BCC Centenary bus network consultation.

[Gazza]

Well, at the last election didn't Labor get on the front page too?
With a promise to build light rail.

Didn't see your proposal up there. And I wasn't running for Mayor either.

Today I learned that the only worthwhile ideas are ones that get in the paper.
Thanks for re-educating me.

[#Metro]

You're welcome. Would be strange if a newspaper didn't cover both sides of politics proposals and policies during an election. They have to do that regardless, unlike our own proposals.

Like Ozbob says, BCC will consult with Centenary residents. If you don't want a CentenaryGlider near your house, just tell BCC that. I'm sure Bulimba residents would be more than happy to take it instead.

[Gazza]

Any form of high frequency route is going to be popular in the area though.

[Gazza]

Like Ozbob says, BCC will consult with Centenary residents. If you don't want a CentenaryGlider near your house, just tell BCC that. I'm sure Bulimba residents would be more than happy to take it instead.

Doesn't work that way, Bulimba isn't included as part of the review,
And a Glider isn't even on offer on the table from either TL or the LNP BCC Administration so there's nothing for Bulimba to 'take' 


* * * * * * * * * * * * *

Couple of things too I've heard over the past couple of years.

-Qld treasury has reportedly told TL that there would be no additional money for frequency upgrades unless they came from finding operational efficiencies. I think the reasoning for that has been twofold....Re-allocation has been sucessful where done so far (Notably the GC), and secondly, a few years ago they went on a binge of spending 30% more on services, but only getting a patronage uptick of 2% or so, so they are cleary being more prudent about where they direct extra funds.


-When I attended the consultation for the Metro a while back I got chatting to one of the planners and asked why there was no HF route added to the Centenary. Typically, it's never been a high priority for them because the Centenary is an area that is not growing. No densification is really proposed, and some parts have a declining population due to kids leaving family homes resulting in empty nesters.
At the time I said that you could still get at least some form of HF service by getting rid of overlap and the planner agreed, so hopefully that happens.

-I think the days of TL being an ATM are behind us. Recall that spat between state and council where BCC stuck their hand out for extra funding and TL was like "haha nope".
This lead to Schrinner spitting the dummy, before realising they were serious, hence coming up with that 10 point plan.

https://www.couriermail.com.au/questnews/any-decision-by-translink-to-cap-funding-could-put-the-brakes-on-councils-bus-service/news-story/dc07e48d3c7489dc55a69b242ce76451

[verbatim9]

^^They are doing a Glider to Hamilton after Kingsford Smith Drive is completed. Thats the only Glider service set in stone regarding new High Frequency services.

Spot on re population decline in the Centenary area. Timetable tweaks are the way forward here maybe a few later or early morning services especially on weekends!?

I can see more services extended to Darra station post Sumner Road overpass upgrade. This will lead to better transport options for the people of Centenary.

[#Metro]

Flashback.

---

Media release

Rod Harding Announces Centenary Glider Bus Service Trial

Labor Lord Mayoral Candidate Rod Harding today announced a much-needed Centenary Glider bus service for Brisbane's South Western suburbs would be trialed during his first term.

Mr Harding said the new, high frequency, service would run from the Gallery of Modern Art at South Brisbane, via the CBD, on to the Centenary suburbs and Darra train station.

"Western suburbs residents and public transport advocates have been calling for a frequent, reliable bus service in this area for years," he said.

"I've heard their pleas loud and clear and I'm putting money on the table to make it happen."

The new Centenary Glider will be trailed for a period of twelve months, with the results thoroughly analysed upon conclusion.

The trial service will be funded to $4m, as part of Rod Harding's Connecting Brisbane's Future integrated transport plan.

Centenary Glider buses will run every ten minutes, seven days per week, with a 24-hour service on Friday and Saturday nights.

"Residents out in the Centenary suburbs have put up with an inferior council bus service for far too long," said Mr Harding.

"Commuters need to have greater confidence in our bus network if we're to drive the public transport culture Brisbane needs.

"Not only will the new Centenary Glider be a fast, regular and reliable service, it will also directly connect to the Ipswich and Springfield rail lines at Darra station."

The Centenary Glider trial is the first route to be announced from Mr Harding's $20 million commitment to fund additional bus services in the suburbs.

----

https://railbotforum.org/mbs/index.php?topic=12108.msg170796#msg170796

[verbatim9]

Flashback.

---

Media release

Rod Harding Announces Centenary Glider Bus Service Trial

Labor Lord Mayoral Candidate Rod Harding today announced a much-needed Centenary Glider bus service for Brisbane's South Western suburbs would be trialed during his first term.

Mr Harding said the new, high frequency, service would run from the Gallery of Modern Art at South Brisbane, via the CBD, on to the Centenary suburbs and Darra train station.

"Western suburbs residents and public transport advocates have been calling for a frequent, reliable bus service in this area for years," he said.

"I've heard their pleas loud and clear and I'm putting money on the table to make it happen."

The new Centenary Glider will be trailed for a period of twelve months, with the results thoroughly analysed upon conclusion.

The trial service will be funded to $4m, as part of Rod Harding's Connecting Brisbane's Future integrated transport plan.

Centenary Glider buses will run every ten minutes, seven days per week, with a 24-hour service on Friday and Saturday nights.

"Residents out in the Centenary suburbs have put up with an inferior council bus service for far too long," said Mr Harding.

"Commuters need to have greater confidence in our bus network if we're to drive the public transport culture Brisbane needs.

"Not only will the new Centenary Glider be a fast, regular and reliable service, it will also directly connect to the Ipswich and Springfield rail lines at Darra station."

The Centenary Glider trial is the first route to be announced from Mr Harding's $20 million commitment to fund additional bus services in the suburbs.

----

https://railbotforum.org/mbs/index.php?topic=12108.msg170796#msg170796

But that's 2013 which were only election promises. One could do a flash back on the Toowong metro to the city as well. Just because it was announced doesn't mean it will transpire into a real public transport option.

[#Metro]

But that's 2013 which were only election promises. One could do a flash back on the Toowong metro to the city as well. Just because it was announced doesn't mean it will transpire into a real public transport option.

True, but we got so close. $4 million inc. Sat and Sunday night 24 hr service.
Unlike a metro, no heavy infra required for this plus we already have some CityGliders running around already.

[Gazza]

plus we already have some CityGliders running around already

Only in high density activated areas that are experiencing infill development.

* * * * * *

As I understand it, Gliders run at 6bph offpeak and BUZ/other HF routes run at 4bph.

So 50% more resources to run a Glider compared to a BUZ but you wouldn't get 50% more patronage in these sort of suburbs, so the productivity of the route drops.

Another small point is that keeping it at 4bph results in better connectivity at Darra because the frequency matches the train.

[#Metro]

Only in high density activated areas that are experiencing infill development.

* * * * * *

As I understand it, Gliders run at 6bph offpeak and BUZ/other HF routes run at 4bph.

So 50% more resources to run a Glider compared to a BUZ but you wouldn't get 50% more patronage in these sort of suburbs, so the productivity of the route drops.

Another small point is that keeping it at 4bph results in better connectivity at Darra because the frequency matches the train.

If the service is acting like Light Rail and is fed by multiple feeder bus services at Indooroopilly, we will have the pax IMHO. It will be the main spine service coming in from the Western Suburbs. That high frequency will make connections very easy for passengers, particularly those who wish to transfer to UQ at Indro Shopping Centre.

By using this bus as a spine in a spine-and-feeder strategy, productivity will be through the roof, and will be a stage for further bus reforms in the wider area (e.g. Chapel Hill, Kenmore, possibly Moggill).

Expect patronage on the section between Indro and CBD to be quite good, and at $4 million a year out of $3.1 billion council budget (0.1% of council's budget), plus the funds released from reforming routes in that area, and the added fare revenue from patronage increase that comes from offering high quality, its affordable.

The approach by Rod Harding and Red Team taken to the BCC election last time was a very good one. 12 month trial and analysis.

[Gazza]

But if most of the incoming interchange pax are only joining at Indooroopilly then why do you need extra bus capacity fron that point to the CBD when the high frequency heavy rail is still underutilised?

[#Metro]

Coming to think of it, a decent route to UQ from the Centenary suburbs would have to run every 15 minutes or so.

So if that is 4 bph to UQ + 4 bph BUZ = 8 bph, plus you have to wait for "your" bus.

A CentenaryGlider bus negates that, you just catch the first bus that comes and connect at Indooroopilly.

And at only 6 bph, might be cheaper than having a BUZ and a separate UQ direct service, plus the connection is much better with the 10 min frequency versus say a 30 minute UQ direct service from the Centenary Suburbs or even a 15 minute UQ direct service.

[#Metro]

But if most of the incoming interchange pax are only joining at Indooroopilly then why do you need extra bus capacity fron that point to the CBD when the high frequency heavy rail is still underutilised?

This is a good point, and I agree that rail would be excellent.

Sadly, BCC does not control the QR rail network, RBOT has agitated for an interchange at Indooroopilly station - currently there is none, the QR rail network is currently unreliable and a shambles, and if it cost say $100 million to construct an interchange at Indooroopilly station, that would take a few years and would have all the political baggage issues attached to it.

At only $4 million per year, minimal lead time and no heavy infrastructure, minimal politics, and the consultation opening next week, CentenaryGlider is the obvious choice. If the time ever came that an interchange at Indooroopilly rail station was built, the bus network could be considered for amendment at that point.

[Gazza]

Im just having a hard time fathoming that the 444 and the new Centenary route wouldn't have enough combined capacity between Indro and the CBD!

[#Metro]

Im just having a hard time fathoming that the 444 and the new Centenary route wouldn't have enough combined capacity between Indro and the CBD!

A CentenaryGlider would create the option, but not the obligation, to terminate the 444 at Indooroopilly. Currently, there are around 26 buses per hour down Coro Drive. With full bus reform, this would be much less. Even so with 444, CentenaryGlider and 412 all continuing along Coro Drive (about 16 bph).

IF 444 is terminated at Indooroopilly, this will further reduce the bus count to 12 buses/hour down Coronation Drive in the off-peak, releasing further savings and efficiencies.

If any bus has a claim for a direct service to the CBD, it is the CentenaryGlider, not the 444. That much is obvious from the map image.

[Gazza]

I support truncation when it allows a low frequency CBD route to become a high frequency feeder. That makes total sense.

But if you are cutting the CBD leg off one high frequency route in order to just put it on another high frequency route isn't that just rearranging deck chairs?

[#Metro]

I support truncation when it allows a low frequency CBD route to become a high frequency feeder. That makes total sense.

But if you are cutting the CBD leg off one high frequency route in order to just put it on another high frequency route isn't that just rearranging deck chairs?

If you had genuine concerns about overcapacity on the Coronation Drive section, you would allow the Centenary Glider to continue to the CBD and feederise the 444. You seem to have no issue feeding a bus to a train, or a tram, so I can't see the problem here. And 444 users retain HF service, possibly with $$ released to improve late night services in their area as well.

Under bus reform, the number of buses would fall from 26 buses/hr along Coro Drive to 12 buses/hr in this scenario.

[Gazza]

I would have thought the logical solution would be to launch the Centenary route at 4bph and only go to 6bph or larger vehicles down the track if tranfer demand warranted?

[Gazza]

I get it Gazza. You don't like the CentenaryGlider. That's fine. Make that representation before BCC.

I am happy with the proposal. And that is what my feedback to BCC will be.

Enjoy the rest of your weekend.

Why wouldn't it work to launch at 4bph then allocate extra as demand grows?

Inquiring about a published proposal is a perfectly reasonable and valid thing to do.

[HappyTrainGuy]

How many places in Brisbane actually warrant 6bph??? Gympie road doesn't yet it has 8bph with large amounts of air. 12bph if you include the empty offpeak 330's.

[Cazza]

The only corridors where I could see buses every 10 mins or better off-peak would be Mains Rd, SE busway and maybe OCR, Corro Dr/Moggill Rd, Gympie Rd and Enoggera Rd (345 increased from 4 to 6 bph with 390 removal), the last 4 being resources permitting. The 333 should be stopping at Rode Rd and Strathmore St rather than Kedron North and then again at Truro and Fed Sts. This would definitely increase the number of boardings along this stretch.

Most major corridors are fine with BUZ service levels at every 15 mins. Obviously, the over saturation of some corridors is a major issue that should be addressed as Brisbane Metro comes into play (not soon enough though).

[James]

There's a lot of misinformation in this thread that I can't help but clear up:
- Gliders only need to run 4bph off-peak and 6bph in peak - like it or not, this precedent was established with the MaroonGlider.
- The 444 has 'sacred cow' status, a significant cause of this is the residents of Bellbowrie and Moggill who have now built their lives around accessibility to frequent PT. Once you add in the 444 and the 450, you get 8bph down Moggill Road to Indro and 12bph along Coro. This will work in the interim until you get the 444 heading to UQ too. The current rail situation means you will still need decent bus frequency going west for now.

#Metro, your new bus network is a solution, not the solution.

We're not going to get 6bph into Riverhills, that is just ridiculous. If you want to see an overcooked bus route, go and look at the 200 BUZ east of Carindale. There's plenty of residential area out that way, but outside of peak it doesn't generate much patronage as the suburb is primarily dormitory. Anecdotally, part of that area is showing the demographic trends of the Centenary suburbs too - lots of empty nesters and recent retirees, generally not great drivers of PT demand. It is empty enough at 4bph, yet alone 6bph.

We are a PT lobby group, not a bunch of enthusiasts. We need to remember that foam ideas are only going to get us laughed at. CentenaryGlider, much like MaroonGlider, is a marketing gimmick. RBoT has decent respect within the industry, but does not have the media leverage of unions and groups like the RACQ. CentenaryGliders, and similar ideas, help get our ideas attention in a media environment which is increasingly about clickbait headlines and soundbites.

Coming to think of it, a decent route to UQ from the Centenary suburbs would have to run every 15 minutes or so.

So if that is 4 bph to UQ + 4 bph BUZ = 8 bph, plus you have to wait for "your" bus.

A CentenaryGlider bus negates that, you just catch the first bus that comes and connect at Indooroopilly.

And at only 6 bph, might be cheaper than having a BUZ and a separate UQ direct service, plus the connection is much better with the 10 min frequency versus say a 30 minute UQ direct service from the Centenary Suburbs or even a 15 minute UQ direct service.

Pax to UQ can just transfer. How do you think the people using the 444 at 4bph cope with getting to UQ? The decrease in waiting time at 6bph is only 2.5mins on average compared to 4bph, plus 4bph would line up with any frequent UQ route, whereas 6bph does not.

[Gazza]

Yeah, I think James has more or less summed up the situation well, but apparently I'm the bad guy for saying the same thing 

4bph to Moggil and 4bph Riverhills is enough capacity departing Indro, it means the Riverhills people are happy, and the Moggil people are undisturbed.

In the current terms of this review, feederising the 444 for the  reason of allowing you to fire 6bph at Riverhills is just annoying one group of people to over provision another.

I think, if the scope of this review is really just a reshuffle of the Centenary routes, without touching the rest of the west, I would expect the following.

-450 to become a HF route as far as resources permit and extended to Darra.
-452 removed because the 450 extension covers it.
-460 to go to UQ and to be re-aligned to use Arrabi Ave
-103/106/467/468 rationalised through Seventeen Mile Rocks/Sinnamon Park
-All peak hour routes to use Legacy Way

[aldonius]

Gazza's proposal seems sound IMHO. Centenary needs better connections to the railway, rationalisation and an actual frequent service linking up the main activity centres.

And it's being reviewed in isolation, so the changes need to work in isolation. TBH that's not too much of a bad thing. If the network is super interconnected then you'll forever be rebalancing your demand pairings.

[OzGamer]

As a Centenary resident and daily user of the buses, there are a couple of things that need to be borne in mind:

The 454 and 460 are actually less busy in peak times than other times because of how much faster the rocket buses are, particularly since they started to use Legacy Way and the INB (I am reasonably often one of two or three people getting off the bus at Queen St at 8:30 or so).

For this reason, I think consideration should be given to having a new frequent service be 4bph all day and instead of increasing to 6bph at peak, just keeping the P455 and P456 every fifteen minutes through the peak. The P455 is a sardine can in the morning and should definitely not be cut.

The 460 seems to drop most people at Richlands Station these days and largely duplicates the 454 through Centenary and into the city. Perhaps it should become a feeder or terminate at Mount Ommaney or maybe go to UQ instead of the city.

All of the buses are caught in the catastrophically bad traffic along the Centenary Highway these days. My bus trip has gone from 40 minutes to 70 minutes in the last 5-10 years. Something has to be done, and I would suggest some bus lanes when the highway is expanded would be the absolute minimum.

[Gazza]

For this reason, I think consideration should be given to having a new frequent service be 4bph all day and instead of increasing to 6bph at peak, just keeping the P455 and P456 every fifteen minutes through the peak. The P455 is a sardine can in the morning and should definitely not be cut.

Agreed i had similar in mind, the 4bph service all the way through for consistency. Any extra peak capacity can be via Legacy way, which I think people woud like anyway.

The peak routes I've never truly understood are the P457/8/9
There's like 1 or 2 of each of those in peak, and they are at random times.

[OzGamer]

The peak routes I've never truly understood are the P457/8/9
There's like 1 or 2 of each of those in peak, and they are at random times.

Yep, pretty useless and should be cut. Perhaps some better method of connecting Spring Hill with the city should be considered for everyone, and not a handful of peak hour services from Riverhills.

[James]

The 460 seems to drop most people at Richlands Station these days and largely duplicates the 454 through Centenary and into the city. Perhaps it should become a feeder or terminate at Mount Ommaney or maybe go to UQ instead of the city.

All of the buses are caught in the catastrophically bad traffic along the Centenary Highway these days. My bus trip has gone from 40 minutes to 70 minutes in the last 5-10 years. Something has to be done, and I would suggest some bus lanes when the highway is expanded would be the absolute minimum.

In my own Western Suburbs bus plan (now published 4.5 years ago, but I would still stand by it), I suggested sending the 460 via Arrabri Ave with it terminating at Indooroopilly - but a service to UQ would work too. It provides coverage west of the M5 to places which have a current direct service to Indro, as well as providing a single-seat to Indooroopilly for rail network redundancy.

Yep, pretty useless and should be cut. Perhaps some better method of connecting Spring Hill with the city should be considered for everyone, and not a handful of peak hour services from Riverhills.

This is a point for another thread, but given the density and number of schools in the Spring Hill area, the bus service is absolutely woeful - worse than many outer suburban parts of Brisbane.

[Gazza]

Here's what I'm thinking.

The 450 would be 4bph, and the 451 and 452 would also be 4bph in the periods in which they operate.
The 460 would be at least 2bph, and 4bph in peak.

The rest I really don't have answers for since they are all hourly at pesent, so it would be a case of just improving them as best they can be with available resources.

[verbatim9]

Here's what I'm thinking.

The 450 would be 4bph, and the 451 and 452 would also be 4bph in the periods in which they operate.
The 460 would be at least 2bph, and 4bph in peak.

The rest I really don't have answers for since they are all hourly at pesent, so it would be a case of just improving them as best they can be with available resources.

I like Gazza's proposal it's a more balanced approach. It would be better to wait until the Sumners Road Overpass is completed to extend and turnaround services at Darra station. The only reason I suggest to delay the extension to Darra Station, is on time reliability and safety, due to heavy congestion along that road from only having a single lane bridge.

[STB]

Just a heads up on what myself at TL put together in consultation with a Consultant way back in 2006-ish.

450 - Riverhills to Brisbane City (BUZ)
451 - Riverhills to Brisbane City (Rocket)
452 - Riverhills to Jindalee (Local) - runs along Sumners Road while Route 450 runs via Horizon Drive, terminating at the DFO.
453 - Westlake to Brisbane City (Rocket)
454 - Westlake to Jindalee (Local)
455 - Riverhills to Darra (Local/Connector) - connecting with trains at Darra
456 - Westlake to Oxley (Local/Connector) - connecting with trains at Oxley
457 - Oxley to Wacol via Mt Ommaney (Crosstown service)

Locals and Crosstown services were designed to operate hourly (452, 454, 455, 456, 457).
450 to operate every 15 mins
451 and 453 to operate every 15mins

My personal opinion is that buses should just terminate at Indooroopilly if you are going to send it further than Jindalee, where they can interchange at Indooroopilly for the 427/428 (which honestly as a side note that whole St Lucia area needs to be redone from scratch starting with route 412 being extended to Indooroopilly following the current 428 route and I'd renumber it as route 400.)

Just in relation to what Gazza put up, we at TL did not have route 450 running along Endevour Rd, but actually along Arrabri Ave, with local route 452 and peak hour route 451 servicing Endevour Rd.  Routes 453 and 454 ran along Mount Ommaney Drive, effectively creating 3 corridors with Route 450 servicing the guts of it so to speak (up the middle along Arribri Ave).

[STB]

Just in relation to route 444, I think it's one of those routes that never should have been BUZed, but now it has been you kinda need to keep it, mostly due to local politics.  In a nutshell, I wouldn't mess with route 444.

[BrizCommuter]

Yeah but if we are re-allocating resources around, you'd just allocate the Centenary enough resources for a 15 minute service till 9pm.

And then the money you were planning on splashing on the 24h operations beyond that would instead be spent on the next highest priority on the network.

I can imagine this type of conversation when BCC first considered introducing BUZ services in the early 2000s. 15 minute buses until 11pm? Even on a Sunday? Why, nobody catches buses on a Sunday...

Run a trial of extended service on Friday and Sat. Review after 12 months.

I've been on many BUZ services with standing loads on all nights of the week. For those who need to travel outside of 9-5, it is great to have a turn up and go service.

[Cazza]

The BUZ concept works well. Services every 15 mins or better. Who can complain? However, after 9pm or so, I think selected routes should run every 30 mins, on Sunday-Wednesday nights only.

This means that on the quieter nights of the week on the quieter BUZ routes, there will only be 2bph rather than 4.

The current routes where I see this frequency reduction should occur include the 120 (maybe leave section between Garden City and Griffith Uni at every 15 mins), 180, 200 and 222 (timed to have a consistent 15 min frequency down OCR), 330, 333 and 340 (timed to leave Chermside inbound and KGS outbound every 10 mins), 385 and 444 (every 15 mins to Kenmore, every 30 mins to Moggill).

[verbatim9]

Just in relation to route 444, I think it's one of those routes that never should have been BUZed, but now it has been you kinda need to keep it, mostly due to local politics.  In a nutshell, I wouldn't mess with route 444.

I second that don't mess with the 444. I would like to see a trial N444 though.

[James]

I've been on many BUZ services with standing loads on all nights of the week. For those who need to travel outside of 9-5, it is great to have a turn up and go service.

There is also the argument that frequency from 6am - 11pm helps drive interpeak demand as well. For example, the 150 running until 11pm gives people the confidence to catch the service in to dinner at Garden City/CBD at 6pm, rather than driving. A 345 user can stay late at work, knowing the bus will still get them home in reasonable time and without an extended wait.

[aldonius]

Last Bus Effect. It's a powerful thing.

(I do believe that going from 15min to zip is a bit silly. If I ever end up running for something relevant, expect a pledge to trial an extra two additional late night services on all BUZ routes at 30 minute frequency, and perhaps for all-night hourly service on key routes like the 412.)

[OzGamer]

While the BUZ concept is terrific, do you think making more services frequent to the Gold Coast standard, ie every 15 minutes 7AM-7PM/7days, and every 30 minutes in the evening would be acceptable?

That is, would two services at that standard be better than one BUZ and one infrequent service for the same cost?

[SurfRail]

I'd rather see a frequent route along Chatsworth Rd and Stanley Rd than 3 high frequency routes along Old Cleveland Rd, or a high frequency route up South Pine Rd and Sandgate Rd rather than 4 along Gympie Rd, or one along Milton Rd and Waterworks Rd than 3 along Latrobe Tce.  For that matter I'd like to see high frequency routes in logical places outside of inner Brisbane, the Gold Coast and the 600 - routes like the 250, 545, 550, 560, 572, 660, 680, something for the Springfield area etc.  All of these efforts are being stymied by the fragmented way service planning works despite it all being connected to the same pot of money.

We also need to be buying more articulated buses for the busiest core routes so the interchanging can be better facilitated.  It would be better to run 6 x 333s per hour with bigger buses than 4 x 333s and 4 x 340s.

[Gazza]

That's always been my mindset too.

There's been a real tendency by planners to put all their eggs in one basket, a certain corridor might get all the services, which makes it a bit of a magnet, means that people try to park and ride along it etc, and it becomes a self fulfilling prophecy with overcrowding on those corridors, because they are the only corridor with good service.

Whereas if there was a more even distribution of high frequency routes you'd both more patronage in the system due to greater accessibility of frequency, but probably also less pressure on the likes of Gympie Rd and OCR.

For example, Winstanley Rd is roughly 900m south of OCR, so it's entirely reasonable that if it had a HF route, it would take pressure off OCR routes, but also attract passengers from further south that cannot reasonably walk to OCR.