downer's exit stemmed from the competitive re-tendering process, reflecting market dynamics where operators bid on updated performance standards, including integration and improvements not secured by the incumbent. Handover preparations ensured seamless transition, with Keolis Downer vacating operations after 15 years, thereby ending its Victorian tram activities while the network retained the branding under new management.

South Australian Rail Privatization and Termination

In September 2020, the South Australian Liberal government awarded Keolis Downer a 12-year valued at A$2.14 billion to operate and maintain Adelaide's heavy rail passenger services, including fleet and infrastructure upkeep to government-specified standards. The agreement, announced on 18 September, emphasized performance-based payments tied to key performance indicators (KPIs) such as service reliability and asset maintenance, with operations commencing on 31 January . A 2021 Auditor-General's report confirmed the probity of the tender process leading to the award, finding no material irregularities despite competitive bidding involving multiple international operators. The contract included provisions for staff transfers from the public operator, with Keolis Downer committing to retain existing employees under similar terms to minimize disruptions, though unions raised early concerns over potential and risks during the . Initial operations proceeded amid these transitions, but the arrangement faced scrutiny in a separate Auditor-General review of passenger transport contracts, which highlighted the need for robust KPI monitoring to ensure value for money. Following the 2022 state election victory by the Labor Party, which campaigned against , the government negotiated an early exit in April 2023, agreeing to reclaim rail operations by January 2025 without incurring the potential A$94 million termination penalty. Under the deal, Keolis Downer retained responsibility for fleet and until 2035, while a A$33 million transition package funded additional compliance and security staff to support the public handover. This reversion underscored vulnerabilities in long-term contracts to shifts in political priorities, where incoming administrations could leverage built-in exit clauses without demonstrated operational defaults, rather than systemic private-sector inefficiencies. No public evidence of KPI breaches directly triggered the termination; instead, it aligned with the new government's policy to reintegrate services under public control for purported greater accountability.

Performance and Economic Impact

Achievements in Efficiency and Innovation

's operations in bus contracts, particularly Region 8, have delivered taxpayer savings exceeding $100 million while providing over 1.2 million annual services. These efficiencies stem from competitive bidding and operational optimizations that reduced public expenditure compared to prior state-run models, aligning incentives for cost control with service delivery. In fleet modernization, the joint venture introduced 16 electric buses in in 2021, serving approximately 60,000 residents and targeting carbon emission reductions through zero-emission vehicles. This initiative expanded with the opening of Australia's largest depot in Sydney's in 2025, capable of charging 229 buses using to lower emissions, noise, and operational costs. Such transitions demonstrate adoption of sustainable technologies that enhance long-term efficiency by minimizing fuel dependency and maintenance expenses associated with diesel fleets. Integrated urban mobility projects under Keolis Downer have yielded growth, with a 23% increase across transport modes following implementations, supported by unified digital systems for improved reliability and cost reductions. These tools enable better network planning and on-demand services, fostering innovations like that private operators deploy to avoid inefficiencies. In tram operations, such as , targeted projects enhanced safety and service quality through technology-driven enhancements.

Criticisms Regarding Service Reliability and Metrics

Keolis Downer's bus operations in , particularly in 's Region 8 covering the and lower North Shore, have consistently fallen short of contractual on-time running (OTR) targets. A January 2025 by the NSW Audit Office found that performance across metropolitan bus contracts, including those held by Keolis Downer, remained below the 95% OTR key for most of the 17-month period from January 2023 to May 2024, despite penalties for non-compliance. The NSW Bus Industry Taskforce's inaugural report in August 2023 similarly highlighted a decline in service reliability and on-time performance, most pronounced in recently contracted privatized regions like those operated by Keolis Downer. Driver shortages have exacerbated reliability issues, leading to widespread service cancellations and disruptions in the . In March 2024, Keolis Downer implemented timetable changes, including added short trips on high-demand routes like the B-Line, explicitly in response to ongoing bus driver shortages affecting the broader industry. As of February 2024, the company reported a shortfall of about 45 drivers, representing 5.8% of its full workforce, which contributed to peak-period queues and stranded passengers. This understaffing prompted further route reductions, such as a 25% cut to 190X express services from 12 to 9 daily trips starting in 2025. These metrics have fueled commuter complaints, with reports indicating a doubling of dissatisfaction in privatized Sydney bus services amid persistent delays and cancellations. documentation from March 2025 noted multiple local routes under Keolis Downer had been reduced, eliminated, or rendered unreliable since contract commencement in 2021, attributing shortfalls to inadequate service delivery against contractual obligations. However, such criticisms often trace to systemic understaffing challenges, including recruitment difficulties amid competitive labor markets and cost-of-living pressures, which predate and affected even the former public State Transit Authority operations; contractual enforcement mechanisms, rather than the shift to private operators per se, appear central to addressing these root causes.

Controversies and Challenges

Contract Disputes and Government Interventions

In April 2023, the South Australian Labor government, elected in March 2022, negotiated an agreement with Keolis Downer to terminate its 10-year, $2.14 billion contract for operating Adelaide's metropolitan rail services, which had commenced in January 2021 under the previous Liberal administration's privatization initiative. The deal avoided a potential $94 million termination penalty for the state, with Keolis Downer agreeing to hand back operational control of trains by January 31, 2025, while retaining responsibilities for customer service and maintenance until that date. Government statements emphasized a shift away from private, profit-oriented, KPI-driven models toward public operation prioritizing customer needs, though the contract's KPI framework had defined failures independently of causation, potentially exposing operators to penalties for external disruptions. This intervention highlighted tensions in public-private transport contracts, where initial tenders promised long-term stability but allowed governments to reclaim control via negotiated exits, often influenced by electoral mandates rather than isolated performance lapses; the case proceeded without formal invocation of default clauses, underscoring how rigid KPI structures—intended to enforce accountability—can falter against unmodeled variables like recruitment challenges in tight labor markets, yet provide leverage for reversals. In , a , 2025, performance by the state's Auditor-General criticized Transport for NSW's oversight of metropolitan bus contracts, including those held by Keolis Downer for Sydney's Region 8 ( and Lower North Shore), awarded in May 2021 for $900 million over eight years commencing October 2021. The report documented systemic shortfalls, with operators failing to meet 95% on-time running targets and recording doubled complaints, attributing issues to inadequate contract design lacking adaptive incentives for external pressures such as delays, rather than recommending outright cancellations. Consequently, TfNSW imposed penalties on underperforming operators like Keolis Downer for persistent KPI misses in cancelled and incomplete trips, reflecting a regulatory approach focused on financial remediation over termination, amid broader findings that contracts burdened private entities with static benchmarks ill-suited to volatile operational realities. These disputes illustrate causal pitfalls in tender processes, where governments prioritize efficiencies and measurable outputs but impose disconnected from controllable factors, leading to interventions via s and fines that strain operator viability without addressing root incentives for resilience.

Labor Issues, Strikes, and Workforce Management

In June 2022, more than 300 bus drivers employed by Keolis Downer in , conducted a 24-hour strike under the Rail, Bus and Tram Union (RBTU), rejecting the company's proposed 10% pay increase over four years as inadequate against and cost-of-living pressures; the action disrupted over 100 routes, stranding commuters and highlighting tensions over wages and conditions. Keolis Downer described the strike as disappointing for reliant passengers and urged the union to negotiate a resolution through established channels. Disputes persisted into 2025, with Newcastle drivers escalating to multiple stoppages, including a full-day on September 22 demanding fairer wages, safer conditions, and an end to alleged bad-faith by the operator; a prior in-principle agreement for a 7% rise over two years had been reached but failed to avert further action. In , maintenance staff struck on April 11, 2025, citing frustration with pay structures and working conditions amid ongoing service disruptions. Payroll mismanagement compounded workforce strains in 2024, when a audit revealed overpayments to employees, prompting debt recovery notices for sums up to thousands of dollars per worker; this clawback process reportedly worsened driver shortages and morale, as repayments strained personal finances in a sector already facing challenges. Unions, including the RBTU, have attributed these issues to privatization's emphasis on cost efficiencies over worker protections, claiming it erodes enterprise and substitutes profit motives for needs, as seen in repeated demands for wage parity with public operators where casual drivers earn around $28 per hour versus lower private rates under enterprise agreements. Conversely, private operation enables targeted incentives to address shortages, though strikes have empirically halted services—disrupting thousands of trips—and imposed efficiency drags, contrasting with public models where merit-based reforms could mitigate union-driven interruptions without full reprivatization reversal.

References

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  67. https://www.parliament.nsw.gov.au/tp/files/190287/Final%2520report%2520-%2520Bus%2520contracts%2520in%2520metropolitan%2520Sydney.pdf
  68. https://www.pittwateronlinenews.com/First-Bus-Industry-Taskforce-Report-Released-Aug23.php
  69. https://www.kdnorthernbeaches.com.au/timetable-changes-from-31-march-2024/
  70. https://www.parliament.nsw.gov.au/la/papers/Pages/qanda-tracking-details.aspx?pk=98725
  71. https://www.facebook.com/groups/738756949891939/posts/2098773513890269/
  72. https://www.reddit.com/r/SydneyTrains/comments/1idjcai/sydney_bus_services_fail_ontime_running_targets/
  73. https://www.northsydney.nsw.gov.au/ecm/download/document-11399769
  74. https://northsidelivingnews.com.au/bus-win-for-beaches/
  75. https://www.abc.net.au/news/2023-04-01/sa-to-scrap-rail-train-tram-privatisation-contract/102175772
  76. https://adelaideaz.com/articles/adelaide-trains--trams-have-their-privatisation-by-liberals-reversed-by-South%2520Australian%2520labor-government-in-2023
  77. https://www.railwaygazette.com/light-rail-and-tram/state-government-takes-over-adelaide-tram-operations/69574.article
  78. https://www.audit.sa.gov.au/sites/default/files/2022-09/Report%25209%2520of%25202021%2520-%2520Probity%2520of%2520the%2520processes%2520for%2520the%2520heavy%2520rail%2520service%2520contract.pdf
  79. https://www.audit.nsw.gov.au/our-work/reports/bus-contracts-in-metropolitan-sydney
  80. https://www.keolisdowner.com.au/keolis-downer-partners-with-tfnsw-to-deliver-innovative-transport-solutions-in-sydneys-northern-beaches-as-the-future-bus-operator/
  81. https://www.busnews.com.au/nsw-bus-industry-calls-for-action-after-auditor-generals-bus-contracts-findings/
  82. https://www.parliament.nsw.gov.au/la/papers/pages/qanda-tracking-details.aspx?pk=97059
  83. https://www.abc.net.au/news/2022-06-20/newcastle-bus-drivers-24-hour-strike-for-pay-rise-cost-living/101166530
  84. https://www.wsws.org/en/articles/2022/06/18/khnb-j18.html
  85. https://www.newcastleherald.com.au/story/9067369/newcastle-bus-drivers-strike-over-wage-dispute-with-keolis-downer/
  86. https://www.hunterworkers.com.au/news-1/hunter-workers-continue-fight-for-fair-wages
  87. https://manlyobserver.com.au/fed-up-northern-beaches-bus-maintenance-staff-go-on-strike/
  88. https://www.dailytelegraph.com.au/newslocal/manly-daily/keolis-downer-northern-beaches-chases-staff-for-debts-after-mistakenly-overpaying-wages/news-story/8c6a2034ad26da8afa0d8f2e2ecc3991
  89. https://www.facebook.com/RTBUNSW/videos/weve-had-enough-of-keolis-downers-bad-faith-bargaining-and-a-privatised-system-t/2876248412566427/
  90. https://www.glassdoor.com.au/Hourly-Pay/Keolis-Downer-Bus-Driver-Hourly-Pay-E4077327_D_KO14%2C24.htm
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