Discussion on improving feeder bus networks to stations (bus & rail)

[ozbob]

http://www.tmr.qld.gov.au/~/media/projects/w/western-brisbane-transport-network-investigation/pdf_wbtni_basis_of_strategy_05_network_objectives_planning_principles.pdf

Western Brisbane Transport Network Strategy — Basis of Strategy Report
Department of Transport and Main Roads, Basis of Strategy Report, 2009
This is a Queensland Government study

Page 45

" 2. Improve access to public transport services "
" 3. Provide higher levels of bus feeder services to rail stations "

=============

The idea of improving feeder bus networks is not a new concept. 

Please add any thoughts ideas that you have regarding how feeder bus networks can be improved.  It is essential that as rail services are put in place that there is good feeder bus support so that people can actually use the services.  Will also be considering active transport in a separate thread.

[timh]

I know this probably comes under a wider bus reform idea, but the idea of feeder buses to stations should not just be for rail stations, but busway stations too.

Stations like stones corner, Greenslopes, Holland park west are prime candidates to help increase patronage of those stations

[ozbob]

I know this probably comes under a wider bus reform idea, but the idea of feeder buses to stations should not just be for rail stations, but busway stations too.

Stations like stones corner, Greenslopes, Holland park west are prime candidates to help increase patronage of those stations

Exactly Tim.  I have updated the thread name to make it clearer.

[ozbob]

Queensland Times 19th August 2019 pages 1 & 4

Page 1

EASING CONGESTION Ipswich's 'urgent' need to improve public transport



Page4

'Now is the time to strike'

[ozbob]

'Now is the time to strike'#qldpol
"In our region our buses are very important in terms of supporting the rail network. ... " pic.twitter.com/HYQgL7gQ2w

— RAIL_BoT_Forum (@railbotforum) August 18, 2019

[ozbob]

Queensland Times --> Review shows urgent need for public transport overhaul

SOME "straight forward" changes will make all the difference to Ipswich's struggling public transport network.

One prominent public transport advocate believes the framework is there to get more cars off the road following the release of damning statistics into the city's use of buses and trains.

Ipswich City Council announced it would work closely with the State Government and other stakeholders to implement four specific actions highlighted by the iGO Public Transport Advocacy and Action Plan, to accommodate an Ipswich population that is set to more than double to 520,000 by 2041.

These include council's previous commitment to develop the Strategic Business Case for the Ipswich to Springfield public transport corridor, a review of council's internal development policies and standards for public transport, a review of parking strategy in activity centres and advocacy for a joint planning study with the State Government regarding the future development of the Ipswich bus network.

A review of the existing Ipswich public transport network found resident satisfaction was low - 39 per cent were unhappy or very unhappy.

Although 50 per cent of Ipswich workers work within the Ipswich Local Government Area, only two per cent use public transport to get to their place of employment.

The report stated the need for effective public transport was becoming increasingly urgent in Ipswich and the city could not afford to build its way out of congestion by adding more space just for cars. It stated there needs to be a significant shift to more sustainable transport modes and iGO set an aspirational transport mode share of 11 per cent by 2031.

RAIL Back On Track spokesman Robert Dow welcomed the council's approach but believed a goal of between 20-25 per cent was achievable.

"They're looking at fixing the bus network up first... what we need to do is use what we've got better," he said.

"We've got the basics of a good bus network. "Now is the time to strike. It's pretty straight forward what needs to be done. Start the buses earlier and finish them later, improve the frequency so they're all running every 15 minutes in peak and every 30 minutes out of peak and look at the timings so there's better connections with the various rail stations that the bus routes service.

"That alone would drive quite a significant patronage gain and would start to life mode share. It doesn't take big dollars and big infrastructure improvements... , it doesn't take billions of dollars, just service money and service improvements."

Effective public transport will encouraged drivers to get cars off the roads

AFTER trips to Sydney and Melbourne, RAIL Back on Track spokesman Robert Dow does not want to see those levels of road congestion replicated back home.

The Ipswich public transport advocate said unless we sorted out our own problems soon, it would become unmanageable.

"We've got a little bit more time... but we haven't got much more time," Mr Dow said.

The key to getting more cars off the road was an effective and attractive public transport network and unless things ran smoothly, getting from one to the other was a hard ask.

"An important point about the western bus network is all of our bus routes connect to a railway station somewhere," he said.

"Quite often people come in on say the 522 from Springfield into Goodna which is running late and so they miss their connecting train.

"In our region our buses are very important in terms of supporting the rail network. Park and ride is a limited resource. You need to make sure there is a better way of getting to the station than just driving.

"What we call feeder bus networks, buses designed deliberately to feed railway stations, need to be looked at as well." There are more complaints about 522 than any other bus route in the western region I understand."

Mr Dow said new more feeder bus networks needed to be set up, particularly to cater for the growing hub of Springfield.

"Springfield is a disaster," he said.

"It's got the same bus network when the line opened in 2013 essentially and I think the population has almost doubled in that time.

"We've got enormous park and ride issues at Springfield Central. There isn't an adequate bus feeder service."

[ozbob]

Public Transport Infrastructure Manual, Department of Transport and Main Roads, March 2016
Glossary 7/283
https://www.tmr.qld.gov.au/~/media/aboutus/corpinfo/Open%20data/ptim/ptimfull.pdf

Bus feeder

Local or neighbourhood bus services which operate within lower urban density
neighbourhood communities and provide transport connections for passengers
wanting to interchange with more frequent line-haul services along designated
high-frequency services routes or corridors.

Page 54/283

TransLink's access hierarchy provides the framework for how
various TransLink network access modes should be prioritised
when planning or designing services or infrastructure. The access
hierarchy is shown in Figure 3.1.

From an environmental and network operation viewpoint, walkup and cycle access are the preferred modes for accessing the
TransLink network, as illustrated in Figure 3.1. These access modes
are followed in preference by bus feeder and kiss 'n' ride, with
park 'n' ride generally being the least desirable mode. Supporting
higher use of walk-up and cycle access minimises the need for
excessive land requirements for parking at public transport stops
and stations and reduces the amount of private vehicles on roads. 

You could have fooled me, it seems that Park 'n' ride  is the favoured political response.   

Classic double-think. They write the words and do the opposite ...

[ozbob]

Interesting read this.  Imagine trying to do the same for SEQ (including Brisbane)?

Western Australian
Auditor General's Report
Planning and Management of Bus Services
Report 23: November 2017

http://www.parliament.wa.gov.au/publications/tabledpapers.nsf/displaypaper/4010992abaecca2a0a96d4cd482581e700193001/$file/992.pdf

Auditor General's overview

Buses are an essential part of our public transport system, moving people to
work and study, linking them to trains, and providing a community service to
people and places with limited transport options. Over the last 10 years the
bus network in Perth has expanded significantly, providing more frequent
services on existing routes, and new services to the growing metropolitan
area.

Expansion comes with increased costs, and has also coincided with a fall in the number of
people using buses. Buses have become less efficient and, as fare revenue has dropped,
the government subsidy has risen to over $400 million. Subsidies are a feature of public
transport systems around the world, but simultaneously rising costs and falling patronage are
not sustainable.

Many factors that influence patronage are outside of single agency control, and require
whole of government action. More joined up transport planning and clearer targets, including
for buses, would help set direction and provide accountability. At the same time, PTA can
take action on costs and patronage, but needs to develop a broader range of operational and
strategic initiatives to deliver a more sustainable bus network for Perth. ...

[techblitz]

Given translinks limited investment into new services vs the patronage increases......if there really is no money to upgrade frequencies then its high time we look at trying to gain extra bus patronage by opening up more direct trip options.....so less bus-bus transfers.
First point of call is to start merging more bus routes which traverse at least one train station but ideally two.....push them towards the 60 minutes trip time...
We already have a few on them out there....325,545,680,250.....routes that really come into their own due to their multiple transfer point options.....they all interact with a train station but continue on to other points...

Was on an offpeak 325 today.....well loaded at 2pm......im very happy with this route......it doesn't matter what time of day I catch it.....it always has people on it.....whether I'm getting it from Newmarket station or church rd..

We need more of these routes out there.....opening up more direct trip options......the tradeoff will be a higher risk of late running.....but if these are timetabled accurately to the traffic conditions then I think these longer routes will be worth it....

Some examples would be merging 683/676 to open up a direct trip option from Dakabin - north lakes instead of sitting at Kallangur station for 7 minutes for a transfer between two routes....

Perhaps merge 524/463 to open up some direct options from redbank plains & forest lake......especially good for workers in this region..

[achiruel]

Given translinks limited investment into new services vs the patronage increases......if there really is no money to upgrade frequencies then its high time we look at trying to gain extra bus patronage by opening up more direct trip options.....so less bus-bus transfers.
First point of call is to start merging more bus routes which traverse at least one train station but ideally two.....push them towards the 60 minutes trip time...
We already have a few on them out there....325,545,680,250.....routes that really come into their own due to their multiple transfer point options.....they all interact with a train station but continue on to other points...

Can't speak for the rest but 545 is already close to or over 60 minutes in timetabled length, depending on time of day, and it can't keep to timetable as it is.
The only railway station it serves is Woodridge. I guess you could have it serve Kingston and Trinder Park as well, but really, what would be the point? Also, it already serves major bus interchanges and both ends of its route (Garden City and Grand Plaza).

[techblitz]

The tradeoff for the 545 is the good patronage that it gets.....most of these RLR`s(Really long routes) have pretty good patronage vs what they would be carrying if they were chopped into 2 or 3 shorter routes.....
680 pushing 500k even after RPL opening........545 is around 450ish....590 doesn't do too badly for a route that duplicates GCL (500k).....its the sheer length of the route which opens up more direct trip opportunities and makes it that little more attractive...250 is another one which does very well (600k)

You can provide a more stable frequency to far more areas with these longer routes instead of mismatched frequencies between suburbs..

Another area needing looking at is upper Kedron and the new estate......there is currently ridiculous mistiming happening between the 367 and 398 making public transport to the great western shopping centre non-usable if your coming from the 398 and vice versa....so whay not merge them? Mitchelton station to greatwestern shopping center via ferny hills,ferny grove station & upper Kedron..

current 367 ferny grove - gw 34mins
current 398 mitch - ferny grove 23 mins
new route 57mins but opens up direct connection for ferny hills - gw shopping center...and upper Kedron to brookside......
This is what pulls people out of cars......more direct options.....because a lot of these bus-bus transfers are messed up due to the rail line timetabling and/or loop arrangements...

[#Metro]

What's the rankings and patronage for each Ipswich bus route?

[ozbob]

What's the rankings and patronage for each Ipswich bus route?

All here Metro >> https://railbotforum.org/mbs/index.php?topic=13350.0

The only frequent bus service is the 515.



It is interesting that Western has the highest recent growth rate of all bus regions despite the issues (albeit a small base). 
This reflects the population pressures. How much better if we can do the tweaks ...



See > https://railbotforum.org/mbs/index.php?topic=13460.msg225411#msg225411

[ozbob]

Sent to all outlets:

20th August 2019

Transport policy double-think in Queensland ..

Good Morning,

I thought you might find this interesting.

Public Transport Infrastructure Manual, Department of Transport and Main Roads, March 2016
54/283
https://www.tmr.qld.gov.au/~/media/aboutus/corpinfo/Open%20data/ptim/ptimfull.pdf


Quote

    TransLink's access hierarchy provides the framework for how
    various TransLink network access modes should be prioritised
    when planning or designing services or infrastructure. The access
    hierarchy is shown in Figure 3.1.

    From an environmental and network operation viewpoint, walkup and cycle access
    are the preferred modes for accessing the
    TransLink network, as illustrated in Figure 3.1. These access modes
    are followed in preference by bus feeder and kiss 'n' ride, with
    park 'n' ride generally being the least desirable mode. Supporting
    higher use of walk-up and cycle access minimises the need for
    excessive land requirements for parking at public transport stops
    and stations and reduces the amount of private vehicles on roads.


Can the Minister please explain why improving feeder bus is being sacrificed on the alter of non-sustainable park 'n' ride? 
Dumb politics trumping sound documented transport policy.

FYI

Queensland Times --> Review shows urgent need for public transport overhaul

SOME "straight forward" changes will make all the difference to Ipswich's struggling public transport network.

    One prominent public transport advocate believes the framework is there to get more cars off the road following the release of damning statistics into the city's use of buses and trains.

    Ipswich City Council announced it would work closely with the State Government and other stakeholders to implement four specific actions highlighted by the iGO Public Transport Advocacy and Action Plan, to accommodate an Ipswich population that is set to more than double to 520,000 by 2041.

    These include council's previous commitment to develop the Strategic Business Case for the Ipswich to Springfield public transport corridor, a review of council's internal development policies and standards for public transport, a review of parking strategy in activity centres and advocacy for a joint planning study with the State Government regarding the future development of the Ipswich bus network.

    A review of the existing Ipswich public transport network found resident satisfaction was low - 39 per cent were unhappy or very unhappy.

    Although 50 per cent of Ipswich workers work within the Ipswich Local Government Area, only two per cent use public transport to get to their place of employment.

    The report stated the need for effective public transport was becoming increasingly urgent in Ipswich and the city could not afford to build its way out of congestion by adding more space just for cars. It stated there needs to be a significant shift to more sustainable transport modes and iGO set an aspirational transport mode share of 11 per cent by 2031.

    RAIL Back On Track spokesman Robert Dow welcomed the council's approach but believed a goal of between 20-25 per cent was achievable.

    "They're looking at fixing the bus network up first... what we need to do is use what we've got better," he said.

    "We've got the basics of a good bus network. "Now is the time to strike. It's pretty straight forward what needs to be done. Start the buses earlier and finish them later, improve the frequency so they're all running every 15 minutes in peak and every 30 minutes out of peak and look at the timings so there's better connections with the various rail stations that the bus routes service.

    "That alone would drive quite a significant patronage gain and would start to life mode share. It doesn't take big dollars and big infrastructure improvements... , it doesn't take billions of dollars, just service money and service improvements."

    Effective public transport will encouraged drivers to get cars off the roads

    AFTER trips to Sydney and Melbourne, RAIL Back on Track spokesman Robert Dow does not want to see those levels of road congestion replicated back home.

    The Ipswich public transport advocate said unless we sorted out our own problems soon, it would become unmanageable.

    "We've got a little bit more time... but we haven't got much more time," Mr Dow said.

    The key to getting more cars off the road was an effective and attractive public transport network and unless things ran smoothly, getting from one to the other was a hard ask.

    "An important point about the western bus network is all of our bus routes connect to a railway station somewhere," he said.

    "Quite often people come in on say the 522 from Springfield into Goodna which is running late and so they miss their connecting train.

    "In our region our buses are very important in terms of supporting the rail network. Park and ride is a limited resource. You need to make sure there is a better way of getting to the station than just driving.

    "What we call feeder bus networks, buses designed deliberately to feed railway stations, need to be looked at as well." There are more complaints about 522 than any other bus route in the western region I understand."

    Mr Dow said new more feeder bus networks needed to be set up, particularly to cater for the growing hub of Springfield.

    "Springfield is a disaster," he said.

    "It's got the same bus network when the line opened in 2013 essentially and I think the population has almost doubled in that time.

    "We've got enormous park and ride issues at Springfield Central. There isn't an adequate bus feeder service."

It is not too late to turn around the looming transport failure.  Is the Government up to it?

Best wishes,
Robert

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

Attached:  https://railbotforum.org/mbs/index.php?topic=13648.msg225991#msg225991

[ozbob]

Transport policy double-think in Queensland ..
👉 https://t.co/8vUwQvdDHF#qldpol
" Can the Minister please explain why improving feeder bus is being sacrificed on the alter of non-sustainable park 'n' ride?
Dumb politics trumping sound documented transport policy. ... " pic.twitter.com/zuxKW5x8eo

— RAIL_BoT_Forum (@railbotforum) August 19, 2019

[ozbob]

If this so called feeder had 15 minute frequency during peak the impact not as severe.. One hour between services is very poor @MarkBaileyMP @SteveMinnikinMP #qldpol https://t.co/Bi24XzB0YQ

— ozbob13 (@ozbob13) August 19, 2019

[Golliwog]

Another area needing looking at is upper Kedron and the new estate......there is currently ridiculous mistiming happening between the 367 and 398 making public transport to the great western shopping centre non-usable if your coming from the 398 and vice versa....so whay not merge them? Mitchelton station to greatwestern shopping center via ferny hills,ferny grove station & upper Kedron..

current 367 ferny grove - gw 34mins
current 398 mitch - ferny grove 23 mins
new route 57mins but opens up direct connection for ferny hills - gw shopping center...and upper Kedron to brookside......
This is what pulls people out of cars......more direct options.....because a lot of these bus-bus transfers are messed up due to the rail line timetabling and/or loop arrangements...

I'd actually thought rather than that to extend the 367 from Great Western to The Gap Village - give it an interchange to the 385 as well. I know the 362 currently runs over Settlement Rd, but the circuitous route that takes through Keperra and Mitchelton makes it a bit unusable for a connection between The Gap and FG rail.

I can see your point for extending the Ferny Hills route to GW, but wouldn't an Upper Kedron resident be better off changing to the train at Ferny Grove and just walking to Brookside from Mitchelton?

[ozbob]

Gold Coast Bulletin --> Lack of parking at Gold Coast stations putting people off both light rail and train

Demand is huge for light rail and train services but one glaring omission is stopping many Gold Coasters from hopping on board, writes Keith Woods.

ON an obscure northern Gold Coast backstreet, the city's transport crisis is laid bare.

Each and every weekday, dozens of cars line the grass verge at Country Club Drive.

The vehicles belong to commuters unable to find a space in the train station car park across the road.

Astonishingly, the 400-space car park on Country Club Drive — which added to an existing 950-space facility on Town Centre Drive — was only opened in December 2017, when light rail services began from Helensvale. It is less than two years old. But already it is proving hopelessly inadequate.

It is a repeat of a problem which has long tortured users of Coomera Railway Station, 10km further north.

Yesterday, when this column visited, cars were seen parked on every available scrap of land around the station.

Coomera MP Michael Crandon, who has campaigned for many years to secure an upgrade to the car park, says it's a daily occurrence.

"My last drive through Coomera Station to do a car count was two weeks ago," he told this column. "The 'informally parked' car count within the station was 99."

At Helensvale, local MP Sam O'Connor estimates there "at least a hundred cars" lining Country Club Drive each day, beside a station which has become a major transport hub.

"I think it's the only place in the country where light rail meets heavy rail, meets buses and cars and has a major shopping centre," he told me.

Mr O'Connor raised the issue in state parliament last year, highlighting the fact that commuters were risking $157 fines for parking on the grass verges.

The Bonney MP noted big spends on upgrades to parking at Brisbane, Springfield, Virginia, Lindum, Geebung, Lawnton, Darra and Salisbury stations.

"If it is good enough for all of them, it is good enough for Helensvale," he said. "We simply need more car parks or less people will use our public transport."

The situation at Helensvale is complicated by the fact that the Coomera Connector will pass through the area. Although the state owns significant land in the area, it is unclear if any remain available after planning for the 'second M1' is complete.

At Coomera, after many years of frustration, there is hope once more of progress.

The Federal Government has committed $15 million to pay for the addition of 400 carparking spaces.

In July, Mr Crandon wrote to the Queensland Transport Minister, Mark Bailey, asking that the state chip in another $5 million, which he says would allow for a total of 600 car parks to be built.

"As there are now approximately 560 car parks at the Coomera Railway Station, this would mean car park availability in the heart of the fastest growing region in Queensland, would be in the order of 1,160 car parks," he said in the letter.

Mr Bailey's response, received by Mr Crandon last week, angered the Coomera MP.

Mr Bailey wrote that the department is "undertaking a planning study to investigate opportunities to improve access to Coomera Station," and "any potential park and ride expansion and bus improvements will be subject to further design, funding availability and statewide prioritisation of transport infrastructure investments."

Mr Crandon said the response indicated that the Minister "doesn't care" about delays to northern Gold Coast infrastructure.

"I can't believe the minister's comments about prioritisation," he said. "We've got massive congestion on the M1, poor bus services to Coomera and Ormeau Stations, an obvious need for the upgrade and $15 million contribution from the Federal Government, and all we get is standard lines in a letter!

"He's planning, planning, planning, in letter after letter, when we need building, building, building."

Minister Bailey, however, told this column in a statement that the Palaszczuk Government had made considerable progress during its more than four years in power.

"Gold Coast LNP MPs like Michael Crandon failed to secure funding for any major Gold Coast public transport projects during the LNP's term in office, yet they complain about Labor's achievements and investments," Mr Bailey said.

" ... In contrast, Labor delivered the $163 million Helensvale to Coomera track duplication, the $420 million light rail stage two, $160 million in local roads upgrades and 1000 new park n ride spaces at Parkwood Station ahead of the Commonwealth Games, as well as the $14 million Helensvale bus station revamp."

Mr Bailey's department has, in the last four months, also promised 185 new car parks at Varsity Lakes station and 110 at Ormeau.

However it is unclear when either will be finished, with the department stating in both cases that design work will be completed "in coming months" and that tenders will follow soon after.

Mr Bailey was also unable to give a timeline for work at Coomera, although he said "early planning" was underway.

"We are also negotiating with the Federal Government around upgrading the Coomera park'n'ride, following commitments by them at the recent federal election," Mr Bailey said.

"We have started early planning on the Coomera upgrade and the outcome of funding negotiations will provide some clarity on when the project can be delivered.

"Three new Gold Coast rail stations, including at Helensvale North, will be constructed to complement Cross River Rail, so Gold Coast commuters will have additional options to choose from in terms of where they park and catch the train from."

For commuters at Helensvale and Coomera, these changes can't come quickly enough.

At Helensvale, where no new capacity is planned, locals can only hope that upgrades elsewhere will ease the pressure, and that they happen long before the light rail extension to Burleigh, which will no doubt add to demand.

Ultimately, the tarmac of the recently installed car park may have to be ripped up and replaced with a multistorey facility, as has occurred at a number of locations in Brisbane.

We should probably be planning for that day already. The need is pretty obvious, made clear by the long line of cars parked every day on Country Club Drive.

That line will get far longer still if we keep kicking the can further down the grass verge of this Helensvale road.

[ozbob]

Sent to all outlets:

21st August 2019

Classic case study of the park ' n ' ride solution failure ...

Good Morning,

We ask again Minister Bailey. Please explain why improving feeder bus and active transport is being sacrificed on the alter of non-sustainable park 'n' ride?  Dumb politics trumping sound documented transport policy?

Today in the Gold Coast Bulletin (see below).  A classic case study of why park ' n ' ride as the solution fails.  It is time to follow departmental advice and fix the feeder bus networks and active transport.  Why are our Governments and elected representatives so foolish?

Best wishes,
Robert

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

Gold Coast Bulletin --> Lack of parking at Gold Coast stations putting people off both light rail and train

Demand is huge for light rail and train services but one glaring omission is stopping many Gold Coasters from hopping on board, writes Keith Woods.

ON an obscure northern Gold Coast backstreet, the city's transport crisis is laid bare.

Each and every weekday, dozens of cars line the grass verge at Country Club Drive.

The vehicles belong to commuters unable to find a space in the train station car park across the road.

Astonishingly, the 400-space car park on Country Club Drive — which added to an existing 950-space facility on Town Centre Drive — was only opened in December 2017, when light rail services began from Helensvale. It is less than two years old. But already it is proving hopelessly inadequate.

It is a repeat of a problem which has long tortured users of Coomera Railway Station, 10km further north.

Yesterday, when this column visited, cars were seen parked on every available scrap of land around the station.

Coomera MP Michael Crandon, who has campaigned for many years to secure an upgrade to the car park, says it's a daily occurrence.

"My last drive through Coomera Station to do a car count was two weeks ago," he told this column. "The 'informally parked' car count within the station was 99."

At Helensvale, local MP Sam O'Connor estimates there "at least a hundred cars" lining Country Club Drive each day, beside a station which has become a major transport hub.

"I think it's the only place in the country where light rail meets heavy rail, meets buses and cars and has a major shopping centre," he told me.

Mr O'Connor raised the issue in state parliament last year, highlighting the fact that commuters were risking $157 fines for parking on the grass verges.

The Bonney MP noted big spends on upgrades to parking at Brisbane, Springfield, Virginia, Lindum, Geebung, Lawnton, Darra and Salisbury stations.

"If it is good enough for all of them, it is good enough for Helensvale," he said. "We simply need more car parks or less people will use our public transport."

The situation at Helensvale is complicated by the fact that the Coomera Connector will pass through the area. Although the state owns significant land in the area, it is unclear if any remain available after planning for the 'second M1' is complete.

At Coomera, after many years of frustration, there is hope once more of progress.

The Federal Government has committed $15 million to pay for the addition of 400 carparking spaces.

In July, Mr Crandon wrote to the Queensland Transport Minister, Mark Bailey, asking that the state chip in another $5 million, which he says would allow for a total of 600 car parks to be built.

"As there are now approximately 560 car parks at the Coomera Railway Station, this would mean car park availability in the heart of the fastest growing region in Queensland, would be in the order of 1,160 car parks," he said in the letter.

Mr Bailey's response, received by Mr Crandon last week, angered the Coomera MP.

Mr Bailey wrote that the department is "undertaking a planning study to investigate opportunities to improve access to Coomera Station," and "any potential park and ride expansion and bus improvements will be subject to further design, funding availability and statewide prioritisation of transport infrastructure investments."

Mr Crandon said the response indicated that the Minister "doesn't care" about delays to northern Gold Coast infrastructure.

"I can't believe the minister's comments about prioritisation," he said. "We've got massive congestion on the M1, poor bus services to Coomera and Ormeau Stations, an obvious need for the upgrade and $15 million contribution from the Federal Government, and all we get is standard lines in a letter!

"He's planning, planning, planning, in letter after letter, when we need building, building, building."

Minister Bailey, however, told this column in a statement that the Palaszczuk Government had made considerable progress during its more than four years in power.

"Gold Coast LNP MPs like Michael Crandon failed to secure funding for any major Gold Coast public transport projects during the LNP's term in office, yet they complain about Labor's achievements and investments," Mr Bailey said.

" ... In contrast, Labor delivered the $163 million Helensvale to Coomera track duplication, the $420 million light rail stage two, $160 million in local roads upgrades and 1000 new park n ride spaces at Parkwood Station ahead of the Commonwealth Games, as well as the $14 million Helensvale bus station revamp."

Mr Bailey's department has, in the last four months, also promised 185 new car parks at Varsity Lakes station and 110 at Ormeau.

However it is unclear when either will be finished, with the department stating in both cases that design work will be completed "in coming months" and that tenders will follow soon after.

Mr Bailey was also unable to give a timeline for work at Coomera, although he said "early planning" was underway.

"We are also negotiating with the Federal Government around upgrading the Coomera park'n'ride, following commitments by them at the recent federal election," Mr Bailey said.

"We have started early planning on the Coomera upgrade and the outcome of funding negotiations will provide some clarity on when the project can be delivered.

"Three new Gold Coast rail stations, including at Helensvale North, will be constructed to complement Cross River Rail, so Gold Coast commuters will have additional options to choose from in terms of where they park and catch the train from."

For commuters at Helensvale and Coomera, these changes can't come quickly enough.

At Helensvale, where no new capacity is planned, locals can only hope that upgrades elsewhere will ease the pressure, and that they happen long before the light rail extension to Burleigh, which will no doubt add to demand.

Ultimately, the tarmac of the recently installed car park may have to be ripped up and replaced with a multistorey facility, as has occurred at a number of locations in Brisbane.

We should probably be planning for that day already. The need is pretty obvious, made clear by the long line of cars parked every day on Country Club Drive.

That line will get far longer still if we keep kicking the can further down the grass verge of this Helensvale road.

Sent to all outlets:

20th August 2019

Transport policy double-think in Queensland ..

Good Morning,

I thought you might find this interesting.

Public Transport Infrastructure Manual, Department of Transport and Main Roads, March 2016
54/283
https://www.tmr.qld.gov.au/~/media/aboutus/corpinfo/Open%20data/ptim/ptimfull.pdf


Quote

    TransLink's access hierarchy provides the framework for how
    various TransLink network access modes should be prioritised
    when planning or designing services or infrastructure. The access
    hierarchy is shown in Figure 3.1.

    From an environmental and network operation viewpoint, walkup and cycle access
    are the preferred modes for accessing the
    TransLink network, as illustrated in Figure 3.1. These access modes
    are followed in preference by bus feeder and kiss 'n' ride, with
    park 'n' ride generally being the least desirable mode. Supporting
    higher use of walk-up and cycle access minimises the need for
    excessive land requirements for parking at public transport stops
    and stations and reduces the amount of private vehicles on roads.


Can the Minister please explain why improving feeder bus is being sacrificed on the alter of non-sustainable park 'n' ride? 
Dumb politics trumping sound documented transport policy.

FYI

Queensland Times --> Review shows urgent need for public transport overhaul

SOME "straight forward" changes will make all the difference to Ipswich's struggling public transport network.

    One prominent public transport advocate believes the framework is there to get more cars off the road following the release of damning statistics into the city's use of buses and trains.

    Ipswich City Council announced it would work closely with the State Government and other stakeholders to implement four specific actions highlighted by the iGO Public Transport Advocacy and Action Plan, to accommodate an Ipswich population that is set to more than double to 520,000 by 2041.

    These include council's previous commitment to develop the Strategic Business Case for the Ipswich to Springfield public transport corridor, a review of council's internal development policies and standards for public transport, a review of parking strategy in activity centres and advocacy for a joint planning study with the State Government regarding the future development of the Ipswich bus network.

    A review of the existing Ipswich public transport network found resident satisfaction was low - 39 per cent were unhappy or very unhappy.

    Although 50 per cent of Ipswich workers work within the Ipswich Local Government Area, only two per cent use public transport to get to their place of employment.

    The report stated the need for effective public transport was becoming increasingly urgent in Ipswich and the city could not afford to build its way out of congestion by adding more space just for cars. It stated there needs to be a significant shift to more sustainable transport modes and iGO set an aspirational transport mode share of 11 per cent by 2031.

    RAIL Back On Track spokesman Robert Dow welcomed the council's approach but believed a goal of between 20-25 per cent was achievable.

    "They're looking at fixing the bus network up first... what we need to do is use what we've got better," he said.

    "We've got the basics of a good bus network. "Now is the time to strike. It's pretty straight forward what needs to be done. Start the buses earlier and finish them later, improve the frequency so they're all running every 15 minutes in peak and every 30 minutes out of peak and look at the timings so there's better connections with the various rail stations that the bus routes service.

    "That alone would drive quite a significant patronage gain and would start to life mode share. It doesn't take big dollars and big infrastructure improvements... , it doesn't take billions of dollars, just service money and service improvements."

    Effective public transport will encouraged drivers to get cars off the roads

    AFTER trips to Sydney and Melbourne, RAIL Back on Track spokesman Robert Dow does not want to see those levels of road congestion replicated back home.

    The Ipswich public transport advocate said unless we sorted out our own problems soon, it would become unmanageable.

    "We've got a little bit more time... but we haven't got much more time," Mr Dow said.

    The key to getting more cars off the road was an effective and attractive public transport network and unless things ran smoothly, getting from one to the other was a hard ask.

    "An important point about the western bus network is all of our bus routes connect to a railway station somewhere," he said.

    "Quite often people come in on say the 522 from Springfield into Goodna which is running late and so they miss their connecting train.

    "In our region our buses are very important in terms of supporting the rail network. Park and ride is a limited resource. You need to make sure there is a better way of getting to the station than just driving.

    "What we call feeder bus networks, buses designed deliberately to feed railway stations, need to be looked at as well." There are more complaints about 522 than any other bus route in the western region I understand."

    Mr Dow said new more feeder bus networks needed to be set up, particularly to cater for the growing hub of Springfield.

    "Springfield is a disaster," he said.

    "It's got the same bus network when the line opened in 2013 essentially and I think the population has almost doubled in that time.

    "We've got enormous park and ride issues at Springfield Central. There isn't an adequate bus feeder service."

It is not too late to turn around the looming transport failure.  Is the Government up to it?

Best wishes,
Robert

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

[ozbob]

Years of policy failure coming home to roost big time.
What's the response? More of the same blunder and bumble that has created the mess.

We must turn this failure paradigm!

WE MUST!

[techblitz]

"We've got enormous park and ride issues at Springfield Central. There isn't an adequate bus feeder service."

Richlands getting worse.....more and more cars parking down pine road.....encroaching both ends of the 101 bus stop...ironically if the ones parking on that road time it right when the 101 is due...they can just jump on the bus and save the 500m walk to the train platforms...

Eagle junction down park ave is atrocious as well....conga line of at least 1km now...

I can see your point for extending the Ferny Hills route to GW, but wouldn't an Upper Kedron resident be better off changing to the train at Ferny Grove and just walking to Brookside from Mitchelton?

if they want to save 10mins then yeah definitely better........there is also a single trip to arana hills shops up for grabs with a merge...they could choose between the 398 or 397......the 397 currently connects well but only in the offpeak.....everything gets messed up after 2pm......no consistency...
They need to fix it around those school/counter peak times....367 buses stop running between ferny grove station and GW after 3.09.....which must be frustrating if you are coming from the gap on the 362..

[ozbob]

Fixing up the bus networks will probably do as much as Cross River Rail in improving public transport. Many years overdue.. It's not all about concrete #qldpol https://t.co/NHUewuXggg

— ozbob13 (@ozbob13) August 20, 2019

[ozbob]

Letter to the Editor Queensland Times 22nd August 2019 page 17

Sound policies are not being followed

[ozbob]

Letter to the Ed @qld_times 22nd August 2019 page 17
' Sound policies are not being followed '
 https://t.co/ztfl7JnXOy#qldpol pic.twitter.com/K7946c1ThQ

— RAIL_BoT_Forum (@railbotforum) August 21, 2019

[#Metro]

We really need to hand it on a silver platter to even get credibility with the current setup.

"Feeder buses in general" is a nice thought that nobody will disagree with, but let's see what the response is for specific routes.

In other words, some carefully selected "test cases".

So my question to everyone is this: which routes, current or your own feeder bus, would represent the highest success (define) to be added to the TL network in Brisbane, Ipswich, Gold Coast, Logan and Sunshine Coast. You only have 1 to nominate for each, and explain why.

[Paul B]

how have they been implemented in the past? (don't have much knowledge of the Logan bus routes etc)
guessing the only "easy" ways would be
a) feeder bus in area with currently nothing
b) feeder (15min) buses alongside crapola hourly routes (306,310,322)

[achiruel]

My nomination for Logan area is upgrading the 560 in terms of span and frequency.

Reasoning: it has multiple interchange opportunities at either end (Grand Plaza and Hyperdome) including 3 HF routes (140 & 150 at GP and 555 at Hyperdome), and in between at Loganlea station which serves both all stops Beenleigh-Ferny Grove and Gold Coast-Aiport trains. Loganlea carpark is chockers on weekdays, although that might be largely due to the express effect.

It has the added benefit that it serves Loganlea TAFE, Logan Hospital and Griffith University Logan Campus (and would improve inter-campus travel for students to/from Gold Coast & Brisbane campuses).

First service at 5am then needs to run every 15 minutes 5:30 am-8:30am, every 30 until 3pm then every 15 until 7pm then every 30 until 9:30? Then hourly until last train. Issue is maybe need security for late night services. Similar span in weekends maybe starting a bit later and running every 30 all day, late finish on Saturday.

[ozbob]

The situation with the 522 is very desperate.  As an interim measure until they can re do Western properly.  Split the 522 into two routes, run them at 15 minute intervals peaks, 30 minute out of peak.

522A.  Springfield Fair to Goodna.

522B.  Springfield Fair to Springfield Central.

[SurfRail]

Most of the Gold Coast is structurally sound enough, it is just the lack of services - especially Coomera and Ormeau.

I want the 722 and 725 to run half-hourly all day from around 5am to 10pm, 7 days a week, and for the other feeders into both stations to run hourly all day over a similar span.  Peak hour headways could be higher.

[timh]

My proposal for Brisbane would be an entirely new route as a feeder to Holland Park West Busway station, or a reworking of the 178 or 113.

I've long said this station is hideously underutilised. From what I can see the bus stop below the busway (Bapaume Rd near Sterculia Ave, stop 57/61) is only served by two routes, the 178 and the 113

The 178 should be truncated to HPW station no questions about it. Totally unnecessary for that route to go to the city, especially once Brisbane Metro kicks in.
The 113 is a ridiculous safari route that goes to the city via Ipswich road, and basically duplicates the 178 between Mt Gravatt Central and HPW Station. It also only has a 30 min frequency inbound in the AM peak.

The 178 can be truncated and serve as a feeder, not sure what to do with the 113.
Realistically I think there should be some sort of local shuttle that runs around Tarragindi/Holland Park West/Weller's Hill in a radius of the station, maybe even as a figure 8 sort of loop:
ie. does a loop around Tarragindi back to HPW station, then does a loop around Holland Park West back to HPW station and repeat.

I'm no bus planning expert so I couldn't tell you what route to take but I think considering the amount of money that's been poured into building that station, and the serious lack of park and ride facilities, they should do something to improve it.

[timh]

For Logan I think Rochedale South in general just needs a serious rework. Buses through their right now are a joke. Pretty much every route is a safari and they run hourly. Completely useless.

My proposal would be two new feeder services (maybe 3):
one for Eight Mile Plains station servicing the Gardner Road estates (15 min frequency in the peak, just does a loop around the area and doesn't go to the city/Garden City)
One for the new Rochedale station servicing Rochedale south. Again 15 min frequency in the peak, should go all the way down Underwood road, starting at the station. Continue all the way down to Exilis street, then down Dorest Drive, Parfrey Road,and back to the station.
Another one for Rochedale station that goes down Underwood road > Rochedale Road > Priestdale Road > Glengala Drive > Back up underwood Road

[#Metro]

Some good ideas here to start with.

Remember, you can only choose have one, unless you split an existing one into two lower frequency routes or combine two routes into one.

[tazzer9]

In my local area, the easy fruit for improved bus/rail connection is by making the 362 an hourly minimum service, with extras to make it every 30 minutes in the morning and afternoon. 
Extending the maroon glider to the enogerra interchange.

[Cazza]

^Yes. More 362s required at consistent frequencies, 7 days per week! At the start of this year, The Gap High changed the end of school time from 3pm to 2:45pm. Before, kids had to wait till 3:38pm for their northbound 362 home (38mins). Now that the bell times have moved 15 mins forward, kids still have to wait an extra 15 mins for the same bus. Why? Because of the stupid inconsistent frequencies.

Heading northbound in the arvo, 362s leave at: 11:46, 12:58 (72 min gap), 2:08 (70 min gap), 2:38 (30 min gap), 3:38 (60 min gap), then the final one at 5:03 (85 min gap). So kids are now having to wait 53 mins for their bus home because of random gaps in frequencies (particularly the 2:08, 2:38 and 3:38). If they just spread out those services more consistently, the 2:38 service could now depart at 3:03, meaning kids could actually get home at a reasonable time, even though they live just over the hill in Keppera.


Anyway, literally anything west of Indro has so much potential...

Cut the Indro to City leg of basically everything except the 444 and maybe one other route then run services every 30 mins instead of 60 min Off-Peak and weekends.

But, to choose one route to start with, I'd go the 460. Truncate at Indro (or even Mt Ommaney) to allow service frequencies to increase to 30 mins off-peak/weekends entirely (with additional short runners to Richlands Station during peaks).

[Golliwog]

It's hard to pick just one!

I'm at The Gap and I think the number of routes that travel from The Gap / Ashgrove to the CBD is overkill. So many should be rationalised to terminate at the Bardon/Paddington/Ashgrove/Newmarket shopping strips. Why do suburban safari routes need to continue onto the CBD?

Focus on running 345, 385, 375 and Maroon glider at a high frequency and feed everyone onto those.

[ozbob]

Landsborough,  major issue with punters being left stranded ..

E.g.

=============

From https://railbotforum.org/mbs/index.php?topic=1862.msg226235#msg226235

=============

Sent to all outlets:

22nd August 2019

Yet another rail to bus connection problem

Greetings,

Something really needs to be done with the constant failure of rail to bus, and bus to rail connections.  RAIL Back On Track has raised this a number of times with TransLink but nothing appears to be happening to sort it.

The latest sad example:

https://www.facebook.com/TransLinkQLD/posts/3550063881686318

So I got off my train and wow the bus has left without us, were all stranded in Landsborough as there are no other trains or buses. This is unacceptable. The bus needs to wait for the train, it knows alot of people get on. I have to wait and hour and a half. Please fix this it's unacceptable. And while I'm at it the bus at USC always leaves 10 minutes early. If the Translink app says it doesn't leave till a certain time, I shouldn't. I want my trip reimbursed, if I knew the bus was going to leave us I would have driven. No happy!!!!

I caught the train from Caboolture at 12:28 and was supposed to connect to the 615 bus at Landsborough station. The train was roughly 5 minutes behind and when we arrived no bus. And there is no other buses or trains I could catch to work around it. Nothing until 2:30.

The old people are very confused. I can't give them answers because I don't know what's going on.

This is so frustrating, I feel for the stranded passengers.

Best wishes,

Robert

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

[ozbob]

A good demonstration of how to do feeder bus and park 'n' ride ...

Rockingham WA

Map of feeder bus routes
(from http://www.transperth.wa.gov.au/Portals/0/Asset/Documents/Journey%20Planner/Network%20Maps/Map7.pdf )



Bit of a contrast to Springfield!

Rockingham has 1950 parking bays and it is Paid park 'n' ride $2, has 14 feeder bus routes.

https://www.transperth.wa.gov.au/timetablePDFs/BusStationMaps/Rockingham%20Station.pdf

Monday-Friday Fee applies
Saturday No charge
Sunday or
Public Holiday No charge*

$2.00 per 24hr period or part there of applies.

This parking charge applies to all vehicles.

====

TransLink is simply not in the hunt or the shunt!   

[ozbob]

Sent to all outlets:

28th August 2019

How to do feeder bus and park 'n' ride ...

Good Morning,

Here is a simple case study to show how TransLink and Government needs to go about improving public transport in SEQ.

Rockingham WA is about 43 kilometres from Perth on the Transperth Mandurah line ( https://www.transperth.wa.gov.au/timetablePDFs/BusStationMaps/Rockingham%20Station.pdf ).  Trains run every 15 minutes out of peak and better at peak of course.  There are 14 feeder bus routes into the bus interchange at Rockingham railway station.  There are 1950 parking spaces for park 'n' ride. Parking is at a nominal cost during the week, $2 for 24 hours or part there of.

Map of feeder bus routes
(from http://www.transperth.wa.gov.au/Portals/0/Asset/Documents/Journey%20Planner/Network%20Maps/Map7.pdf )



Compare this to the dismal arrangements at Springfield Central for example?  Four low frequency bus routes connecting to 30 minute trains out of peak.

We have a long way to go in SEQ to provide the services that will turn around the decade long public transport patronage collapse.  This brief look at Rockingham WA shows what we need to do from here.  Better feeder bus networks supporting improved frequency on rail. Paid park 'n' ride is part of the mix, providing there are adequate feeder buses. There are no 'free lunches' in the end.

Food for thought hey?

Best wishes,
Robert

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

Attached: https://railbotforum.org/mbs/index.php?topic=13648.msg226346#msg226346

[ozbob]

How to do feeder bus and park 'n' ride ...
👉 https://t.co/xz8zhS24ln#qldpol #Target400 🚊<🚍
&#39; Rockingham (WA) has 1950 parking bays and has paid park &#39;n&#39; ride $2, has 14 feeder bus routes. ... &#39; pic.twitter.com/kef2UuuCNp

— RAIL_BoT_Forum (@railbotforum) August 27, 2019

[ozbob]

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