Queensland fares

[ozbob]

I do wonder why TransLink even bothers to compile their ' Monthly Performance Snapshots '.  It never really leads to any concrete actions, more like a  ' ticking the box'  exercise.

Doesn't really matter what you look at critically at TransLink, it is generally all flawed.  Hopeless outfit I am afraid.  Utterly hopeless ... with a very mediocre political leadership to boot!

Still waiting for a response from the DDG TransLink as to the methodology behind the KPI generation in the snapshots ( first request 13th October 2018,  acknowledged by the DDG, two follow up emails since).  They are deliberately delaying.  If I have not heard anything by early next year will be going the RTI route.  Time they were held accountable for their ramshackleness and non transparency.   

^ then again, I could be a real pr%%k and put in an RTI a few days before Christmas. 

RTI Legislation doesn't understand Christmas Holidays ..

 

[ozbob]

Very strong response to our Facebook post > https://www.facebook.com/RAILBackOnTrack/posts/2367150586632448

676 People reached 292 Engagements in a few hours.  Fare increases are always a hot topic of sorts ..   

Now 1,290 People reached 457 Engagements

Haven't seen the fare increases mentioned in Couriermail, perhaps they are bitter that Brisbanetimes was tipped off .. 

[ozbob]

https://twitter.com/railbotforum/status/1073972644238712833

[ozbob]

 

[ozbob]

Letter to the Editor Queensland Times 17th December 2018 page 13

Fare rise not in best interests

[ozbob]

https://twitter.com/railbotforum/status/1074380083547201536

[ozbob]

https://twitter.com/railbotforum/status/1074419652791459840

[ozbob]

https://twitter.com/Schrinner/status/1074424892479524864

[verbatim9]

Even though this is a reasonable initiative by Councillor Schrinner it's too late in reference to this increase. Like I stated before money needs to be raised for archaic operations of QR. Retrofitting trains  with extra toilets and LED screens for guards. I don't think the Government would freeze fares and make everyone in the State pay for failure of QR operations in Se Qld, by not planning and moving to Driver Only Operations and for agreeing and signing an unsustainable enterprise agreement with the union last year. So higher fares are here to stay unless reforms in operations are planned and instigated.

[#Metro]

Brisbane City Council has in the past tried to wrest the fare setting power from the State Government before. Remember fare free Friday?

This is what this is about. They still don't fully accept TransLinks authority, and never really have. This in turn is related to the fact that TransLink is not allowed to competitively contract out bus operations for both public and private operators.

The simple fact is that frequency increases would about double patronage on routes that were BUZzed at the same fare level. It is unlikely that similar increases would happen from small discounting of fares.

If the Deputy Lord Mayor was actually concerned about patronage levels, he would perform a bus review of the entire bus network, and upgrade a number of routes to BUZ level. The current approach is simply discounting rotten apples, a lose-lose value proposition.

[ozbob]

https://twitter.com/Schrinner/status/1074799107548409857

[ozbob]

Couriermail Quest --> Fares hike: 'No way to get people on board'


Rail Back on Track spokesman Robert Dow says a freeze on fares is essential. Pic Peter Wallis

PUBLIC transport costs will rise again in January with Brisbane City Council Deputy Mayor Adrian Schrinner slamming the State Government price hike.

Cr Schrinner said commuters would vote with their feet by turning their backs on public transport in favour of cars, creating more congestion on the city's roads.

Commuter group RAIL Back on Track spokesman Robert Dow said there was strong evidence from commuter surveys and Translink's own performance snapshots that public transport affordability was "generally unsatisfactory".

"TransLink publish a monthly report identifying a number of KPIs and one of them is affordability and it is their worst performing KPI," Mr Dow said.

"Our own annual survey showed that fare affordability was a key issue and while there was some improvement in 2017 that has slipped away in 2018."

"Evidence shows us that Brisbane commuters perceive fares to be unaffordable."

Mr Dow said the increasing the costs of public transport seemed to go against core ideas behind the State Government's commitment to greater residential densities around public transport hubs across the city. (Transit Oriented Developments).

The TOD program objectives as defined by the State Government are "to provide integrated transport and land use through development that supports more effective access to the transport network and integrates with the local community(as well as) improved and safer utilisation of the existing transport system."

Mr Dow said escalating public transport costs for commuters would not encourage use.

TransLink's website says on Monday 7 January 2019 fares across southeast Queensland will change.

"All fares will increase by 1.8 per cent, in line with the applicable Consumer Price Index (CPI) rate," the website says.

"Make sure you are taking advantage of our ongoing go card discounts to maximise your savings."

Public transport increases scheduled for Jan 7, 2019 will force commuters to turn their backs on public transport across the City, Brisbane City Council Deputy Mayor Adrian Schrinner said.

Mr Dow said Brisbane public transport costs remained one of the most expensive in the nation.

He said the group had called for a fare freeze in 2017-2018 which was rejected.

"The public does believe the fares are not affordable and there is clear data that fares are out of control again," Mr Dow said.

RAIL Back On Track had called for a fare price freeze for 2019 and 2020, "as we believe that would have been in the best interests of the state" Mr Dow said.

"We acknowledge that it important to preserve the fare box revenue however there is clear evidence that the public considers fares are far too expensive, particularly in SEQ."

Cr Schrinner said fares were simply too high to encourage large numbers of people to switch from their car.

"People vote with their feet and high fares means more cars and more congestion on our roads," he said.

"Most people will be shocked to learn the State Government is increasing the basic one zone Go Card return fare to $6.62 on 7 January."

Cr Schrinner said people buying a paper ticket would be slugged even more, with a one zone return paper ticket costing $9.60.

"It's ludicrously expensive and this is certainly no way to get more people on board public transport," he said.

"Council has consistently argued against State Government fare increases and we will continue to fight for a better outcome for public transport users."

Cr Schrinner has launched a your say survey to gauge public concerns regarding public transport costs.

[ozbob]

https://twitter.com/railbotforum/status/1075602094386642944

[STB]

Honestly, I don't think people will be happy until they are paying less than $1 per trip - I've asked people on the train and some of them have said that they would prefer no fares whatsoever - that's obviously never going to happen.  People simply just don't wish to pay for public transport with the threats of returning to the roads.  Fine!  Return to the roads, can't do much about the fare structure until the next generation of ticketing comes on board in a year or so time.

I remember a comment a while back that the fare freezes years ago led to a blowout in the fares to help cover the costs of those fare freezes when you looked at the government subsidy.  I honestly wouldn't want a return to fare blowouts either, small salami increases based on wages and ABS data seems fair IMO.

[ozbob]

SEQ fares are still too dear for most.  The reason is the failed fare path from 2010 to 2015 which saw the massive fare increases.  The new fare structure in 2016 did improve it to a degree but not enough to fix the damage done earlier.  This is clear from TransLink's own monthly snapshot data and various surveys that have been done this year.  We have called for a fare freeze for a couple of years because that will bring it back to the right level and costs nothing to do in terms of system costs.  Qconnect only ever had CPI fare increases 2010-2015, their fares are much more affordable.  There is also a bit of resentment out there in PT land because of the poor service frequency many have to cope with.

If anyone chooses to use paper tickets, they need their heads read .. 

[SurfRail]

Fares are more an issue of "the optics" (usage so many of my clients are now fond of uttering).  Making it free isn't magically going to fix anything, so they have to be prepared to wear some opprobrium from people who object to paying anything in principle. 

They should have undertaken to freeze fares until the rail network problems are resolved.  The revenue coming in from this increase is going to be stuff all and could easily be met from elsewhere in the TMR budget by prioritising PT over something less useful.  Fare revenue is less than $400m, a 1.8% increase is at most $6-7m extra in the till.

[#Metro]

Simple fare cuts are a poor way to increase patronage because:

(a) Much of the peak demand is not very responsive to price because people have to get to work
(b) cars are expensive to run, more than PT in most cases
(c) if the service is poor or doesn't exist, price isn't a factor. The bus/train isn't there to catch!

Fare cuts will simply rip tens of millions of dollars out of the network for no improvement!

Reworking the bus network, more BUZ routes, simpler and faster bus routes, is the fastest and cheapest way to get patronage back on the network.

"Discounting rotten apples" will just leave us with a network that is cheap AND nasty. Fix the network quality instead!

[achiruel]

They should have undertaken to freeze fares until the rail network problems are resolved.  The revenue coming in from this increase is going to be stuff all and could easily be met from elsewhere in the TMR budget by prioritising PT over something less useful.  Fare revenue is less than $400m, a 1.8% increase is at most $6-7m extra in the till.

Agreed, increasing fares when the rail network is still in such a poor state is not a good look.

Simple fare cuts are a poor way to increase patronage because:

(a) Much of the peak demand is not very responsive to price because people have to get to work
(b) cars are expensive to run, more than PT in most cases
(c) if the service is poor or doesn't exist, price isn't a factor. The bus/train isn't there to catch!

Fare cuts will simply rip tens of millions of dollars out of the network for no improvement!

Reworking the bus network, more BUZ routes, simpler and faster bus routes, is the fastest and cheapest way to get patronage back on the network.

"Discounting rotten apples" will just leave us with a network that is cheap AND nasty. Fix the network quality instead!

I don't think anyone here is arguing for fares to be cut, but rather for them not to increase. And sure, peak demand is probably fairly static, but off-peak could do with a boost (especially weekends). I remember a long time ago QR had 50% off on weekends, maybe it's time TransLink looked at doing the same thing. Who knows, it might even help relieve the massive traffic jam on the M1 every Saturday & Sunday morning!

[#Metro]

I don't think anyone here is arguing for fares to be cut, but rather for them not to increase.

Brisbane City Council seems to think it is a grand idea.

A TransLink spokesman confirmed the increase but said public transport fares still remained below 2014 prices.

"On January 7, 2019, fares for all TransLink public transport services across South East Queensland will increase based on the Brisbane Consumer Price Index (CPI) of 1.8 per cent.

But TL says it's a CPI increase, which means in real terms it is a freeze AND cheaper than 2014.

If the purpose is more pax, fix the bus network.

[ozbob]

But the price of fares in 2014 was far too high ( 2010 > 2014 massive fare increases), TransLink are in fact admitting the fares are still too expensive.  Our plan to freeze for two years is sensible and does not cost in terms of system costs.   TransLink are out of touch with reality and their own data (monthly performance snapshots, affordability is the worst and less satisfactory KPI).

Yes, we all know network reform is needed #Metro, but so are affordable fares.  More so with the basket case of a network most have to put up with in SEQ.   

[AnonymouslyBad]

I don't think anyone here is arguing for fares to be cut, but rather for them not to increase.

Brisbane City Council seems to think it is a grand idea.

Of course they would - they're not the ones having the wear the cost

Maybe BCC should get to set their fares, as long as they also wear 100% of the operating costs for their inefficient bus network - something tells me it'd be fixed overnight.

[verbatim9]

Fuel plunging, electric vehicles on the rise! Personalised transport (1 person 1 vehicle) is looking far more attractive again these days then inefficient moderately expensive publc transport fares. Let's hope there are affordable, good incentives with Next Generation Ticketing for the everyday public transport user or casual user in the near future.

"Better frequency for cross town trips 20mins or better to reduce overall waiting times and trip duration"

https://amp.brisbanetimes.com.au/national/queensland/petrol-prices-plunge-in-time-for-christmas-20181223-p50nz9.html?__twitter_impression=true

[achiruel]

Fuel plunging, electric vehicles on the rise! Personalised transport (1 person 1 vehicle) is looking far more attractive again these days then inefficient moderately expensive publc transport fares. Let's hope there are affordable, good incentives with Next Generation Ticketing for the everyday public transport user or casual user in the near future.

"Better frequency for cross town trips 20mins or better to reduce overall waiting times and trip duration"

https://amp.brisbanetimes.com.au/national/queensland/petrol-prices-plunge-in-time-for-christmas-20181223-p50nz9.html?__twitter_impression=true

Doesn't alleviate traffic congestion though. Sitting in traffic is still sitting in traffic regardless of what's powering your vehicle.

[verbatim9]

Fuel plunging, electric vehicles on the rise! Personalised transport (1 person 1 vehicle) is looking far more attractive again these days then inefficient moderately expensive publc transport fares. Let's hope there are affordable, good incentives with Next Generation Ticketing for the everyday public transport user or casual user in the near future.

"Better frequency for cross town trips 20mins or better to reduce overall waiting times and trip duration"

https://amp.brisbanetimes.com.au/national/queensland/petrol-prices-plunge-in-time-for-christmas-20181223-p50nz9.html?__twitter_impression=true

Doesn't alleviate traffic congestion though. Sitting in traffic is still sitting in traffic regardless of what's powering your vehicle.

^^Buses mainly sit in  that same congestion. Lol

People don't care about sitting in traffic for 10-15mins, but they care about the overall weekly running costs. Crosstown trips and trips back and forward to Sunshine and Gold Coast even Tooowoomba are much faster and economical by car at the moment in Se Queensland and it will be in years to come with mass marketing of electric vehicles. The PT system in Se QLD even with cross river rail will find it hard to compete unless significant investment in infrastructure  is planned and completed, as well as the associated costs to travel on that infrastructure are cheap and reasonable.

[achiruel]

^^Buses mainly sit in  that same congestion. Lol

Yes, but rail doesn't, buses on the busway don't, ferries don't, light rail doesn't, Metro won't (for most of its journey, at least).

This is why Class A/B ROW is so important.

[Arnz]

A bit of history:  Sunshine Coast, Gold Coast and Toowoomba used to have inter-city coach trips linking each other back in the 70s to early 2000s. 

Skennars was the pioneering coach operator before they sold their services to local operators in the late 80s (GC services were sold to CoachTrans, Toowoomba services to McCaffertys and Sunshine Coast to Sunshine Coast Coaches).

After Skennars, SC - Toowoomba and GC - Toowoomba were operated by Sunshine Coast Coaches/Suncoast Pacific and PacificWest/CoachTrans before those services eventually absorbed into Greyhound Australia. 

Sunshine Coast to Gold Coast (via Brisbane Airport and the Gateway) was operated by Sunshine Coast Coaches as a "InterCoaster" service before Suncoast Pacific bought and took over those services in the late 90s.

CoachTrans was eventually taken over by an Airport operator in the 2000s when their primary route in the 90s, BNE - GC lost the buik of their passengers to the Gold Coast Rail Line in the 90s.

McCaffertys and Greyhound merged in the early 2000s, and with new management a few years later, eventually decided to take on the Greyhound name (therefore ending the McCaffertys branding).  Greyhound later took over Suncoast Pacific and absorbed the Sunshine Coast coach operations into Greyhound.

Edit: When you look at the bus/coach timetables back then and now, it's interesting to see how travel times increased (due to increasing traffic congestion over the years) and the less services available between the towns except for perhaps BNE-Toowoomba (e.g airline deregulation, LCCs, Hire Vehicles, etc impacted on bus/coach passenger numbers).

[verbatim9]

A bit of history:  Sunshine Coast, Gold Coast and Toowoomba used to have inter-city coach trips linking each other back in the 70s to early 2000s. 

Skennars was the pioneering coach operator before they sold their services to local operators in the late 80s (GC services were sold to CoachTrans, Toowoomba services to McCaffertys and Sunshine Coast to Sunshine Coast Coaches).

After Skennars, SC - Toowoomba and GC - Toowoomba were operated by Sunshine Coast Coaches/Suncoast Pacific and PacificWest/CoachTrans before those services eventually absorbed into Greyhound Australia. 

Sunshine Coast to Gold Coast (via Brisbane Airport and the Gateway) was operated by Sunshine Coast Coaches as a "InterCoaster" service before Suncoast Pacific bought and took over those services in the late 90s.

CoachTrans was eventually taken over by an Airport operator in the 2000s when their primary route in the 90s, BNE - GC lost the buik of their passengers to the Gold Coast Rail Line in the 90s.

McCaffertys and Greyhound merged in the early 2000s, and with new management a few years later, eventually decided to take on the Greyhound name (therefore ending the McCaffertys branding).  Greyhound later took over Suncoast Pacific and absorbed the Sunshine Coast coach operations into Greyhound.

Edit: When you look at the bus/coach timetables back then and now, it's interesting to see how travel times increased (due to increasing traffic congestion over the years) and the less services available between the towns except for perhaps BNE-Toowoomba (e.g airline deregulation, LCCs, Hire Vehicles, etc impacted on bus/coach passenger numbers).

That's why a Bne - Toowoomba - Bne train link is important.  Decreasing travel times. I am glad you raised this point. Just hopefully it will be affordable no more than   6.00 bucks one way when it operational.

[Arnz]

A bit of history:  Sunshine Coast, Gold Coast and Toowoomba used to have inter-city coach trips linking each other back in the 70s to early 2000s. 

Skennars was the pioneering coach operator before they sold their services to local operators in the late 80s (GC services were sold to CoachTrans, Toowoomba services to McCaffertys and Sunshine Coast to Sunshine Coast Coaches).

After Skennars, SC - Toowoomba and GC - Toowoomba were operated by Sunshine Coast Coaches/Suncoast Pacific and PacificWest/CoachTrans before those services eventually absorbed into Greyhound Australia. 

Sunshine Coast to Gold Coast (via Brisbane Airport and the Gateway) was operated by Sunshine Coast Coaches as a "InterCoaster" service before Suncoast Pacific bought and took over those services in the late 90s.

CoachTrans was eventually taken over by an Airport operator in the 2000s when their primary route in the 90s, BNE - GC lost the buik of their passengers to the Gold Coast Rail Line in the 90s.

McCaffertys and Greyhound merged in the early 2000s, and with new management a few years later, eventually decided to take on the Greyhound name (therefore ending the McCaffertys branding).  Greyhound later took over Suncoast Pacific and absorbed the Sunshine Coast coach operations into Greyhound.

Edit: When you look at the bus/coach timetables back then and now, it's interesting to see how travel times increased (due to increasing traffic congestion over the years) and the less services available between the towns except for perhaps BNE-Toowoomba (e.g airline deregulation, LCCs, Hire Vehicles, etc impacted on bus/coach passenger numbers).

That's why a Bne - Toowoomba - Bne train link is important.  Decreasing travel times. I am glad you raised this point. Just hopefully it will be affordable no more than   6.00 bucks one way when it operational.

Depends if there is enough slots for the National Inland Rail Link (fed gov funded) to take on passengers.  From what I last read, the bulk of those slots will be taken up by freight.

The existing 1800s corridor, as well all know, isn't currently suitable (more than 4 hours travel time).  Plus no mention from the State Government of any timeline for realignment (other corridors e.g Sunshine Coast/NCL has higher priority).

[achiruel]

A bit of history:  Sunshine Coast, Gold Coast and Toowoomba used to have inter-city coach trips linking each other back in the 70s to early 2000s. 

Skennars was the pioneering coach operator before they sold their services to local operators in the late 80s (GC services were sold to CoachTrans, Toowoomba services to McCaffertys and Sunshine Coast to Sunshine Coast Coaches).

After Skennars, SC - Toowoomba and GC - Toowoomba were operated by Sunshine Coast Coaches/Suncoast Pacific and PacificWest/CoachTrans before those services eventually absorbed into Greyhound Australia. 

Sunshine Coast to Gold Coast (via Brisbane Airport and the Gateway) was operated by Sunshine Coast Coaches as a "InterCoaster" service before Suncoast Pacific bought and took over those services in the late 90s.

CoachTrans was eventually taken over by an Airport operator in the 2000s when their primary route in the 90s, BNE - GC lost the buik of their passengers to the Gold Coast Rail Line in the 90s.

McCaffertys and Greyhound merged in the early 2000s, and with new management a few years later, eventually decided to take on the Greyhound name (therefore ending the McCaffertys branding).  Greyhound later took over Suncoast Pacific and absorbed the Sunshine Coast coach operations into Greyhound.

Edit: When you look at the bus/coach timetables back then and now, it's interesting to see how travel times increased (due to increasing traffic congestion over the years) and the less services available between the towns except for perhaps BNE-Toowoomba (e.g airline deregulation, LCCs, Hire Vehicles, etc impacted on bus/coach passenger numbers).

That's why a Bne - Toowoomba - Bne train link is important.  Decreasing travel times. I am glad you raised this point. Just hopefully it will be affordable no more than   6.00 bucks one way when it operational.

$6? You've gotta be kidding! 3 zones is $6.05 which gets you to Walloon. Cooroy, which is a similar distance from the city as Toowoomba, costs $19.61 (8 zones).

[verbatim9]

Every 60-90mins should be fine BNE -  Toowoomba - Bne or Landsborough - Toowoomba - Landsborough (Express pattern)

[verbatim9]

A bit of history:  Sunshine Coast, Gold Coast and Toowoomba used to have inter-city coach trips linking each other back in the 70s to early 2000s. 

Skennars was the pioneering coach operator before they sold their services to local operators in the late 80s (GC services were sold to CoachTrans, Toowoomba services to McCaffertys and Sunshine Coast to Sunshine Coast Coaches).

After Skennars, SC - Toowoomba and GC - Toowoomba were operated by Sunshine Coast Coaches/Suncoast Pacific and PacificWest/CoachTrans before those services eventually absorbed into Greyhound Australia. 

Sunshine Coast to Gold Coast (via Brisbane Airport and the Gateway) was operated by Sunshine Coast Coaches as a "InterCoaster" service before Suncoast Pacific bought and took over those services in the late 90s.

CoachTrans was eventually taken over by an Airport operator in the 2000s when their primary route in the 90s, BNE - GC lost the buik of their passengers to the Gold Coast Rail Line in the 90s.

McCaffertys and Greyhound merged in the early 2000s, and with new management a few years later, eventually decided to take on the Greyhound name (therefore ending the McCaffertys branding).  Greyhound later took over Suncoast Pacific and absorbed the Sunshine Coast coach operations into Greyhound.

Edit: When you look at the bus/coach timetables back then and now, it's interesting to see how travel times increased (due to increasing traffic congestion over the years) and the less services available between the towns except for perhaps BNE-Toowoomba (e.g airline deregulation, LCCs, Hire Vehicles, etc impacted on bus/coach passenger numbers).

That's why a Bne - Toowoomba - Bne train link is important.  Decreasing travel times. I am glad you raised this point. Just hopefully it will be affordable no more than   6.00 bucks one way when it operational.

$6? You've gotta be kidding! 3 zones is $6.05 which gets you to Walloon. Cooroy, which is a similar distance from the city as Toowoomba, costs $19.61 (8 zones).

Let's say 8 bucks with Next Generation Ticketing incentives factored in.

[ozbob]

https://twitter.com/Schrinner/status/1080629431889084416

[#Metro]

Adrian is placing a high attribution on fares as a driving force for patronage, but this is not correct.

The main driving force for patronage are route service upgrades, e.g the BUZ program. This doubled patronage on routes. In contrast, a 10% fare increase would change patronage by around 3.4%. It is incredibly cost ineffective to raise patronage this way.

There haven't been BUZ upgrades for the last 5 years.

Deputy Lord Mayor should focus on what he can change, rather than what he can't. He can change his bus network. He needs to commit to bus reform, something that did not happen in the centenary bus review, which added two low frequency services to the current spaghetti mess.

And it is not a question of "funding", another convenient excuse for inaction. Bus reform can be performed in a near cost neutral way, and more passengers means more revenue and better asset utilisation/productivity as well.

If BCC wishes to waste more time on this, perhaps a private contractor should be invited to bid for BCC's bus contract so that actual proper bus reform can proceed.

[verbatim9]

Mostly likely a combination of factors overall trip duration, overall low fuel prices, fares, safety in the evening and night and fluctuations in the student population.

[ozbob]

https://twitter.com/Schrinner/status/1080986648727277568

[#Metro]

Imagine what the results would be if this was about BCC rates.
30-50% off rates. I'm sure the results would look similar.

Simple fare cuts don't improve the network and are an expensive way to attract patronage. Bus reform is a much cheaper and better route.

BCC doesn't control fares and nor should they.

How much will BCC tip in to bring fares down or keep the 25% funding ratio constant?

[SABB]

Public transport fares are a tricky situation.   Back in the late 1990s, QR's cost recovery was about 40 cents in the dollar and the Qld Government was subsidising QR (SEQ) to the tune of about $200M per year. Increasing fares by 2.5 would end up with 0 cents per dollar in recovery.  If you do the maths, in peak hours, a single line railway is equivalent to an 8 lane freeway. You don't get much 8 lane freeway for $200M, so it is cheaper to subsidise QR  provided that the government/travelling public get value for money, which is another story.

[#Metro]

There are many ways to increase patronage, fares are only one of those.

We are assuming that people are unable to pay, when it may be the case they are unwilling to pay, given the lack of bus network quality in their local area. If they got a BUZ, they would go back to using the bus, even at the higher price.

We can test this idea by introducing a service upgrade on one route. If affordability is the issue, the new services should attract no new passengers, because pax can't afford it. If patronage increases, then we know the real cause isn't fares.

Discounting fares 40 or 50% would cost hundreds of millions of dollars per year, far in excess of the amount of money required to get bums on seats by doing a thorough and comprehensive review of the BCC bus network.

Focusing on populist discounting of rotten apples allows BCC more time to avoid reviewing its bus network, which it should have done 5 years ago!

[techblitz]

natural population growth is a big factor as well..
I remember highlighting years ago when translink did their review that they under-estimated the Ipswich rd corridor......well what do you know....in terms of 2012//2013 vs 2017/18the 100buz sits right after the 66/60/111 in terms of growth.
Most of the other established buzes have improved only marginally or declined....which proves the point that if you can plonk a HF route along a high potential growth corridor then its literally set and forget......the Ipswich rd corridor is one of the shining lights imho...

[SurfRail]

Public transport fares are a tricky situation.   Back in the late 1990s, QR's cost recovery was about 40 cents in the dollar and the Qld Government was subsidising QR (SEQ) to the tune of about $200M per year. Increasing fares by 2.5 would end up with 0 cents per dollar in recovery.  If you do the maths, in peak hours, a single line railway is equivalent to an 8 lane freeway. You don't get much 8 lane freeway for $200M, so it is cheaper to subsidise QR  provided that the government/travelling public get value for money, which is another story.

What we need is to properly identify WHY QR costs so bloody much to operate and how to reduce the spend as much as possible.  I am resolutely unconvinced their contract price is justified.