Building a core Frequent network

[#Metro]

Having had a quick play with the current timetable, it would be possible to add in an extra two trains an hour to Kuraby, but there wouldn't be a lot of room to play with. Gold Coast trains would run DG (no stop at Park Road) from South Bank to Salisbury, passing the Kuraby train (on the Up Main) at around Rocklea.. a small amount of padding would be added to the Kuraby bound trains compared to Beenleigh trains) and cross back to the Up Main before Coopers Plains and continue on to Beenleigh and the Gold Coast. Kuraby trains would follow Coastie into Coopers Plains, running about 2mins behind at that point. Coastie would get away pretty quick allowing Kuraby train to run on greens again by Banoon quite easily.

What about only as far as Yeerongpilly?

[petey3801]

15-min to Yeerongpilly using Tennyson branch as a turnback may work.. But in that case, might as well continue to Corinda and make a decent service out of it, providing connections between Beenleigh and Ipswich lines!

15-min to Rocklea with terminating trains using the Rocklea siding may work too...

[ozbob]

15-min to Yeerongpilly using Tennyson branch as a turnback may work.. But in that case, might as well continue to Corinda and make a decent service out of it, providing connections between Beenleigh and Ipswich lines!

Yo!

[ozbob]

Media release 3 January 2011

SEQ: Core Frequent Network 2011 - If the price goes up, service levels must go up too!

RAIL Back On Track (http://backontrack.org) a web based community support group for rail and public transport and an advocate for public transport commuters has called for a focused and targeted increase in public transport service levels on a 'core frequent network' in light of the 15% annual compounding fare increases.

Fare levels will increase by 15% on the 17th January 2011. People who use public transport will rightly expect significant improvements in proportion to these increases in costs. RAIL Back on Track requests that every cent raised through these fare increases be put back into new services for passengers within this calendar year.

RAIL Back on Track suggests that the 'construction' of a core frequent network to cover greater Brisbane, formed out of existing and improved services, and legibility improvements to existing 'frequent corridors' is the way forward (1,2,3).

The Core Frequent Network:

• 15-minute all day buses (BUZ 450/Centenary BUZ, BUZ 100, BUZ 196, BUZ 375, BUZ 180, BUZ 325*) to fill in gaps and complete the radial BUZ network (we suggest reviewed routing before improvement);
• Dramatically increased legibility and branding of 'frequent corridors', such as Coronation Drive and Ipswich Road;
• 'Perth-standard' 15 minute, all day rail services where possible on current rail infrastructure;
• Extended operating hours, frequency and boost weekend services on a sped-up Great Circle Line bus route to tie and integrate radial rail and radial BUZ corridors together. Improved frequency and eventual BUZ upgrade will 'turn on' the network effect as it has done with Melbourne's orbital SmartBus routes.

Robert Dow, Spokesman for RAIL Back On Track said:

"Construction of a core frequent network covering Brisbane would have large benefits but requires only a bare minimum investment, requires no new major infrastructure, and can be introduced rapidly compared to the larger 'structural' projects being undertaken which might take decades to deliver, for example plans and targets outlined in the draft Connecting SEQ 2031."

"Most important of all, a core frequent network focuses service improvements on creating the minimum 'anywhere to anywhere' network, consistent with the TransLink network plan's 'spider-web' of services."

"We cannot stress enough the importance and role of improved rail frequencies here. Perth manages to run a basic 15 minute or better train frequency to 70 train stations on their rail network all day which makes spontaneous bus connections easy."

"We must aim for this basic standard, so we welcome the efforts so far to improve timetables for the Ipswich-Caboolture lines, but remind that the other lines are also seeing fare increases and so improvements must cater for them too."

"As RAIL Back on Track has always said, services must be frequent, bottom line."

References and notes:

1. TransLink Network Plan
http://www.translink.com.au/resources/about-translink/reporting-and-publications/network-plan-2010.pdf

2. Core Frequent Network discussion thread
http://railbotforum.org/mbs/index.php?topic=5173.0

3. BUZ Network Map
http://www.translink.com.au/resources/travel-information/maps/network/100801-buz.pdf

* or similar service to Prince Charles Hospital

Contact:

Robert Dow
Administration
admin@backontrack.org

[#Metro]

NorthSide- BUZ???
http://railbotforum.org/mbs/index.php?topic=5273.0

[#Metro]

Seattle Core Frequent Network


From Human Transit and the Seattle Transit Blog (wow, so many blogs around, who would have thought?).
We haven't really heard or seen much about TL's High Frequency Priority routes, which is pretty concerning
given that:

The one-year program reflects feedback from customers and is based on the latest go card travel data, which allows us to deliver new and enhanced services to areas of highest need.

http://www.humantransit.org/2011/01/the-populist-frequent-network-mapping-continues-heres-very-clear-frequent-network-map-for-seattle-showing-where-you-can-get.html

[#Metro]

http://www.translink.com.au/about-translink/reporting-and-publications/translink-network-plan
http://www.translink.com.au/resources/about-translink/reporting-and-publications/network-plan-2010.pdf

TransLink is committed to making travel easy

Planning a public transport network in one of the fastest growing regions in the country is a big challenge that requires flexibility and a commitment to meet growing demands.

Public transport growth continues to outstrip population growth across South East Queensland. The TransLink network carried about 123 million trips in 2003/4 and in 2009/10 there is expected to be 180 million trips.

At the heart of our strategic vision is the TransLink Network Plan. It sets out a long-term strategy and a detailed one-year program of service and infrastructure improvements.

The one-year program reflects feedback from customers and is based on the latest go card travel data, which allows us to deliver new and enhanced services to areas of highest need.

View the 2010 TransLink Network Plan (PDF, 3.33MB).

[johnnigh]

I know I've been banging on about Treasury not wanting to fund extra services, thus frustrating the blindingly obvious need for high frequencies on 'core' routes. I still think this is critical to best usage of the network, rolling stock & systems available right now. More recently, a longer-run aspect of funding has been brought forcibly to my attention: CityTrain doesn't have enough rolling stock to run higher frequency services, an opinion from deep in the recesses of the relevant bureaucracy. Underinvestment over the past decade (lead time for delivery of a set, from initial offer of tender, 5 yrs??) is blamed. The current order's deliveries are almost complete. The large tender currently open won't deliver sets for, what, 3yrs? 5 yrs?

Alternative informed opinions might differ from the one I've heard.

[ozbob]

CityTrain doesn't have enough rolling stock to run higher frequency services, an opinion from deep in the recesses of the relevant bureaucracy.

Frequency during peak is good. Complete network around the clock 15 minutes probably not though at the moment.  But for example if Richlands trains were simply extended to Petrie out of peak, there is around the clock 15 minutes on that corridor - Darra <--> Petrie.

My own experiences suggest the operator is more than willing, it is reluctance to actually fund extra services by TransLink (which is just an extension of the government in this sense) is the real issue.  In the bad days of 2006/7 the train fleet utilisation was approaching 98% at peak (no reserve).  Train maintenance schedules actually fell behind.  This is up to date now as far as I am aware and fleet utilisation at peak is in the very low 90s. This is good and means since the extra trains and crew are on board there is a greater sustainable capability.  The flood did delay things for a few months but come June some improvements.

[#Metro]

More recently, a longer-run aspect of funding has been brought forcibly to my attention: CityTrain doesn't have enough rolling stock to run higher frequency services, an opinion from deep in the recesses of the relevant bureaucracy.

Ahahahahah  pull the other one.

In the off peak there are trains galore sitting around surplus from peak hour. Off peak frequency is what needs to be improved, more than enough trains around.

Maybe we might be put in the odd position of aquiring ex-TransPerth A class vehicles to cover us when their order comes in. 

[#Metro]

Core Frequent Network map (continually updated)
http://transitmapsetc.blogspot.com/

[#Metro]

So far, train services are looking a bit crap! 

[ozbob]

Nice map.  Confirms the sheer undertulisation of the rail network does it not?

Crikey ...

And what is with the great pretender?  The Airtrain??

[#Metro]

Is that black Y shaped line our train network? Gee, I thought it was a stick that had accidentally fallen on to the map.
SHAME!

And look how much better the entire bus network is vs trains... 

[#Metro]

BUZ 450
BUZ 245
BUZ 100 (all via Moorooka)
would be great...

BUZ Great Circle line needs to be broken up into four distinct routes so that delays are isolated on one part of the circle
and so that upgrades can take place in a staged way (i.e. upgrade one quarter of the circle at a time).

[ozbob]

BUZ Great Circle line needs to be broken up into four distinct routes so that delays are isolated on one part of the circle

Funny that, might just happen ...

[#Metro]

They could still be called the "Great Circle Line" in the same way that Canberra has the "blue rapid", "gold" and "green" lines which are formed out of many route numbers on a common corridor, but breaking up the circle would have many benefits:

1. It would allow staged upgrade of the circle (so starting on say one route between shopping centre A and shopping centre B as funding becomes available)
2. Immediately improve legibility (same sign no matter what, currently GCL bus routes could have multiple different destinations showing depending on the time of day)
3. Much less confusing timetable
4. Delays are isolated to one part of the circle

Hopefully some steam ironing can be done and diversions removed such as to the Botanic gardens. A feeder bus from Toowong should suffice for a trip like that.

[ozbob]

The other thing the map demonstrates well is the radial fixation.

[cartoonbirdhaus]

And what is with the great pretender?  The Airtrain??

Simple: The airport's a means of escape, possibly to somewhere with serious public transport. 

[#Metro]

Simple: The airport's a means of escape, possibly to somewhere with serious public transport.

Shows everyone in SEQ how to exit the state for the Queensland Government Citizen Exit Program to Perth

[cartoonbirdhaus]

Not everyone in SEQ: some can hop on the full-time 702 for a normal fare, and depart from Gold Coast Airport (OOL). 

[dwb]

I've got a better idea, how about TL publish a proper Network Plan, rather than that glossy "brochure" that had a lot of speculative vague ideas and not much specific.

Now that CN is gone maybe they will.

[dwb]

Agree. This is why you shouldn't BUZ the 375... it is the all stops service. There is the 376 for Stafford and the 385 for Paddo and part of Bardon.
The better improvement would be BUZing the 374 and routing it to shadow the 385. This would improve service for passengers across all three routes as well as significantly improve capacity to The Gap as it is currently filled in peak with Paddington bound customers!!!!

Somebody, RE: the 390, I would suggest avoiding re-routing this service to something other than Kelvin Grove Rd. Simply because IMO each BUZ should have a 2nd service that runs all stops. 385 has the 380 until it leaves Waterworks Rd then once it gets to Jubilee Tce it has the 375. It just makes sense to run 2 services, one all stops and one semi-express (ie: BUZ) so everyone gets a decent service.

[ozbob]

Sent to all outlets:

2nd June 2011

Core frequent network map

Greetings,

Here you will find a map --> http://transitmapsetc.blogspot.com/

It is a very interesting.

"This map (more precisely, a schematic diagram) shows the sections of Brisbane's public transport system which enjoy quarterly-hourly service, or better, at most times (with the exception of the completed stretch of the Eastern Busway, and airport connections)."

What it demonstrates very clearly is the under-utilisation of the existing rail network, and the radial fixation of the public transport network around Brisbane.

Further discussion --> http://railbotforum.org/mbs/index.php?topic=5173.msg58008#msg58008

Best wishes
Robert

Robert Dow
Administration
admin@backontrack.org

[dwb]

Waterworks Rd has the 380/381 + 379 which I don't understand.  Like Logan Rd with the 174/175, all that is needed is a full time 30 minute frequency on each route.  In the short term.  It current reduces below this in the evenings, which isn't good.

I too have always been confused by the Ashgrove/The Gap routes... there seem so many with strange little oddities and diversions and none of them seem to come by at the right time. For example 382/3/4/5!

I haven't put enough thought in yet but I think you could probably BUZ one or two of them (meaning up service frequency and operating hours and rationalise serviced stops for instance one route to the city and one route to the valley), really up the frequency of the another all stops service and get rid of the rest. Of course you'd have to work something out to feed the routes from all those low density tails in The Gap and I'm not sure how you'd do it. But something should change. If they were to implement HFC on Musgrave Road, then that would be a start!

[#Metro]

What are the most important FOUR BUZ routes that should be added to the Core Frequent Network, in order of priority?
Give a justification for each

1. Western Suburbs BUZ 450 (along that route, could have tweaks to route)
2. Eastern Suburbs BUZ 220 (or around that area)
3. Inala BUZ 100 (via Moorooka) down Ipswich Road
4. Should Bulimba get a BUZ?

[somebody]

What are the most important FOUR BUZ routes that should be added to the Core Frequent Network, in order of priority?
Give a justification for each

1. Western Suburbs BUZ 450 (along that route, could have tweaks to route)
2. Eastern Suburbs BUZ 220 (or around that area)
3. Inala BUZ 100 (via Moorooka) down Ipswich Road
4. Should Bulimba get a BUZ?

You can't cover the western centenary suburbs with one BUZ unless it is a real yawn such as the 450.  Justification: car dependence and traffic congestion are the norm in this part of town.

Can't support anything like the 220.  Too much of a milk run.  221 maybe.

Inala BUZ definitely.  Although from an operating cost perspective feeding Oxley station is better value.

Bulimba.  I think so, although Storey Bridge.  Being so close to town and having such a poor service isn't good.

[achiruel]

What are the most important FOUR BUZ routes that should be added to the Core Frequent Network, in order of priority?
Give a justification for each

1. 555 BUZ (yes, I realise this is technically possible because it's a non-BT route, but I believe it should be upgraded to BUZ-like frequency and operating hours.  Oh, and also, ditch the 'let's pretend to be a 572' south of Springwood after 6pm (i/b) and 7:30pm (o/b)

Justification: this is the spine service for the Logan East area, and needs to be able to regularly pick up people from feeders to Logan Hyperdome & Springwood bus stations.  They shouldn't have to wait around for 29 minutes til the next bus just because their feeder ran a couple of minutes late.

2. Wynnum Rd BUZ.  City-Valley-Story Br-Shafston Ave-Lytton Rd-Wynnum Rd-Manly Rd-Wondall Rd-Randall Rd-Wynnum Rd-Glenora St-Tingal Rd-Mountjoy Tce-Gordon Pde-New Rd-Manly Station (Terminus)

Service along Wynnum Rd is currently appalling!  This one should be a no-brainer, although I would understand if the Wynnum end was changed a bit as I don't really know the area that well.

3. Stanley Rd BUZ.  City-Busway-'Gabba-Vulture St-Stanley St E-Canara St-Crown St-Macrossan Ave-Russell Ave-Ferguson Rd-Stanley Rd-Creek Rd-Westfield Carindale (Terminus)

A highly populated area with a crap bus service (210/212), give them something decent and they might actually use it.

4. 310 BUZ - seeing as TransLink can't/won't add extra services on the Shorncliffe line, I guess this is the best short-term solution

[O_128]

Id advocate a bulimia BUZ going via the gabba due to almost half of patrons getting off between the gabba and cultural, The Wynnum road BUZ can go via the story bridge. In afternoon peak the via the gabba is quicker as the 227 stuffs around in the city for 20 min.

I also like Seattle's map with 15 min or better. Translink could easily play on this.

[dwb]

I think each of the existing BUZes should get a short running version to up overall capacity on the routes. My experience with my local BUZ is that much of the inbound capacity is taken up by the outer suburbs in the morning, but in the afternoon it is the opposite, much of the capacity seems to be taken up by the inner suburbs and buses run right to the end almost empty. I believe a slight redistribution of passengers would improve capacity, improve revenue and improve customer service for both inner and outer suburban customers.

[somebody]

I think each of the existing BUZes should get a short running version to up overall capacity on the routes. My experience with my local BUZ is that much of the inbound capacity is taken up by the outer suburbs in the morning, but in the afternoon it is the opposite, much of the capacity seems to be taken up by the inner suburbs and buses run right to the end almost empty. I believe a slight redistribution of passengers would improve capacity, improve revenue and improve customer service for both inner and outer suburban customers.

Or you could run the network as an integrated system (as opposed to a few high profile routes) so that you don't waste $ on short workings off peak like the Indro P88 and 222 services.  Since I've banged on about that for my entire membership of this board, I'm leaving it at that for now on the assumption you know what I mean.

[dwb]

I think each of the existing BUZes should get a short running version to up overall capacity on the routes. My experience with my local BUZ is that much of the inbound capacity is taken up by the outer suburbs in the morning, but in the afternoon it is the opposite, much of the capacity seems to be taken up by the inner suburbs and buses run right to the end almost empty. I believe a slight redistribution of passengers would improve capacity, improve revenue and improve customer service for both inner and outer suburban customers.

Or you could run the network as an integrated system (as opposed to a few high profile routes) so that you don't waste $ on short workings off peak like the Indro P88 and 222 services.  Since I've banged on about that for my entire membership of this board, I'm leaving it at that for now on the assumption you know what I mean.

Sure, but I don't necessarily think the short running routes need to run all day. Peak times would be fine - altho more of them should run counter peak than is generally the case now. I would probably keep the same numbers but add a letter to the end or beginning, such as S for short - the info would also have to change the terminus but otherwise it would seem a simple way to up frequencies and route capacity...

[Bulimba30A]

Sorry posted this in the wrong thread...

I think wynnum rd needs to be a frequent corridor rather than a buz, as you really need 4 full time services from tingalpa, being Belmont rd, wynnum rd, manly rd and wondall rd. That is, unless you can set up a good interchange at tingalpa. I think it needs a complete rethink, but must include sending the 215 and 220 (or equivalent) down wynnum rd/story bridge full time and having a full time 214. Offpeak services should use cannon hill interchange.

At the risk of banging on about it, imho a buz down stanley rd should not be considered without also improving the services to the estates in and around the bus depot/meadowlands rd.

[somebody]

At the risk of banging on about it, imho a buz down stanley rd should not be considered without also improving the services to the estates in and around the bus depot/meadowlands rd.

+1.

Not serving Meadowlands Rd would be a real missed opportunity.

As for the Belmont Rd bit of the 215/216, I do wonder if this would be better done as City-Carindale-Belmont Rd rather than the other way around.

[SurfRail]

At the risk of banging on about it, imho a buz down stanley rd should not be considered without also improving the services to the estates in and around the bus depot/meadowlands rd.

+1.

Not serving Meadowlands Rd would be a real missed opportunity.

As for the Belmont Rd bit of the 215/216, I do wonder if this would be better done as City-Carindale-Belmont Rd rather than the other way around.

I say scrap the 215 and 216 altogether and just run a more frequent local service between Cannon Hill and Carindale with BUZ and cross-town routes at both ends. 

The 214 should be a BUZ route and the 220 should be going via Wynnum Road, Ivory Street and the Story Bridge with the 221 scrapped.  Pairing this with a Bulimba BUZ could give you a legible corridor with good all-day services from between Wynnum Road and somewhere like Eagle Street and Parliament, neither of which enjoy this at present, and at the same time relieve pressure in the QSBS and Cultural Centre.

[somebody]

If you have a 214 BUZ why not extend it to a 215 BUZ?  You don't need a 213 then and the through connections are improved.  e.g. Richmond Rd connects to Carindale.  Combined with a 221/227 BUZ that would improve the corridor markedly.

[Bulimba30A]

I'd support a 214 buz with an offpeak feeder service along Belmont rd as long as it was frequent all day (at least every 30 mins and combining with 225 for 15 min frequency to Carindale) and keep 216.  The question is whether that would still support buz frequency (using combined routes) along wynnum rd though.

I wouldn't support a buz 215 (despite the personal benefit) as it is anything but direct past cannon hill. Any city service down Belmont rd must go direct down wynnum rd/story bridge.

Btw I live half way along belmont rd and the only real time difference between Stanley rd and wynnum rd into town (by car) is in peak when traffic is back to morningside station. If going by bus, carindale to connect to 201 is only quicker if wynnum rd is congested (which btw is becoming more often).

[somebody]

I'd support a 214 buz with an offpeak feeder service along Belmont rd as long as it was frequent all day (at least every 30 mins and combining with 225 for 15 min frequency to Carindale) and keep 216.  The question is whether that would still support buz frequency (using combined routes) along wynnum rd though.

I wouldn't support a buz 215 (despite the personal benefit) as it is anything but direct past cannon hill. Any city service down Belmont rd must go direct down wynnum rd/story bridge.

Why not can the 225 and have the 215 BUZ?  The 214 corridor isn't exactly busy when I've been there.

Reaching Carindale can be done easily with interchange at Cannon Hill for 590 or GCL.  Also you could interchange at Tingalpa for the 215.

[dwb]

I'd support a 214 buz with an offpeak feeder service along Belmont rd as long as it was frequent all day (at least every 30 mins and combining with 225 for 15 min frequency to Carindale) and keep 216.  The question is whether that would still support buz frequency (using combined routes) along wynnum rd though.

BUZ = maximum 10min wait in peak or 15min wait out of peak, 600am-1100pm, seven days (for that route number, not in combination with something else).

Defininition available http://en.wikipedia.org/wiki/Bus_upgrade_zone

To aide clarity, if you mean something different pls use a different word.

Ed. URL added.

[dwb]

Or did you mean the feeder service to meet every 2nd bus of a BUZ route? *confused*