#GetMovingSEQ campaign targets southeast’s commuter crisis

[STB]

No better example than my daily route. I catch the 104 from Corinda but it terminates at Yeerongpilly. I've lost track of the amount of times someone has got on, asked the driver if they're going to the PA, driver says no, they hop off, meanwhile I'm facepalming and thinking to myself "hop on the train at Yeerongpilly, get off at Park Road, go to platform 5, get on the first bus that comes along and get off at the next stop". It literally takes you to the same place. But of course no-one bothers to understand the network, they all suffer from express-to-my-station-itis.

Or just get off at Dutton Park station and walk up Cornwall Street.

[ozbob]

#GetMovingSEQ Tweets

[#Metro]

Transferring is Good For You and Your City
http://www.humantransit.org/2009/04/why-transferring-is-good-for-you-and-good-for-your-city.html

^^ Some twitter links for our good friend Cr Schrinner 

[#Metro]

is only looking at rail & has no plan to improve vital bus infrastructure

And Brisbane City Council's bus network plan is? BCC bus network isn't exactly flash is it now? http://tiny.cc/checkyourbus

[richard]

The challenge we have is not looking at 2015 solutions through 1990s eyes.  7 car trains now do not need 7 car platforms.  Interchange between bus and train is much easier.  What was too costly 20 years may not be now. Improved technology, increased urgency, cost of, or lack of, alternatives may make the costly now cost effective.  There may be ways of improving the Moolabin/Ipswich lines  junction, maybe slow down but reduce head ways on the Merivale bridge, better use the Exhibition loop.....  What can we do differently without major capital expenditure?

[HappyTrainGuy]

7 car trains now do not need 7 car platforms.

[SurfRail]

The challenge we have is not looking at 2015 solutions through 1990s eyes.  7 car trains now do not need 7 car platforms.  Interchange between bus and train is much easier.  What was too costly 20 years may not be now. Improved technology, increased urgency, cost of, or lack of, alternatives may make the costly now cost effective.  There may be ways of improving the Moolabin/Ipswich lines  junction, maybe slow down but reduce head ways on the Merivale bridge, better use the Exhibition loop.....  What can we do differently without major capital expenditure?

7 car trains absolutely need 7 car platforms unless you want to destroy any advantage that capacity adds by blowing out dwell times in the inner city even more.

So would adding more flat junction conflicts and running trains between the 2 operating sectors.

The reality is that sometimes concrete is needed, and here it very much is.

[achiruel]

What can we do differently without major capital expenditure?

Fix bus network waste!

Improve off-peak frequencies (night/weekend) on most rail lines (maybe exception would be Sunshine Coast due to freight).

Also I'm not sure what you consider "major" and the people here who are more network-savvy than me would know if it's possible, but how about a dead end 4th track at Altandi to allow the Coopers Plains terminators to end there for better interchange with GC line & Mains Rd buses (yeah, I realise it's a few hundred metre walk, but I don't know how you'd fix that.  Better signage though maybe?)

[James]

The challenge we have is not looking at 2015 solutions through 1990s eyes.  7 car trains now do not need 7 car platforms.  Interchange between bus and train is much easier.  What was too costly 20 years may not be now. Improved technology, increased urgency, cost of, or lack of, alternatives may make the costly now cost effective.  There may be ways of improving the Moolabin/Ipswich lines  junction, maybe slow down but reduce head ways on the Merivale bridge, better use the Exhibition loop.....  What can we do differently without major capital expenditure?

Um, yes they do. Issues with 7 car trains include:
- You can only attach the 7th carriage in the middle, in which case you have to sector off doors of one carriage - technically difficult
- Dwell times will increase (and there will be associated platform loading unevenness)
- Potential issues with respect to blocking flat junctions/current engineering specifications
There are a whole range of reasons why 7 car trains are a bad idea and belong in the 'PT foam' bucket.

No better example than my daily route. I catch the 104 from Corinda but it terminates at Yeerongpilly. I've lost track of the amount of times someone has got on, asked the driver if they're going to the PA, driver says no, they hop off, meanwhile I'm facepalming and thinking to myself "hop on the train at Yeerongpilly, get off at Park Road, go to platform 5, get on the first bus that comes along and get off at the next stop". It literally takes you to the same place. But of course no-one bothers to understand the network, they all suffer from express-to-my-station-itis.

This is because this is complicated. You're requiring somebody to go from using one service (104) to three services (104, train, unfamiliar bus route), particularly if one is unfamiliar with such a routing.

If this was the standard way of doing things, I suspect people would be more accepting of it (or choose an alternative route).

[HappyTrainGuy]

No better example than my daily route. I catch the 104 from Corinda but it terminates at Yeerongpilly. I've lost track of the amount of times someone has got on, asked the driver if they're going to the PA, driver says no, they hop off, meanwhile I'm facepalming and thinking to myself "hop on the train at Yeerongpilly, get off at Park Road, go to platform 5, get on the first bus that comes along and get off at the next stop". It literally takes you to the same place. But of course no-one bothers to understand the network, they all suffer from express-to-my-station-itis.

This is because this is complicated. You're requiring somebody to go from using one service (104) to three services (104, train, unfamiliar bus route), particularly if one is unfamiliar with such a routing.

Which is made even worse by poor network maps and too many routes.

[richard]

I'd suggest those who say seven car trains need seven car platforms haven't travelled the Circle Line in London recently.  And the Shorncliffe and Petrie lines seem to manage crossing each other and going from five roads to four. No reason it can't work at Corinda.  I don't accept I am a foster because I suggest challenging a 1990s paradigm.  I may be proved wrong, but I don't think we can ignore the options.

[ozbob]

Couriermail --> #GetMovingSEQ: More costly busways 'not the way forward'

COMMUTER and motoring groups are urging the Palaszczuk Government to scrap plans for more expensive busways in Brisbane.

The Courier-Mail yesterday reported that the 25km network had so far cost $2.54 billion.

Transport and Infrastructure Minister Jackie Trad and Lord Mayor Graham Quirk both say it has been money well spent in trying to ease the city's traffic congestion and the outstanding sections should be built when funds can be found.

But RACQ general manager (advocacy) Paul Turner says the motoring organisation is "not a big fan of busways".

"We just don't think, bang-for-buck, busways offer enough. They do make a difference (to road congestion levels) of course ... but the same sort of funds spent on expanding the road network, with dedicated bus lanes as part of that, would have a greater impact," Mr Turner said.

TWEET YOUR PUBLIC TRANSPORT EXPERIENCES AT #GetMovingSEQ

Robert Dow from commuter lobby group RAIL Back on Track says it is "dream time'' if the Government is considering spending billions more to extend the Eastern Busway to Capalaba and the Northern Busway to at least Chermside.

"Augmentation of existing surface roads with bus priority is all that is needed,'' he said.

Tony Corbett, from another commuter campaign group The TransLink Ripoff, said the money spent on busways should have gone into rail infrastructure

But Ms Trad said: "They will be an enduring part of our infrastructure legacy here in Brisbane.''

[ozbob]

Sent to all outlets:

27th May 2015

#GetMovingSEQ? Bus Network reform will save billions of $$$

Greetings,

New Bus Network Proposal (Updated)
>> http://tiny.cc/newnetwork

Current Brisbane City Council Bus Network
>> http://tiny.cc/checkyourbus

Report: Frequency is Freedom
>> http://backontrack.org/docs/bus/reform/BusReformBlueprint.pdf

RAIL Back on Track  calls for Brisbane City Council to get on board with bus reform - to acknowledge the benefits and help educate the public.  Billions of dollars on busways is not needed now, network reform is.

Lord Mayor Graham Quirk has stated that Brisbane passengers "don't like to transfer". In the context of Brisbane's bus network, this isn't surprising!

Much of the Brisbane bus network is made of infrequent, illegible and indirect routes, embarking on an hourly-or-worse suburban safari before making their way to the city. Little wonder that few would willingly transfer between such services.

Chicken, meet egg.

By contrast, and to Council's credit, the BUZ services showcase the demand for frequency and directness.

Now, not all routes can or should be BUZ routes. However, there's usually no need for local services to go to the city. By terminating at an interchange or railway station, the length of the route can be significantly reduced.

Savings from this can go into upgrading service frequency (reducing average wait time) and increasing span of hours (directly increasing personal mobility).

Council is in an unique position to educate people on the benefits of an integrated and connective network. As we have seen sadly, it is also in an unique position to hinder any attempts to introduce such a network.

RAIL Back On Track  calls on Brisbane City Council to acknowledge the benefits, to cooperate with TransLink and help perform the education - and consultation - necessary, and to work with TransLink to create an improved public transport network that advantages not only Brisbane but the entire SEQ region.

Best wishes,
Robert

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

References:

#GetMovingSEQ: More costly busways 'not the way forward' | The Courier-Mail
http://www.couriermail.com.au/news/queensland/getmovingseq-more-costly-busways-not-the-way-forward/story-fnihsrf2-1227370488418?sv=423c4f513d46c3fe3244eb4b8449e2a#.VWSsn8Fh9Yw.twitter

Transferring is Good For You and Your City
http://www.humantransit.org/2009/04/why-transferring-is-good-for-you-and-good-for-your-city.html

Auckland does what Brisbane struggles with

[achiruel]

No better example than my daily route. I catch the 104 from Corinda but it terminates at Yeerongpilly. I've lost track of the amount of times someone has got on, asked the driver if they're going to the PA, driver says no, they hop off, meanwhile I'm facepalming and thinking to myself "hop on the train at Yeerongpilly, get off at Park Road, go to platform 5, get on the first bus that comes along and get off at the next stop". It literally takes you to the same place. But of course no-one bothers to understand the network, they all suffer from express-to-my-station-itis.

Of course the fact that we expect the travelling public to remember that 3/24 runs of that particular route each day don't continue to the regular terminus is entirely ridiculous.

[petey3801]

I'd suggest those who say seven car trains need seven car platforms haven't travelled the Circle Line in London recently.  And the Shorncliffe and Petrie lines seem to manage crossing each other and going from five roads to four. No reason it can't work at Corinda.  I don't accept I am a foster because I suggest challenging a 1990s paradigm.  I may be proved wrong, but I don't think we can ignore the options.

7 car trains in Brisbane would, quite simply, cost more money than what it is worth to make it work. Moving signals at the vast majority of stations, sometimes moving stations themselves or level crossings (ala Sherwood, Coorparoo, Strathpine etc), moving points that are immediately before or after platforms so the longer trains aren't foul of the crossovers while at the stations, configuring the trains themselves to have an extra car inserted, changing the maintenance sheds layout (which are set up for mostly 3 and some 6 car trains), stabling yard alterations (which are only set up for 3 and 6car trains), aaaand so on. Simply adding a 7th car to the trains without changing the entire network to suit will actually reduce capacity, as the signals are not set up for 7 cars, therefore the longer trains will be in the previous signalling section for longer (esp while at stations), thereby restricting the amount of trains through the same area to less than what it is now.
What about only doing it on, for instance, the Gold Coast line?"
Well, this would still require a lot of signalling changes and platform changes (Airport platforms are only 6 cars long, for instance), signalling, platform and infrastructure would have to be changed from the Airport to Park Road, plus Altandi, Loganlea, Beenleigh and through to Varsity Lakes. Stabling yards would have to be changed at Mayne, Beenleigh and Varsity Lakes. Maintenance facilities would need to be changed, meaning biiig $$. And what happens when something happens on the Beenleigh line and the Gold Coast trains have to stop at a non-scheduled station and terminate? And then form an all stations train back to the City etc.?

There is a VERY good reason why the 7 car idea is continuously shot down in flames by people who actually know how the railways work.

Regarding having Beenleigh and Gold Coast trains traveling via Sherwood, in peak hour, Sector 1 (Ipswich/Springfield/Caboolture) lines are already basically at capacity from Milton in to the City, with trains 3 minutes apart through the City on the mains. People often forget that it's not only the bridge that is at capacity, it's the City as well. Two tracks across the bridge for Sector 2, there is still only 2 tracks through the City for the suburbans as well, so no point running trains via the west, then running on to the subs, because the subs through the City are just as busy as the bridge.

[achiruel]

Is there a solid reason that headways can't be cut to 2 minutes?

[aldonius]

Limits of signalling?

Also, anything less than 2 minutes would be pushing it to clear the platforms at Central, IMHO.

A third line of inquiry is to look at the train acceleration speed. If the train can accelerate tenth as fast as a Ferrari it will manage 0 to 40 km/h in about 16 seconds (and 90 metres). Assume a signalling block is about 180 metres, then it will take about another 8 seconds to clear the block.
With door announcements and a bit of fudge factor, round up to 30 seconds for the train to vacate the platform.

Similarly, factor 30 seconds for the next train as it arrives.

So we're already up to a minute just in train movements; I think it would also take at least a minute to unload a full train - 600 people, 12 doors.

In conclusion, 2 minutes might be possible but it's going to be tight.

[ozbob]

See ATP discussion etc. here >> http://railbotforum.org/mbs/index.php?topic=9832.0

3 minutes is a signalling limitation on the present system essentially. 

[SurfRail]

Also too late to get 3 or 4 doors per side on the NGR stock.

Perth has already perceived this as a problem and moved to fix it with their C-series order.  6-car sets, 4 doors per side, 24 doors on the platform vs 12 on a coupled B-set.

[ozbob]

One wonders why Perth tends to get the basics right, Brisbane just limps along ...

[colinw]

See ATP discussion etc. here >> http://railbotforum.org/mbs/index.php?topic=9832.0

3 minutes is a signalling limitation on the present system essentially.

To get reliable operation you typically need some design margin, so for a reliable 20tph operation you should have a design for about 24tph.

30tph is at the absolute upper limit of what is achievable with conventional fixed block signalling without starting to eat into safety margins.  It has been done in some places.

But, to upgrade an existing 20/24 tph infrastructure to, say 30tph, you are looking a huge cost - changes to placement of signals, track circuits, axle counters, changes in the control centre.  Possibly even track changes if you cannot get the new block boundaries right without fouling turnouts, etc.

And even if you do those things, you cannot correct physical limitations like flat junctions without enormous infrastructure cost.

We have to face facts, and that is that the inner city is at or near capacity due to a combination of factors.  We could eke a bit more out with better signalling, rollingstock changes to shorten dwell times (more doors, not a 7th carriage!), etc.

But, ultimately, we are at the limit of what can be achieved with the existing quad tracks through the city, and with the Roma St junctions.

A new route is required - hence CRR.

[HappyTrainGuy]

And the Shorncliffe and Petrie lines seem to manage crossing each other and going from five roads to four. No reason it can't work at Corinda.  I don't accept I am a foster because I suggest challenging a 1990s paradigm.  I may be proved wrong, but I don't think we can ignore the options.

- 7 car trains can 1000% be ignored. The expenditure needed to have a network that can accept them running would fundamentally be the same as p%ssing in the wind. It was a fantasy joke proposal then and it is still a fantasy joke proposal now.

[HappyTrainGuy]

And mate just so you know how pointless it is it has been known for years and years (by that I mean well into the double digits) that down the line QR are going to move to 9 car sets on selected upgraded lines instead of the massive added expense on upgrading the existing lines for an issue that will always be there. A well known prime example is 9 car sets for CAMCOS which I first heard back in late 1998.... 1999... somewhere in that region. Nearly 10 years ago NWTC become a key factor in the 9 car sets with the NWTC getting 9 car services while Strathpine-Northgate kept the 6 car sets using the existing infrastructure as there was not enough future demand for infrastructure upgrades. 4-5 years later CRR came out and that further expanded on the 9 car services. As much as polies have loved using 7 car trains these past few years or the public getting onboard with 7 car trains as a solution; for the last 16 or so years QR actually want and have been planning on 9 car trains.

[ozbob]

Couriermail --> #GetMovingSEQ: Report reveals Central Station won't cope with commuter numbers in peak times by 2021

THE number of commuters using Brisbane's busiest railway station will have to be capped within five years.

Reports prepared for the State Government warn that Central Station will not be able to cope with commuter numbers in peak periods by 2021.

Commuters would have to be diverted to Roma Street, change their travel times or find other ways to get to work, the reports say.

Without limits, there could be safety risks to passengers.

"It really underlines how bad things are,'' Tony Corbett, from commuter campaign group The TransLink Ripoff said.

Mr Corbett said he was not aware of any city in the world where stations were so overcrowded that passengers could not use them.

"It is condition critical. It just signifies a failure to plan for the future.'' ...

[ozbob]

Sent to all outlets:

28th May 2015

It is not just concrete - use what we have got properly too

Greetings,

Central Station Brisbane and concerns has been highlighted this morning in the Couriermail.

#GetMovingSEQ: Report reveals Central Station won't cope with commuter numbers in peak times by 2021
http://www.couriermail.com.au/news/queensland/getmovingseq-report-reveals-central-station-wont-cope-with-commuter-numbers-in-peak-times-by-2021/story-fnn8dlfs-1227371808164

We have considered some suggestions for improving train and passenger flow. See --> http://railbotforum.org/mbs/index.php?topic=11435.0  and I am sure that Queensland Rail has also examined options.

Train capacity through Central is already approaching the peak maximum frequency achievable through the present signalling and track configurations.

Doing nothing is not an option.  A second river rail crossing has stalled.  We have a major bus operator (Brisbane Transport) controlled by Brisbane City Council that is unable to cooperate with TransLink to go forward with the critical bus network reform.

There has been quite a lot of talk around how 'just more infrastructure' will solve every problem under the sun. Heavy infrastructure is expensive, at $100-400 million per kilometre typically. Where is the money? When will it be delivered?

Infrastructure is important, but service is even more important.  Therefore, the fastest and cheapest fix is for Deputy Premier Jackie Trad to call in Lord Mayor Graham Quirk's bus network for major review.

In 2013 plans were drawn up to do exactly this. Brisbane City Council's response? Block meetings with planners on six occasions.

Last year we constructed maps showing Brisbane City Council's bus network by using a technique called Service Quality Mapping. High-quality services are shown as thick lines, infrequent low quality services are shown as thin lines.

Take a look at the current Brisbane City Council Bus Network ---> http://tiny.cc/checkyourbus - A shambles. Here is our members plan to fix the mess ---> http://tiny.cc/newnetwork

It's simpler, it's faster, it's cheaper. It will give Brisbane Australia's best bus network in 2 years.

As the saying goes: waste not, want not. #GetMovingSEQ

Best wishes
Robert

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

[ozbob]

Letter to the editor Queensland Times published 28th May 2015 page 15

Network reform needed, not billions on busways

[ozbob]

4BC News have followed up re Central Station. Thanks for the interest.

[ozbob]

Couriermail --> Senior LNP figures say BaT Tunnel was former premier Campbell Newman's impossible dream

[#Metro]

It doesn't state what exactly was technically impossible. A busway is essentially a road and there are many examples of bridges where roads run in top and trains run underneath.

[ozbob]

I think it is more to do with being technically achievable within the financial constraints Newman wanted.

However this is very serious.  After the bus debacle with Legacy Way, and now this how can we trust anyone in Government?  The bureaucracy was muted.

Newman had form, but still the LNP rolled on with him.   

[ozbob]

It is very clear what the first critical step is.  Network control of Brisbane Transport must be removed from Brisbane City Council and given over to TransLink.  Brisbane Transport is a good operator and has the goods to deliver and work effectively with TransLink to come up with a much improved integrated connected network for Brisbane, and which means improvements for all of SEQ.   

[ozbob]

From the Couriermail 29th May 2015 page 29

We need to get on track with transport

[#Metro]

^ Peter Quick (no idea who this person is) writes some really good articles. Maybe CM should make him (or Ozbob) a columnist.

Newman was an engineer, and oversaw the construction of a few tunnels. So I seriously doubt that there was anything 'technically impossible' about the proposal. Certainly, not financially as good as CRR and a few unacceptable things - like no Park road etc - but the claim that it was 'technically impossible' I don't believe it.

On the other hand, this is Queensland, and it would not surprise me if so-called 'experts' or 'authorities' decreed that opening the back bus door for all door boarding were a 'technical impossibility'.

[ozbob]

Peter Quick is a member of the Sunshine Coast Council transport community group.

He is a transport consultant.

[HappyTrainGuy]

Those toll roads could be very very good and actually get good numbers. Only problem is that multiple groups own them and the tolls are way to high especially when you go between two off them ie Clem7 and Airport Link. And they are now running it so they lose the amount of cars going through it but because the toll is high its making them more money as opposed to more cars and cheaper tolls.

[Jonno]

From the Couriermail 29th May 2015 page 29

We need to get on track with transport

Article makes a key mistake by suggestion congestion will get worse if we don't do something.  It will only get worse if we build the wrong infrastructure,  it is the road expansions that have increased congestion not population growth.

[ozbob]

Couriermail --> #GetmovingSEQ: Sotheast's public transport among most expensive in the world

... SOUTHEAST Queensland commuters are forking out some of the highest public transport fares in the world.

A survey of 20 services around Australia and across the globe shows only travel in London and some Scandinavian cities is more costly than Brisbane ...

... The data, compiled by transport blogsite BrizCommuter, shows local travellers pay more than those using some of the world's leading networks including Hong Kong's Mass Transit Railway, the Paris Metro and New York's subway ...

... And Queensland is unique among Australian states in not giving public transport fare concessions to healthcare card holders, disadvantaging hundreds of thousands of unemployed and low-income earners ...

[ozbob]

Sent to all outlets:

30th May 2015

Re: Honeymoon over ... fare action now!

Good Morning,

The Courier Mail has highlighted the diabolical mess that is the fare structure for public transport in SEQ today.

>>  #GetmovingSEQ: Sotheast's public transport among most expensive in the world

Again we simply state, immediate fare relief is needed, pending a fare review with full and proper community consultation.

Concession fare entitlement needs to be rolled out immediately to health care card holders.

Also reduce Zone one peak fare to $2.50 (go card), other zones adjusted to that base.

Increase off peak fare discount to 30%. Re-introduce 50% fares after 9 paid journeys in week.  This will stop the rorting which is a fare box bleed and grossly inequitable.

Allow children to travel free when accompanying a fare paying adult on weekends and public holidays.

All these things can be done virtually overnight on the present go card system.  Don't look for excuses just do it!

This will also provide a time buffer for the new fare system due in 2016/17.  Go to full community consultation concerning the optimal fare structure for the new fare structure.

Public transport in Queensland is headlong into failure.  It is time for action not pontification up on high.  We have shown the way ...

Best wishes
Robert

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

Sent to all outlets:

17th May 2015

And there is more ...

Greetings,

The bus network for Brisbane is a disgraceful mess.  We have shown how this can be sorted ( http://railbotforum.org/mbs/index.php?topic=11047.0 ).  TransLink needs the authority to get on with it. Petty self-interest politics from BCC is killing SEQ.

Even simple things like allowing all door boarding on key bus routes is too hard for Brisbane ... the rest of world just does it.  Brisbane?  A transport backwater ... (http://railbotforum.org/mbs/index.php?topic=11322.0 )

Serious consideration has to be given to why transport is such a mess in SEQ.  Is it the bumbling bureaucracy or self interest politics trumping proper policy outcomes?

Time for an inquiry > http://railbotforum.org/mbs/index.php?topic=11184.0

Best wishes,

Robert

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

Sent to all outlets:

17th May 2015

Honeymoon over ... fare action now!

Greetings,

The public has had enough.  It is time there was action on the festering mess that is public transport in SEQ.

Immediate fare relief is needed.  Reduce Zone one peak fare to $2.50, other zones adjusted to that base.

Immediate introduction of concession fares for unemployed.  Every other state and territory in Australia can do this.  Cut 'the we must help the unemployed rhetoric' and actually do something.

Increase off peak fare discount to 30%. Re-introduce 50% fares after 9 paid journeys in week.  This will stop the rorting.

All these things can be done virtually overnight on the present go card system.

This will also provide a time buffer for the new fare system due in 2016/17.  Go to full community consultation concerning the optimal fare structure for the new fare structure.

Additionally allow children to accompany a fare paying adult for free on public transport on weekends and public holidays.

Mobilising the community is an economic driver.

CanDo couldn't do and is now a CanWas ... just saying ...

Best wishes,

Robert

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

29th April 2015

SEQ: Fare crisis continues - Time for fare action

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 the State Government moved forward with a fare review for SEQ.  The implementation of concession fares for Health Care Card holders should be done immediately.  The unemployed need equitable and affordable access to public transport in Queensland. The March 2015 Public transport performance data again has affordability as the standout failure of the KPIs.

Robert Dow, Spokesman for RAIL Back On Track said:

"The ALP when in opposition gave a committment to conduct a review of the failed fares for SEQ  ' to establish a future fare structure that is fair, affordable, and designed to boost patronage across the network ' (1).
The ALP have also made a committment to extend concession fares to the unemployed  ' ... will maintain public transport concessions and extend them to recipients of the Newstart allowance ' (2). "

"The unaffordability of fares is the key standout failure of the latest TransLink Key Performance Indicators released today (3). There is no doubt that the previous two State Governments and TransLink have failed to deliver a fare system that is equitable, drives patronage and assists in mobilising our community. The failure to properly sort the SEQ fares  is a very sad indictment on previous Governments."

"It is important that proper community consultation be undertaken as part of a review.  Top down implementation of anti-public transport fare structures has just resulted in a failed fare mess, and has proved very costly in real dollars and in a political sense."

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

References:

1. Letter from Tim Mulherin 20th January 2015
http://railbotforum.org/mbs/index.php?topic=11178.msg151987#msg151987

2. http://www.queenslandlabor.org/wp-content/uploads/2014QldPolicyPlatform_web.pdf

3. http://translink.com.au/sites/default/files/assets/resources/about-translink/reporting-and-publications/open-data/2015-Mar-snapshot.pdf

KPI Summary http://backontrack.org/images/tl/summarymar15.jpg



Affordability KPI http://backontrack.org/images/tl/affordabilitymar15.jpg

[ozbob]

Sent to all outlets:

30th May 2015

Greetings

Queensland Government Can Fund Cross River Rail

New Bus Network Proposal (Updated) ---> http://tiny.cc/newnetwork
Current Brisbane City Council Bus Network ---> http://tiny.cc/checkyourbus
Bus Reform Report  'Frequency is Freedom' ---> http://backontrack.org/docs/bus/reform/BusReformBlueprint.pdf

Noticed the irony in today's Courier-Mail (pages 28 & 29)? Every level of government wants funding to be the problem of the government above it. Brisbane City Council expects the Queensland Government to pay to fix up the mess, and in turn, the Queensland Government expects the Federal Government to fix up the mess.

Firstly, The Queensland Government has a number of options to self-fund Cross River Rail:

1. Property and Land Development above and around QR Stations.
2. Borrowing against the value of profit-making public assets withheld from sale.
3. Extending Land Taxation by removing the tax-free threshold and broadening the base.
4. Growing the Queensland Economy

Perth self-funded the doubling of the Perth rail network, including drilling two train tunnels into and under the Perth CBD. It is time to stop using the Federal Government as an excuse to lean on. The Queensland Government is ultimately responsible for Queensland. If it wants to raise the funds it could. Borrowing interest rates are at historic lows.

Secondly, Brisbane City Council's should reform its own bus network. No construction funds should be allocated to Brisbane City Council until it has cleaned up the waste, inefficiency and black holes in its own bus network.

For example, in the article the Lord Mayor is reported as saying 'bus lines at the Cultural Centre were close to capacity.' Um, this is actually an 'excess air' problem.

Large volumes of air are present in the Brisbane bus network, even during the peak hour. This is  due to poor bus network design, refusal to introduce interchanging and a lack of high capacity superbuses.

Cultural Centre Busway figures; TransLink 2013:

64.8% of AM peak inbound buses are <50% full
78.4% of all services during the day are <50% full
50% of PM peak outbound buses are <50% full

Transport Minister Jackie Trad MUST intervene and fix Lord Mayor Graham Quirk's bus network.

Our New Bus Network proposal shows how to do it  >> http://tiny.cc/newnetwork
and is funded by rearranging existing bus resources. It includes proposals for a 400 CentenaryGlider and BulimbaGlider bus services.

For a service quality map of Brisbane City Council's bus services, follow this link
>> http://tiny.cc/checkyourbus

The Queensland Government is responsible for governing Queensland. History shows that governments that fail to act are quickly removed from office.

Best wishes
Robert

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

References:

Brisbane Bus reform: RAIL Back on Track Launches New Bus Network Proposal
http://railbotforum.org/mbs/index.php?topic=11047.0

Courier Mail 30th May2015 pages 28 & 29.

[HappyTrainGuy]

BCC are always useless bastards when it comes to interchanging because of the bus vs rail mentality.