Started by #Metro, May 27, 2022, 23:17:36 PM
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.
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 Brisbane4th July 2022RAIL 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 DowAdministrationadmin@backontrack.orgRAIL Back On Track https://backontrack.orgReferences: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=14672.0Note: 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
QuoteOn my walk beside the Moreton Bay Rail Link this morning I observed a number of empty trains returning to the stabling yard.It seems ridiculous to invest all of this money in the network, rolling stock and people only for much of the capacity to sit idle during the interpeak.
QuoteIt has been commented that the Minister said there would not be any frequency upgrades until the new trains arrive in 2026/2027 (which is a rather optimistic date) allegedly on ABC Radio - I cannot find it. I find that very disappointing in the extreme, and suggests the CRR service upgrades as outlined in SEQ Rail Connect is one big hoax. For example 15 minute off peak services on the Springfield line to enable the express pattern on the Ippy I think we need elected officials there are able to utilise our existing assets a lot better.There are plenty of trains/crew to boost interpeak train frequencies. Peak improvements are limited BUT NOT off peak.
Quote from: HappyTrainGuy on September 23, 2023, 00:00:38 AMIt's not as simple as that. Redcliffe was to be 2tph before 4tp was intended as part of the translink network mods but there were outside factors before it opened that stopped that such as bus network mods not happening and then infrastructure issues. Driver numbers and training were another issue. The NGR phase in didn't eventuate and then there were issues with the current NGRs and EMU phase out. To enable the NGRs to run station staff numbers had to be boosted - this is why NGRs aren't allowed to run Ferny Grove-Beenleigh. SMU200 had very sever issues and it was looking like they would be added to the EMU phase out list aswell. Some sat idle for months and they regularly would be sitting idle. 2 sat stowed outside Redbank for about 11 months, another two were regulars at the Caboolture yard, another was at Maryborough seeing if it was cost effective to repair it and the others or write them off and the ones that did run had a very poor reliability and were preferred not to be used in revenue runs. 107 derailed and lived at the Ipswich workshops for a few months. You would be reluctant to start boosting frequencies knowing the NGR contract was cancelled, 99x 3 car trains and 4 ICE sets were on the scrapping block (EMU's have had end of life extensions but they are still regularly being withdrawn and scrapped) knowing the NGRs would need a rectification program, more withdrawals for ETCS fit outs and there also being a SMU260/IMU160 refurbishment program which were delayed for NGR mods but are both now underway.You can get around the fleet numbers and drivers etc but you can't get around the PSA requirements which is the main problem. Both from a cost perspective and then an employment perspective - which could also be used against the government for bloating the government workforce or sacking staff in the political perspective. CRR/QTMP comments would probably be based around the sectorisation of line pairs and rollingstock that runs on them which will also involve redeploying existing PSA staff to other lines.
QuoteThese are "excuses". They are not insoluble.
Quote from: HappyTrainGuy on September 23, 2023, 00:00:38 AMTo enable the NGRs to run station staff numbers had to be boosted - this is why NGRs aren't allowed to run Ferny Grove-Beenleigh.
Quote from: 300LA on September 23, 2023, 21:55:39 PMQuote from: HappyTrainGuy on September 23, 2023, 00:00:38 AMTo enable the NGRs to run station staff numbers had to be boosted - this is why NGRs aren't allowed to run Ferny Grove-Beenleigh. Why do the NGRs require more station staff than the other EMUs?
Quote from: SurfRail on September 24, 2023, 11:17:22 AMSo we should be progressively moving the assisted boarding point to the end of the platforms, and rectifying the lack of level boarding.
Quote from: SurfRail on September 22, 2023, 14:26:36 PM^ The busway does have the advantage of going to (generally) more useful and more populated places than large chunks of the railway. Stations like Holland Park West and Greenslopes are the exceptions.There is absolutely no impediment to running 15 minute headways from the city to the following locations in both directions all week long, apart from potentially staffing.- Ipswich- Springfield Central- Kuraby- Manly (Cleveland possible but with varying degrees of reliability)- Airport- Sandgate (Shorncliffe possible but with varying degrees of reliability)- Kippa-Ring- Ferny GroveCaboolture, and Beenleigh / Gold Coast I think have some more issues given lack of track capacity but 15 minute headways in one direction can be done (for instance to minimise crowding on services to the Gold Coast in the morning on weekends and public holidays and heading back in the afternoon).Excuses from QR need to be strongly challenged because other railways don't have these perpetual issues and are run to maximise their utility to the public.
Quote from: SurfRail on September 25, 2023, 08:52:23 AMA) This is why we should be standardising things and fixing defective station layouts instead of just persisting with them forever while the adjacent motorways get upgraded.B) These are edge cases where platform staff can still be deployed. The current operating model on the other hand requires us to p%ss away money paying people to be on the platform when the guard could be doing that job in most cases if the accessible boarding point was moved to the end of the platform (same way it works at every station in Melbourne). A few edges cases don't invalidate the concept.
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