Brisbane: Bus Electric Rapid Transit (' Brisbane Metro ')

[aldonius]

Personally I don't think they're going to make significant changes to any bus that runs mostly full through Buranda throughout peak.

[verbatim9]

Personally I don't think they're going to make significant changes to any bus that runs mostly full through Buranda throughout peak.

There will be a lot of buses and metro vehicles running along the Busway then (Buranda UQ Buranda). Maybe there is heaps of spare capacity?

[Gazza]

The 169 does 1m per annum so is probably pretty safe, especially since it's not chewing up capacity on the crucial section.

The 139 is closer to 0.5m, so not so sure what they woudl do with that one.

I think with the 130 140 150 they could send them via the CCB as per the 2013 review recommendation.

[SurfRail]

From memory the 130 was going to continue via South Bank, the Browns Plains routes would go over the CCB.

I think that not only should more and more buses use the CCB, there should be bus lanes connecting to the SEB on and off ramps (to the furthest extent practical anyway).  Keep the busway as far as possible for the bi-artics and higher capacity vehicles, and to the extent we are still firing rockets at the CBD from farflung suburbs give them a straight path and prioritise those for the lower capacity vehicles.

[Cazza]

I think the 130, 140 and 150 should run via CCB (with bus lanes) and now stop at Buranda to allow for South Bank passengers to transfer.

As Metro 1 will stop at KGS and Roma St, all southside routes should be moved from QSBS to KGS and Roma St. Buses coming from the North and West (e.g. Inner Northern Busway) will stop at Roma St and then terminate at QSBS (not stopping at KGS).

I've done up a draft network here: https://bit.ly/2wKJRWo

Most of the routes are complete but I still need to finish a few things off (such as the Nightlink routes and KIP Information). It has been done with CRR and Trouts Rd completed (in addition to other projects such as new river crossings, Cleveland Line duplication, CAMCOS, Flagstone Line etc.)

[Gazza]

Looks like a sound network, but would it be possible to have the speculative routes like the the 449 in a separate layer, or maybe do a kml of the network that we could do in the immediate future with known commited infrastructure?

On the whole, I think the eastern and southern high frequency networks are sound, though I think Acacia ridge still lacks a bit of love.

On the nothside, again, pretty good, but a few things stick out to me.

-The 2013 review proposed including the 325 in the HF network, and I'd be keen to see this carried through, since it fills in a lot of gaps and would allow for good acceess to Geebung station and Chermside in the northern part of the route and the southern part of the route means the gaps in Lutwyche and Grange get filled.

-I reckon the proposed 315 is a bit outta control.
I can see why it needs to exist south of Toombul, but for the northern part of the network, I think

-Edinburgh castle road.Wavell Heights/Kallinga is a bit of a gap in the HF nerwork? What about  Chermside to Toombul via Eagle Junction?

[Cazza]

Looks like a sound network, but would it be possible to have the speculative routes like the the 449 in a separate layer, or maybe do a kml of the network that we could do in the immediate future with known commited infrastructure?

I've now separated Routes 60, 199, 235 and 449. Obviously, Routes 60 and 199 will run what they currently do without the new bridges (except the 199 will still run to Bowen Hills Station). That means the 230 will stay as a BUZ service.

As for the routes near the Trouts Rd corridor stations, most will routes just bypass the station interchanges until the line is complete. For route P351, it will terminate at Enoggera Interchange rather than Alderley Station and at Becket Rd @ Albany Creek Rd (rather than Aspley West Station).
The 907 will run direct via Old Northern Rd/South Pine Rd (not coming back on itself to Trouts Rd). The 908 will then cover this gap between Trouts Rd and Old Northern Rd via Felstead St and Dargie St.
The 398 will terminate at Brookside/Mitchelton Station rather than Everton Park.
Most routes terminating at Aspley West Station will terminate at Aspley Interchange instead (including Metro 3).

I think Acacia ridge still lacks a bit of love.

Would you be willing to make Route 909 a BUZ (15 mins or better Off-Peak/Weekends, 30 mins after 9pm)?

-The 2013 review proposed including the 325 in the HF network, and I'd be keen to see this carried through, since it fills in a lot of gaps and would allow for good acceess to Geebung station and Chermside in the northern part of the route and the southern part of the route means the gaps in Lutwyche and Grange get filled.

So would you extend the 346 to Geebung Station (via Hamilton/Newman Rds) and upgrade to a BUZ?

-I reckon the proposed 315 is a bit outta control.
I can see why it needs to exist south of Toombul, but for the northern part of the network, I think

Yeah LOL it is quite circuitous. I originally had it running between Carseldine Station and Cultural Centre when I had the 340 still running from Carseldine Station into the City. I cut the 340 between Chermside and the City (because of Metro 3) and thought that I may as well combine it into the one route between Aspley West and Cultural Centre via (new) Route 315.
I'm not really sure what to do with it TBH. I could leave it running between Carseldine and CC like I originally had it and make the Carseldine-Aspley section another feeder to Aspley West Station or Aspley Interchange.

-Edinburgh castle road.Wavell Heights/Kallinga is a bit of a gap in the HF nerwork? What about  Chermside to Toombul via Eagle Junction?

How about Route 321: Chermside Interchange to Toombul Interchange via Gympie Rd, Rode Rd, follows Route 320 to Eagle Junction Station, then via Junction/Sandgate Rds.
Service will run every 15 mins during Peak, 30 mins Off-Peak, 30 mins Weekend, 60 mins Night (combines to provide a consistent frequency with Route 320).


On another note, I'm not really sure what to do with Route 359 between Everton Park and Albion Station. I don't overly like the idea of terminating it at Brookside (too much of a back track for City-bound commuters transferring onto a train + Route 357 runs there) or Enoggera Interchange (not much of a "destination"). I did have it originally terminate at Ashgrove but then I upgraded Route 911 to a BUZ so that would completely saturated the Wardell St corridor.

That's why I sent it down Stafford Rd and it just kept travelling until I found a suitable destination I guess

Any suggestions?

[Gazza]

This was something I've knocked up for the frequent network on the Northside, havent really delved too much into the secondary routes, was more just trying to work out how to get most people within 800m of a frequent line.

Broadly speaking, the Nothwest is focused around Brookside and feeding the ferny grove line.

Areas south of Chermside would have direct cbd services, I've split the 335 in half, so that RBWH can act as an interchange for those headed for the valley.

Areas north of chermside are focused on interchanging with heavy rail or at Chermside.

The Northern sandgate rd corridor im not sure what to make of, its far enough between the Kippa Ring and Shorncliffe lines to be the next logical infill, but it is very industrial along there.
Regardless, its probably better split into its own route for reliability.

Virginia Station seems like a lost opportunity not to do a Canning Bridge type arrangement, with bus stops on the road overbridge.

[Cazza]

I have just cut the 315 at Carseldine Station. I extended the 352 to Carseldine Station to cover this loss (over yet another proposed bridge-oops).

[ozbob]

https://twitter.com/brisbanecityqld/status/1038955320998064128

[verbatim9]

Victoria Bridge to be reconfigured to allow for a dedicated and segregated cycle lane in conjunction with the Brisbane Metro project.

https://www.couriermail.com.au/news/queensland/cyclists-get-own-lane-alongside-brisbane-metro-vehicles-in-victoria-bridge-revamp/news-story/af15f8f7e6481f53452c8c9a8488d8d7

[ozbob]

Couriermail --> Cyclists get own lane alongside Brisbane Metro vehicles in Victoria Bridge revamp

THE number of lanes available to Brisbane Metro vehicles on Victoria Bridge will be reduced to accommodate the demands of cyclists.

The Courier-Mail can reveal Metro services will now run on only three lanes of the bridge, with cyclists using the fourth. The council claims the move won't affect Metro services and follows community consultation.

But it does mean there will be some changes to the design of the $944 million transport project.

Lord Mayor Graham Quirk said community consultation had also revealed ­locals supported their decision to close Victoria Bridge to general traffic.

"This new design for the Victoria Bridge will reconfigure the number of Metro and bus lanes from four to three, introducing a separated two-way cycleway on the upstream side of the bridge and cycle lanes on Melbourne St," he said.

Deputy Mayor Adrian Schrinner touted the changes as a win for locals, with ­further consultation on other elements of the project in South Brisbane, West End and the CBD to begin soon.

"Detailed analysis shows that the three-lane configuration will still provide more capacity for public transport, but will also deliver an improved outcome for people on bikes and on foot," he said.

"Council will undertake further community engagement on the changes to the Victoria Bridge and Melbourne St pedestrian and cyclist access, and inner-city traffic network over the coming weeks."

The council is yet to determine the design of the Metro vehicles as they consider expressions of interest from firms vying to build them.

It is also yet to announce when Victoria Bridge will be closed to general traffic.

Construction is expected to begin next year, while services will commence in 2023.

Services will run on two lines between the University of Queensland and the Royal Brisbane and Women's Hospital, as well as Eight Miles Plains and Roma St.

The project is being built to reduce the number of buses in the CBD and cut congestion.

[ozbob]

https://twitter.com/Team_Quirk/status/1044327402871115781

[ozbob]

https://twitter.com/Robert_Dow/status/1044390587703558144

[SurfRail]

Question will be how this now works with buses to and from the West End.

[aldonius]

I'll want to see a plan view, but I guess there'll be a centre tidal-flow lane.

On the north side of the bridge there's a fifth lane anyway above the REX to accommodate two bus directions, so that's where the centre lane would split back into two.
On the south side... I imagine they've found some space to move the tunnel portal back away from the bridge a little. They've got 5 lanes worth of space from about 25 metres north of where the CC platforms start now, so again that's where the split would be.

They might need to signalise the merge, which would be disappointing.

[ozbob]

https://twitter.com/Team_Quirk/status/1044396667045273601

[SurfRail]

Fair enough.  The number of vehicles to and from the West End is not likely to be so substantial that this can't work - the phasings will presumably give priority to anything coming up from the tunnel, which will be the bi-artics and anything else coming up the busway that still runs to the city through Mater Hill.  If they hit issues with capacity to the West End the next step would be adding articulated buses on the 196, 199 and Cityglider.

[aldonius]

The issue isn't going to be capacity to West End per se. It'll be all the CC terminators.

[Cazza]

The issue isn't going to be capacity to West End per se. It'll be all the CC terminators.

Once the Metro is up and running, I think one of the ways to reduce the strain on this section of busway is something along these lines (see my map above for a visual).

-Truncate the local routes from the South/East before the CBD (e.g. 232, 172, 116, 202 etc) or improve routing/combine with other routes to allow for running into the CBD. All CBD terminating routes from the passing through Mater Hill (e.g 180, 175, 120, 125 etc) should be terminated at Roma St, stopping at KGS (as they will now bypass QSBS due to tunnel portal now in Adelaide St).
-Routes from North/West (e.g 333, 345, 380, 444 etc.) stop at Roma St Station then terminate at QSBS (not stopping at KGS).
-Routes 60, 196, 199 continue current routing.
-Routes from North from Fortitude Valley or along St Pauls Tce should terminate at CC or even North Quay (e.g. 300, 301, 305, 320, 370).
-Peak express services over CCB should run down Margret/Alice and Creek/Edward.
-Rest of routes should be terminated before CBD or run down Adelaide St.

This consolidates the stops in the CBD so all of the buses from each region (e.g. north) will leave from only 2 or 3 stops.

[Cazza]

Fair enough.  The number of vehicles to and from the West End is not likely to be so substantial that this can't work - the phasings will presumably give priority to anything coming up from the tunnel, which will be the bi-artics and anything else coming up the busway that still runs to the city through Mater Hill.  If they hit issues with capacity to the West End the next step would be adding articulated buses on the 196, 199 and Cityglider.

I think you've hit the nail on the head here. Currently in peak time, there are 12bph on the 60 and 199 and 6bph on the 196: that's only 30bph- a bus every 2 mins.

Now look at the traffic lights just to the west of Roma St Busway Station (still on the busway). These lights easily handle upwards of 120bph in peak (all the in-service, dead runners and buses off to layover near Normanby). There are no dramas there.

[verbatim9]

The full report can be read here

https://www.brisbane.qld.gov.au/sites/default/files/20180925_-_brisbane_metro_draft_design_report_consultation_outcomes.pdf

[ozbob]

Brisbanetimes --> Victoria Bridge redesign spells delays for West End bus services

Brisbane's Metro bus services may come with delayed bus services to the West End peninsula, including blue CityGlider and University of Queensland buses.

In order to now run Metro services on three lanes across the Victoria Bridge, rather thant four lanes as previously planned, deputy Brisbane mayor Adrian Schrinner said all West End buses would have to give way to Metro services.

There is a Brisbane Metro service every three minutes in the morning and afternoon peaks.

CityGliders between West End and New Farm run every five minutes from 7am to 9am and 4pm to 6pm on weekdays and every 10 to 15 minutes the rest of the day.

"What will essentially happen is that buses that are coming in from West End – so the CityGlider services – will have to give way to metro services," Cr Schrinner said.

"What that will do is give priority to metro services. Metro has always been designed to have priority and right of way in the network.

"So provided that those West End services give way at the (Victoria) bridge, we can keep the frequencies up there."

The buses running in and out of West End will stop on Melbourne Street and give way to the Brisbane Metro services, which will run from a new underground bus station being built at Melbourne Street.

Local councillor Jonathan Sri said he did not have enough information to judge, but he hoped the new Metro system would overall be faster, so West End bus services would not be slower.

"You are still going to get efficiency gains with the station re-design and the redesign of the Melbourne Street intersection," he said.

"However, we should not be cannibalising frequency and reliability of one service to improve the metro.

"They can't seriously be considering slowing down the blue CityGlider in order to accommodate the metro."

Cr Sri said the big question was the complex task of building the underground Melbourne Street Metro station which is still awaiting approval from the Queensland government.

"I cannot see how they are going to keep that (Melbourne-Grey streets) intersection open and keep the busway operational while they build an entire new station under there," he said.

The changes to the bus and cycling lanes across the Victoria Bridge were announced on Tuesday morning after four months of community consultation.

The main change is reducing the Brisbane Metro lanes from four lanes to three lanes and giving a predicted 10,000 cyclists a month a dedicated lane across the Victoria Bridge.

Brisbane City Council will also upgrade to the nearby William Jolly Bridge at North Quay to let traffic come off the Victoria Bridge by 2023, Cr Shrinner said.

Cr Schrinner said Brisbane City Council would spend $5 million to improve intersections on the four-lane William Jolly Bridge to cater for the 8000 vehicles which would be forced off the Victoria Bridge when the work is finished in 2023.

"We will see most of the traffic on the Victoria Bridge divert to the William Jolly Bridge," Cr Schrinner said.

"We will be investing in $5 million worth of upgrades to accommodate that and to maintain access to the CBD.

"William Jolly is four lanes, so it has double the carrying capacity as the two lanes for general traffic on the Victoria Bridge.

"Our modeling shows that if we do intersection upgrades – that $5 million investment – we can accommodate any change in traffic flow."

Cr Schrinner said Brisbane City Council's traffic studies showed traffic would not be funnelled to the Go Between toll tunnel, which could not be allowed under state government legislation.

Cr Schrinner said the studies showed drivers used the Go Between Bridge as a bypass route, not an access to the CBD.

He said the plan would make it safer to ride a bike into the central city.

"We have seen some serious accidents happening between pedestrians and cyclists and this change will make it safer for people on bikes and people on foot," Cr Schrinner said.

[James]

The West End buses already create delay on the bus network - particularly where they exit the network at the Melbourne St portal. They also have to wait to re-enter the bus network too.

I just see this as shifting the signal delay from one point to another, rather than introducing another delay point. With the Melbourne St portal gone, there will only be a need for buses to stop for traffic from Hope St, if at all.

[Cazza]

 

THEY WILL NOT BE DELAYED!!!

As you said James, services currently to and from West End actually hold up buses for the SE Busway at the Melbourne St portal. They have to wait at least a few minutes for the lights to cycle through. They also have to wait at another set of lights to cross to the correct side of Melbourne St (at the intersection of Merrivale St). As both of these intersections will be either removed or upgraded, it will be likely to see travel times improved by upwards of 5 mins (taking into account improvements at the northern end of the bridge too).

At the new set of lights people are flipping out about, they (should) be set that if no buses are coming out of the tunnel, the lights automatically change to the 60, 199 etc. (as what happens on the Inner Northern Busway, just west of Roma St Station, with a much higher number of vehicles passing through. No problems have or will occur here).

FFS, why do people hate change so much? This is going to be a huge improvement to the way whole Cultural Centre precinct and entire bus network operate. They have reduced at least 5 mins of waiting times at lights and have added another 10 secs max. If I've done the maths correctly, that still should be a 4min, 50sec REDUCTION in travel times.

Is it too much to ask that before people open their mouth to complain and whinge about a small little change, you stop and think and use a little common sense first? That would be much appreciated.

[ozbob]

+1

https://twitter.com/Robert_Dow/status/1044612570353553408

[Paul B]

I'd have thought that 196/199 would terminate there, and MAYBE the 60 goes straight through. Having lived in new farm back in the days when it was the 190/191, is there any reason why the route must stay as is, even if slowed down? and the 192/198? Surely these would be changed around a bit

[James]

I'd have thought that 196/199 would terminate there, and MAYBE the 60 goes straight through. Having lived in new farm back in the days when it was the 190/191, is there any reason why the route must stay as is, even if slowed down? and the 192/198? Surely these would be changed around a bit.

You would continue all three routes straight through. Terminating the 196/199 there is terminating many passengers one stop short of their final destination - any transfer would be incredibly annoying. And then where would the buses turn around? They'd probably head across the bridge to turn around anyway. There's also a lot of West End - Valley and New Farm - South Bank traffic you'd annoy with that too.

The 192 could be replaced with a West End Ferry - UQ bus which runs more frequently to cover Dornoch Tce, or possibly a Dornoch Tce & Boundary Road service to go up the middle through there? West End looks like an area prime for bus rage - lots of grannies and hippies, and the 198 has been around for decades.

[aldonius]

Terminating the 199 at CC seems just like the whole terminate-everything-at-Woolloongabba brainfart that the original Metro project had... except even worse.

Throughrouting those West End/New Farm services works. They have similar demand profiles and it means they can turn around and layover outside the CBD.
I wouldn't try throughrouting for any other surface pairings though - this is the sweet spot of being both short-distance and high-frequency, so delays are less of an issue. If the 196 extends to Yeronga it might well make sense to split that up, but I suppose the 61 has survived its extensions.

edit to add: James, the 192 obviously needs the RBoT 2014 upgrade.

[ozbob]

Brisbanetimes --> Brisbane Metro forces relocation of sewage pump to park near Labor HQ

An inner-Brisbane sewage pump may have to be moved to make way for a proposed $315 million Brisbane Metro station.

Queensland Urban Utilities submitted a development application to Brisbane City Council on Thursday proposing moving the current sewage pump station from near South Brisbane train station to Alexander Smith Place, less than 200 metres away.

The park for the proposed sewage pump is on the corner of Grey Street and Peel Street, directly outside the Queensland Labor Party's headquarters.

The council was involved in the selection of the new site as it related to the Brisbane Metro project.

Brisbane's LNP deputy mayor, Adrian Schrinner, said the new sewage pump's location was purely coincidental.

"I know they did an extensive search right around the area and even looked at opportunities on private property," he said.

"This option was settled on because it's a public park. It is able to be built in a way that is sensitive to a park without a need to disrupt private property owners."

An assessment report submitted as part of the application said it was the preferred site for several reasons, including its close proximity to the existing system, lower costs and reduced disruption during construction and the ability to retain mature trees on the site.

"Both QUU and council executive leaders have endorsed this site as the preferred location for the new pump station," the report said.

The landscaped park has paved pedestrian paths and park benches and is often used as a spot for people to eat their lunch.

The assessment report said the materials, colours and finishes used for the proposed pump station would integrate into the park and include artificial grass paving, and any above-ground structures coloured "heritage green".

The proposed pump would also incorporate an odour control unit and a vent pole, which disperses any smells emitting from the station.

"The assessment determined that odour impacts are unlikely to be associated with the operation of the pump station, provided a suitably sized and operated odour control unit is installed," the assessment report said.

A QUU spokeswoman said the proposed relocation would allow the new station to be connected to the existing sewer network.

"We have undertaken face-to-face preliminary consultation with neighbouring property owners and public consultation will occur during the assessment period."

The existing pump is on land owned by Queensland Rail and was built by South Bank Corporation in 1996, donated to the council and subsequently QUU.

QUU manages 332 sewage pump stations in Queensland, including 202 in Brisbane.

The assessment report said the main driver of the relocation of the pump was to enable the construction of the Cultural Centre Station as part of the Brisbane Metro.

While the land is required to build the $300 million Cultural Centre station, despite being in negotiations since September 2017, the council is yet to acquire it from the state government.

Cr Schrinner said the council was still waiting for the state government to hand over the land, or offer it at a cost.

"There has been no movement, but it's my belief the state government wants to resolve a number of approvals at once ... and expect that [land for the metro] will be one of them," he said.

Cr Schrinner said construction of the proposed underground Cultural Centre station was expected to start in 2020 with the metro running from 2023.

[ozbob]

Brisbanetimes --> Companies bid to build Brisbane Metro as land resumptions finalised

The owners of four properties in Brisbane south have willingly handed over their land to the council so it can build a depot for the $944 million Brisbane Metro project.

On Tuesday, Brisbane City Council approved the resumption of four private properties on School Road at Rochedale.

The council first issued the notices to resume to the owners on June 29, 2018, and no objections were received from the property owners.

Opposition leader Peter Cumming criticised the available information on the resumptions, saying there was very little detail.

"I feel there could have been much more information given," he said.

Public and Active Transport chairman Adrian Schrinner said the council would now make a formal application to the state government to finalise the property acquisition.

"Sadly I can't report that there has been any progress on the state government land that we need," he said.

"But I hold hope that we will get there before too long."

The state government owns a 4.5 hectare block of land at Rochedale needed for the depot as well as a 1600 square metre lot on Grey Street at South Brisbane needed to build the underground Cultural Centre station.

Cr Schrinner said the metro had progressed in other areas as well, with five different consortia putting in a proposal for the major infrastructure package, which would include the $315 million underground station at the Cultural Centre and a tunnel beneath Adelaide Street in Brisbane CBD.

Cr Schrinner said people would be very familiar with a lot of these companies.

"The key construction firms that we would expect to be putting in proposals on this major project have shown a great level of interest and based," he said.

All of the submissions will now progress to the next stage, the request for proposal stage.

Cr Schrinner said once the formal tender process started h anticipated to shortlist during that process and then progress from there.

"The construction industry, the people who will partner with us to deliver this project are really showing us the highest level of interest so that's a great outcome," he said.
Consortia bidding to build Brisbane Metro:

    Brisbane Move Consortium, comprising Acciona Construction Australia Pty Ltd and Arup Australia Projects Pty Ltd;

    Lendlease consortium comprising, Lendlease Engineering Pty Ltd and WSP Australia Pty Ltd;

    MetroConnect consortium, comprising Laing O'Rourke Australia Construction Pty Ltd, AECOM Australia Pty Ltd and Aurecon Australasia Pty Ltd;

    METRO4BNE consortium, comprising CPB Contractors Pty Ltd, Seymour Whyte Constructions Pty Ltd, Vinci Construction Grand Projets SAS and SMEC Australia Pty Ltd; and

    TransForm BNE consortium, comprising McConnell Dowell Constructors Pty Ltd, John Holland Pty Ltd and GHD Pty Ltd.

The $944 million Brisbane Metro will run over 21 kilometres with two new high-frequency, high-capacity lines, linking Eight Mile Plains to Roma Street and Royal Brisbane and Women's Hospital to the University of Queensland Lakes and all busway stations in between.

[ozbob]

From https://www.couriermail.com.au/news/queensland/future-seq/future-seq-action-plan-to-make-southeast-queensland-a-model-metropolis/news-story/e311f3633e26bcbd7df8860424cc71cd

[verbatim9]

From https://www.couriermail.com.au/news/queensland/future-seq/future-seq-action-plan-to-make-southeast-queensland-a-model-metropolis/news-story/e311f3633e26bcbd7df8860424cc71cd

Yep! Duplication to Landsborough and Heavy rail extended to OOL and the first stage of the Toowoomba Electric Fast train link to Helidon. All running by 2026?

[verbatim9]

I watched a business interview segment on Your Money with Ticky Fullerton and the head of Toll Logisotics Group today.  He mentioned the difficulties of batteries and electrification of heavy vehicles and the increased weight of the vehicle. He said the weight of batteries in heavy vehicles deters mass electrification. Extra weight on vehicles is tolling to road network and limits high km range.

This was one of my arguments for overhead wiring for the Brisbane Metro.  Articulated vehicles that rely on overhead wiring are significantly lighter and have unlimited km range without the need of recharging. The Victoria Bridge still can be wire free as the section from the existing Busway to the depot @ Eight Mile Plains if need be.

He said the Battery Tech for lighter batteries will not be mass marketed until 2035 the same goes for autonomous vehicles Buses, Trains, Trucks and Planes.

The show was re run today.

https://www.yourmoney.com.au/shows/ticky/ticky-november-22-2018/

[verbatim9]

https://railbotforum.org/mbs/index.php?topic=10600.msg216801.msg#216801

^^@ozbob In reference to the recharge tech, is this the likely outcome for Brisbane Metro? Rapid recharge at stations? Not against this tech as long as it keeps the overall vehicle weight down and can perform on range and speed (70-80kph). Being locally emmission free would be a great outcome for Air quality in Brisbane.

Still prefer Catenary for longer distances, hence better range. See how the Newcastle LRT goes?

[ozbob]

No idea at this stage, other than electric vehicles definitely in the mix.

[verbatim9]

^^Thanks

[verbatim9]

The Belfast Glider Bus looks very familiar

https://youtu.be/2ksu3-dje-k

[ozbob]

https://twitter.com/Schrinner/status/1072625179891769344

[red dragin]

Except a broken down Metro vehicle is going to have the same impact, probably worse.