Gazzas bus review submission draft

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SEQ BUS NETWORK REVIEW SUBMISSION - GAVIN SEIPELT
INTRODUCTION
Generally, the changes proposed by the bus network review are overwhelmingly positive. TransLink should be congratulated on being bold enough to make radical network wide changes.
The expansion of the frequent network, and the arrangement of other routes  secondary into a true connected network will increase legibility, usability, and ultimately increase patronage and reduce costs.
Some changes have positives, some have negatives, and some changes could be enhanced further. This submission seeks to address many of the proposed changes.
Not all routes have been commented on.
GO NETWORK ROUTES
Frequent #1 – Blue CityGlider
Supported. Consider extending east from West End Ferry along Dornoch Terrace and Terminating on Gladstone Rd to replace the loss of 192 services along this segment. This extension would service the apartment blocks on Dornoch Tce with a high frequency sercice.
Frequent #2 – Maroon CityGlider
The current practice of the Frequent #2 leaving the Busway at Woolloongabba and re-entering at Stones Corner may cause delays in the long term due to mixed traffic and unnecessary looping.
Consider switching the routing of the Frequent #2 and the Frequent #17, such that the #2 remains on the busway, and the #17 remains on Logan Road right through too Wooloongabba.
Frequent #2 should stop at the Bardon Café strip.
Frequent #3 – Uni Glider
Strongly Supported. The interface of this route with train services at Roma St will be of great convenience to passengers. This route should be prepaid given all stops served have ticket machines.
Frequent #4 – New Farm to Yeronga
Southern extension Strongly Supported, due to the fact it sits evenly in the populated area of the suburb, and will draw walk up catchment from both sides.
Frequent #5- West End to Tenneriffe
Strongly Supported. Full time routing via Ivory St will reduce travel times for passengers.
Frequent #6 – Gap via Ashgrove
Supported. Will introduce a single legible route for Red Hill and Musgrave Rd for the first time. Ensure that Coopers Camp Roads receives decent frequency on other routes "7-7-7"  to compensate for the loss of the 385 along this road.
Frequent #7- Mitchelton via Ashgrove
Instead of sending this bus to the CBD, consider continuing south to Toowong along Frederick St. Passengers along the #7 would still access the CBD via the Frequent #2 or Frequent #6.
Sending the route South provides more direct access to UQ, with connections also available to Indooroopilly.
Frequent #8 – Albany Creek to Mitchelton
Strongly supportive of providing high frequency services to the North West suburbs for the first time. However, for this route to be effective, the Ferny Grove line must have frequent services extended till 7pm weekdays, and provided on Weekends  for effective connections to occur(currently the 15 minute off peak services only apply Weekdays)
This is to avoid a situation on weekends where a high frequency bus would feed into low frequency rail.
Frequent #9 – Aspley via Newmarket
Supported.  This route could be extended 2km north to Carseldine Central direct along Gympie Rd, to provide high frequency services to Carseldine Central Shopping Centre and Holy Spirit Home, and to increase the population in the catchment of a high frequency route . Extending north would also provide an option to compensate for the loss of the 340 to users.
Frequent  #10 – Tagium City
Strongly Supported. This route fills a gap in catchment between the 333 and 345 south of Chermside.
Frequent #11 – Bracken Ridge via Chermside
Supported. This route should service the Federation St & Truro St Busway stop rather than bypass it. It is disappointing that such high quality stop infrastructure with plenty of apartments in close proximity is bypassed by the 333, 340 etc, particularly in the case of Federation St. Serving the stop would not greatly increase travel times.
Upon the opening of the Redcliffe Rail line and the expected introduction of high frequency rail services from Petrie-CBD,  the northern section of the Frequent #11 could be broken off and focus around linking Bracken Ridge with Carseldine Station and/or Zillmere Station and Chermside.  (CBD bound passengers would be encouraged to use Rail Services)
Essentially a similar design principle to the Frequent #25.
Frequent #12 – Chermside Via Toombul
Supported. This route will provide high frequency services to Ascot for the first time, and will provide a high quality cross town link from Toombul to Chermside. Consider routing via Junction Road rather than Widdop St so that residential catchments are provided evenly on both sides of the route (Going via Widdop St means half of the catchment is sporting fields)
Frequent #13 – Morningside
The spit between 13a and 13b is unsatisfactory. "Almost high frequency" at 30 min frequency, as quoted in the recommendations is not useful to passengers, and you cannot "turn up and go" to a bus that only arrives every 30 mins.
Instead of serving Morningside (Which is covered by rail services)  the route should be primarily focused on travelling to Balmoral and Bulimba, with 15 minute frequency "7-7-7" provided along the length of Riding Rd (Which a long distance from the CityCat). Secondary routes would be arranged around this spine.
Frequent #14 – Carindale to UQ
Supported, however consider simply running along a more simple/legible route along Samuel St,  Chatsworth Rd, Logan Rd and Montague St, and entering the Eastern Busway at Okeefe St, Buranda. This would keep this route further away from the frequent #15 (therefore providing to a wider catchment of different users) and avoids it overlapping through central Coorparoo.
Alternatively, consider a routing similar to the P201.
Frequent #15 – Carindale CBD
Strongly supported. Amalgamating these two routes will reduce duplication, and routing the 200 via the Eastern Busway will reduce journey times.
Frequent #16 – Garden City via Cavendish Rd
Strongly supported. The route proposed is highly legible and well planned, and is appropriately spaced alongside the frequent #17, such that the entire population will be close to at least one frequent route in this area, without unnecessary overlap.
Frequent #17 – Garden City via Logan Rd
Strongly supported. This route is well positioned between the Frequent #16 and Frequent #20, and is highly legible due to it running in a straight line along Logan Rd.
However, comments about the Frequent #2 apply here....The Frequent #17 should stay on Logan Rd to Wooloongabba, but the Maroon Glider should use the busway rather than Logan Rd. Switch them along this segment.
Frequent #18- Browns Plains via Mains Rd
Routing via Captain Cook Bridge supported.
Frequent #19 – Browns Plains via Garden City
Routing via Captain Cook Bridge supported.
Frequent #20 – Loganholme to CBD
Amalgamation of the 111, 555, 160 and P88 into a single simple route is strongly supported and will significantly enhance usability for passengers and allow resources to be better allocated at off peak times, due to no longer needing to run four routes separately.
The 555 portion of the route should run via the M1 full time, and not do the evening variation via Chatswood Rd and Lyndale St, as this reduces legibility.
This route should be prepaid to increase speed and efficiency, since all stop served have ticket machines.
Frequent #21 – Parkinson
This route should travel via the Captain Cook Bridge as the Frequent #18 and #19 do.
Frequent #22 – Garden City Via Mansfield
Supported. The routing could be simplified in Mansfield by only travelling on Wecker Rd and Ham Rd, rather than zigzagging along Luprena St, Cresthaven Drive etc. Doing so would space the service more evenly from the frequent #16, and would provide better access to the housing around Eastwood Drive, Citypointe College etc. A secondary local route would serve the shops on Aminya St.
Frequent #23- Garden City via Salisbury
Supported. This will provide a frequent bus service to central Moorooka along Beaudesert Rd. This route should be more direct, and run only along Kessels Rd.
Frequent #24 – St Lucia
Amalgamation of 402 and 412 supported. Short workings between Toowong and UQ should have identical stopping patterns.
However, proposed span of 6-9pm is too short. In semester times, students often have late nights at uni. For instance, the Biological Sciences library operates 24 hours, Computer Science, Engineering and Architecture labs/studios see continuous late night usage. St Lucia village is a focal point for late night dining. Services should run at least half hourly till 11pm.
Frequent #25 – Forest Lake to Mt Ommaney
Strongly supported. The proposed route will mean consistent bus connections will every rail service coming through Darra and Oxley stations, and will reduce pressures on car parking at these stations. Consider sending the route
Frequent #26- Mt Ommaney via Indooroopilly
High Frequency services to Mt Ommaney and Riverhills are very strongly supported. A single legible route, without route number variations will increase ease of use.
The route can be simplified through Durrack by travelling direct along Rosemary St and Freeman Rd rather than curving through Durella St and Akama St. Doing so would place the route more centrally in the urbanised area (Half of the catchment along Blunder Rd is vacant land)
To compensate for the loss of the 444 to Moggil, services to Moggil should at least operate with the same span of hours to avoid undue negative impacts on residents who have come to rely on the availability of late night services.
In the future, a Green Bridge to Bellbowrie could be considered as an investment, and the route extended back to Moggil this way.
BRISBANE ROUTES
100
Support idea of passengers using rail network to access the CBD instead of the 100. S502 Services should still run till 11pm at least, to cater to PA hospital workers. Route should use Rosemary St and Freeman Rd rather than Durella St and Akama St.
101
S502 should be tidied up in Doolandella to provide even coverage without resorting to sharp U turns and doublebacks in the route, for example, by instead using Pigeon St and Wedgetail St.
102
No specific comment.
103
No specific comment.
104
The proposed P109 would make more sense if it originated at the Oxley Rd/Ipswich Motorway Roundabout , ran north along Oxley Rd, Sherwood  Rd past the markets, then north along Ipswich Road.
The current routing where it is sent south and makes a huge detour along the Ipswich Motorway needlessly misses trip generators (due to it being a freeway without bus stops) and misses the Sherwood markets. The P109 should terminate at PA Hospital, with passengers changing to the Frequent #3, which will have spare bus capacity heading towards the CBD in peak hour.
Alternatively, it could terminate at Yeerongpilly, with peak passengers using rail services to reach the CBD or disembarking Dutton park station to reach the PA hospital.
The P109 also duplicates the S502.
105
Replacement of this route by the Frequent #4 Is supported. Cross town link to Garden City supported.
106
This route services the back streets of Corinda, so a demand responsive service for the elderly and disabled living in the area might be required to compensate for the loss of the 106.
107
Removal Supported. Much of the walk up catchment of the 107 in Yeronga was taken up by sports ovals, river water etc. The frequent #4 provides more logical coverage. The Frequent #4 should complete a one way loop along Orsova Rd, Brisbane Corso, and Orlando Rd as its means of terminating.
108
It is unclear why the P107 is considered a necessary addition to the network. It adds little value, and will result in lightly loaded buses clogging the CBD.
The P107 should only operate between Chelmer Stations and Yeerongpilly Station, with passengers changing and using frequent peak rail services to access the CBD, or disembarking at Dutton Park Station to access the PA hospital.
109
Frequent #3 Uni Glider supported.
As an observation, the concept of assigning gliders colours is needlessly confusing. They should have a route number like other bus routes.
110
As part of the introduction of the S410 and S407 passengers could be educated about using high frequency rail services from Coopers Plains station to access the CBD, in the absence of the direct CBD  connection the 110 provided. The new routes could be co-ordinated with Gold Coast trains, such that passengers could enjoy an express service to offset the perceived inconvenice of transferring.
The S410 and S407 could be tidied up in Acacia Ridge so they follow a common path and common stops, providing a "combined frequency" service through Acacia Ridge to Coopers Plains station.
111
Change to Frequent #20 strongly supported.
112
Supported. The proposed S404 and S406 routes are superior to the 112, due to simpler, more direct routings.
113
The proposed S400 should "stay off" Logan Rd in Greenslopes to provide a better social coverage function for those unable to walk to Logan Rd Frequent #17 or Chatsworth Rd Frequent #16 due to the hills and distance , by staying on the backstreets midway between the main roads. It should however divert serve Greenslopes Mall  and Greenslopes Hospital.
It is not intended as a direct route, so these deviations are acceptable.
The other new routes proposed are superior to the  "messy" 113.
114
Removal supported. The new routes proposed are superior.
115
Comments on 110 apply here.
116
No Specific comment.
117
Comments on 110 apply here.
118
It is unclear why a Forest Lake resident would need a service like this. The Proposed S411 is adequate for connections from Forest Lake to Garden City.
120
This route should not have its frequency reduced. It should still operate at 15 min frequency 7-7-7, given residents along Orange Grove Rd, Toohey Rd etc would be accustomed to the turn up and go frequency that has been provided.
The sheer distance these users are from the Frequent #23 (~2km) means its provision is warranted for this set of passengers.
121
The new connection to Garden City on the S406 can be provided more directly by simply staying on Kessels Rd without deviation.
122
Direct routing of S410 on Padstow Rd supported.
123
Can the multiple secondary routes in this area be arranged in a more legible manner for passengers? For instance, can the S407 remain on McCullogh st?
124
No specific comment.
125
The frequent #23 should follow Kessels Rd rather than deviating down to serve Musgrave Rd.
126
The S411 should follow a simpler routing along to the end of Bradman st then turning onto Beenleigh Rd, instead of  turning back on itself to use Ditton Rd and Goman St. The walk distances to Beenleigh Rd from these areas are not particularly  arduous, so the deviation seems needless.
Otherwhise, this route Is logical and direct, and links to Sunnybank station well.
130
Refer to comments on Frequent #21
131
Removal supported.
132
Removal supported. Passengers for Garden city could be encouraged to get off at Griffith Uni station and take the first southbound bus to Garden City.
134
Removal supported. Passengers can change buses to complete their journey.
135
No Specific comment.
136
Comments for 132 apply here.
138
The areas this route serves appears to be outside the walk up catchment of the Frequent #19 in the Stretton area.
Route should be retained, but terminated at Fruitgrove Station, where passengers can use rail services to reach the CBD, or change to the Frequent #19 there to reach Garden City/CBD.
139
Monitor passenger loads to see whether passengers could be equally accommodated on the Frequent #18 and change to the Frequent  #3 to reach UQ.
140
Frequent #18 strongly supported.
145
Passengers should be encouraged to stay on the Frequent #18 till McCullogh st to avoid the indirect southern section of the S409.
150
Frequent #19 supported.
152
Removal of service not supported!  At the very least the S408 could be extended back to Stretton, completing a loop around Lancaster Circuit. Passengers could ride to Sunnybank Hills, and transfer to a Frequent #18 etc.
153
Removal supported.
155
Removal supported due to the transfer opportunities provided.
157
No specific comment.
160
Amalgamation into the Frequent #20 strongly supported!
161
Proposed S407 is superior to the 161, due to the fact passengers can now access Sunnybank, and the fact the route runs past new high density housing adjacent to the 8 mile plains park and ride.
162
This route should not form part of the peak network. Passengers should use the Frequent #20, and transfer to a city loop bus to access the parliamentary precinct.
169
Monitor passenger loads at all times to see whether passengers could be equally accommodated on the Frequent #20 and change to the Frequent  #3 to reach UQ.
170
Frequent #17 is a suitable replacement. Removal supported.
171
No specific comment.
172
The proposed  replacement S400 should "stay off" Logan Rd in Greenslopes to provide a better social coverage function for those unable to walk to Logan Rd Frequent #17 or Chatsworth Rd Frequent #16 due to the hills and distance , by staying on the backstreets midway between the main roads. It should however divert serve Greenslopes Mall  and Greenslopes Hospital.
It is not intended as a direct route, so these deviations are acceptable.
A 700m walk to Greenslopes hospital as described would be too hard for some patients.
174
The replacement by the combination of the Frequent #16, Frequent #17 and Frequent #22 is a superior solution to the current 174.
175
The route diagram provided appears to show the Frequent #17 entering the busway at Buranda (O'keefe St) . Refer to earlier comments on the Frequent #2 and Frequent #17...That the frequent #17 should enter the busway at Wooloongabba busway station, and the Frequent #2 should remain on the busway and not serve Logan Rd,
177
Changing at Garden City to access Griffith is supported, due to the large number of services passing through which make it quite easy for passengers to do this.
178
The 178 should extend all the way down scrub rd, which has been extended as part of growth of the subdivision.
180
Frequent #22 Supported. The routing could be simplified in Mansfield by only travelling on Wecker Rd and Ham Rd, rather than zigzagging along Luprena St, Cresthaven Drive etc. Doing so would space the service away from others more evenly.
181
Replacement by frequent #16 supported.
183
Removal supported.
184
Replacement by frequent  #16 strongly supported.
185
Comments for 180 apply here.
186
Removal supported given adequate alternatives are planned.
192
The removal of this service leaves Dornoch Terrace without a bus service, despite the road having a number of apartment blocks along it. The surrounding #1, #3, #4 and #5 services are difficult to access due to steep hills in the catchement area, and are not necessarily close by.
The Frequent #1 should simply be extended from West End Ferry, along Dornoch Terrace and Terminate in the vicinity of Gladstone Rd...A distance of 1.6km or so. This would allow those on Dornoch Terrace to access the CBD. Ex 192 users wishing to access UQ would catch the Frequent #1 to West End ferry and use a Citycat to UQ.
193
Removal supported, given the very close proximity of better alternatives nearby. Demand responsive options should be supplied from day 1 for those profoundly unable to walk to the Frequent #1, #5 and #4.
195
Removal supported given it is literally only one street over from the frequent #4.
196
Changes in New Farm and Extension to Yeronga strongly supported.
198
Removal supported, given the very close proximity of better alternatives nearby. Demand responsive options should be supplied from day 1 for those profoundly unable to walk to the Frequent  #5 and #4.
199
Routing via Ivory St strongly supported.
200
Amalgamation with 222 to form Frequent #15 strongly supported.
202
Frequent #14 supported, however consider simply running along a more simple/legible route along Samuel St and Chatsworth Rd, entering the Eastern Busway at Okeefe St, Buranda. This would keep this route further away from the frequent #15 (therefore providing to a wider catchment of different users) and avoids it overlapping through Coorparoo.
Passengers would change buses at Buranda to reach the CBD.
203
Removal supported. The 203 appeared to serve a social coverage function at the Eastern end, eg on Birdwood Rd. Demand responsive services may be required in these areas for those unable to walk to the Frequent #14 or #15.
204
Consider overall sequencing of  stops on the frequent #15 to strike a balance between the wide stop spacing of the 200/222, and the overly close stop spacing of the 204 being, perhaps with one or two additional stops in key locations, for example, Owell St (Camp Hill Hotel)
209
Route along Chatsworth Rd rather than Liecester St, to avoid duplicating the frequent #15 along Old Cleveland Rd,  as far as possible and to widen the coverage of the Frequent network.
210
Replacement by S301 supported, due to the fact Carindale is more likely to be the important regional destination for those on this route.
212
To compensate for the loss of service along Oteson Skyline Drive, the S301 should be routed along Russel Ave and Macrossan Ave and Crown St, rather than McIlwraith Ave. Doing this brings the route slightly closer to the areas which have lost service. The other key advantage is simper routing and turning movements for the buses, which will increase speed.
Routing via Crown St also provides better access to Norman Park station.
213
To improve legibility and speed for passengers, the S306 should remain on Belmont Rd, rather than deviating into Thurston, Castlerea and Annette Streets.
Similarly the S301 should not do the large deviation to loop around Cadogan St. Passengers in that neighbourhood are no more than 400m from Meadowlands Rd and the S306, and should walk to that service.
214
Supported. No specific comment.
215
Comments on S301 and S306 apply here.
S304 could be extended slightly from Cannon Hill to Morningside along Richmond Rd to provide better access to the rail network for those in Tingalpa etc.
220
Consider relationships between the S304, S306 and S307 in this area so that all routes cover the area well, without becoming overley complex and crisscrossing/overlapping.
222
Amalgamation with 200 to form Frequent #15 strongly supported.
223
No specific comment.
224
No specific comment.
225
To improve legibility and speed for passengers, the S306 should remain on Belmont Rd, rather than deviating into Thurston, Castlerea and Annette Streets.

227
230
232
235
240
The bus currently has a 17 minute interchange time to Citybound rail services at Wynnum Central. Adjust timetable to provide a 5 minute interchange, to save passengers time.
242
No specific comment.
243
Removal of section of route from sparsely populated area is supported.
250
Frequency should be increased in the off peak period to ensure reliable connections from #15 services at Carindale to 250 services on the outbound journey.
At present, there is a 12 minute gap between the inbound 250 arriving at Cleveland station, and the CBD bound train departing. This should be tightened as much as possible (whilst allowing for 250 late running) to enable 250 users to connect more quickly with rail services and access Cleveland Line destinations.
Trains terminate at Cleveland at XX:20 and XX:50 offpeak, whilst the outbound 250 departs Cleveland one minute prior to the train arriving, which is frustrating. The 250 should be adjusted to allow passengers terminating at Cleveland station to connect with the 250 to reach Redland Bay.
251
Extension to Ormiston Point supported.
252
No specific comments.
253
Refer Below
254
Switch the routings of the 253 and 254 Between Birkdale Sth Primary School and Finucane Rd. The 254 would be the designated "fast legible route", simply running in a straight line along Birkdale Rd and Old Cleveland Rd East into Capalaba.
The 253 would be the "coverage route", servicing the neighbourhoods of Alexandra Hills, along Barron St and Abeliea St
255
Suggested improvements supported.
256
Passengers should be advised to use the 272 as an alternative to access the hospital.
258
The eastern end of the 256 and the 258 could be amalgamated, and combined with the 272. See below.
259
The removal of this route may make access to Cleveland Woolworths etc difficult for local residents. A demand responsive service may be required for this function if the 259 is removed.
260
Proposed change in routing supported.
Weekend service should not be reduced until the usage by newly exposed Rochedale Estate users is known.
The route should not be cut back on gazetted public holidays, because people often have to travel for other reasons on Public Holidays, for example holiday special events, essential service workers who don't get the day off etc. People simply do not just use the bus to go shopping.
Worth noting is that Westfield Garden City, which this route services, opens on public holidays so passengers may wish to use the 260 to access the shops there.
261
This route should Terminate at QE2 hospital like the the 260, with passengers changing onto a Frequent #20 bus at 8 Mile plaines to reach the CBD. This would reduce pressure on CBD bus infrastructure, and the operating cost of the route in peak hour.
The common 260/261/262 section would then operate with co-ordinated timetabling to provide combined frequency between Mackenzie, Rochedale Estates and Griffith Uni.
262
Observations for route 260 apply here.
263
The value of the southern sections of the route along Avalon Rd are questionable given the area is extremely low density. Resources would be better used elsewhere in the network. Why are Translink services being provided to an area of such low density, when they generally wouldn't be elsewhere? Does the area in question even meet the density requirements for the provision of public transport?
This route should terminate at the Mt Cotton Rd/Ney Rd Roundabout, with frequency improved on the populated section in Southern Capalaba.
264
The span of hours of this service does not allow CBD workers to interchange early enough at Capalaba to board a service to access the Brisbane CBD before 8am, nor allow them to get home in in the evening.
Can the 263/264/265/268 be arranged more legibly in the Capalaba/Alexandra Hills residential area, without compromising access?
265
As above, Comments about route legibility apply.
266
As above, Comments about route legibility apply.
267
No specific comments.
268
Removal supported, given suitable alternatives exist.
270
No specific comments.
272
From Cleveland station this route could be extended to Cleveland Point Lighthouse, but deviate via Toondah harbour, accessing Wharf st. In other words, combine the 272 with the eastern parts of the 256 & 258. This would provide a direct connection for North Stradbroke Island residents to the hospital.
273
No specific comment.
274
8pm is a fairly early finish time as it is, and should not be cut back.
275
No specific comment.
276
No specific comment.
277
No specific comment
279
No specific comment.
280
Reducing evening services not supported. The peace of mind associated with evening services being there can encourage people adpot public transport due to the knowledge they won't risk being stranded if caught late at work, uni etc. Whilst these services may not be used directly, they would indirectly encourage usage at other times of the day.
281
No specific comment.
282
8pm is a relatively early finish time, and should not be cut back.
283
Removal may be warranted, due to the low population density of the area. Demand responsive options could be provided instead.
299
The S407 should eliminate the need for this route.

[Gazza]

300
Frequent #12 Supported.
Consider routing via Junction Road rather than Widdop St so that residential catchments are provided evenly on both sides of the route (Going via Widdop St means half of the catchment is sporting fields)
301
For legibility and directness The S201 should not have the deviation via Burilda St, Manson Rd, and Newmarket St. It should travel directly along Gerler Rd. Passengers in the area affected can walk 400m to either Gerler Rd, or 450m to the Frequent #12 on Zilman Rd. For those profoundly unable to walk, demand responsive options could be provided.
At the southern end, this route does not interface well with the Frequent #12. Consider travelling along Dobson St, Racecourse Rd before Traveling along Kingsford Smith Drive and Harbour Rd.
The shared section along Racecourse Rd is where interchange to the Frequent #12 could occur.
302
Comments about S201 with respect to interface with Frequent #12 apply here.
303
As above.
305
Removal Supported.
306
Selected S205 trips should extend to Nudgee Beach to provide local access in the absence of the 306.
307
The S200 does not penetrate far enough into Banyo and Nudgee. The S200 should extend along Nudgee Rd, Tunfell Rd, Earnshaw Rd, Redhill Rd and St Vincents Rd, terminating at Banyo Station.
308
Replacement by frequent #12 supported.
310
It may be preferable to send the #216 route to Toombul instead of Chermside, given Toombul has the higher rail frequency available, and connections to the 590. Passengers heading for Chermside would change to a Frequent #12 along Hamilton Rd.
311
No specific comment.
312
No specific comment.
313
The end of this route should loop around Sunday St, Cotton St and Friday St in a one way loop as its means of terminating.
314
Demand responsive options may be required in areas not served by the S213 for those profoundly unable to walk.
315
Upon the opening of the Kippa Ring rail line, this route should be reviewed.
320
Given this is a patronage route, it should be as direct as possible. Between Pring St and Shaw Rd the route should use Rode Rd in preference to Edinburgh Castle Rd, and the complex zigzag south of Woolwoowin station along Roseby Ave and Bayview Terrace should not be adopted, except on school runs.
321
A route servicing Gregory Terrace or Water St, Spring Hill should be implemented. It should not be left without a bus service.
322
The new services are a significant improvement on the 322, which is incredibly indirect.
325
Replacement by frequent #10 strongly supported.
326
No specific comment.
327
Passengers bound for Toombul should be educated about using the Frequent #12 from Chermside.
Otherwhise, demand responsive options may be required for those profoundly unable to access the revised routes.
328
Increasing rail frequency on the Caboolture and Shornclife lines will ehance the usefulness of the connections offered. In the meantime  the route should be timetabled to offer bus/rail connections to at least one line, or both if mathematically possible.
329
For this route to be an attractive proposition, it must run more frequently than present, and connect with more trains.
330
Upon the opening of the Redcliffe Rail line and the expected introduction of high frequency rail services from Petrie-CBD,  the northern section of the Frequent #11 could be broken off as a separate frequent route (Essentially a similar design principle to the Frequent #25)
The separate route would focus around linking Bracken Ridge with Carseldine Station and/or Zillmere Station and finally to Chermside. 
CBD bound passengers would be encouraged to interchange to Rail Services from Carseldine or Zillmere, rather than ride the full length of the route along Gympie Rd.
333
This frequent #11 should service the Federation St & Truro St Busway stops rather than bypass them. It is disappointing that such high quality stop infrastructure with plenty of apartments in close proximity is bypassed by the 333,  particularly in the case of Federation St. Serving the stops would not greatly increase travel times, and would increase accessibility to the frequent network.
334
Demand responsive services may be required for those profoundly unable to walk to the new routes.
335
Demand responsive services may be required for those profoundly unable to walk to the new routes, eg around Dorville Rd, which will no longer be served.
336
Demand responsive services may be required for those profoundly unable to walk to the new routes.
S204 may need to serve Wesley Mission on Haslmere St Chermside.
337
As above
338
The 338 is overly complex and confusing, so the new route options are a siginificant improvement in the area.
340
The #212 Chermside north local should operate at high frequency 7-7-7 so 340 users do not experience a degradation in frequency, and to make it an attractive proposition to make the interchanges now required.
345
Frequent #9 Supported.  This route could be extended 2km north to Carseldine Central direct along Gympie Rd, to provide high frequency services to Carseldine Central Shopping Centre and Holy Spirit Home, and to increase the population in the catchment of a high frequency route . Extending north would also provide an option to compensate for the loss of the 340 to users.
Extending the frequent #9 provides high frequency local access from Carseldine  southbound to Aspley Hypermarket.
346
Removal of this route is supported.
350
The western parts of the S214 of this route must link into the Frequent Network more directly than what is planned
Those along the Beckett Rd corridor will experience a degredation in service and legibility due to the big deviation it makes across to Rode Rd and Trouts Rd, which they will now face
The S214 should remain on Old Northern Rd like the 350, and pass Enoggera Station before heading along Samford Rd and Terminate at Mitchelton/Brookside.
The Trouts rd area in McDowall and Everton Park should really be served by its own separate local route.
351
Retention supported.
352
Retention supported.
353
The areas of Grange, Wilston and Newmarket no longer served by this route may require demand responsive options for those profoundly unable to walk to the new routes.
354
The areas of Kedron and Stafford Heights no longer served by this route may require demand responsive options for those profoundly unable to walk to the new routes.
357
Replacement by other peak services supported.
359
Replacement by Frequent #8 supported.
360
The proposed S411 appears to duplicate the catchment of the Ferny  Grove line and the Frequent #9. Why is it considered necessary?
S109 and S204 supported as replacements due to the greater legibility they offer.
361
Areas along Banks St and around Ballymor no longer served by this route may require demand responsive options for those profoundly unable to walk to the new routes.
362
For passengers profoundly unable to walk 1.2 km to their nearest bus stop, demand responsive options may be required.
363
The 363 could be retained, however it could travel along either Water St, or  Gregory Tce rather than the busway, and run all day. This would compensate for the loss of the 321. Passengers requiring access to Gregory Terrace from the northside would be encouraged to leave the busway at RCH herston and change to the 363.
364
On Herston Rd, the outer loop #99 should have a bus stop installed adjacent to the Entrance of RCH Herston busway station to allow convenient interchange from the #99 to the busway services.
367
The s109 should penetrate more deeply into upper Kedron along Cedar Creek Rd, given the suburb has expanded southwards.
369
Replacement by S201 supported.
370
As previously discussed, the Frequent #11 should stop at Federation St and Truro St Busway stops to compensate for the loss of this service.
372
Areas along Banks St and Lloyd no longer served by this route may require demand responsive options for those profoundly unable to walk 750m to the new routes.
373
Removal supported given superior alternatives will be provided.
375
Replacment supported, However consideration must be given to how passengers along Stafford Rd will access Fortitude Valley easily and with minimal wait.
376
The 376 could be retained in peaks only, but sent to Fortitude Valley, to provide more direct access there in peak hours. In other words, the 367 should follow the 375 routing
377
For those along Kennedy Terrace etc who genuinely cannot walk 500m to the alternative routes should be provided with demand responsive options.
378
The eastern section of the S113 appears to duplicate the frequent #9.
Those on the Davies Rd/Stephenson St loop who genuinely cannot walk 600m uphill should be provided with demand responsive options.
379
Replacement by other options supported.
380
Frequent #6 and S112 supported, so long as the resources saved by discontinuing the 380 allow the S112 to run frequently to allow convenient interchanging.
381
The s106 could be extended to service Payne Rd, by simply looping around back on itself in an anticlockwise manner along Waterworks Rd and Illowra St and rather than simply terminating at Gap village.
To avoid confusion, after departing Gap Village the bus would change route numbers for this short "tail" where it is overlapping on itself  on Illowra St, however it would be a continuous route operationally. This avoids a hilly 1.2km walk for residents.
382
Retention Supported
383
Retention Supported.
385
Reallignment as Frequent #6 Supported.
The  s100 should run at 7-7-7 high frequency to compensate for the loss of the 385 along Coopers Camp Rd. Additional stops would be added on coopers camp rd to improve access, given this is close to the terminus of the s100 anyway so would not impact travel times for through passengers.
390
This appears to duplicate Ferny Grove rail services and the Frequent #9 along its entire route.
393
Because frequent routes to the northside will access the CBD all via the Busway preferentially, access between the Northside and Fortitude Valley, Bowen Hills etc is now diminished. Links from RBWH to these areas will need to be served somehow, and routes such as the 393 may become more important after the major network changes occur. The 393 should be retained for this reason.
396
Those not served by the s109 may require demand responsive options if they are profoundly unable to walk to the new route. This is important because the s109 will serve people accessing shops at Mitchelton.
397
See below.
398
Co ordinate the S109 and S107 with different pairs of rail services, such that access to/from the Arana Hills K-Mart common node can be spread evenly throughout the day, but on alternate routes.
Eg the 397 co-ordinates with the XX:09 and XX:39 departures from Mitchelton, but the 398 co-ordinates with the XX:24 and XX:54 departures from Mitchelton.
399
Possibly provide a weekend service.
402
Any short workings of the Frequent #24 should follow the same stopping pattern as the main route. The current 402 stops are far too close together in many instances, and can be decommissioned without impacting on accessibility
411
Removal not supported. Whilst there are indeed a number of Secondary routes which will run along Swann and Gailey Rd, using them to access the CBD will be very indirect due to having to travel right back to Indooroopilly station. CBD access was the function provided by the 411.
The Frequent #24 is not  a suitable alternative due to its distance away, and the hilly nature of the suburb.
As a compromise, terminate the route at Toowong, with CBD access via rail services.
412
The proposed span of 6-9pm is too short. In semester times, students often have late nights at uni. For instance, the Biological Sciences library operates 24 hours, Computer Science, Engineering and Architecture labs/studios see continuous late night usage. St Lucia village is a focal point for late night dining. Services should run at least half hourly till 11pm.
The frequency of the 412 matches with the high frequency of the Ipswich Line.
414
S512 St Lucia Local loop supported. Given the multiple connections this route offers to the frequent bus and rail network, providing targeted high frequency in peak hour has good potential to attract commuters to the various parts of the route, given everyone along it will have a nearby option to interchange onto.
415
The deviation of the 415 to the bit of of Taringa/Chapel Hill on the Western Side of the Freeway (Cloverdale St) is no longer served, nor is Payne St. Demand Responsive options should serve this area for those unable to walk to the new S512 loop.
416
Removal Supported.
417
Replacement by S512 loop supported.
425
Currently this route operates half hourly off peak. The proposed S105/S502 could terminate at Indooroopilly off peak, with the operational savings of this shorter route reinvested into operating the S105/S502 at high frequency 15 min headways to encourage patronage, thereby increasing the attractiveness of interchange.
427
The four proposed Indoroopilly-UQ routes should be divided, so that for instance the S509 and S510 go via Clarence and Swann Rd, and the S500 and S507 go via Lambert Rd and Indooroopilly Rd. This means both coridoors through St lucia enjoy the increase in frequency of the new operational model provides to the area.
428
Comments from above apply.
430
Comments from above apply.
431
Peak 431 Supported.
432
Route the S510 via Twilight St in preference to Sunset Rd, because several cul de sacs feed onto Twilight St, whereas Sunset Rd has limited walk up catchment due to riverfront bushland.. This means you won't be forcing the majority of residents to be walking the long way around to access the route.
433
Change supported.
435
Demand responsive services to upper Brookfield should be provided, particularly to Brookfield Village, given Brookfield Village cares for the aged.
436
Removal supported.
444
Given the residents of Moggil and Bellbowrie would be accustomed to having high frequency services, these should at least  be provided "7-7-7", but with a reduced frequency service till 11pm.
Residential development continues in the area and new businesses have opened in this growth area (Eg McDonalds), so it would be detrimental to the area to remove high frequency services.
445
Replacement by S511 supported.
446
S511 and S510 supported as replacements.
450
Upgrade to Frequent #26 strongly supported.  Better, more direct routing along Yallambee Rd also supported.
Short workings of S503 should operate at increased frequency between Mt Ommaney and Oxley to improve interchange outcomes at Mt Ommaney, Jindalee Park and Ride stop, and Oxley station.
451
S504 Supported.
452
The S505 should mirror the S504 between Mt Ommaney and Darra, so that a combined frequency corridor feeding the station would exist along McPherson Rd and Northbrook St.
There is little reason to send the s505 via Westcombe St because that area is primarily warehouses/industrial/sporting fields.
The only reason the 452 used this street in the first place was because it was the quickest way to Darra station.
453
450 comments apply here.
454
Replacement by frequent #26 Supported.
460
Replacement by Frequent #25/#26 supported.
462
S506 strongly supported due to its legible routing.
The S505 should no longer serve Centenary village. Instead, this pocket of housing should be supported by demand responsive services, or the 463.
As previously discussed, the s504 and s505 should follow a common routing through sinnamon park to provide a combined frequency corridor to Darra station.
463
The 463 could be diverted to serve Centenary Village, and the Arthur Gorrie Correctional Facility.
465
Extension to Browns Plains supported. New direct link from Inala to Richlands station also supported.
466
Supported.
The S506 and S510 should have co-ordinated timetables along Poinsettia St to provide evenly spaced frequency and  therefore good connections with rail services at Richlands station.
467
Replacement by S503 supported.
The routing proposed is physically impossible due to a parkland break in Sinnamon Road between Condamine Drive and Counihan Rd (Inaccurate mapping data has been used).  Rectify by following current 467/468 routing.
Sinnamon Village (Wesley Mission) should be served by the S503 given the 450/453 will no longer do so.
468
As above.
470
S104 supported, but  should enter Mt Cootha Botantical Gardens during opening hours.
S111 supported, but should run the Length of James St, New Farm (To serve the activated restaurant strip  and flats adjacent) and terminate at the Powerhouse.  There is no need for this route to serve Newstead/Tennerife Ferry due to the Frequent #1 and Frequent #5 already serving it very well.
Serving James St legibly in a straight line fits in well between the catchment areas of other local Frequent services.
471
S103 supported.
475
S101 supported. Routing both the S101 and S103 provides a more prominent transit presence to the Park Road Café strip.
476
Removal strongly supported to increase network legibility.
SPECIAL ROUTES
590
Extension of S305 to Toombul strongly supported.
This route should turn off Creek Rd at Edge St and Service Murrarie Station to provide important Cleveland line connections, before continuing up Queensport Rd South.
Workers at Metroplex may walk 1.2km to access their workplaces from the S305. Social access is not a major consideration in this case.
598/599
Breaking of GCL into segments strongly supported. The resultant segments should run 7 days per week. The lack of Sunday service on the current GCL is not acceptable.
The S210 should be the general alignment of the Frequent #7 in preference to the current proposal of the Frequent #7 travelling to the CBD. This would greatly improve service and connectivity along the Metroad 5 corridor.
Alternativley, the S210 should operate at 7-7-7 frequency.
The section of the GCL from Bardon to Toowong could be retained as a local access route to shops at Toowong for local residents, though without serving the Botanical gardens.
The 598/599 will no longer serve Sherwood Rd and Brisbane Markets, and the housing in western Rocklea. To compensate for the loss, a local access route could be provided between Sherwood Station/Woolworths and Moorooka Station.
This service could be provided efficiently by simply making use of the "dead running" buses going to and from Sherwood bus depot.
29
Retention supported.
Could selected trips be extended back along Deshon St to compensate for the loss of the 200 BUZ frequency?  Passengers could interchange at Woolloongabba to reach the CBD.
66
Frequent #3 Uni Glider supported. This is logical because UQ and QUT would experience near identical peaks of demand over the year, so the route as a whole can be ramped up and down as a whole to cater to the spikes in demand. Removal from Wooloongabba supported due to several other routes going there.
77
This route could possibly be retained as part of the peak hour only network, but running via Airport link to make it even faster.
City Loop
Consider  reallocating current resources, running in one direction only, but at double frequency. This route is so short that wait times are often much longer than the time spent on the bus itself, so this change would mitigate that effect.
The City Loop will become very important to link together the new Superstops.
Spring Hill Loop
No specific Comment
Blue City Glider
This should be extended along Dornoch Terrace to compensate for the loss of the 192.
Maroon City Glider
No specific Comment
TX1
The final TX1 service should leave later than 5:30, given park gates do not close till 5:30. This will allow guests to enjoy the full day and exit the park comfortably without rushing.
TX2
Proposed TX2/TX3 supported as they will reduce overcrowding. These buses are used extensively by tourists, so destination boards and passenger information needs to be absolutely clear for their benefit. Have clearer fare information on these services, given many users will not own go cards.
Consider using brand wraps featuring theme park advertising to contribute revenue, eg TX3 should have Dreamworld/Whitewater World advertising.
TX2 should operate later during the summer peak season due to the fact Wet n Wild has extended trading in this period (Park closes at 7pm rather than 5pm). Consult with theme park management.
TX5
The proposed 728 must co-ordinate with all northbound trains in the evening. There are currently large inconvenient gaps in the timetable at peak theme park exit times, resulting in unnecessary waits for passengers.
This bus will continue to be used extensively by tourists and daytrippers from Brisbane, so destination boards and passenger information needs to be absolutely clear for their benefit. Have clearer fare information on these services, given many will not own go cards.
The 728 should have additional late night special services on nights as required when the special events are held  (Eg Screamworld, Movie World Haloween Fright Nights etc), and late night passengers can change at Helensvale to Surfers Paradise etc using other routes.
These events are often attended by children/teenagers unable to drive, and very large crowds attend regardless. Consult with theme park management for event finish times and provide services accordingly.
The 728 should travel from Movie World along the Old Pacific Highway (Eastern side of M1) to service Centro Oxenford and other surrounding commercial developments. It should then Cross over the M1 at Hope Island Rd, and Follow Dreamworld Parkway to Dreamworld  (Western side of M1) and on this side passengers can walk 400m to Homeworld.
This routing also maximises "low hanging fruit" residential access (Eg estates centred on Rushcutter Ave Oxenford, Anaheim Drive Helensvale etc)

P ROUTES
P119
Removal supported to reduce duplication.
P129
This route could be amalgamated with the Frequent #18 for legibility, with passengers reaching Riverside via City Loop buses.
P133
Removal supported to reduce duplication.
P137
Short workings of the Frequent #18  and #21 may be needed in peak to provide capacity for Mains Rd.
P141
Removal supported to reduce duplication.
P142
Selected P142 services should originate at Beaudesert to provide Beaudesert/Jimboomba residents a faster link into Brisbane via the Gateway Motorway in peak hour compared to using the 540 and Frequent #18.
P151
Removal Supported to reduce duplication.
P157
Removal supported.
P173
Removal supported.
P176
Replacement by P171 supported.
P179
The P179 could service the residential areas south of Mt Gravatt Capalaba Rd to increase coverage and avoid duplicating the Frequent #22.
P189
Removal supported.
P201
The Frequent  #14 should be similar this route.
P206
No specific comment.
P207
The resources earmarked for this route could be used to increase peak frequency on the Frequent #15 instead. This would also improve legibility.
P208
No specific comment.
P211
The resources earmarked for this route could be used to increase peak frequency on the S301 instead. This would also improve legibility.
P216
The S306 should remain on Belmont Rd, rather than deviating into Thurston, Castlerea and Annette Streets to increase speed and legibility.
P217
The resources earmarked for this route could be used to increase peak frequency on the Frequent #15 instead. This would also improve legibility.
P221
No specific comment.
P231
Replacement by S308 supported.
P236
No specific comment.
P331
An alternate short run shuttles Between Bowen Hills station/RBWH  and the CBD via Water St in Spring Hill should be provided to maintain a link between the greater Northside network and this area.
P332
Comments for P331 and 321 apply here.
P341
The resources earmarked for this route should be invested instead in running the Chermside North Local S212 at even higher frequency in peak hour. Single seat journeys should not be a priority for this area given the number of Frequent network routes nearby that can be interchanged onto, and the ability to use frequent peak rail services from Carseldine Station.
P343
Peak enhancement of frequent #9 supported.
P344
This proposed P344 largley duplicates the Frequent #10 and Frequent #9.
Comments for P341 apply here. Resources earmarked for the P344 should be invested in the S212, with passengers in Carseldine encouraged to interchange onto the multiple frequent routes available, or rail services.
P356
Removal supported.
P374
Removal supported.
P384
Removal supported.
P426
This route should continue to use the Western Freeway.
P443
Removal not supported, because in peak hours it may be difficult for S500 passengers to fit onto Frequent  #26 buses when interchanging. P433 could be modified to travel via Western Freeway and Milton Rd to increase speed and retain the single seat Moggil-CBD link in peak hours over the long journey.
P455
Replacement by Frequent #26 supported.
P456
The P102 should Follow the same routing as the Frequent  #26 rather than going to Sinnamon Park, to provide peak hour capacity/fast journeys to support to all of the Frequent #26 catchment.
Routing of P102 via Western Freeway supported.
Those in Sinnamon park should catch alternative services that link with Darra/Oxley station and the frequent #26 at Mt Ommaney.
P457
Comments on P456 apply here
P458
Comments on P456 apply here.
P459
Comments on P456 apply here.
P461
The P461 could  be retained in peak hour, but It would exit the Centenary Hwy at Sumner Rd, before travelling along Dandeong Rd to Terminate at Mt Ommaney Center. It would not continue to the CBD.
This would to provide a fast direct route route between Forest Lake and employment areas at Summner industrial estate and Mt Ommaney.
P546
Some P546 trips should commence at Beaudesert, to provide faster and more direct CBD journeys for residents of Beaudesert and Jimboomba compared to travelling along Mains Rd.
The P546 and P142 should be amalgamated into a single route for legibility.
P569
These services should be run as Frequent #20 services for the purposes of network legibility.
P581
Adjust timetable to provide even 15 min headways rather than the current 20-10-20-15-10 spacings between the first few morning services.
P88
Replacement by Frequent #20 supported.
ROUTES IN OTHER REGIONS
508
Route should be coded 515E . See general comments at end of document.
522
12 Minute peak frequency should be provided so all trains at Springfield or Springfield Central station are met. 30 minute daytime frequency should be co-ordinated with train arrivals/departures from Springfield or Springfield Central.
526
Co-orindate southbound services with CBD bound rail services from Springfield Central Station upon opening of the line.
540
Proposed hourly frequency and truncation at Browns Plains supported.
620
This route should be upgraded to high frequency at least 7-7-7, to induce patronage, and all trips should extend to Noosaville. This route has great future potential to be a strong backbone for the Sunshine Coast network, and will link all coastal communities with a simple, legible, direct, frequent route. It would complement route 600 perfectly.
640
This route should be upgraded to half hourly frequency such that all trains from To/From Caboolture are met during the hours of operation.
678
This route should be extended to Lawnton station via Francis Rd to service more residents and act as a more effective rail feeder.
680
Changes supported.
687/688/689
All services using this loop should connect to Petrie station rather than simply terminating at North Lakes.
This should be classified as a patronage rather than a coverage route given it is legible and connects to a major shopping centre and train station.

GENERAL COMMENTS TO SUPPORT IMPLEMENTATION
Letter Coding of Routes
In general, routes which have occasional variations should all be of the same route number for legibility, with a letter code used to clearly designate the variation. This is preferable to separate route numbers.
Where routes will have Extensions on selected services,  "E" would designate "extended". This would be used on timetables, bus destination boards, stop signage etc.
Examples:
111 – 8 Mile Plains via Busway
111E – 8 Mile Plains.../...Extending to Loganholme
When routes feature short workings, code T (Terminating) would be used in a similar manner.
Example:
412 – City 
412T – Terminating at Toowong Station.
The code T or E would be applied to the least common variant of the routings appropriatley.
For example the E333 will be the Bracken Ridge extension, and the 333 will be the Chermside service, because there would be fewer buses to Bracken Ridge compared to the ones to Chermside only.
For services that make a morning/evening deviation to serve a school, code S would be used. Young students could "Look for the S" and feel confident they are catching the right bus.
Eg
320 – Chermside Via Eagle junction
320S – Chermside Via Eagle junction.../...And Wooloowin State School.
Where routes feature other occasional deviations, code D (Deviation) should be used.
However, occasional deviations should be strongly avoided in Translinks network planning due to the negative impact they have on legibility, unless absolutely necessary. When passengers see the D on the front of the bus prior the shock/uncertaintly of the deviation is avoided when it happens ("Why did my bus turn this way???")
The D also helps highlight the deviating services for those who rely on them.
Eg 301 Toombul via Hendra
301D Toombul via Hendra.../...Dev. via Manson Rd loop.
Mapping and Information
Because the new network is much more connected than the old one, high quality mapping is absolutely essential to make use of the network as easy as possible and give passengers confidence. Route mappings should be set on a street grid underlay rather than the white backgrounds used at present. The recommended route maps used in this consultation process are actually a good example of how things could be done!
The maps for each route would have the route in question as a coloured line, with other connecting routes shown greyed out on the background.
New maps such as a frequent network map  are necessary, as are region maps for areas that don't have them (Eg the BCC area!)
Demand Responsive Services
Inevitably, the relocation of some bus routes will make them inaccessible to the disabled, infirm, vulnerable and elderly, due to increased walk distances and/or hilly terrain.
During each stage of the implementation, demand responsive services (flexi-taxis) should be provided on standby, network wide. These would be funded by the savings associated with the new network, and would be in place for a period of at least a year.
At the same time, careful community engagement with individuals affected would be conducted.
This approach would reveal naturally the areas where demand responsive services are required permanently, whilst totally avoiding potential negative impacts.
In areas where all members of the community successfully transition to the new routes, the flexi-taxis will naturally see no usage, so they can be withdrawn without impact after 12 months.
For those still genuinely unable to use the new routes, the flexi taxis would need to be retained for social welfare purposes, and this is acceptable.
Service Reductions
Some routes, such as the 120 and 444 for instance, will be of lesser importance in the new network. Major cuts to weekday/weekend frequency are not supported because passengers in these areas would be accustomed to having a high frequency service, and may have made lifestyle choices because of its provision (for example selling 2nd cars, taking part in late night employment, lectures etc)
These routes should retain the same span, and should retain high frequency  at least "7-7-7".
Cuts to services on public holidays are strongly opposed. Some workers do not get the day off and would experience hardship in getting to work. Passengers may also use public holiday buses to holiday access special events and leisure activities. Some shopping centres operate on public holidays.
Fortitude Valley and Spring Hill Linkages to RBWH
Less services will be entering the CBD via these areas as a result of the new network.
Translink should look at ways Bowen Hills and RBHW can be linked to the CBD via Spring Hill, and Fortitude Valley.

[HappyTrainGuy]

A few bits from me.

I like what i've seen so far. Agree about the 338/357/359 changes to the frequent and secondary routes. Will be sad to see the 338 mind games go but that's progress for you

What's your thoughts on the removal of the 306 from the eastern side of Banyo down towards Nudgee Road?
Agree with the 315 statement. The 315 should be chopped up into additional Redcliffe-Sandgate services such as the 690.
The 329 gets merged into the Strathpine-Chermside via Bracken Ridge route so there should hopefully be a good frequency behind it.
The 330 would be better to interchange at Carseldine rather than Zillmere.
Agreed about the 333 stops. Maybe also include the stops next to Saidler road and Rode Road. That way the 370 will be covered off and the frequency of F11 could be even better than the current buz standard for most of the day.
345 extension to the north. What about sending the 345 to Carseldine station instead? The Chermside North loop and the 680 would better be suited to catering for those people providing the frequency is there for them. Any stops on Gympie Road are usless due to the traffic volume/distance between traffic lights/ped crossings. Would also cut down on the dead running and issues with turning the bus around. Make it run Zillmere Road/Dorville Road/through the old QUT campus and then into the station (after the development goes through there otherwise stick to beams road). It would then cover off your concerns about the 335. Maybe go to the extreme of installing bus only traffic lights outside the station.
S204/Chermside North Loop/336/337. I don't know where the S204 actually goes (need to see the whole route map instead of seaching multiple routes) but there can be a couple comprimeses. They could modify the S204 or they could incorporate my changes of the Chermside North Loop through there (Ellison Road to Newman Road and Station road to Robinson Road vs Murphy Road to Robinson road bypassing the rail/bus interchange). Having it make a slight detour off Ellison Road to the existing 336/337 route now and then rejoining should really only take two or three mins depending on traffic and if any disabled people get on/off.
350. Agree with the seperate route comment. However if funding is tight it might be good as an interm measure until the new network is under way and everything is sorted out before adding extra routes.

[ozbob]

Good work Gazza, thanks for sharing your thoughts.