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Train Upgrade Zones II

Started by #Metro, May 27, 2022, 23:17:36 PM

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#Metro

Came across this paper:

Competition between busways and heavy rail system in South East Queensland, Australia
https://research-repository.griffith.edu.au/bitstream/handle/10072/123441/YenPUB1044.pdf?sequence=1

I think we need to be a bit careful when interpreting or extrapolating results from a regression model, as it's not really taking into account spatial realities. However there are some fair points in the paper.

QuoteThe low market share is mainly due to infrequent rail services (headway of 30 minutes) and low accessibility (of feeder buses) to the rail stations. This is demonstrated by simulations of two possible public transport policies to enhance heavy rail mode share: first increasing heavy rail service frequency and second, increasing the feeder bus stop density.

QuoteThe simulation results are presented in Figures 4 and 5 and Table 3. We simulate various increases in level of rail service frequency; other things remaining unchanged. Figure 4 shows that an increase in heavy rail service frequency by 76% (i.e. from 30 minutes to 7 minutes) would lead to an equal share of the passenger market between bus and heavy rail. In other words, the low mode share of heavy rail in passenger market is substantially due to its low service frequency.

It was not clear from the paper whether this was for the rail network in Brisbane generally or just the Beenleigh line vs the SE Busway. However, it seems rather unlikely that any QR line infrastructure would support services every 7 minutes off-peak in both directions (or even 10 minute frequency on lines).

This paper was published in 2015, towards the end of the Campbell Newman era. Newman introduced 15 min services on the Ferny Grove Line in 2012 as a trial. 15-min services during the day were then extended to parts of the Beenleigh line, Cleveland Line. Parts of the Ipswich line were already 15-min frequent during the day (to Darra).

IMHO there are many constraints to the greater QR Brisbane Rail network which make it unsuitable for metro-style operations (or a substitute for one).
Such as:

- Shared track
- High cost for adding additional services (vs driverless metro, or even buses)
- High cost/impact for capital works to increase capacity (e.g. signalling, flyovers)
- Massive drops in timetabled evening and weekend frequency
- Geography of station locations not being 'on the way' for buses in many cases (even with bus network redesign)
- Slow speeds due to the actual corridor being windy or too many stops spaced too closely together (e.g. Beenleigh Line)
- Not DDA accessible and gaps between train and platform (both vertical and horizontal)
I'm not a TMR. Negative people... have a problem for every solution. Posts are commentary and are not necessarily endorsed by RAIL Back on Track or its members.

#Metro

#1
A Train Upgrade Zone (TUZ) is defined as a zone of stations that have at least 15-minute service as the baseline daytime frequency.

Some suggestions for future expansion of TUZ:

> Springfield Line services converted to 15-minute services all day
> Ipswich trains to run express all day
> Shorncliffe line services boosted to 15-minute service all day
> Kippa-Ring services boosted to 15-minute service all day (complements the Springfield line upgrade)

Conceptually, Kipp-Ring-Springfield line frequency boost and Ipswich Line all-day express could be packaged together as one initiative.

Rail network patronage will only increase significantly when major changes are made to the bus network to switch it to a model that features more cross-town bus routes. In terms of enabling buses to connect with rail, boosts to the Kippa Ring line stations are the most beneficial.

The main QR rail lines to benefit from bus reorganisation are likely to be:
- Ipswich/Springfield lines (buses feeding into Darra, Indooroopilly and Toowong)
- Ferny Grove line (cross-town buses on the Brisbane Northside grid)
- Caboolture line and lines that share stations with it (cross-town buses on the Brisbane Northside grid)

I'm not really aware of what the bus network looks like in Moreton bay, but there is a lot of development there, Kippa-Ring line could do really well with a bus and train boost.
I'm not a TMR. Negative people... have a problem for every solution. Posts are commentary and are not necessarily endorsed by RAIL Back on Track or its members.

SurfRail

^ You could definitely run a 7-8 minute headway throughout the day on several lines, but I don't believe it would be necessary.

We should be aiming for the network to be capable of delivering 10 minute headways in the off-peak, but we can't even get consistent 15 minute headways outside of the inner bits and even then only on weekdays for most of it.

COVID was a soft excuse to do nothing about this for 2 years, but it doesn't excuse the lack of action before (and doesn't excuse that now).
Ride the G:

Jonno

We should determine the target/outcome we want/need (aka upwards of 30-40%) public transport in a city of 15 min Neighbourhoods.

Then we design the network tequired then we determine the frequencies needed and technology to support it!


#Metro

Which lines are capable of 10 minute service all day in both directions and how far along the line?
I'm not a TMR. Negative people... have a problem for every solution. Posts are commentary and are not necessarily endorsed by RAIL Back on Track or its members.

ozbob

SEQ: Train Upgrade Zones: Adopt Transperth Service Frequencies Across Greater Brisbane

6th June 2022

RAIL Back On Track (http://backontrack.org) a web-based community group for rail and public transport and an advocate for public transport passengers calls for the adoption of Perth train service frequencies across Greater Brisbane to facilitate bus reform.

Perth's train network, which is comparable to the Brisbane suburban rail network, has had 15 minute train frequency all day to all stations for many years now (1). This includes Saturday and Sunday. Greater Brisbane does not compare favourably, with many stations still having 30 minute train frequency during the daytime weekdays, and most stations having 30 minute service on weekends. The Sunshine Coast line is even worse than that.

A 'Train Upgrade Zones' program would seek to tackle this issue, reducing journey times through a combination of frequency and speed upgrades aimed at reducing waiting times or increasing train service speeds. An initial program would incorporate between 7 am - 7 pm:

- 15-minute daytime weekday frequencies on the Springfield Line
- All-day express trains on the Ipswich Line on weekdays*
- 15-minute daytime weekday frequencies on the Kippa-Ring Line

*as per current peak express pattern - stations Ipswich <> Darra, then Indooroopilly, Milton and Roma St

By increasing average train speed on the Ipswich line from 40 km/hr to 60 km/hr, passengers will save around 8 minutes (2). It will also facilitate bus interchange at Indooroopilly for passengers who live in Brisbane's west. Increased frequency on the Springfield Line will save between 7.5 to 15 minutes waiting time for Springfield line passengers, and also facilitate mode shift away from park-and-ride towards buses.

Increased frequency on the Kippa-Ring Line will save between 7.5 to 15 minutes waiting time for passengers and facilitate Brisbane City Council buses to run East-West along northside Brisbane roads, creating connections to both busways and railways (3).

We call on the Queensland State Government and the Opposition to support a Train Upgrade Zones program in South East Queensland.
Western Australians have been getting a very much better deal on train transport than Queenslanders have for a very long time.

References:

1. Transperth Train Timetables
https://www.transperth.wa.gov.au/timetables

Minimum basic service frequency (Perth)
Armadale Line - Every 15 min weekdays (7 am - 7 pm) and Weekends (9 am - 7 pm) all stations except Thornlie on Sunday.
Fremantle Line - Every 15 min weekdays (6 am - 7 pm) and Weekends (7 am - 8 pm) all stations
Joondalup Line - Every 15 min weekdays (6 am - 9 pm) and Weekends (9 am - 8 pm) all stations
Mandurah Line - Every 15 min weekdays (6 am - 9 pm) and Weekends (9 am - 7 pm) all stations
Midland Line - Every 15 min weekdays (6 am - 9 pm) and Weekends (8 am - 8 pm) all stations


2. Time saving from express train running

Ipswich Line: 38.64 km / (58 min x 1hr/60min) = 39.97 km/hr ~ 40 km/hr
Ipswich Line (Express): 38.64 km / (50 minutes x 1hr/60 min) = 60 km/hr
Time saving of 8 minutes on all trips from Express Running

3. Time saving from 15-minute frequent train running

Kippa-Ring and Springfield Lines (journey time reduced through waiting time saved by higher frequency)
Train every 30 minutes: average wait 15 minutes, maximum wait 30 minutes.
Train every 15 minutes: average wait 7.5 minutes, maximum wait 15 minutes.
Average time saving 7.5 minutes, maximum time saving 15 minutes

Background: The Transit Ridership Recipe

https://humantransit.org/basics/the-transit-ridership-recipe#frequency

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

Half baked projects, have long term consequences ...
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ozbob

Half baked projects, have long term consequences ...
Ozbob's Gallery Forum   Facebook  Twitter  Mastodon - aus.social

ozbob

#8
Sent to all outlets:

Transperth versus Translink (SEQ): RAIL Back On Track reveals extent of poor train service in Greater Brisbane

4th July 2022

RAIL Back On Track has conducted an analysis comparing stations in the greater suburban areas of Greater Brisbane and Perth. Specifically, we looked at stations where frequent train service all day was provided, based on four trains per hour, or roughly a train every 15 minutes or better. We release the results of our analysis of the Transperth and Translink SEQ suburban train networks, including the raw data ( spreadsheet > https://backontrack.org/docs/metro15/TranslinkvsTransperthTrains2022.ods )

Our analysis is unequivocal. Perth provides frequent train service to more train stations on a Sunday than what is provided to Greater Brisbane on a weekday. On the absolute number of train stations, or the percentage of train stations with frequent service, Perth comes out on top, and by a large margin.

Less than half of the train stations examined in Greater Brisbane have frequent train service on a weekday (43%, 53 train stations). In Perth, this is 100% (70 train stations). On weekends in Greater Brisbane, service is halved approximately again (23%, 28 stations), whereas in Perth high frequency is maintained on both Saturday and Sunday. The Doomben line doesn't even have rail services on Sundays.

We believe this extraordinary lack of train service in Greater Brisbane will become a QLD State Election issue in 2024. Large increases in transport investment have simply not resulted in the provision of improved basic all-day frequent train service for Brisbane (1). Perth has a lower population than Greater Brisbane, a very low urban density, and is highly car dependent.

Transperth understands that in a low density environment, trains must be fast and frequent, and that connecting buses must be used to collect passengers within the railway catchment because walk-up patronage will be insufficient to support frequent all-day train service (2). The application of these network design principles appear to have been lost on the Queensland Government, at least in Brisbane (3).

It is also not helped by Brisbane's bus operator BCC - Transport for Brisbane being averse or unable to shorten bus routes to terminate at or properly service key train stations such as Coopers Plains, Enoggera, Indooroopilly, Morningside, and Toowong. In some cases a proper bus interchange is not there, in other cases key bus routes fail to enter the train station precinct and yield its passengers to the train. If not by bus, how else are passengers supposed to get to Brisbane train stations - move house?

RAIL Back On Track calls on all political parties and candidates who intend to contest the Queensland 2024 State Election to adopt our Train Upgrade Zones (TUZ) policy (4). To win government, it is necessary to win seats in Greater Brisbane and there is a train station with all-day low service frequency in almost every one.





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


References:

1. Note - Cross River Rail. This situation is unlikely to change even after the opening of Cross River Rail. Cross River Rail is mainly about expanding peak hour train capacity on the wider network. As such, it has no bearing on the number of frequency of trains provided in the off-peak, where services are well within network capacity.

2. Application of a Commuter Railway to Low Density https://www.bitre.gov.au/sites/default/files/2019-12/2009_infrastructure_colloquium_peter_martinovich.pdf A rail catchment can be defined as a 5-10 minute bus trip from the train station.

3. Exception - Gold Coast. The success of the Gold Coast Light Rail is due in part to the supporting bus network, which was restructured to feed passengers to Light Rail stations. This has resulted in a large increase in overall public transport use on the Gold Coast, despite the fact that the Light Rail service is not significantly more frequent than the bus corridor that it replaced.

4. SEQ: Train Upgrade Zones: Adopt Transperth Service Frequencies Across Greater Brisbane https://railbotforum.org/mbs/index.php?topic=14672.0

Note: For the purposes of this analysis, we excluded stations outside of Greater Brisbane such as those on the Gold Coast Line, Rosewood Line and north of Caboolture. Special-event train stations such as Exhibition and Showgrounds stations were also excluded. We examined the interpeak period to represent all day service.

5. The Transit Ridership Recipe https://humantransit.org/basics/the-transit-ridership-recipe
Half baked projects, have long term consequences ...
Ozbob's Gallery Forum   Facebook  Twitter  Mastodon - aus.social

ozbob

Half baked projects, have long term consequences ...
Ozbob's Gallery Forum   Facebook  Twitter  Mastodon - aus.social


ozbob

Half baked projects, have long term consequences ...
Ozbob's Gallery Forum   Facebook  Twitter  Mastodon - aus.social

ozbob

#12
Sent to all outlets:

Re: Transperth versus Translink (SEQ): RAIL Back On Track reveals extent of poor train service in Greater Brisbane.

5th July 2022

Good Morning,

There was a minor issue with the data which has since been updated.  Spreadsheet and images are updated.

Thornlie, which at present is a short single station spur (branch) line off the Armadale line has 30 minute trains on Sundays, otherwise 15 minute frequency Monday through to Saturdays.  This is in marked contrast to our Doomben line which has no trains on Sundays!  We mistakenly assigned Thornlie as having 15 minute services on Sunday.  Thanks to @MelbOnTransit for bringing this to our attention.

The Thornlie spur line is planned to be extended to Cockburn Central station on the Mandurah line by 2024.  No doubt it will have 15 minute frequency from that date.

Best wishes,
Robert

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

Quote from: ozbob on July 04, 2022, 00:44:31 AMSent to all outlets:

Transperth versus Translink (SEQ): RAIL Back On Track reveals extent of poor train service in Greater Brisbane

4th July 2022

RAIL Back On Track has conducted an analysis comparing stations in the greater suburban areas of Greater Brisbane and Perth. Specifically, we looked at stations where frequent train service all day was provided, based on four trains per hour, or roughly a train every 15 minutes or better. We release the results of our analysis of the Transperth and Translink SEQ suburban train networks, including the raw data ( spreadsheet > https://backontrack.org/docs/metro15/TranslinkvsTransperthTrains2022.ods )

Our analysis is unequivocal. Perth provides frequent train service to more train stations on a Sunday than what is provided to Greater Brisbane on a weekday. On the absolute number of train stations, or the percentage of train stations with frequent service, Perth comes out on top, and by a large margin.

Less than half of the train stations examined in Greater Brisbane have frequent train service on a weekday (43%, 53 train stations). In Perth, this is 100% (70 train stations). On weekends in Greater Brisbane, service is halved approximately again (23%, 28 stations), whereas in Perth high frequency is maintained on both Saturday and Sunday. The Doomben line doesn't even have rail services on Sundays.

We believe this extraordinary lack of train service in Greater Brisbane will become a QLD State Election issue in 2024. Large increases in transport investment have simply not resulted in the provision of improved basic all-day frequent train service for Brisbane (1). Perth has a lower population than Greater Brisbane, a very low urban density, and is highly car dependent.

Transperth understands that in a low density environment, trains must be fast and frequent, and that connecting buses must be used to collect passengers within the railway catchment because walk-up patronage will be insufficient to support frequent all-day train service (2). The application of these network design principles appear to have been lost on the Queensland Government, at least in Brisbane (3).

It is also not helped by Brisbane's bus operator BCC - Transport for Brisbane being averse or unable to shorten bus routes to terminate at or properly service key train stations such as Coopers Plains, Enoggera, Indooroopilly, Morningside, and Toowong. In some cases a proper bus interchange is not there, in other cases key bus routes fail to enter the train station precinct and yield its passengers to the train. If not by bus, how else are passengers supposed to get to Brisbane train stations - move house?

RAIL Back On Track calls on all political parties and candidates who intend to contest the Queensland 2024 State Election to adopt our Train Upgrade Zones (TUZ) policy (4). To win government, it is necessary to win seats in Greater Brisbane and there is a train station with all-day low service frequency in almost every one.





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


References:

1. Note - Cross River Rail. This situation is unlikely to change even after the opening of Cross River Rail. Cross River Rail is mainly about expanding peak hour train capacity on the wider network. As such, it has no bearing on the number of frequency of trains provided in the off-peak, where services are well within network capacity.

2. Application of a Commuter Railway to Low Density https://www.bitre.gov.au/sites/default/files/2019-12/2009_infrastructure_colloquium_peter_martinovich.pdf A rail catchment can be defined as a 5-10 minute bus trip from the train station.

3. Exception - Gold Coast. The success of the Gold Coast Light Rail is due in part to the supporting bus network, which was restructured to feed passengers to Light Rail stations. This has resulted in a large increase in overall public transport use on the Gold Coast, despite the fact that the Light Rail service is not significantly more frequent than the bus corridor that it replaced.

4. SEQ: Train Upgrade Zones: Adopt Transperth Service Frequencies Across Greater Brisbane https://railbotforum.org/mbs/index.php?topic=14672.0

Note: For the purposes of this analysis, we excluded stations outside of Greater Brisbane such as those on the Gold Coast Line, Rosewood Line and north of Caboolture. Special-event train stations such as Exhibition and Showgrounds stations were also excluded. We examined the interpeak period to represent all day service.

5. The Transit Ridership Recipe https://humantransit.org/basics/the-transit-ridership-recipe
Half baked projects, have long term consequences ...
Ozbob's Gallery Forum   Facebook  Twitter  Mastodon - aus.social

ozbob

Half baked projects, have long term consequences ...
Ozbob's Gallery Forum   Facebook  Twitter  Mastodon - aus.social

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