South East Busway turns ten

[ozbob]

http://translink.com.au/news-and-updates/southeast-busway-turns-ten

South East Busway turns ten

One of the world's first busways - the South East Busway - recently celebrated its tenth birthday.

We would like to thank our customers for making Brisbane's busway network an example of best practice public transport around the world.

The South East Busway runs from Eight Mile Plains to the Brisbane CBD. Current patronage on the South East Busway is equivalent to more than nine additional lanes of traffic on the South East Freeway during peak hour.

Did you know?

    The South East busway runs 17 kilometres adjacent to the South East Freeway, comprising 10 busway stations.

    The South East Busway was the first of TransLink's expanding busway network. In 2001 there were 17.7 million trips made using the South East Busway. Ten years on and there are now over 70 million trips made each year on the busway network.

    Our busway stations have won multiple architectural awards and were designed by renowned local architect Derek Trusler.

    Busways can carry more than 12,000 passengers per hour in each direction.

Thanks again for making the South East Busway such a great success.

With the next stage of the Eastern Busway (Buranda to Main Avenue, Coorparoo) just around the corner. Here's to the next 10 years!

[#Metro]

Upgrade the capacity!

[achiruel]

Yes, capacity definitely needs upgrading especially between Buranda and the City.  I can see this section becoming much more congested with the opening and subsequent extension of the Eastern Busway.

[O_128]

Yes, capacity definitely needs upgrading especially between Buranda and the City.  I can see this section becoming much more congested with the opening and subsequent extension of the Eastern Busway.

It shows that we havnt learnt from our mistakes and like our railway system are using the same trunk and branch model

[#Metro]

Q: Which is more important?
Assume limiting cash conditions to afford only 1 project to proceed.

1. Sunshine Coast line plus stub CAMCOS plugging into CoastConnect

or

2. Eastern Busway

[Arnz]

Eastern Busway is under construction already, TT.  So I'm assuming you meant the extension?

And as for the question, I would say duplication Beerburrum-Landsborough (obviously before CAMCOS) and possibly even Mooloolah-Eudlo-Palmwoods over CAMCOS to Caloundra/Eastern Busway extension (freight + speed reasons, not to mention the $$ off the freight ops).

[#Metro]

Yes, the extension.

The reason I am asking is that in peak hour in the future about 7000 pax/hour is projected to come off the Eastern busway in peak. So that's about 100 buses per hour (standard) or if the newer larger buses are used (capacity about 100), this could be about 70 buses per hour or roughly one every 2 minutes or so. To get a feel for this, this is similar to what is going down Coronation Drive at the moment IMHO.

A median busway (just place the busway in the middle of the street using bus lanes) would could be used as an interim measure and buy time. The cash freed up could then be transferred to the Sunshine Coast to connect the buses there with the trains and a CAMCOS spur.

This is just exploring the options. Some buses might have to feed trains (   ) as well.

[ozbob]

Twitter

AnnastaciaMP AnnastaciaPalaszczuk

10th Anniversary of the Sth-Est Busway. Local MP Phil Reeves and I caught bus into city http://bit.ly/jgD6HL

5 minutes ago

[ozbob]

Transport and Multicultural Affairs
The Honourable Annastacia Palaszczuk

Tuesday, May 03, 2011

South East Busway celebrates 10 years serving Brisbane

Brisbane's South East Busway, which runs from Brisbane CBD to Eight Miles Plains, has celebrated its 10th Anniversary with a cake cutting ceremony at Eight Mile Plains this morning.

Transport Minister Annastacia Palaszczuk today joined State Member for Mansfield Phil Reeves and morning commuters to celebrate the milestone.

Mr Reeves, who is the first person to buy a ticket to ride on the busway ten years ago, said the busway revolutionised travel on the Southside, providing commuters with fast, frequent and reliable journeys to and from the CBD.

"Ten years ago, people thought the South East Busway was generations too early for Brisbane," Mr Reeves said.

"As the number one ticket holder for the busway I know how important this busway is to members of my community and today I'm delighted to celebrate 10 successful years for this important piece of infrastructure."

Minister Palaszczuk said the opening of the South East Busway in 2001 was the beginning of a Brisbane busway network that has become an example of best practice for public transport across the world.

"The first stage of the South East Busway (CBD to Woolloongabba) was opened on September 13, 2000, just in time for the first Olympic football match between Cameroon and Kuwait to be held at the Gabba.

"The second stage (to Eight Mile Plains) of the $400 million busway was officially opened on 27 April, 2001 ahead of a weekend of busway fun days, before opening to bus traffic on Monday 30 April.

"The 17 kilometre busway runs adjacent to the South East Freeway and includes 10 modern bus stations and a bus operations centre.

"The busway stations have been developed at areas to serve major activity centres, which allow buses to serve low-density communities, collect passengers on local roads, and then join the busway for a congestion-free trip to the city.

"Its stations have won architectural awards for their creative design, and it has improved land values in the communities that it serves directly."

Minister Palaszczuk said during the past 10 years, Brisbane's bus network had undergone a major transformation, with three major busways completed and two more currently under construction.

"There are now 24 kilometres of busway, 19 busway stations, seven interchanges, five park 'n' ride facilities and almost 600 CCTV cameras monitored 24 hours a day on the busway network," Ms Palaszczuk said.

"These busway connections are an integral part of the Queensland Government's long term plan to meet the transport needs of a growing Brisbane community, by providing more frequent and reliable bus services and active transport options to better connect our people and places."

For more information about Brisbane's expanding busway network, visit www.translink.com.au or call TransLink on 13 12 30.

[ozbob]

From the Brisbanetimes click here!

Brisbane's bus growth outstrips rail

Brisbane's bus growth outstrips rail
Daniel Hurst
May 4, 2011 - 3:00AM

Southeast Queensland bus patronage has surged by 65 per cent over the past six years, more than triple the growth in rail usage.

As the state government yesterday hailed the 10th anniversary of the first full busway opening in Brisbane, new figures showed how much the region had embraced that mode of travel.

Bus patronage rose by 65 per cent since 2003/04 to 71,659,535 trips last financial year as more busways and buses were rolled out, according to figures provided by TransLink.

By contrast, the number of train trips rose by 20 per cent over the same period to 57,620,000 last year.

Public transport advocates said they were unsurprised to see commuters opt for the bus as significant investments had been made in that mode of travel, but authorities were now beginning to focus more on rail.

TransLink figures show the number of people travelling on the South East Busway has risen sharply over the past decade as services and routes expanded.

The busway, linking the Brisbane CBD to Eight Mile Plains on the southside, was fully opened at the end of April 2001. In its first year, passengers made 17.7 million trips on the busway's core services.

TransLink said 72 million trips had been taken on services that included the South East Busway last year.

Transport Minister Annastacia Palaszczuk said the city's bus network had undergone a major transformation during the past 10 years, with three major busways completed and two more under construction.

"There are now 24 kilometres of busway, 19 busway stations, seven interchanges, five park 'n' ride facilities and almost 600 CCTV cameras monitored 24 hours a day on the busway network," Ms Palaszczuk said in a statement.

brisbanetimes.com.au yesterday sought figures showing how bus and rail usage habits had changed over the past decade, given the 10-year busway anniversary.

But TransLink was unable to provide patronage figures from earlier than its establishment in 2003/04.

Patronage growth rates have not necessarily been consistent over this time. TransLink's latest quarterly report shows bus patronage in October, November and December was 2.1 per cent higher than 12 months earlier, but rail recorded higher growth with a six per cent usage jump.

Robert Dow, from commuter lobby group Rail Back on Track, said he was unsurprised to see the investment in bus services had sparked large patronage growth.

"There was a concerted effort to boost bus during that period and TransLink had a very bus-centric focus when they formed up to now," he said.

"However, the South East Busway is approaching capacity; that's the elephant in the room."

Mr Dow said the region was entering a rail growth phase, as extensions were in the works from Richlands to Springfield and from Petrie to Kippa-Ring while other improvements were planned.

"I predict in 10 years rail will be carrying more than bus," he said.

"The big growth has been in bus and that's good but it can't be sustained."

According to the state government's draft Connecting SEQ 2031 blueprint, released last year, boosting bus patronage will be crucial if the government is to have any hope of doubling public transport usage to 14 per cent of all trips within two decades.

Over the next two decades, the Eastern Busway will be extended to Capalaba while the Northern Busway will reach Bracken Ridge. However, specific timeframes and funding plans remain unclear.

Other major bus plans include rolling out high-frequency 'turn up and go' UrbanLink bus services at least every 15 minutes off-peak and at least every 10 minutes during peak times. These services would be introduced "with priority on strategic corridors".

But the Connecting SEQ blueprint puts rail at its centre, including the now-stalled $8 billion cross river rail project.

"It's a rail-centric plan because that's where the growth needs to be to deal with capacity now," Mr Dow said.

"What they've done [with the busways] to some extent is they've used buses in a train-like way, but there's a limit to what you can do with that.

"[Bus] capacity is starting to be a major problem."

Mr Dow said it was possible that some busways could be converted to light rail in the future.

He added that there would be difficulties on the rail network over the coming decade as the delayed cross-river rail project was desperately needed to address capacity bottlenecks.

Read more: http://www.brisbanetimes.com.au/queensland/brisbanes-bus-growth-outstrips-rail-20110503-1e6mm.html#ixzz1LJHge7xS

[#Metro]

Mr Dow said the region was entering a rail growth phase, as extensions were in the works from Richlands to Springfield and from Petrie to Kippa-Ring while other improvements were planned.

"I predict in 10 years rail will be carrying more than bus," he said.

"The big growth has been in bus and that's good but it can't be sustained."

Improvements do not necessarily mean extensions; and I'd like to see single track eliminated on the current system.

[Stillwater]

The Connecting SEQ 2031 document is a DRAFT and people rightly refer to its status as a DRAFT.  Does anyone have information about when a FINAL or ENDORSED or APPROVED version will be issued?

[ozbob]

Improvements includes track amplifications.  Remember comments are editorialised ...  it is the extensions that really will drive track amplifications as well, eg. Richlands and Corinda to Darra.

[Fares_Fair]

Mr Dow said the region was entering a rail growth phase, as extensions were in the works from Richlands to Springfield and from Petrie to Kippa-Ring while other improvements were planned.

"I predict in 10 years rail will be carrying more than bus," he said.

"The big growth has been in bus and that's good but it can't be sustained."

Improvements do not necessarily mean extensions; and I'd like to see single track eliminated on the current system.

Interestingly enough, the Federal Labor Government's position is to separate freight and passenger services.
Perhaps the Queensland State Governemnt could heed what their federal counterparts are saying - and do something about it.

Source: http://www.theaustralian.com.au/national-affairs/freight-haulers-get-own-network/story-fn59niix-1226009726229

GIANT triple-trailer trucks will be allowed on more roads, dedicated freight routes will be created and cargo and passenger train lines separated under the Gillard government's strategy to avoid the bottlenecks that choked export earnings during the last resources boom.

Regards,
Fares_Fair.

[ozbob]

The Connecting SEQ 2031 document is a DRAFT and people rightly refer to its status as a DRAFT.  Does anyone have information about when a FINAL or ENDORSED or APPROVED version will be issued?

I am keen to see the final as well ...

[somebody]

I'd like to see single track eliminated on the current system.

I don't care.  Look at Caboolture-Beerburrum, Mitchelton-Keperra, Salisbury-Kuraby and Corinda-Darra.  In all cases track amplification has resulted in minimal or no service improvement.  Although Ormeau-Coomera and Helensvale-Robina were needed IMO.  I guess Mitchelton-Keperra was needed but also has resulted in minimal improvement.

[colinw]

My comment on the Brisbane Times article, now published:

This result says nothing about whether people prefer trains or buses, and everything about service frequency. The fact is that Brisbane's rail service has been deliberately under utilised for the last 20 or more years, with pathetic half hourly train frequencies at stations as close to the CBD as Buranda, Dutton Park & Windsor. On the other hand the bus system now has many routes (called BUZ - Bus Upgrade Zone) which run every 15 minutes or more frequently, all day, every day. The demand for bus services reflects the popularity of these frequent services, on the busway and elsewhere. Rail patronage has grown similarly on Brisbane's only quarter hourly train service, between Darra and Bowen Hills, even 'thoughTransLink fails to promote it, let alone extend it to Petrie rather than terminating trains from Richlands at Bowen Hills.

The Brisbane city area has nearly four times as many rail stations as busway stations (something like 85 vs. 23), and yet this infrastructure is hugely underutilised, in many cases with competing buses running in parallel.

If Brisbane's rail services were brought up to a "no compromise" standard of every 15 minutes or better, all day, all lines, then we would see a corresponding huge surge in rail patronage. The benefits of this are clear - because unlike buses, trains do not run on the road.

It is time for the Government & TransLink to get serious about developing Brisbane's vast, underutilised rail system. Mark my words, this WILL be an election issue. Successive Governments and public transport administrations have failed us very badly.

[ozbob]

 

http://www.brisbanetimes.com.au/polls/queensland/bus-vs-train-20110504-1e792.html#poll

Poll: Bus vs train

All things being equal, would you rather catch a bus or train to work?

Bus

    21%

Train

    69%

Neither

    10%

Total votes: 151.

[Fares_Fair]

absolutely, couldn't agree more. (with colinw's comments just above)
It is disheartenening knowing what it (rail) could be - but isn't.

It is absolutely underutilised, and yet still patronage grows in spite of it.
This growth could be so much more, and for so many more.

The rails are there, the power is there, the network system is there.
Let's use it to its' full potential.

Regards,
Fares_Fair.

[Fares_Fair]

Update ...

All things being equal, would you rather catch a bus or train to work?

  Poll form
Please select an answer.  Bus
Train
Neither
View results

Bus
22%
Train
67%
Neither
11%
Total votes: 161.

Regards,
Fares_Fair.

[#Metro]

Once again stupid, infuriating ridiculous BUS VS TRAIN

BUS + TRAIN

Bring on the Train Upgrade Zone!!!

[colinw]

Thanks TT, shamelessly stolen and used in another post to BT. 

[#Metro]

 

[Fares_Fair]

Once again stupid, infuriating ridiculous BUS VS TRAIN

BUS + TRAIN

Bring on the Train Upgrade Zone!!!

tt, must I remind you of all people ?

BUS + TRAIN
x FREQUENCY =

Regards,
Fares_Fair.

[colinw]

Does not compute: TransLink.

[SurfRail]

I wonder how much public perceptions would actually change with common liveries, branding, timetable formats and the like.  You just don't seem to get this bus vs train crap in places like Perth...

[Golliwog]

The Connecting SEQ 2031 document is a DRAFT and people rightly refer to its status as a DRAFT.  Does anyone have information about when a FINAL or ENDORSED or APPROVED version will be issued?

I am keen to see the final as well ...

A little birdy told me it shouldn't be too long now...

[HappyTrainGuy]

Look at Caboolture-Beerburrum, Mitchelton-Keperra, Salisbury-Kuraby and Corinda-Darra.  In all cases track amplification has resulted in minimal or no service improvement.  Although Ormeau-Coomera and Helensvale-Robina were needed IMO.  I guess Mitchelton-Keperra was needed but also has resulted in minimal improvement.

That's because Caboolture-Beerburrum, Mitchelton-Keperra are both uncompleted larger projects. They offer slight/little/no improvement because the line still can't handle extra traffic due to the single track. All it does is move the bottleneck to another location. When Keperra-Ferny Grove, Beerburrum-Nambour/Gympie/Marybrough come online thats when you'll start to see the extra benifits from the duplication and realignment.

[Golliwog]

Look at Caboolture-Beerburrum, Mitchelton-Keperra, Salisbury-Kuraby and Corinda-Darra.  In all cases track amplification has resulted in minimal or no service improvement.  Although Ormeau-Coomera and Helensvale-Robina were needed IMO.  I guess Mitchelton-Keperra was needed but also has resulted in minimal improvement.

That's because Caboolture-Beerburrum, Mitchelton-Keperra are both uncompleted larger projects. They offer slight/little/no improvement because the line still can't handle extra traffic due to the single track. All it does is move the bottleneck to another location. When Keperra-Ferny Grove, Beerburrum-Nambour/Gympie/Marybrough come online thats when you'll start to see the extra benifits from the duplication and realignment.

+1

[Jonno]

My comment on the Brisbane Times article, now published:

This result says nothing about whether people prefer trains or buses, and everything about service frequency. The fact is that Brisbane's rail service has been deliberately under utilised for the last 20 or more years, with pathetic half hourly train frequencies at stations as close to the CBD as Buranda, Dutton Park & Windsor. On the other hand the bus system now has many routes (called BUZ - Bus Upgrade Zone) which run every 15 minutes or more frequently, all day, every day. The demand for bus services reflects the popularity of these frequent services, on the busway and elsewhere. Rail patronage has grown similarly on Brisbane's only quarter hourly train service, between Darra and Bowen Hills, even 'thoughTransLink fails to promote it, let alone extend it to Petrie rather than terminating trains from Richlands at Bowen Hills.

The Brisbane city area has nearly four times as many rail stations as busway stations (something like 85 vs. 23), and yet this infrastructure is hugely underutilised, in many cases with competing buses running in parallel.

If Brisbane's rail services were brought up to a "no compromise" standard of every 15 minutes or better, all day, all lines, then we would see a corresponding huge surge in rail patronage. The benefits of this are clear - because unlike buses, trains do not run on the road.

It is time for the Government & TransLink to get serious about developing Brisbane's vast, underutilised rail system. Mark my words, this WILL be an election issue. Successive Governments and public transport administrations have failed us very badly.

If SEQ is to be truely sustainable (economically, socially and envionmentally) we need to achieve public transport levels well above 50% (combined active/public transport of +75%). Currently public transport usage is at 8-10%. If we are to have 500% increase in public transport usage we need to ask can we possible manage that level of increase by applying a 5 fold magnification of the current system.  That is 5 times as many buses on our roads or on the busways?  To acheive this level of growth I believe that we need to replace many if not all our major trunk route with high capacity vehicles in their own dedicated and where possible grade separated right of way (this includes new rail lines).

[ozbob]

Sent to all outlets:

5th May 2011

In case you missed the bus

Greetings,

Brisbanetimes ran an excellent article yesterday ...

--> http://www.brisbanetimes.com.au/queensland/brisbanes-bus-growth-outstrips-rail-20110503-1e6mm.html

What should be compulsory reading for all are the blog comments. Constructive, relevant and on the mark.

Best wishes
Robert

Robert Dow
Administration
admin@backontrack.org

[somebody]

Look at Caboolture-Beerburrum, Mitchelton-Keperra, Salisbury-Kuraby and Corinda-Darra.  In all cases track amplification has resulted in minimal or no service improvement.  Although Ormeau-Coomera and Helensvale-Robina were needed IMO.  I guess Mitchelton-Keperra was needed but also has resulted in minimal improvement.

That's because Caboolture-Beerburrum, Mitchelton-Keperra are both uncompleted larger projects. They offer slight/little/no improvement because the line still can't handle extra traffic due to the single track. All it does is move the bottleneck to another location. When Keperra-Ferny Grove, Beerburrum-Nambour/Gympie/Marybrough come online thats when you'll start to see the extra benifits from the duplication and realignment.

Looking at it that way makes it completely illogical to have done it in two stages, of course.  I'd agree with that for CAB-Beerb. 

With Mitch-Keperra, I'd have been happy to leave it at that and have a tiered service on the line.  I'd estimate one more train would need to be added to the fleet to have the all stations service.  How much crews wages could be paid for with the infrastructure + rolling stock expense, and therefore increase the service frequency?

[Golliwog]

Look at Caboolture-Beerburrum, Mitchelton-Keperra, Salisbury-Kuraby and Corinda-Darra.  In all cases track amplification has resulted in minimal or no service improvement.  Although Ormeau-Coomera and Helensvale-Robina were needed IMO.  I guess Mitchelton-Keperra was needed but also has resulted in minimal improvement.

That's because Caboolture-Beerburrum, Mitchelton-Keperra are both uncompleted larger projects. They offer slight/little/no improvement because the line still can't handle extra traffic due to the single track. All it does is move the bottleneck to another location. When Keperra-Ferny Grove, Beerburrum-Nambour/Gympie/Marybrough come online thats when you'll start to see the extra benifits from the duplication and realignment.

Looking at it that way makes it completely illogical to have done it in two stages, of course.  I'd agree with that for CAB-Beerb. 

With Mitch-Keperra, I'd have been happy to leave it at that and have a tiered service on the line.  I'd estimate one more train would need to be added to the fleet to have the all stations service.  How much crews wages could be paid for with the infrastructure + rolling stock expense, and therefore increase the service frequency?

Illogical from a getting the full benefits right away point of view, but from the point of view of spreading funding around and what can be built now, it does make some sense.

What is the theory behind your tiered service for the FG line? From my point of view, running expresses is a waste of track capacity, and it really serves no purpose as you only save 5 minutes.

[somebody]

Illogical from a getting the full benefits right away point of view, but from the point of view of spreading funding around and what can be built now, it does make some sense.

Not if there is to be no change in the timetable in the meantime.   Doing it the way it was done wasted money for almost no benefit.

What is the theory behind your tiered service for the FG line? From my point of view, running expresses is a waste of track capacity, and it really serves no purpose as you only save 5 minutes.

Look at this way.  There would be the same number of trains Mitchelton-city, but less trains on the tracks between Mitchelton and Ferny Grove.  Therefore you need less rolling stock.  Less crews' time and less out of service operations, as these would only come from Mitchelton rather than Ferny Grove.

It has some losers, of course.  Namely people between Gaythorne and Windsor.  People Mitchelton and beyond should be saving 5-6mins, but waiting 3.75mins longer, on average.  So they are slightly better off.  Mitchelton people win big time, as they get the higher frequency as well as a good chance of a faster service.  Probably should be a 9/6 minute stagger with 3 minute headways as that makes it easier to serve Albion from the suburbans.  Although a non-express Airtrain would change that.

I'd use the inbound platform in the PM and outbound in the AM for reversing at Mitchelton.

Track capacity is not an issue here.  If at some time 16tph need to be run, then you couldn't do this, but I don't see that in the foreseeable future.

[O_128]

There seems to be current disagreement as to what will happen in the busways. The government currently believes it will be upgraded to a metro (WTF) while the planners believe it will be light rail. Either way the busway is just about at capacity so some interim measures will need to be looked at soon

[somebody]

Either way the busway is just about at capacity so some interim measures will need to be looked at soon

I don't think so.  Add bus lanes to the Captain Cook Bridge, get rid of stupid services, especially the 222, etc.

[#Metro]

The busway is going to be a trunk line, so go for maximum capacity I say ;-)

There is terminal capacity in the CBD and also running so many buses with so many operators might make rail options more attractive.
Also solves the 'bus stops' problem- you just have one station- the train station!

[Golliwog]

Illogical from a getting the full benefits right away point of view, but from the point of view of spreading funding around and what can be built now, it does make some sense.

Not if there is to be no change in the timetable in the meantime.   Doing it the way it was done wasted money for almost no benefit.

Uhhh, but what is one of the main arguments we've be arguing with for CRR and other projects? Inflation. Get what you can done as soon as you can and you'll save money. The lack of timetable improvements is an irritation, but doesn't mean its a waste.

What is the theory behind your tiered service for the FG line? From my point of view, running expresses is a waste of track capacity, and it really serves no purpose as you only save 5 minutes.

Look at this way.  There would be the same number of trains Mitchelton-city, but less trains on the tracks between Mitchelton and Ferny Grove.  Therefore you need less rolling stock.  Less crews' time and less out of service operations, as these would only come from Mitchelton rather than Ferny Grove.

It has some losers, of course.  Namely people between Gaythorne and Windsor.  People Mitchelton and beyond should be saving 5-6mins, but waiting 3.75mins longer, on average.  So they are slightly better off.  Mitchelton people win big time, as they get the higher frequency as well as a good chance of a faster service.  Probably should be a 9/6 minute stagger with 3 minute headways as that makes it easier to serve Albion from the suburbans.  Although a non-express Airtrain would change that.

I'd use the inbound platform in the PM and outbound in the AM for reversing at Mitchelton.

Track capacity is not an issue here.  If at some time 16tph need to be run, then you couldn't do this, but I don't see that in the foreseeable future.

But the differences for passengers past Mitchelton is so small (~2 minutes) that you wouldn't notice. Those in from Mitchelton definitely lose out, though are more likely to get a seat. But when you take out a platform at Mitchelton to turn around a terminating train, what happens with the others around that time? As is the timetable is a bit sketchy with the 3 Mitchelton starters we have in the AM peak. What about off-peak? Funding more than likely wouldn't be available to run 4tph on each stopping pattern so you'd either have 2tph on each which leaves only Mitchelton benefiting, or run 4tph all stations in the off-peak which becomes inconsistent with peak stopping pattern.

[HappyTrainGuy]

Look at Caboolture-Beerburrum, Mitchelton-Keperra, Salisbury-Kuraby and Corinda-Darra.  In all cases track amplification has resulted in minimal or no service improvement.  Although Ormeau-Coomera and Helensvale-Robina were needed IMO.  I guess Mitchelton-Keperra was needed but also has resulted in minimal improvement.

That's because Caboolture-Beerburrum, Mitchelton-Keperra are both uncompleted larger projects. They offer slight/little/no improvement because the line still can't handle extra traffic due to the single track. All it does is move the bottleneck to another location. When Keperra-Ferny Grove, Beerburrum-Nambour/Gympie/Marybrough come online thats when you'll start to see the extra benifits from the duplication and realignment.

Looking at it that way makes it completely illogical to have done it in two stages, of course.  I'd agree with that for CAB-Beerb.  

With Mitch-Keperra, I'd have been happy to leave it at that and have a tiered service on the line.  I'd estimate one more train would need to be added to the fleet to have the all stations service.  How much crews wages could be paid for with the infrastructure + rolling stock expense, and therefore increase the service frequency?

Illogical from a getting the full benefits right away point of view, but from the point of view of spreading funding around and what can be built now, it does make some sense.

What is the theory behind your tiered service for the FG line? From my point of view, running expresses is a waste of track capacity, and it really serves no purpose as you only save 5 minutes.

Funding at the time had to be spread out across a lot of projects. At the time projects consisted of Caboolture-Beerburrum realignment, the Salisbury-Kuraby triplication, the finishing stages of the Gold Coast duplication and orders of the new IMU160 series and 260 series SMUs for the South East Queensland region. Add in projects to the North and West and suddenly funding becomes tight and limited.

[somebody]

Uhhh, but what is one of the main arguments we've be arguing with for CRR and other projects? Inflation.

You may notice that I have stayed quiet on that one.  It's not an argument at all.

But the differences for passengers past Mitchelton is so small (~2 minutes) that you wouldn't notice. Those in from Mitchelton definitely lose out, though are more likely to get a seat. But when you take out a platform at Mitchelton to turn around a terminating train, what happens with the others around that time? As is the timetable is a bit sketchy with the 3 Mitchelton starters we have in the AM peak. What about off-peak? Funding more than likely wouldn't be available to run 4tph on each stopping pattern so you'd either have 2tph on each which leaves only Mitchelton benefiting, or run 4tph all stations in the off-peak which becomes inconsistent with peak stopping pattern.

We can and should do 8tph for the Ferny Grove line in peak.  I never meant a tiered service off peak for the Ferny Grove line.

So your plan is that we should spend tens of millions of dollars to get from an acceptable service to a slightly better one?  That is also my problem with Salisbury-Kuraby.  A 20 minute frequency service could have been done, which would have been good enough and completely achievable on the infrastructure.  Even a 15 minute frequency service could have been done, but would have been exceedingly tight.

We need to spend the dollars on using the existing infrastructure properly, not adding more.