TramTrain's Bus Review Comments

[#Metro]

Introduction

Hello, just thought I'd provide commentary in my own thread so as not to lose my comments in the great volume of comments in the SEQ Bus Review thread. I hope to submit this to TL (maybe I'll just print and post or provide a link and e-mail it to TL).

Overall I think what TL has come up with is good, just the fine grain detail needs to be sorted. A transition plan is required and TL really needs to sort out its PR as well, the city is going from a direct network to a connected network and it is going to be ONE Network, so things are going to connect with each other. That's the message that needs to cut through all the cr*p reporting. When people realise that designing the network soley for pensioners will mean that the network will NOT be designed for them (ie not fast, not frequent, not direct, not all day) they will soon wake up!!

I know people are having reactions but change is a bit like grieving:

1. First there's denial (A connected network? No-one in Brisbane will transfer!! MOGGILL PEOPLE WILL NOT TRANSFER!! Brisbane is different to Perth, Toronto, London [insert any city you want]). (NB: Funny, its actually the same in all cities, worldwide because the rules of physics, maths and geometry which guide how transit forms and performs are universal, some cities are fighting these three things, others are working with it. For a perfect example, just compare Adelaide and Perth's train systems, both cities are near identical but Perth carries ~7 x more passengers on trains than Adelaide does).

2. Then comes anger and blame (Profits before people, TransLink just wants to make cuts/budget savings/run buses at profit/I'd don't want to transfer/change, I'm going to contact my local BCC councillor, All old people will not be able to get a bus, all services everywhere at all times forever will be cut, Cr Milton Dick ripping up bus timetables in council meetings)

3. Reluctant acceptance Eventually people start searching deeper and for answers as the first two reactions are only sustainable in the absence of information and contemplation. This is why TL needs face to face on the ground people to chat to at bus stops etc is important. (You know, it is actually faster taking the Moggill BUZ 444 to Indro and getting the express train, train only takes 8 minutes; Centenary will get a BUZ as will Albany Creek and Everton Park)

4. Acceptance (Have you seen this new Go Network Map, so easy to know where everything goes and when!)

If too many concessions are made, then the value of the changes will be watered down too much and it will be much harder to get cheaper fares in the long run because there are all these inefficiencies to support. TransLink has a legislative job to do, while public input is important, people pleasing isn't one of it's legislative functions and sometimes it will have to make decisions to remove service from an area. I am particularly thinking of route 198 here!!

I made some comments in the main thread; Linkbacks here
http://railbotforum.org/mbs/index.php?topic=9045.msg121392#msg121392
http://railbotforum.org/mbs/index.php?topic=9045.msg121419#msg121419

[ozbob]

Thanks TT. 

[#Metro]

Full list of routes is coming... *drumroll*

[#Metro]

TramTrain's suggestions for route numbers 100 - 199;


Route 100
Changes are supported. No sense running two high frequency buses in competition with
each other. Proposed change will reduce peak hour congestion at Cultural Centre.
Consideration to improved Ipswich line frequency in peak is warranted. Connection times
could be reduced with co-ordination.

TransLink needs to prepare a short 1 page info sheet for this area succinctly explaining changes
and comparing travel times plus provide on the ground human support.

Route 101
Changes are accepted

Route 102
Changes are accepted

Route 103
Changes are accepted

Route 104
Alternative changes are suggested.
Route 104 should provide a skeleton coverage service down Ashby Street, Brisbane Corso
and terminate at UQ Lakes. Changes to other parts of the route are accepted. Brisbane Corso
is too far to the main road to walk, coverage is needed plus school children as well.
Suggested service is three buses in the am and three in the afternoon.

Passengers for rail or hospitals, change at UQ Lakes to high frequency services.

Route 105
Changes are accepted. Funds from this route should be recycled to provide funds
for extending the Go Frequent Network into Yeronga. This and improved service will run outside of Cr.
Nicole Johnston's electorate office and near aged care facilities, saving Yeronga residents
up to 45 minutes versus the current 105. New route is also significantly more direct.

Route 106
Changes are accepted, however the suggested peak hour 109 is rather unusual and alternatives
reconsidered.

Route 107
Changes are accepted. Funds from this route should be recycled to provide funds
for extending the Go Frequent Network into Yeronga.

Route 108
Changes are accepted. Funds from this route should be recycled to provide funds
for extending the Go Frequent Network into Yeronga.

Route 109
Changes are accepted and commended. Excellent work. Service should be pre-paid
and all door boarding to cope with loads. This is appropriate as almost all stops have
ticket machine access.

Route 110
Changes are accepted. Proposed change will reduce peak hour congestion at Cultural Centre.
Consideration to improved Beenleigh line frequency all day is warranted. Connection times
could be reduced with co-ordination.

Route 111
Alternative changes are suggested - run via Cultural Centre and terminate at Roma Street
Railway for onward connections to bus and rail.

Having one bus number reduces the volume of air carried into the CBD
during off peak hours and also consolidates three different places to get SE busway service
to one stop. Short working of this service to Eight Mile Plains should get a separate number
(i.e. 160) OR subnumbering as appropriate. Peak load must be thought about, supporting rockets
via CCB may be required.

Note: I have observed some people avoiding the Logan City 555 in preference to the 111, possibly
due to the different liveries of the buses. Consolidation will remove this problem plus fix up
the split stops issue with respect to 111/160/555 stopping in all different parts of the CBD.

Route 112
Changes are accepted. Too many buses down Ips Road.

Route 113
Changes are accepted. The current route is circuitous and torturous which is anti-patronage
and anti-simplicity.

Route 114
Changes are accepted.

Route 115
Changes are accepted. Frequent and express trains at Coopers Plains, and every second one is an express
saving huge amounts of time!! Travel times will be cut even further and capacity boosted
when Cross River Rail comes into play.

Route 116
Changes are accepted. This bus goes to Rocklea Station where there is a train station
already. This bus should not exist. New secondary routes will take current 116 passengers.

Route 117
Changes are accepted. Frequent trains at Coopers Plains, and every second one is an express
saving huge amounts of time!! Travel times will be cut even further and capacity boosted
when Cross River Rail comes into play.

Route 118
Changes are not supported. This service would be better if busway stations were built into
the Logan Motorway similar to the SE Busway. This service should be terminated at Upper Mt
Gravatt.

Route 120
Changes are not supported. Suggest that service in terminated at Coopers Plains rail or
at Griffith University or current route is kept. More work to be done here.

Route 121
Alternative changes are suggested; Run via Captain Cook Bridge. Extension to Garden City
is welcome but termination at Coopers Plains rail may be considered as well.

Route 122
Changes are supported.

Route 123
Changes are supported. Map is noisy though. Not sure what is happening with route S410 and
S411 as colours are too similar. Clearer map required. S408 may potentially be better removed
from Macgregor altogether and replaced with on demand taxi ex Garden City cab rank as people
do make long walks to the busway station as service there is excellent.

Route 124.
Changes are supported. S501 replacement service should be considered for addition to the
Go Frequent Network, or at minimum, run every 20 minutes between 7 am and 7pm from Cross
Town Connections.

Route 125
Changes are supported

Route 126
Changes are supported

Route 130
Changes are supported; Consider termination at Browns Plains Plaza. Consider routing over
the Captain Cook Bridge. TransLink should strongly petition Brisbane City Council for
further separation and possible at-grade busway lanes in the median of Mains Road, all the
way to Browns Plains and/or significantly enhanced bus priority measures.

Routes 131 - 139
Comment witheld as fine grain analysis required. As Mains road corridor is high load, great
care must be taken to ensure that a steady supply of rocket services reach the CBD from here
in peak hour (suggested: one rocket per minute) in addition to the 130. Services should be
considered to go via Captain Cook Bridge as default.

TransLink should strongly petition Brisbane City Council for further separation and
possible at-grade busway lanes in the median of Mains Road, all the way to Browns Plains
and/or significantly enhanced bus priority measures. Extension of the SE busway towards
Browns Plains or activation of the existing rail corridor should be considered to relieve
the high load in this area, particularly in light of the extra capacity that Cross River Rail
will free up plus the number of buses it would liberate if rail was available to this area.

TransLink should seriously consider heavy rail extension to this area to cope with the extreme
loads.

Route 140
Changes are supported

Route 145
Changes are supported

Route 150 / P150
Changes are supported. Suggestion that peak service P150 extend to Browns Plains and simply
omit stops to gain speed.

Route 152
Changes are supported.

Route 153
Changes are supported.

Route 155
Changes are supported.

Route 156
Changes are supported.

160
Changes neither supported nor opposed; A shortworking of the proposed frequent
Loganholme route may be necessary and 160 could serve this function.

161
Changes are supported and commended. I have personally caught this bus going to the CBD
in the afternoon peak and was the SOLE passenger on many occasions, it is a complete and
total waste of resources and a personal chaffered taxi service and gross waste and mismanagement
of funds when one considers the demands of suburbs currently under-serviced by public transport.

CUT!!

Route 162
Changes are supported. This service should be considered for origination at Springwood
or Logan areas for super fast journey from Logan to the CBD.

Route 169
Changes are supported. This service should be pre-paid and all door boarding to cope with
the load. Suggestion: On weekends a short service to Stones Corner bus turnaround should be
considered as demand drops and people can connect with SE busway services which are very frequent.

Route 170
Changes are supported

Route 171
Changes are supported

Route 172
Alternative changes are suggested. The current 172 should * NOT * be kept. A short, higher
frequency branded shuttle (say + HospitalGlider) should be instituted between the busway
turnaround at Barnsdale Place/Ridge street, the hospital and looping around Greenlopes mall shopping centre.
Because this shuttle is so short, it can be run at higher frequency, for example, every 10 minutes
all day every day, orders of magnitude better than the current awful 172. Frequent connections
available at Greenslopes Mall to the Go Frequent Network and the busway which has excellent
DDA access.

Just because a bus service serves old/disabled people doesn't mean it should be exempt from
reform, and a new shuttle service - HospitalGlider- would be infinitely better than the
current 172. Since Brisbane City Council raised it as one of its concerns and also because
all CityGlider bus routes are initiatives of BCC, BCC should be approached for joint funding
of this new service. With BCC support, HospitalGlider could also be extended along Chatsworth
Road to Carindale Shopping Centre to tap into a wider passenger catchment. Service should
have full BCC Glider Bus Wrap.

BCC supporting HopsitalGlider is the least that it could do after it appears that it unilaterally forced
it's own project - Maroon CityGlider- onto TL.

Route 174
Changes are supported and commended. Excellent work.
Suggestion: Terminate these services at Roma Street for onward connections. Too many bus
routes are going to the Valley.

Route 175
Changes are supported and commended. Excellent work.

Route 177
Changes are supported. This is a legacy route

Route 178
Changes are supported.

Route 180
Changes are supported. This bus route should NEVER have been BUZed BEFORE steam ironing
was done! Now extra work has to be done to communicate with passengers in this area to
communicate new changes as their BUZ is going down different streets with this change.

Route 181
Changes are supported

Route 183
Changes are supported

Route 184
Changes are supported

Route 185
Changes are supported

Route 186
Changes are supported but TransLink should make it clear whether the new secondary routes
replacing coverage are peak hour only or all day and their frequencies.

Route 192
Alternative changes are suggested. I am old enough to remember a time when 192 terminated
at Dornoch Tce and did not go to UQ. This service should originate at West End Ferry Terminal
and travel along Dornoch Tce, down Gladstone Road and terminate at UQ Lakes. This route
needs to remain as it can be used to access PA Hospital through a single connection at UQ Lakes.

Route 193
Changes are supported. This is a bus trying to emulate a taxi, unsurprisingly taxi does a
better job. Suggestion: TransLink partner with BCC council cabs or Taxi companies or both
and issue subsidised cabcharge cards or similar under a TransLink Trusted Service Brand
to provide replacement tailored service to target demographic and booking through the
TransLink website wither with or without GoCard login. Target demographic may be better
served this way as service could come to their front door, on demand.

Route 195
Changes are supported.

Route 196
Changes are supported and commended. Excellent work. Thought must be given to bus stops
placed near Fairfield Gardens as the local road layouts/geometry is awkward and safe pedestrian
crossing is essential. People of Yeronga will have high frequency service with DDA compliant
buses for the first time, saving 45 minutes on trips to the Brisbane CBD. Well done.

Route 198
Changes are strongly supported and this bus route should be cut. On all sides this bus
is served by high frequency services. Passengers for PA Hospital catch the 192 and transfer
at UQ Lakes to a busway service where they can get off at the new DDA compliant PA Hospital
Busway station. Current 198 bus stop on Cornwall Street is on a slope and has poor access and
shelter to the hospital grounds, access via PA Hospital busway station is far superior.

Geographical and topographical constraints and one way streets mean single direction loop operation so the
service is anti-patronage and can't be fixed through route changes/placing the bus on different
streets.

Route 199
Changes supported. Bus stops and spacing should be rationalised and the service should be
all door boarding.

End of suggestions for route numbers 100 - 199; Further suggestions will be available
in due course.

[#Metro]

Suggestions for route numbers 200 - 299 appear next.

[#Metro]

Suggestions for route numbers 200 - 299 appear next (only care about BNE area, so sorry, no comments on other routes except 250)

200
Changes are supported

202
Changes are supported. If service is required, Park Road busway termination is an option.

203
Changes are supported. If service is required, Park Road busway termination is an option.

204
Changes are supported.

209
Changes are supported, however a more direct alignment along arterials or sub arterial roads
may be possible.

220
Alternative changes are suggested. Proposal is good but ideally frequency would extend
through to Wynnum Plaza


210
Changes are supported. S210 should be considered for extension and termination at metroplex.
S305 should join the frequent network and go via rail station for connections. If funds do not permit this,
20 minute frequency during daylight hours should be considered.

212
Changes are supported

213
Changes are supported

214
Changes are supported; Consider closer routing to train station at Morningside

215
Changes are supported; nice

220
Changes are supported but consider frequent network extension to Wynnum Plaza

222
Amalgamation is supported. Service down Deshon Street is not supported. Walk.
BUZification of service should have never been embarked on without first consideration for wider network
in this area.

223
Changes are supported, however as this is a loop, subnumbering with changover is suggested for legibility.

224
Changes are supported

225
Changes are supported

227
Changes are supported; Magenta route S307 has a large deviation in it - reason?

230
Changes not supported. Upgrade the 13a Bulimba to high frequency to the CBD, do not deviate to
go to Morningside Rail. Access to Morningside rail would be best considered for S308

235
See comments for 230

232
Changes are supported and commended. This was another of those maze routes. Closer routing
to Morningside station is suggested.

* 250
Changes supported. This is such a looooong route, I have been on it to Victoria Point, little point in duplication
when there are plenty of buses at Carindale.

[#Metro]

300 series route suggestions appear next

[#Metro]

300 series route suggestions

300
Changes are supported and commended. Bus priority on Hamilton Rd required.

301
Changes are supported

302
Changes are supported

303
Changes are supported

304
Changes are supported

306
Changes are not supported. SOMETHING must go to ACU and Nudgee Beach.
Extend S200 or S205 to serve these areas.

307
Comment witheld. Map mentions but does not show S200A to ACU.
Location of ACU not marked. Is there a bus going to Nudgee Beach? If not, say so.

308
Changes are supported and commended.

310
Alternative changes are suggested. Frequent service from Sandgate
down Sandgate road to CBD.

311
Changes are supported

312
Changes are supported

313
Changes are supported

314
Changes are supported

315
Changes are supported

320
Consider alternative changes such as termination at RBWH busway station
or QUT Kelvin Grove

321
Changes are supported

322
Changes are supported and commended.

325
Changes are supported and commended. Loops should be numbered as two separate routes
with number changeover for legibility

326
Changes are supported. Consider extension of Frequent 10 to Carseldine rail for connections
Loops should be subnumbered as two routes for legibility with changeover of numbers

327
Changes are supported. Loops should be sub numbered as two routes for legibility with number
changeover

328
Changes are supported.

329
Changes are supported

330
Changes are supported, however speed should be considered as well - a supporting rocket
may be required.

333
Changes are supported, however a supporting rocket may be required

334
Changes are supported. This bus service has so many zig-zags that one wonders
if it is PT or a puzzle...

335
Changes are supported, loop service S212 should be subnumbered with number changeover for
legibility

336
Changes are supported

337
Changes are supported

338
Changes are supported. If the overlap between the S209 and frequent 8 is intended for
interchange purposes, bus 'superstops' or some kind of branding that screams "you can
connect to frequent bus here!" is suggested.

340
Changes are supported, however loop should be subnumbered as two routes with number changeover
for legibility- i.e. S212A and S212B

345
Changes are supported

346
Changes are supported

350
Changes are supported

351
Changes are supported

352
Changes are supported

353
Changes are supported

354
Changes are supported and commended. Again, this is more of a mazehunt than PT

357
Map is confusing, isn't there another frequent service that goes down to the CBD from
Albany Creek? Where is that? Does the frequent 8 just stop at Mitchelton?

359
Changes are supported; However, S10 should be deviated to serve Mitchelton as it is a
cross town distrubutor. Consider adding S10 to frequent network or at least 20 min frequency
during daylight hours.

360
Changes are supported and commended. However, S10 should be deviated to serve Mitchelton as it is a
cross town distrubutor. Consider adding S10 to frequent network or at least 20 min frequency
during daylight hours.

Route 361
Alternatives are suggested. Frequent 7 should go to Cultural Centre for connections

Route 362
Changes are supported and commended. Current route is a nasty piece of bus routing

Route 363
Changes are supported. S99 outer loop should be subnumbered with number changeovers for
legibility purposes. I.e. S99A and S99B, change over numbers half way through the route.
If the S99 loop can get up into the busway platform at RBWH then this should be considered

Route 364
Changes are supported.

Route 367
Changes are supported

Route 369
Changes are supported. S202 should divert into the Stafford City Shopping Centre as it is
a coverage route

Route 370
Changes are supported and commended

Route 372
Map - where or what is Oakleigh?  Where is maroon cityglider shown?
Changes are supported. S210 should form part of the frequent network or at least run every
20 minutes during daylight hours

Route 373
Changes are supported. Where the S99 loop intersects a main arterial road, bus superstops
that scream "you can change buses HERE!!" should be established.

Route 375
Changes are supported. Frequent #11 should be considered for termination at Cultural Centre
for easy SE busway connections

Route 376
Changes are supported. Nice busway station where interchange should be a breeze.

Route 377
Changes are supported. 500m walk is less than the spacing between CityGlider stops.
However, TransLink needs to develop non-fixed route paratransit or cab options through
a TransLink Trusted Service brand to fill in gaps for genuinely disabled persons and those
unable to walk. Everyone else should probably walk. Walking is good for health!

Route 378
Changes not supported. Messy network. Inner west connector S113 is a bit of a mess. Ends of this route
should be anchored at Toowong and perhaps a busway station or rail station. Running S113
to terminate at Newmarket Shops or Wilston Station may be alternatives. Ashgrove west gets
its own bus service - why? Peak routes P382 and P383 are almost identical - they should be
amalgamated. If rocket support is required to The Gap, only a single supporting rocket should
be chosen, shadowing the underlying frequent route but simply omitting stops to gain speed.

The Gap Area Buses
Changes neither supported nor opposed.

Alternative approach may be to brand the whole group of services
originating from the gap as a 'line' as they do in Canberra (c.f. Red Rapid, Blue Rapid, ACTION Buses)
and use subnumbering branches i.e. 380A 380B, 380C etc. Both these measures would retain legibility. In all
other respects, route should be identical for all 380A/380B/380C etc services as if they were one
bus line.

A Gap Local circulator might work but needs to be frequent (20 mins?). P383 should deviate
via west Ashgrove as S100 is not supported.

385 alignment is supported

Route 390
Changes supported

Route 393
Changes supported and commended. This route has been hanging around since it was introduced
years ago and all sorts of changes have been done to prop it up. It should be removed once and for all!
Suggest TL work with RBWH and hospitals generally to develop a TransLink Trusted Service for
medical transport and those who cannot walk. Generally organisation of community transport and medical transport is ad hoc and not
organised - in the US, transit agencies run extensive paratransit as it is required by law,could model on that.

Cycling is a good way to reach RBWH from this area. BCC should ensure clear cycle routes to RBWH.

Route 396
Changes are supported. Bus should ultimately terminate at Mitchelton Rail bus interchange.
Not clear on map if this is the case.

Route 397
Changes are supported

Route 398
Changes are supported

Route 399
Although there are no changes, a map would still be good!!

[#Metro]

400 series feedback will follow in due course

[newbris]

In reply to some of the questions in tramtrain's review comments. Putting this here as not sure if he wants his own network review thread messed up with discussion?

Tramtrain: "357
Map is confusing, isn't there another frequent service that goes down to the CBD from
Albany Creek? Where is that? Does the frequent 8 just stop at Mitchelton?"


Yes, the F8 just goes from Albany Creek to Mitchelton and the F7 goes from Mitchelton to the City via Ashgrove.


Tramtrain: "Route 361
Alternatives are suggested. Frequent 7 should go to Cultural Centre for connections"

I think it might (and the F6). Hand drawn maps make it look like it stops in KGS but all the computer generated maps show it terminating at CCB I think.

eg for the F6:

Hand Drawn (see blue line): Route-379.png

Computer generated: seq-network-review-part3-proposed-network.pdf (Page 32)


Tramtrain: "Route 363
Changes are supported. S99 outer loop should be subnumbered with number changeovers for
legibility purposes. I.e. S99A and S99B, change over numbers half way through the route.
If the S99 loop can get up into the busway platform at RBWH then this should be considered"

Yes, and the S99 outer loop should be slightly changed to pass nearer to Ithaca TAFE/Ashgrove shops imo to generate more all day bi-directional trips. And also possibly use the GoBetween bridge so it can run the length of park road and serve the new Milton citycat terminal.


Tramtrain: "Route 372
Map - where or what is Oakleigh?  Where is maroon cityglider shown?
Changes are supported. S210 should form part of the frequent network or at least run every
20 minutes during daylight hours"

Oakleigh is a locality in Ashgrove. Searching for "Oakleigh Primary" will give you the general area.


Tramtrain: "Route 377
Changes are supported. 500m walk is less than the spacing between CityGlider stops.
However, TransLink needs to develop non-fixed route paratransit or cab options through
a TransLink Trusted Service brand to fill in gaps for genuinely disabled persons and those
unable to walk. Everyone else should probably walk. Walking is good for health!"

Yes, though just note some of those walks are 500m in an almost vertical direction, rather than horizontal 


Tramtrain: "Route 378
Changes not supported. Messy network. Inner west connector S113 is a bit of a mess. Ends of this route
should be anchored at Toowong and perhaps a busway station or rail station. Running S113
to terminate at Newmarket Shops or Wilston Station may be alternatives. Ashgrove west gets
its own bus service - why? Peak routes P382 and P383 are almost identical - they should be
amalgamated. If rocket support is required to The Gap, only a single supporting rocket should
be chosen, shadowing the underlying frequent route but simply omitting stops to gain speed."

Isn't the S100 from West Ashgrove to the City the secondary replacement for Coopers Camp Road through Bardon and Latrobe after removing the high frequency 385?


Tramtrain: "The Gap Area Buses
Changes neither supported nor opposed.

Alternative approach may be to brand the whole group of services
originating from the gap as a 'line' as they do in Canberra (c.f. Red Rapid, Blue Rapid, ACTION Buses)
and use subnumbering branches i.e. 380A 380B, 380C etc. Both these measures would retain legibility. In all
other respects, route should be identical for all 380A/380B/380C etc services as if they were one
bus line."

Agreed, "if" it must be split I do think it should have one number and a letter suffix rather than remaining as 379, 380, 381. Route 379 isn't even a Gap bus. It terminates in St Johns Wood in West Ashgrove. One bus allows them to sync it properly into a high frequency, evenly spaced, highly visible trunk service rather than the 3 at once, then none atm.

Current 380, 381: http://translink.com.au/resources/travel-information/network-information/timetables/090803_380,381.pdf

Replacement 380: http://translink.com.au/resources/travel-information/service-updates/seq-bus-network-review/Route-380.png

Replacement 381: http://translink.com.au/resources/travel-information/service-updates/seq-bus-network-review/Route-381.png

[#Metro]

Hey newbris,

Yes, didn't want my suggestions lost in the 'noise'.

I think it might (and the F6). Hand drawn maps make it look like it stops in KGS but all the computer generated maps show it terminating at CCB I think.

Agree! The mapping is not so great - when we were drawing up the Core Frequent Network google earth model, that was just one file people could download and load into Google Earth or Google Maps and zoom in and see lines at street level. It is hard to see the different layers of the network and the new routes are not itemised.

As part of its public communications, a zoomable map should be provided where you can switch on and off layers (i.e. show only GFN routes, show only current bus routes, zoom into street level). Indeed translink already has this mapping capacity in some form when you use the journey planner.

Yes, and the S99 outer loop should be slightly changed to pass nearer to Ithaca TAFE/Ashgrove shops imo to generate more all day bi-directional trips. And also possibly use the GoBetween bridge so it can run the length of park road and serve the new Milton citycat terminal.

Not sure about more deviations, but this loop is one of the highlights IMHO of the review - helps people get around.

Yes, though just note some of those walks are 500m in an almost vertical direction, rather than horizontal

This is true. Careful site visit should sort this one out. I don't think the bus services there should be kept - they look like ancient relics of the tram system from 1960 - in their current form- an alternative would be to amalgamate the two routes and send them to Roma Street busway and turn them around at King George Square bus turnaround.

Isn't the S100 from West Ashgrove to the City the secondary replacement for Coopers Camp Road through Bardon and Latrobe after removing the high frequency 385?

I don't know because the mapping is not so great, can only see a portion of the route and the new routes are not itemised anywhere with their own maps (I can't see the whole length of S100 for example, have to skip between multiple maps/links). Would be good to use a google maps to zoom and see the whole thing (I know this is more work for TL but hey, this is the most massive change since the establishment of TL!)

Agreed, "if" it must be split I do think it should have one number and a letter suffix rather than remaining as 379, 380, 381. Route 379 isn't even a Gap bus. It terminates in St Johns Wood in West Ashgrove. One bus allows them to sync it properly into a high frequency, evenly spaced, highly visible trunk service rather than the 3 at once, then none atm.

This may be a fair point. That whole area I'm in two minds about and it isn't clear what approach is best. The local loop circulators may or may not work as I am averse to loops in general and short circulators and one way services and it looks like the local services proposed could be at least two or possibly three of these undesirable characteristics? I think one has to be mindful of not generating lots of route 198 lookalikes, because they are likely to perform like route 198, which is, not very well!

I tend to think there are too many bus routes still going to The Gap, I mean, it's the Gap, why so many bus numbers for that area? They should all go from the same bus stop, not be spread out at terminating stops all over in different places in the city.

Where is maroon cityglider shown?

There is no map provided for Maroon 'wasteglider' and the line says that it will not be changed. BT conspiracy?!
To TL's credit, this route actually now has a functional purpose now that the entire surrounding bus system in that local area has been altered so that duplication is avoided. Retro-repurposing that route is a highlight of the review I think.

[#Metro]

Comments for the 400 series,
Generally good changes.

Route 402
Changes are supported. Rocket to UQ St Lucia should be considered similar to Melbourne's
Monash 601. However Toowong short stopper is supported stopping same stops as 412 does now.


* Bus routes to UQ via Hawken Drive: Area is hilly and streets are narrow, banning street
parking along some parts of the route may assist in safety and easy flow of buses in this area.

Changes are expected to mirror the SE busway Eleanor Schonell Bridge services where multiple
buses originate in the suburbs on the Southside and then head to UQ. These services generally
have excellent load, no reason why similar effect cannot be achieved for suburbs West of UQ.

Route 411
Changes are not supported. Proposal is too indirect.
Service should terminate at Toowong train station and passengers transfer to bus and rail.
Last timetable review added thousands of seats to trains in peak hour, so capacity exists.

Termination at Toowong, like the 402 does currently, will allow the 411 service to join
the Frequent Network at virtually zero cost with DOUBLE the frequency at current. Journey times
to the CBD, once waiting times are taken into account are almost identical, but more reliable
as trains don't interact with coronation drive traffic. The train station is there, it should
be used. Passengers on 402 and 412 demonstrate that interchange in that area is likely to be
accepted once changes are established.

If service frequency is doubled due to truncation, then calls for direct service to CBD on 411 should be rejected.
Bus should not fulfil a taxi function.

Route 412
Changes are supported. To cope with high loads, service should be all door boarding and pre
paid. Bus priority measures along Schonell Drive should be considered for speed. Termination
at UQ Chancellors Place is recommended to reduce passenger confusion.

414
Changes are supported and commended; however inclusion of coverage to West Toowong and Toowong Shops
should be considered. Loop operation should use subnumbering and bus number changeover for
legibility purposes.

415
Changes are supported.

416
Alternatives are suggested as residents group is objecting. Site visit probably required.
Inclusion of St Lucia local to Toowong is suggested to provide all day coverage.

Retention of current 470 deviation to this area is not supported. Retention of direct services
to the CBD is not supported and should be rejected as many buses already go down Coronation
Drive and shorter route avoiding Coro is more reliable. Perfectly good train station there
which received multi-million dollar station upgrade recently, should be properly used.

417
Changes are supported.

425
Changes are supported and commended. Yes a lot of people will oppose having to change buses
but it should be stressed that maximum bus/bus transfer at Indooroopilly shops is three minutes
or probably less in peak. Duplication down coro drive must stop.

427
Changes are supported and commended.

428
Changes are supported and commended.

430
Changes are supported and commended. Tourists generally do some research on how to get around before and during their
arrival and stays in the city and are thus more likely to contract TransLink, so there is no
reason why a direct service is required just for them. TransLink provides information in
multiple languages as well and many large cities overseas - Toronto, London, Paris and New York
all run connective networks. Thus calls for direct service by BCC to Lone Pine should
be rejected.

New service will be simple to explain to Tourists - simply catch any bus or train to Indooroopilly
Bus or Rail station and then get the new S511 service.

431
Changes are supported

432
Changes are supported. Scope for a all day rocket service UQ-Indooroopilly shops should be investigated.

433
Changes are supported.

435
Changes are supported.

436
Changes are supported

444
Changes are supported. Despite opposition by residents of Moggill, facts are that the bus has
to travel to ultra low density rural areas which have poor loading (Pullenvale, Pinjarra Hills
etc) just to reach Moggill, which is geographically isolated from the rest of the urban fabric.
Higher benefit is gained if services currently going to Moggill are
cut and instead pasted over the Centenary suburbs. Peak services should be available to
compensate.

Another example of why BUZ service upgrade should never have been embarked on before proper analysis
as removal or alteration of High Frequency service is difficult to remove once established even
if changes are warranted by need in other areas.

Long term solution is construction of a Green Bridge or General road into Riverhills over
the Brisbane river; This would allow frequent network services in Centenary to extend into
Moggill and also allow direct access to frequent rail and Mt Ommaney Shopping Centres.

If changes are opposed, Brisbane City Council should be asked to increase their contribution
in terms of subsidy out of the City Budget to fund this service. Ballpark contribution to be sought
would be expected to be around $0.5 - $1 million dollars per year (ballpark) from BCC. TransLink should make the loadings
of the service between indooroopilly and Moggill and the cost to run this service through ultra low density
every 15 minutes explicit.

In order to provide more frequent service, TransLink should also ask Brisbane City Council for increase in their PT budget
from $70 M per annum. This would allow things like the GCL to be upgraded.

445
Changes are supported.

446
Why did Fig Tree Pocket have a Rocket? (get the rhyme, lol!)
Changes are supported.

450
Changes are supported and commended. 10 bus routes go to Centenary suburbs but they are arranged
such that this area actually has one of the worst public transport in the whole of Brisbane.
Another example of a complete mess of the network in this area. The Centenary GFN Bus should
be one of the first changes to be instituted by TransLink,if not the first.

In future, with a bridge to Moggill, Moggill can be served with high frequency services.

451
Changes are supported

452
Changes are supported. Different routes for morning and afternoon was always a really bad
idea. Of course, this was BCC's idea of feeding a train service!

453
Changes are supported and commended.

454
Changes are supported and commended.

460
Changes are supported and commended. There is a brand new multimillion dollar railway line
now that covers this area, it should be used.

462
Changes are supported and commended as is the link to Browns Plains. Nice.

463
Changes are supported. Map is not clear if bus is terminating at Goodna rail, if so
show train station.

465
Changes are supported

466
Changes are supported and commended as better connectivity to major centres results

467
Changes are supported

468
Changes are supported

470
Changes are supported and commended; If possible service should use the INB and turn around
at KGS. Loss of service to West Toowong can be compensated for by alteration of the St Lucia
Local. Proposed service is more direct. Deviation into Botanic Gardens may be required for
acceptable DDA access.

471
Changes are supported

476
Changes are supported but termination at Bardon should also be considered

[#Metro]

ANALYSIS

Moggill BUZ 444 Financial Estimation (note: not a professional analysis, just my estimate)

$25 dollars per hour to pay driver (source: BCC Website)
time between indooroopilly and moggil = 26 minutes (assume no congestion or delay) (source: TransLink 444 timetable)

Assume wages are 80% of the cost of service supply (Source: Human Transit website/book)

Towards the City

Services Monday - Friday : 74 services x 5 weekdays = 370
Services Sat: 67 services
Services Sun: 67 services

Total service towards the CBD = 504 services per week
Assume 50% service cut to get 'baseline'

Services over the threshold = 252 services

Away from the City

Services Monday - Friday: 75 services (exclude 1 service as it is Fri night only) x 5 weekdays = 375
Services Sat: 69 services
Services Sunday: 67 services

Total services away from the CBD = 511 services per week
Assume 50% service cut to get 'baseline'

Services over threshold = 255.5 services

Sum total = 507.5 services per week x 52 weeks in a year = 26,390 services per year

Cost = $25/hour divided by 0.8 = $31.25 (cost to run bus plus margin for bus upkeep, fuel etc)

Therefore, service reduction will release, per year will be

60 minutes divided by 26 minutes = 0.43 of one hour

Therefore 0.43 of one hour x 26,390 services per year over baseline x $31.25
equals = 354615.62 (0.35 million per year) for the section between Moggill and Indooroopilly

Assume 400,000 ratepayers (estimate)

354615 / 400 000 ratepayers = $0.88 per ratepayer in BCC per year

Conclusion:

Residents of Moggill could petition Brisbane City Council for an increase in funding from
the City Budget of approximately $0.5 million per year, each and every year to retain BUZ
service standards to Moggill.

Notes and limitations
* Estimate only, not professional
* Assumes service is still a feeder service but with BUZ standard frequency retained (direct service more expensive, can extend method above to cost direct service)
* Assumes BUZ standard is retained to Moggill on Feeder

BRISBANE CITY COUNCIL COULD SAVE MOGGILL BUZ FOR LESS THAN $1 PER RATEPAYER PER YEAR BY INCREASING COUNCIL RATES

END ANALYSIS

[#Metro]

500 series (brisbane only)

599/598/590
Generally support changes, and about time. Run these as high frequency services (like Melbourne), if this can't be done, run at 20 minute frequency during the day.