Brisbane - bus network proposal

[ozbob]

Just noticed that above open letter has been deleted from Facebook.

Typical, hiding it doesn't fix the issues ...

A reasonable organisation would reply to the letter.

[STB]

Just noticed that above open letter has been deleted from Facebook.

Typical, hiding it doesn't fix the issues ...

Did the person who wrote the letter delete it or did one of the social media people delete it?

[ozbob]

Good question, but was there ever a reply or response?

[ozbob]

As with most things to do with PT in SEQ, great pity that paper was not pulled as originally intended in 2010.  The plan was to use limited life go cards (probably with a small premium) but as we know they got cold feet.  Since then there have been numerous vitriolic rants against the high cost of paper and fallout for TransLink and Government.  It hasn't helped at all.

Dumb  ways to govern!

Sooner paper goes the better IMHO!   

[techblitz]

translink did send them a personal message and asked them to check their facebook inbox....

TransLink Hi ****, I have responded to your private message, I hope you find this useful.  -****

there was one more comment from another user....

**** If the Translink bus network review had been implemented in Brisbane services would be much better in areas such as Mt Ommaney but politics won instead

[ozbob]

Thanks TB!   Nice follow on comment 

[QLDBUS]

How do you except these SUPERBUSES to work at cultural center during peak with most of them running at a 5 minute frequency isn't it just going to make even more congestion and anyways can these supper buses even navigate there way though queen street and King George square and is there enough room to even fit a bus at one of the bus stops at King George square wouldn't it take up double the spots need for a normal 3 axel bus

[verbatim9]

The infrastructure will need to be improved in the area maybe an extra Transit/Bus lane on Vic Bridge and have one way of regular traffic Northbound.

[techblitz]

superbuses reduce total number of buses needed....allowing more buses to be used on other parts of the network.....more 238`s(truncated rockets) or 117`s (truncated welfare routes)......and the more ex-cultural center buses we see fed into rail...means less overall passengers using the cultural center......

[brissypete]

I'm the one that posted the comment, must screenshot these things for when they disappear.

Sent from my E6653 using Tapatalk

[ozbob]

I'm the one that posted the comment, must screenshot these things for when they disappear.

Sent from my E6653 using Tapatalk

[BrizCommuter]

BrizCommuter on the new bus routes
http://brizcommuter.blogspot.com.au/2016/01/brisbane-city-councils-incompetence.html

[ozbob]

BrizCommuter on the new bus routes
http://brizcommuter.blogspot.com.au/2016/01/brisbane-city-councils-incompetence.html

[ozbob]

How to do it Brisbane ..

=================

https://www.linkedin.com/pulse/houston-next-great-transit-city-claudia-preciado

Houston - the next great (transit) city?

Houston, Texas isn't a place you associate with great transit - in fact, it's probably a place you associate with giant freeway interchanges, sprawling suburbs, and the largest city in the United States without a zoning code. In the last few years, Buffalo Bayou Park, a 160-acre natural space, was renovated, a revitalization of the downtown historic district kicked off, more multi-unit housing was built than in Oakland, CA (my current city), and a surge of restaurants and bars sprung up across the city. On top its resurgence on the list of cool cities to live in, Houston Metro built out three rail lines (completed in May 2015) and rolled out a System Reimagining in August 2015.

A system overhaul (similar to what was implemented in Houston) happens irregularly at transit agencies, and rarely do they decide to approach it the way Houston did. Typically, service changes are done through a comprehensive operational analysis, followed by an intensive implementation plan of incremental changes over a lengthy amount of time. Metro implemented the entire system redesign in August 2015...overnight. Nearly every bus route was altered with the goal of creating a high-frequency, seven days a week system that increased access to people and jobs.

Their previous system had 11 lines of high frequency transit lines, defined as service with 15 minute headways or better. Only 25% of the ridership base had access to frequent service under this network. In essence, if you were a Metro rider in July 2015, and lived in East End, you would have had access to one high frequency route. With the redesign, someone living in the same neighborhood now had access to four high frequency routes.

On August 16, 2015, the new service redesign enabled riders to travel even further by increasing frequencies, implementing route modifications, and ensuring the transit system served demand. The change meant that 72% of the ridership base now had access to 22 lines with frequent service, seven days a week. The results of this newfound freedom of mobility can be seen below in the travel time visualization.   

Now, Houston's high frequency transit network is something to be proud of - especially in comparison to other cities that boast great networks. Houston Metro board member, Christof Spieler, presented on the power of the system reimagining at the Remix Conference in October 2015, showing Houston's new system in comparison with transit greats like Portland.

Next to these same peer cities, Houston boasts the best high frequency network on weekends - further helping boost its transit credibility ( and quite frankly, making it a great place to visit without lugging a 2 ton car around).

What are the actual results? Based on demographic data pulled from Remix, the people and jobs within 1/4 mile of a bus stop is significant for each line (see table). These numbers are pulled for each route and may have overlapping populations (especially in downtown). In aggregate, there has the redesign resulted in an increase in access to jobs, in higher frequency. On the human level, that translates to a more reliable transit network with the ability to show up to a bus stop unplanned and know a bus will arrive shortly. Newly released November 2015 ridership shows an 11% increase on all fixed route services - proving riders are now comfortable with the new system and even more can now use the system.

I applaud Houston Metro for the herculean effort required to successfully implement this scale of a redesign. They've shown a commitment to better transit and their community by allocating their resources to productive routes. They have sent a strong message to transit agencies across the U.S., proving that having a vision has significant benefits to existing and potential riders. In fact, CAT (Clemson, SC) and COTA (Columbus, OH) have taken the bait and are now both undergoing TSRs.

[techblitz]

some interesting notes on thier review:

reduced number of routes from 89 to 79
52 out the of 79 routes now connect to metrorail
80% of the budget was focused on ridership - 20% focused on coverage

[ozbob]

The case for reform of Brisbane's bus network is overwhelming ...

[ozbob]

Media release 25th January 2016

SEQ: Time for the Brisbane bus revolution!

RAIL Back On Track (http://backontrack.org) a web based community support group for rail and public transport and an advocate for public transport passengers has said it is time that Brisbane's bus network was reformed. (1).

Robert Dow, Spokesman for RAIL Back On Track said:

"Public transport must be fast, direct and frequent. The present Brisbane bus network is based on a direct service model that embeds poor service, poor frequency, poor connections, legacy routing and is becoming unaffordable. Other operators are treated as 'competitors' by BCC rather than as team players in an integrated network."

"Many jurisdictions such as Auckland, Houston and Hobart have moved on with public transport network reform, delivering much better networks with more frequent service and significant patronage gains."

"In 2013, TransLink acting on Government direction, with the support of Transport Consultants, proposed a proper reform of the Brisbane Bus Network.  This review was not proceeded with as the then State Government lacked the resolve to do what was right in the end. What has changed since  then?  A token bus review done by BCC has just further compounded network failures.  There has also been an impact on regions outside Brisbane as cuts to services and spans, the consequence of BCC's intransigence.  Hardly equitable or decent is it? Band-aids on festering wounds just leads to rampant disease!"

"The forthcoming Council Elections provides an opportunity for all candidates to articulate clear policies for public transport reform, particularly for Brisbane's ailing bus network."

"There is an excellent local example of how network reform benefits us all.  It is the Gold Coast.  Network reform has delivered frequent, connected bus routes to the light rail and has delivered patronage gains of over 20%.  There are lessons there for Brisbane. Passengers will transfer on a connected network.  It is how real frequency and excellent service is generated."

Reference:

1.  Brisbane - bus network proposal http://railbotforum.org/mbs/index.php?topic=11047.0

Contact:

Robert Dow
Administration
admin@backontrack.org
RAIL Back On Track http://backontrack.org

[ozbob]

Sent to all outlets:

26th January 2015

Re: SEQ: Time for the Brisbane bus revolution!

Good Morning,

To further highlight how successful reform delivers.  Here is a release from October 2015 and follow up, highlighting the fact that connections on a public transport network delivers!

It is beyond farce the appalling situation with public transport in SEQ.  Brisbane City Council riding rough shod over transport authorities and State Government for crass political reasons.

The Newman Government lacked the courage to do the essential reform.  It remains to be seen if the present Government is able to do the right thing.  Meanwhile Brisbane's public transport just worsens as does bus jam.

Expensive infrastructure to address the bus problems is not needed. As we have shown, bus network reform will deliver the goods for a near neutral cost.

Best wishes
Robert

Robert Dow
Administration
admin@backontrack.org
RAIL Back On Track http://backontrack.org

Media release 5th October 2015



Bus Reform: Gold Coast already doing what Lord Mayor Graham Quirk says can't be done

RAIL Back On Track (http://backontrack.org) a web-based community support group for rail and public transport and an advocate for public transport passengers calls on Lord Mayor Graham Quirk and Deputy Premier Jackie Trad to reform the Brisbane bus network.

Robert Dow, Spokesman for RAIL Back On Track said:

"There are now multiple Gold Coast bus services that run between train and tram stations, requiring passengers to connect. It's a direct contradiction of what Lord Mayor Graham Quirk and Brisbane City Councillors continually say isn't possible in Brisbane."

Examples on the Gold Coast include:

    704 (Helensvale - Seaworld via Southport)
    709 (Helensvale Station-Southport LRT)
    745 (Nerang Station - Broadbeach LRT)
    740 (Nerang Station- Surfers Paradise)
    750 (Robina station - Bond University - Broadbeach LRT)


"Despite all of these bus services running between train stations and tram stations, 'forcing' connections, Gold Coast bus patronage has increased. And it has done so in the same high-fares environment Brisbane City Council buses operate in. Brisbane does not have light rail, but it does have busways and train stations that could serve the same purpose.

"International cities have a similar approach, notably Vancouver (Canada) and Toronto (Canada). And more recently, Auckland (NZ) and Houston (USA) have done entire network redesigns, also adopting this approach.

"Lord Mayor Graham Quirk and Brisbane City Council are simply wrong on bus reform. They're wrong. And they know it because their own Lord Mayor's Mass Transit Report told them so.

"How far will Deputy Premier Jackie Trad let patronage plunge before there is action? 5 million? 10 million? total ruin?

"The Lord Mayor and Brisbane City Council should stop obstructing bus reform. Fix the bus black-hole areas in Yeronga, Bulimba, Albany Creek and the Centenary suburbs. Introduce a new BulimbaGlider to Bulimba, and a CentenaryGlider to the Centenary suburbs."

Our New Bus Network Proposal shows how it can be done ---> http://tiny.cc/newnetwork

"Only genuine reform of rail and bus networks, together with fare reform will guarantee abundant and low-cost public transport for all."



TransLink Bus Route 740. Passengers interchange at both ends of this service.
Source: http://translink.com.au/sites/default/files/assets/timetables/20140721-740.pdf

Contact:

Robert Dow
Administration
admin@backontrack.org
RAIL Back On Track http://backontrack.org

References:

Bus Route 704
http://translink.com.au/sites/default/files/assets/timetables/20140721-704.pdf

Bus Route 709
http://translink.com.au/sites/default/files/assets/timetables/20140721-709.pdf

Bus Route 740
http://translink.com.au/sites/default/files/assets/timetables/20140721-740.pdf

Bus Route 745
http://translink.com.au/sites/default/files/assets/timetables/20140721-745.pdf

Bus Route 750
http://translink.com.au/sites/default/files/assets/timetables/20140721-750,N750.pdf

Sent to all outlets:

Re: Bus Reform: Gold Coast already doing what Lord Mayor Graham Quirk says can't be done

5th October 2015

Greetings,

This is how a bus route should look like. Simple, frequent and fast.
There is no reason why this cannot be done in places like Toowong and other parts
of Brisbane. Internationally, Vancouver, Toronto, Houston and Auckland all design their
bus networks this way.

Lord Mayor Graham Quirk and all Brisbane City Councillors need to come out of the
1980s and publicly affirm their unqualified support for bus reform. Either that or we
will need fresh faces at Brisbane City Council that can get the job done.

Best wishes
Robert

Robert Dow
Administration
admin@backontrack.org
RAIL Back On Track http://backontrack.org

Exhibit A: Surfside Bus Route 709


Reference:

Griffith University station to Helensvale station via GCUH station
http://translink.com.au/sites/default/files/assets/timetables/20140721-709.pdf

Media release 25th January 2016

SEQ: Time for the Brisbane bus revolution!

RAIL Back On Track (http://backontrack.org) a web based community support group for rail and public transport and an advocate for public transport passengers has said it is time that Brisbane's bus network was reformed. (1).

Robert Dow, Spokesman for RAIL Back On Track said:

"Public transport must be fast, direct and frequent. The present Brisbane bus network is based on a direct service model that embeds poor service, poor frequency, poor connections, legacy routing and is becoming unaffordable. Other operators are treated as 'competitors' by BCC rather than as team players in an integrated network."

"Many jurisdictions such as Auckland, Houston and Hobart have moved on with public transport network reform, delivering much better networks with more frequent service and significant patronage gains."

"In 2013, TransLink acting on Government direction, with the support of Transport Consultants, proposed a proper reform of the Brisbane Bus Network.  This review was not proceeded with as the then State Government lacked the resolve to do what was right in the end. What has changed since  then?  A token bus review done by BCC has just further compounded network failures.  There has also been an impact on regions outside Brisbane as cuts to services and spans, the consequence of BCC's intransigence.  Hardly equitable or decent is it? Band-aids on festering wounds just leads to rampant disease!"

"The forthcoming Council Elections provides an opportunity for all candidates to articulate clear policies for public transport reform, particularly for Brisbane's ailing bus network."

"There is an excellent local example of how network reform benefits us all.  It is the Gold Coast.  Network reform has delivered frequent, connected bus routes to the light rail and has delivered patronage gains of over 20%.  There are lessons there for Brisbane. Passengers will transfer on a connected network.  It is how real frequency and excellent service is generated."

Reference:

1.  Brisbane - bus network proposal http://railbotforum.org/mbs/index.php?topic=11047.0

Contact:

Robert Dow
Administration
admin@backontrack.org
RAIL Back On Track http://backontrack.org

[verbatim9]

I think the 320 Chermside to the City can change to Chermside to Tenneriffe Ferry. There are two good transfer points Eagle Junction and Bowen Hills to travel to the CBD. Or Transfer to the Glider at Gasworks or Tenneriffe Ferry. Less busses in the City and a full time feeder to Eagle Junction and Bowen Hills. Increase the frequency to every 20 mins Mon-Sat 7am-7pm

Or it could continue down Skyring Terrace and Terminate Newfarm Park. That way New Farm and Tenneriffe residents would have a feeder for the Northern Train lines 5-10mins up the road @ Bowen Hills or Eagle Junction.

[#Metro]

I encourage people to download the bus network proposal, and remix. 
Results can then be posted for feedback.

One of the main things that came out of the RBOT review was that individual routes cannot be altered in isolation. Things that make sense individually often don't make sense at the network level.

[verbatim9]

Airport Glider 787 running 24/7

Airport Bus stopping all Inner Northern Busway Stations to RBWH express to DFO then International then Domestic. 20 mins Frequency 0500-2300 then 2300-0100 30 mins, 0100-0500 hourly


https://www.google.com/maps/d/view?mid=z8QZu4tMs0Is.kueanhRwPoYI&usp=sharing

Can also have the service starting at Woolloongabba Station Servicing Mater Hill, South Bank, Cultural Centre. People will then have access to the 24/7 Woolworths at DFO.

[Gazza]

I don't see the point in having a bus service duplicating the rail line.

If you were going to spend money on that, then why not just subsidise airtrain, or increase the operating hours?

[James]

Oh where do I start...

You firstly have the Airtrain contract of not running government PT services in competition with the Airtrain. Immediately that takes away most of the justification for the route.

Between Roma St and RBWH, it is probably more efficient to provide a link to nearby railway stations where appropriate (RBWH/Herston) and get people to backtrack if necessary (Normanby). Likewise south of Roma St, the service would just compete with the Airtrain.

Finally, the Woolies at DFO is NOT significant enough to be a 24/7 trip generator. At best you'll have a few inner-city types high on drugs catching the bus there if they have the munchies. If people want to access the DFO when the rest of the complex is open, simply catch a bus/train to Toombul and route 590 from there.

[verbatim9]

Oh where do I start...

You firstly have the Airtrain contract of not running government PT services in competition with the Airtrain. Immediately that takes away most of the justification for the route.

Between Roma St and RBWH, it is probably more efficient to provide a link to nearby railway stations where appropriate (RBWH/Herston) and get people to backtrack if necessary (Normanby). Likewise south of Roma St, the service would just compete with the Airtrain.

Finally, the Woolies at DFO is NOT significant enough to be a 24/7 trip generator. At best you'll have a few inner-city types high on drugs catching the bus there if they have the munchies. If people want to access the DFO when the rest of the complex is open, simply catch a bus/train to Toombul and route 590 from there.

Council is still investigating a service to the Airport. Other cities have one as well as a train. DFO is a compliment stop. Council can work out something with T Bus, Maybe run the 787 along Qantas Drive?




Sent from my SM-G360G using Tapatalk

[SurfRail]

Council can "investigate" whatever it likes.  TransLink has a monopoly on regular public transport in SEQ and won't approve anything which breaches the Airtrain contract.

[verbatim9]

Council can "investigate" whatever it likes.  TransLink has a monopoly on regular public transport in SEQ and won't approve anything which breaches the Airtrain contract.

http://www.traveller.com.au/off-the-rails-uncertainty-over-airtrain-monopoly-288sk

Sent from my SM-G360G using Tapatalk

[James]

Council is still investigating a service to the Airport. Other cities have one as well as a train. DFO is a compliment stop. Council can work out something with T Bus, Maybe run the 787 along Qantas Drive?

Other cities have totally different agreements though.

If council tries something, two things are guaranteed. TransLink will try and stop it and Airtrain will do whatever it can to stop it too. There is already a service to the airport, no need for a whole new PT service.

[ozbob]

Sent to all outlets:

28th January 2016

Lord Mayor Quirk call for public transport integration. LOL!!

Greetings,

The Lord Mayor of Brisbane, Graham Quirk, has called for a more integrated approach to transit planning.

"This is why a coordinated regional approach needs to be taken by the state government, not by a single local council."

What an irony.

Lord Mayor, if you wanted integration, why were your council staff instructed to refuse meetings with TransLink bus review staff on six occasions?

If the Lord Mayor wants better network integration, he can drive it. Hand over the entire Brisbane bus network to the State Government.

The Lord Mayor blames the State Government fare increases for the drop in patronage. Weren't those fare increases propping up Brisbane City Council's wasteful and inefficient bus network?

Patronage on Gold Coast buses have increased 20% in the same high fares environment that Brisbane City Council's buses operate in. TransLink introduced a connected bus network on the Gold Coast, whereas Brisbane City Council refused it, clinging to its discredited Hi-waste anti-reform philosophy.

Fare cuts instituted by the previous LNP administration are a failure. They will not compensate for the bus network 'black holes' in Bulimba, Yeronga, The Centenary Suburbs or the Northwest. The State Government has taken the correct approach in instituting a proper detailed fare review, not the lazy former Government's way.

We agree Lord Mayor. Brisbane City Council should not have its bus contracts renewed unless real network control is exercised by the transport authority - TransLink!

Let us have a real integrated public transport network, all modes working optimally to drive better service for all!

Best wishes
Robert

Robert Dow
Administration
admin@backontrack.org
RAIL Back On Track http://backontrack.org

References

Election: Greens promise travel discounts for the unemployed
http://www.brisbanetimes.com.au/queensland/election-greens-promise-travel-discounts-for-the-unemployed-20160127-gmfaao.html

Five million people jump on board Gold Coast Light Rail since July 2014
http://www.brisbanetimes.com.au/queensland/five-million-people-jump-on-board-gold-coast-light-rail-since-july-2014-20150506-ggviij.html

[red dragin]

Finally, the Woolies at DFO is NOT significant enough to be a 24/7 trip generator. At best you'll have a few inner-city types high on drugs catching the bus there if they have the munchies. If people want to access the DFO when the rest of the complex is open, simply catch a bus/train to Toombul and route 590 from there.

Whilst I agree its not a trip generator, it is a busy place at all hours.
I've been there once after midnight (cheaper to drive 30 minutes to get nappies than go to a servo for them!). A lot of airport precinct staff and a few travelers.

Car park was also a popular waiting place for inbound flights. Most probably go to the new Maccas/Shell complex closer to the terminals now.

[Gazza]

Also, having the airtrain as a 'monopoly' probably works better for the time being.

As it stands at the moment the airtrain doesn't make that much money (It was barely viable when it first opened)

If you put on a cheap competing public bus then you can basically kiss goodbye airtrain choosing to run later at night, or 4tph off peak, because the critical mass of passenger numbers would be eroded.

[verbatim9]

Also, having the airtrain as a 'monopoly' probably works better for the time being.

As it stands at the moment the airtrain doesn't make that much money (It was barely viable when it first opened)

If you put on a cheap competing public bus then you can basically kiss goodbye airtrain choosing to run later at night, or 4tph off peak, because the critical mass of passenger numbers would be eroded.

It can also have positive effect by creating more PT trips getting people out of cars and full time PT for workers in the precinct. You never know unless its trialled and the impacted evaluated. It may not have much impact on Air train revenue at all!?

[nathandavid88]

It can also have positive effect by creating more PT trips getting people out of cars and full time PT for workers in the precinct. You never know unless its trialled and the impacted evaluated. It may not have much impact on Air train revenue at all!?

If the fares charged are standard Translink fares, it will have a very major, detrimental effect on Airtrain revenue.

[verbatim9]

But people may not bother transfering to a bus with luggage at Roma Street heading to the Airport from North or South, wouldnt be worth  their while. Plus we are talking more volumes here; 2018 Comm games new Cruise terminal second runway. You would have to be a fool not to fully investigate and trial a Glider out to the Airport. Competition may encourage different types of competitive fares on Airtrain especially for families and groups. This can be tied in with the new generation ticketing tender.

[#Metro]

The purpose of the government is to serve the people. Not prop up businesses.

Now, there IS a contract with Airtrain, but there is some doubt over whether the anti-bus provisions have now expired. I can't see what the issue is given that taxis, uber, minibuses, cars etc are all competing with Airtrain to take people to the airport. Why single out only public buses? If you really want a monopoly, you would ban everything, making everybody use the train.

Queensland Rail's service production costs are very high, around $10.50 per passenger IIRC, this being down to the need to have two staff per train, among other things.

A full adult fare purchased on the day is $17.50, so most of the charge is probably money going to pay QR than "profit".

I think there is merit in bus services to the Airport. They need to add something new to the table though, rather than duplicate whatever is already out there. This is why I favour simple extension of the 369 bus via DFO into the two Airport terminals. And possibly further to the Cruise Ship terminal if it is built.

The key question is 'Has the anti-bus provisions in the Airtrain contract expired?'

DFO is a patronage generator. Place is full all day, and when the 369 was every 15 minutes, the bus would fill up at Toombul with pax going to DFO. Since then, DFO has doubled in size, with even more shops now.

[#Metro]

There is a way to allow buses to the Airport from busway stations. Simply allow accredited operators (minibuses etc) to use the busway and pickup from busway stations, just like normal buses do.

Because they already have access to and compete with Airtrain, I would assume Airtrain cannot take action to stop it. They are non-Translink services.

Many places overseas, the private airport bus picks up and has signs on the public bus stop. Same principle here.

[verbatim9]

There is a way to allow buses to the Airport from busway stations. Simply allow accredited operators (minibuses etc) to use the busway and pickup from busway stations, just like normal buses do.

Because they already have access to and compete with Airtrain, I would assume Airtrain cannot take action to stop it. They are non-Translink services.

Many places overseas, the private airport bus picks up and has signs on the public bus stop. Same principle here.

Maybe some private operators can use the inner Northern busway offpeak from 2200-0600? hail and load from the rear off each busway platform? RBWH could be a challenge

[SurfRail]

There already are private bus operations between the city and the airport when Airtrain isn't running. 

If there are public buses to the airport, they should fulfil a cross-town function.  The most obvious are extending the 369 and the 590 from Skygate to the terminals - neither competes unnecessarily with Airtrain on the CBD-Airport route, and both (especially the 590) offer a considerably faster journey from other parts of town than being routed via the rail network.

Reality is whatever the contract says is a matter for the parties.  That's the price we paid for having a train service built for only a few hundred million dollars without cost to the public - if I was proposing that, I would want to protect my investment from interlopers as well.

[Gazza]

Yeah, to be honest having cross town buses to the airport is fine.

But if we want to encourage PT use to the airport, instead of establishing a CBD - BNE glider, then just spend the bus money on subsidizing airtrain fares....No different to how the NSW govt pays the gate access fee for you at Green Square and Mascot on the airport line.

The NSW approach increased usage at these stations by a great deal.

If Airtrain had always been at standard TL fares since day one, I guaruntee you that Verbatim9 would never have suggested a Glider, am I right?

[verbatim9]

590 can be an option as well. Sydney has the 400 to Bondi. Melbourne has the 901 and a few other lines now

[#Metro]

Yes, 590 also possible.

Question is - has the bus ban provisions expired? Anyone know?