Brisbane - bus network proposal

[Cazza]

FYI, the map has hit 20,000 views

https://www.google.com.au/maps/d/viewer?mid=1wpo1rDYVfD9xbEQcLnZiy4RvroQ&ll=-27.434489139326896%2C153.00722300000007&z=10

[ozbob]

Resent 22nd August 2018

Sent to all outlets:

20th June 2018

Total Bus Network Overhaul Required for Brisbane

Greetings,

RAIL Back on Track welcomes Brisbanetimes's publication of Brisbane's most and least patronised bus routes, and thank Deputy Mayor Cr. Schrinner for making them available. We are pleased that route 66 is now Brisbane's most patronised bus route. Now carrying in excess of three million passenger trips annually, the current route 66 is one of our own proposals to amalgamate two former TransLink routes to provide a seamless journey through the Brisbane CBD.

RAIL Back on Track fully supports a comprehensive review of the Brisbane City Council bus network; we have been calling for reform to the bus network for years. The problem in Brisbane is that we have not had an explicit conversation about what proportion of service should be dedicated to low patronage, low revenue, social service bus coverage, and what proportion of service should be allocated to high frequency, high patronage, high revenue bus services offered by the high frequency BUZ network and CityGliders.

Brisbane City Council needs to explicitly pose that question to the public. It needs to make it explicitly clear that there is an unavoidable trade off between social coverage and high patronage. Where you dedicate more resources to one you will have less resources for the other. It is not a question that can be solved by academic experts, traffic engineers, or urban planners because it is not a technical question. Where the balance should be set is a question that only Brisbane's residents can answer and that is why they should be asked.

Currently, the majority of the Brisbane's buses are low frequency services that drive around providing service that barely exists during the daytime for patronage that frankly barely exists either. People shun services that come only once or twice an hour because waiting at a bus stop for that long is a poor value proposition for them.

Meanwhile, we have entire suburbs that lack frequent service. Major problem areas are access to the University of Queensland from the inner northwestern suburbs such as Mitchelton, The Gap, Ashgrove, Bardon. We have 'black hole' service coverage in Yeronga, Bulimba, and the entire Centenary suburbs. These are not low-density areas on the city fringe - these are suburban areas that could generate decent patronage if only we didn't choose to spend resources on wasteful service duplication along corridors such as Coronation Drive and Old Cleveland Road.

Research we conducted some years ago suggests that people want around 70 - 80% of resources dedicated to high frequency services. We also found that people were willing to give up peak hour only express and rocket bus services if it meant that all day high-frequency BUZ service could be supplied to their suburb.

The people of Yeronga, Bulimba, and the Centenary suburbs have been wanting frequent BUZ and CityGlider services to their suburb for some time now. Brisbane City Council should review the bus network so that it can be in a position to give it to them.

Best wishes,
Robert

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

References:

Proposition: Merge 66+109 and adopt CityGlider style operation
https://railbotforum.org/mbs/index.php?topic=3756.0

SEQ: Where's our Buz? (Details our proposal to combine routes 66 + 109)
http://railbotforum.org/mbs/index.php?topic=2538.msg12418#msg12418

RAIL Back on Track historical bus reform research

New Bus Network Survey Findings (2015)
http://backontrack.org/docs/busreform/2015RBOTBusReformSurvey.pdf

Survey Submissions (Current Brisbane City Council Bus Network, 2015)
http://backontrack.org/docs/busreform/BusReformFeedbackBCC.pdf

Survey Submissions (RAIL Back on Track New Bus Network Proposal, 2015)
http://backontrack.org/docs/busrefor/RBOT_Feedback_Part2.pdf

Brisbane's most and least popular bus routes
https://www.brisbanetimes.com.au/national/queensland/brisbane-s-most-and-least-popular-bus-routes-20180618-p4zm61.html

[ozbob]

https://twitter.com/Robert_Dow/status/1032137481859153921

[ozbob]

Letter to the Editor Queensland Times 24th August 2018 page 13

Time is right for a full review of bus networks

[ozbob]

https://twitter.com/humantransit/status/1043913871600189441?

[ozbob]

https://twitter.com/BrentToderian/status/1052175678211272705

[techblitz]

Now that we have stop data ive had a look into my local area stops.....one on beatty rd,another on marhsall rd and 2 on beaudesert rd to the west of Salisbury station...all stops which translink chose to disown in their review.
@metro compromised and actually upgraded service to the area..

The latest figures for these stops show a combined total of 5615 trips with the real positive being the closest stop to granard >>>

Figures for July 2018 Archerfield North inbound

Somewhat of a star performer on increase with +50% on previous july.
But it isnt surprising considering there is a Bunnings,macdonalds,coles express & hungry jacks all within 500m of this stop.
Under translink it is safe to say that the majority of locals wouldnt have bothered with the 1.2km - 1.5km walk just to access the nearest buses on kerry rd or up and over the stairs to the east side of salisbury station..

[ozbob]

https://twitter.com/FastCompany/status/1111816035605336064

[Gazza]

Now that we have stop data ive had a look into my local area stops.....one on beatty rd,another on marhsall rd and 2 on beaudesert rd to the west of Salisbury station...all stops which translink chose to disown in their review.
@metro compromised and actually upgraded service to the area..

The latest figures for these stops show a combined total of 5615 trips with the real positive being the closest stop to granard >>>

Figures for July 2018 Archerfield North inbound

Somewhat of a star performer on increase with +50% on previous july.
But it isnt surprising considering there is a Bunnings,macdonalds,coles express & hungry jacks all within 500m of this stop.
Under translink it is safe to say that the majority of locals wouldnt have bothered with the 1.2km - 1.5km walk just to access the nearest buses on kerry rd or up and over the stairs to the east side of salisbury station..

Why would you catch a bus to Coles express?

[red dragin]

Now that we have stop data ive had a look into my local area stops.....one on beatty rd,another on marhsall rd and 2 on beaudesert rd to the west of Salisbury station...all stops which translink chose to disown in their review.
@metro compromised and actually upgraded service to the area..

The latest figures for these stops show a combined total of 5615 trips with the real positive being the closest stop to granard >>>

Figures for July 2018 Archerfield North inbound

Somewhat of a star performer on increase with +50% on previous july.
But it isnt surprising considering there is a Bunnings,macdonalds,coles express & hungry jacks all within 500m of this stop.
Under translink it is safe to say that the majority of locals wouldnt have bothered with the 1.2km - 1.5km walk just to access the nearest buses on kerry rd or up and over the stairs to the east side of salisbury station..

Why would you catch a bus to Coles express?

Late night munchies?

Heard a caller on the radio recently, ~$19 Uber eats fare for a 2L bottle of Coke.

[ozbob]

https://twitter.com/MelbOnTransit/status/1115380427315748866

^

This links to an interesting paper that looks at costs of all modes including rail and bus.

[ozbob]

Reinventing Transport --> Simplify and Connect: a key to better bus networks

" What if I said your city could have better public transport without more funding or higher fares? Does that sound too good to be true?

Reinventing Transport this time is a basic explainer for the idea that public transport networks are often improved by being simplified. It can be a low-cost step to a better system.  ... "

>> https://www.reinventingtransport.org/2019/04/simplify-and-connect.html

[ozbob]

https://twitter.com/humantransit/status/1179132126148452352

[achiruel]

Now that #railfail is basically finished, I think we need to start pushing bus network reform really hard, starting with the western suburbs, so fewer buses get caught in Coro Dr congestion because more pax are on the train. Surely 8 bph off/12 bph peak is enough for Coro drive rather than the 22 or whatever it is atm?

[Cazza]

You could terminate every route at either Indro or Toowong (including 412 and 444), then have one route from Kenmore-City via the current 444. It could run 5 mins peak, 10mins off-peak and weekends and 10-15mins at night. I believe that would be sufficient.

[achiruel]

I wouldn't be short terminating the 412. It's fairly short already, and could provide some of the services along Coro. Dr. fairly easily. 444 can be shortened. I'd like to see CentenaryGlider and 412 as the 2 Coro. Dr. routes. Both running at 6 bph or better in peak and 4 bph in off-peak. There's your 8-12 bph on Coro Dr.

Yes, I realise BCC just did a Centenary "review" but it was garbage and needs re-doing. For Kenmore. with freed-up resources, BUZ 430 or 433, serving more than just Moggill Rd.

[Cazza]

I don't really see the need for the 412 to continue into the City. I've said this a few times before but anyone travelling from UQ into the City (in particular, King George Square) should be encouraged to get the 66 (particularly when the Metro comes online). Also, there's nothing that the 412 does that a boost in frequency of the 402 can't handle. The Corro Dr corridor between Toowong and the CBD doesn't really need much more than 6bph off-peak I don't believe. Milton and Auchenflower Stations cover a fair chunk of the trip generators along here, as well as the 2 ferry wharves.

As for the Centenary Suburbs, the 2 core buses that could be running from there are:
-one that runs from Riverhills to the City via Mt Ommaney, Jindalee, Legacy Way and Inner Northern Busway.
-the other that runs from Darra Station to Indro via Riverhills, Mt Ommaney and Jindalee.

I don't think the population in Kenmore South/Fig Tree Pocket requires anything more than a 30min Indro Station feeder (and if you have both the 430 and 433 running at 30 min headways, that's 15 mins combined frequency. Definitely more than enough).

Either way, I've got my ideas all mapped out in the link in my signature below, you're more than welcome to look at that and give me feedback too.

[achiruel]

I don't really see the need for the 412 to continue into the City. I've said this a few times before but anyone travelling from UQ into the City (in particular, King George Square) should be encouraged to get the 66

412 serves plenty of corridor that isn't UQ though. There's a lot of apartments in St Lucia. While I think the network needs simplification, I'm not in favour of forced changes for short trips. which is why I think the 412 should continue to the CBD. It's the shortest of the western frequent routes.

I don't think the population in Kenmore South/Fig Tree Pocket requires anything more than a 30min Indro Station feeder (and if you have both the 430 and 433 running at 30 min headways, that's 15 mins combined frequency. Definitely more than enough).

You could probably do away with the 430 to be honest and only run the 433, the 445 can look after Fig Tree Pocket. Might need some re-jigging of routes to make sure coverage is maintained. If you want to discuss over-servicing, look at the 444, where the part beyond Kenmore basically services only one suburb (Bellbowrie). I've caught it out that way quite a few times and almost no-one gets on or off between Kenmore (Misty Morn) and the stop near Bellbowrie shops.

[City Designer]

The 444 was the result of combining the planned Kenmore BUZ with the 440 back in 2006. For the same number of buses as continuing the 440 and running a Kenmore BUZ more geographic area was covered by high frequency services.

[verbatim9]

You could terminate every route at either Indro or Toowong (including 412 and 444), then have one route from Kenmore-City via the current 444. It could run 5 mins peak, 10mins off-peak and weekends and 10-15mins at night. I believe that would be sufficient.

I wouldn't be short terminating the 412. It's fairly short already, and could provide some of the services along Coro. Dr. fairly easily. 444 can be shortened. I'd like to see CentenaryGlider and 412 as the 2 Coro. Dr. routes. Both running at 6 bph or better in peak and 4 bph in off-peak. There's your 8-12 bph on Coro Dr.

Yes, I realise BCC just did a Centenary "review" but it was garbage and needs re-doing. For Kenmore. with freed-up resources, BUZ 430 or 433, serving more than just Moggill Rd.

I don't really see the need for the 412 to continue into the City. I've said this a few times before but anyone travelling from UQ into the City (in particular, King George Square) should be encouraged to get the 66 (particularly when the Metro comes online). Also, there's nothing that the 412 does that a boost in frequency of the 402 can't handle. The Corro Dr corridor between Toowong and the CBD doesn't really need much more than 6bph off-peak I don't believe. Milton and Auchenflower Stations cover a fair chunk of the trip generators along here, as well as the 2 ferry wharves.

As for the Centenary Suburbs, the 2 core buses that could be running from there are:
-one that runs from Riverhills to the City via Mt Ommaney, Jindalee, Legacy Way and Inner Northern Busway.
-the other that runs from Darra Station to Indro via Riverhills, Mt Ommaney and Jindalee.

I don't think the population in Kenmore South/Fig Tree Pocket requires anything more than a 30min Indro Station feeder (and if you have both the 430 and 433 running at 30 min headways, that's 15 mins combined frequency. Definitely more than enough).

Either way, I've got my ideas all mapped out in the link in my signature below, you're more than welcome to look at that and give me feedback too.

I don't really see the need for the 412 to continue into the City. I've said this a few times before but anyone travelling from UQ into the City (in particular, King George Square) should be encouraged to get the 66

412 serves plenty of corridor that isn't UQ though. There's a lot of apartments in St Lucia. While I think the network needs simplification, I'm not in favour of forced changes for short trips. which is why I think the 412 should continue to the CBD. It's the shortest of the western frequent routes.

I don't think the population in Kenmore South/Fig Tree Pocket requires anything more than a 30min Indro Station feeder (and if you have both the 430 and 433 running at 30 min headways, that's 15 mins combined frequency. Definitely more than enough).

You could probably do away with the 430 to be honest and only run the 433, the 445 can look after Fig Tree Pocket. Might need some re-jigging of routes to make sure coverage is maintained. If you want to discuss over-servicing, look at the 444, where the part beyond Kenmore basically services only one suburb (Bellbowrie). I've caught it out that way quite a few times and almost no-one gets on or off between Kenmore (Misty Morn) and the stop near Bellbowrie shops.

Thats how Public Transport is modelled.  The inner core pay for the outer core. I don't agree on culling the 444. There is no accessble train line  like in Centenary. Most  Centenary bus services should originate and terminate at Darra station. With some services terminating at Indooroopilly bus station, to allow passengers to transfer.

The 444 can be reviewed once a Green Bridge is built from Bellbowrie to Wacol with a connection to Wacol Station. Or when a mass transit corridor is complete to Kenmore via South Brisbane, West end, UQ, St Lucia, Indooroopilly Station and Shopping Centre, Chapel Hill, Kenmore, turnaround at Kenmore Village.

The 412 is fine, it just needs longer buses. (3 door Artics) hopefully next Council budget will allow for this?

[#Metro]

So I have an idea.

Route 411 could be short terminated at Toowong to become a rail feeder service. The upshot of that is that 411 frequency could be doubled at

near or no additional cost.

However, everyone will probably scream about 'loss of direct service' and have major loss aversion reactions, no doubt the the politicians will

milk that to full advantage as they have done in the past.

So what is a good solution then?

It is the off-peak that needs more services. During peak hour, the bus is probably closer to capacity and can probably continue through to the city, at least initially.

Proposal:

- 411 TOOWONG INTERCHANGE during the off-peak and weekends, to be run at double current frequencies (e.g. every 15 min)
- 411 CITY during peak hours at the usual frequency

We could have a trial done for 12 months and then revisit after that. Funding requirements would be none or minimal, so no hiding behind the

usual go-to excuse "we don't have money for that".

There is a nice bus turning circle in front of Toowong station, where the 470 terminates. That could be used.

[Gazza]

So with the current bus network proposal, any chance we could do a 2020 version that takes into consideration the various changes around the network in the serveral years that have passed since the original?

[Cazza]

Or just send the 411 straight up Mt Coot-tha.

[verbatim9]

Or just send the 411 straight up Mt Coot-tha.

Mt Cootha lookout does need a better service. No buses after dusk.

[aldonius]

So with the current bus network proposal, any chance we could do a 2020 version that takes into consideration the various changes around the network in the serveral years that have passed since the original?

It should probably be a "what do we think the network should look like once Metro & CRR are implemented" proposal.

Most of the changes would be from what happens at Cultural Centre - if the plans that are currently on BCC's website are what gets constructed, then...

- Surface CC platforms shift south to under the rail bridge
- Grey St and Melbourne St have all turning lanes removed at their intersection; straight through for both is the expected movement.
- Hope St becomes left-in-only at Melbourne St, which means it becomes unusable for layover
- Relocation of CC means the GoMA stop effectively becomes stranded (which impacts the Blue Glider and Centenary superbus, both which had been sent via there)

Effective result is that all 3xx and 4xx services that currently terminate at CC will need to be modified to terminate in the CBD.

There's also a heap of CBD routings in the proposal that will be made impossible by the Metro works at North Quay, because it won't be possible to go from North Quay (e.g. out of Ann) onto William (e.g. onto Elizabeth).

[ozbob]

Yo. There will not be any significant bus reform in Brisbane region until the Brisbane Metro is done essentially.  TransLink and TfB have been working on what will happen with the bus network as Brisbane Metro construction etc. proceeds etc. and that is their priority.  They probably haven't yet worked out their final network position.  Just coping with the construction period is a significant challenge.

Waste of time and effort suggesting significant reform at this time in Brisbane.  However the other regions eg. Western, Southern etc. reform is needed and years overdue.  Hence efforts of late in that space.  What you would like in a post ' Brisbane Metro ' Brisbane network is a good exercise though.

[techblitz]

There will not be any significant bus reform in Brisbane region until the Brisbane Metro is done essentially.

yep....akin to barking up a tree at this point ozbob.
Mini-reform still pursuable though....so calling out routes or corridors individually....but ONLY with hard evidence such as repeated negative feedback,consistently poor o.t.r or consistent overcrowding..
When combined with press coverage(that's where you come in)....results CAN be achieved...

We have already seen TFB/TL act on the 330/UQ overcrowding due to the above...

[ozbob]

https://twitter.com/humantransit/status/1231256468797583361

[verbatim9]

but no mention of bus network redesign associated with Metro.

While bus reform is warranted, mentioning it now is a bit premature. No doubt it will be on the agenda in the 22/23, 23/24 Budget.

[Golliwog]

but no mention of bus network redesign associated with Metro.

While bus reform is warranted, mentioning it now is a bit premature. No doubt it will be on the agenda in the 22/23, 23/24 Budget.

I think it needs to be talked about much sooner than that.

Two reasons:
1. The Metro Project works are going to cause disruption to the core of the busway network.

Surely it makes sense to rationalize the number of routes coming into the CBD before hand to minimize the impacts.

2. The Metro Project relies on reforming the network for the business case to stack up does it not? On providing more buses in the suburbs that connect to Metro / other core services to get to the CBD.

Clearly the business case would have some ideas, but even if not these need to be fleshed out soon to ensure that the communities these services are going to serve are on board and aren't going to move away from public transport once these services commence because it doesn't suit their needs.

[Jonno]

On Wednesday Bob and myself (may be other members too) attended a Webinar with Jarrett Walker

Freedom in the City: Planning for Access to Opportunity - with Jarrett Walker.

I confirmed with Jenson Varghese, Managing Director New Zealand, MRCagney who hosted the webinar that I could post the video.  As it is already on their linkedin post he was fine to include the link in our forum.

In one sentence (my words) the webinar was about moving away from the plan and project (and get it wrong) in our transport planning towards measuring and analyzing access and the changes to that accessibility by different elements of the transport design.

Here is a brief intro and good resource on understanding Planning for Access to Opportunity

THE WHY AND HOW OF MEASURING ACCESS TO OPPORTUNITY: A GUIDE TO PERFORMANCE MANAGEMENT

Access to jobs, education, healthcare, and other essential services may be regarded as the primary purpose of transportation. Not surprisingly, transportation agencies across the country are increasingly interested in considering this as a key part of measuring system performance. Unfortunately, many transportation practitioners are not sure how to measure how well their system links people to their daily destinations and broader opportunity.

The Governors' Institute on Community Design, a program of Smart Growth America, has created a resource on the data, tools, and methodologies transportation officials need to measure access to opportunity. The Why and How of Measuring Access to Opportunity: A Guide to Performance Management is written to help transportation agencies integrate measurements of "access to opportunity" into their planning and investment decisions.

The guidebook provides background on the changing priorities in transportation performance management, how some transportation agencies are already incorporating measures of access into their programs, and discusses the data and tools available to support measuring it. This resource might also be useful to elected and civic leaders, policy-makers, and stakeholders who wish to work with transportation agencies to address these important priorities.

The guidebook was informed by an Advisory Panel made up of Federal, state, and local practitioners, as well as two workshops on performance management and destination access.

This material is based upon work supported by the Federal Highway Administration and the U.S. Environmental Protection Agency under a cooperative agreement. Any opinions, findings, and conclusions or recommendations expressed in this publication are those of the author(s) and do not necessarily reflect the view of the Federal Highway Administration or the U.S. Environmental Protection Agency.[/quote}

measuring-access-to-opportunity

I need to read up more and how this turns in to routes, network design, frequencies, etc.

[verbatim9]

Interesting Webinar 👍, The tool that shows people how than can get to a destination would be very useful for planners here in Qld. One of the biggest drawbacks in Brisbane is that crosstown trips are just not viable on public transport, as the take too long, This is due to most transfer points being in the inner city.

[#Metro]

Main Takeaways from Webinar:

- BCC adding 10 or 15 minutes as a "transfer penalty" not a good idea. Yes some people will drop off the bus route due to interchange, but they will be replaced by others who DO find the wider choices a connected network brings.

- Can objectively measure the increase in "access area" between networks. Goal needs to be maximising that rather than simplistic # of bus routes, rockets etc.

[Jonno]

Old I know but does anyone have a saved version of this link,  it does not work for me.

A service quality map of RAIL Back on Track's Hi Frequency Bus Network proposal
>> http://tiny.cc/newnetwork

[RowBro]

Old I know but does anyone have a saved version of this link,  it does not work for me.

A service quality map of RAIL Back on Track's Hi Frequency Bus Network proposal
>> http://tiny.cc/newnetwork

Got it via the wayback machine.
https://www.google.com.au/maps/d/view?mid=1wpo1rDYVfD9xbEQcLnZiy4RvroQ&ll=-27.43448913932691%2C153.00722300000004&z=11

[#Metro]

Extract of Brisbane Northside from the RBOT Frequent Network Model

Big moves:

- Getting 15-minute trains on the Redcliffe Peninsula Line
- 359 Old Northern Road BUZ to Albany Creek
- 348 Webster Road BUZ to Chermside via Prince Charles Hospital
- Sandgate Road BUZ to Chermside via Toombul



Notes

IA Rejection of NWTC Proposal
https://www.brisbanetimes.com.au/politics/queensland/back-to-the-drawing-board-north-west-brisbane-tunnel-proposal-rejected-20230307-p5cq7n.html

Plan revealed for new northside road tunnel
https://statements.qld.gov.au/statements/97905

- Queensland Investment Corporation to oversee $35 million study on potential toll tunnel from Kedron to Carseldine
- Offers seamless link from Bruce Hwy to Legacy Way, Clem 7, M1 and Centenary Hwy
- At around 7km, only 2/3 the distance of proposed North-West Transport Corridor

[ozbob]

Couriermail --> RACQ says city tram network could help ease transport issue $

The solution to South East Queensland's troubled public transport system is to re-establish the city's tram network, but not as Brisbane once knew it, the state's peak motoring group says.

The solution to South East Queensland's troubled public transport system is to re-establish the city's tram network using European-style electric bus gliders, according to the state's peak motoring group.

The innovative plan from RACQ for a glider network would improve connectivity between the city's rail, bus and Metro networks and solve one of the biggest barriers to people in Brisbane using public transport – convenience.

It comes as every major council in the region sounds the warning over how they will maintain liveability in their communities in the midst of huge expected population growth and a lack of investment in transport infrastructure. ...

[#Metro]

I wouldn't even do this - just add more BUZ routes. Like 20 more BUZ routes.

RACQ proposal would likely involve purchasing specialist vehicles, which means $$.

[Jonno]

Just Step 1. Redesign network using existing fleet (irrespective of Council boundaries) with transit/bus lanes (just paint them already) and rationalised bus stops/bike parking facilities.

[NothingToSay]

Just Step 1. Redesign network using existing fleet (irrespective of Council boundaries) with transit/bus lanes (just paint them already) and rationalised bus stops/bike parking facilities.

A great idea but Queensland really feels like a state run by people with decision paralysis. So many committees and studies but no one with a spine ready to put their career on the line to push for any kind of progress much less a substantial rework of the established system.