SEQ Bus Network Review

[HappyTrainGuy]

Ratepayers already pay $400 worth of subsidies to Brisbane Transport each year. Much of this is used to run air all around the city. Fares are some of the highest in the world. The Centenary Suburbs, Bulimba, Yeronga, The Northwest and other suburbs are disconnected from the frequent bus network so they don't even get what they're paying for.

Alot of the Northwesterners wouldn't care because we pay rates to the MBRC and not the BCC 

[#Metro]

If a private operator dished out cr*p like this, TransLink would surely fire them.
But no, because it is publicly owned, you just up the costs through higher rates, higher fares and then get your in-house team of spin doctors to tell us it's all amazing.

NOT BROKEN!! 

And fancy asking for a 21% pa increase. That's NUTS!!
Gives you what the real fare rise will be = 7.5% come January PLUS a rate increase in which the bus component is hidden but increases also.

[HappyTrainGuy]

MERGE THE 330, 331, 332, 333, 340, 341, 370 ALONG GYMPIE ROAD!!!

To all those that disagree go out and stand along Gympie Road and admire the total and complete waste that is Brisbane's public transport. The buz network can easily accept the 370 stops as that means that all stops are located on each major connecting road (Chermside Interchange and Hamilton Road could be merged by modifying running patterns of other routes eg inbound 330, 340, 335 use the interchange, Kuran Street, Rode Road, Kitchener Road, Castle Street, Sadlier Street, northern busway including Torro street, Harris Street, Windsor Rail stop, Federation Street and then RBWH). The funny thing is that the buz and rocket services going inbound do get stuck behind the the 370 during peak hour from the Torro street stop all the way up to the RBWH. If overcrowding would be so bad then the rockets can retain their express legs (god knows why there is a 332 rocket for).

[techblitz]

If a private operator dished out cr*p like this, TransLink would surely fire them.
But no, because it is publicly owned, you just up the costs through higher rates, higher fares and then get your in-house team of spin doctors to tell us it's all amazing.

NOT BROKEN!! 

And fancy asking for a 21% pa increase. That's NUTS!!
Gives you what the real fare rise will be = 7.5% come January PLUS a rate increase in which the bus component is hidden but increases also.

They will continue to jack fares up as there are also benefits.
They make a crap load of money on single zone trips...especially via the uni students....classic case is the large amount of robertson/qe2 stop students who happily pay the one zone fare just to save walking up the hill lol. Even im quite happy to pay the full fare from gabba to mater as it saves me the walk. I like others are not worried about the cost as opposed to the inner city busway convenience.

We will probably never actually know who is ditching PT and turning to vehicle travel but my hunch would say that its the majority of outer suburb residents who are cheesed off with the price rises.These would most likely be train commuters.
Im tipping bcc will continue thier efforts in making a ton of money off the single zone inner city bus trips.The inner busway was such a smart move it beggars belief as now all the inner city residents who enjoy the convenience(especially late night services)....are now becoming locked in so to speak and provided the buz routes stay the same....they will probably wear the price rises with minimal protest.

[HappyTrainGuy]

MERGE THE 330, 331, 332, 333, 340, 341, 370 ALONG GYMPIE ROAD!!!

To all those that disagree go out and stand along Gympie Road and admire the total and complete waste that is Brisbane's public transport. The buz network can easily accept the 370 stops as that means that all stops are located on each major connecting road (Chermside Interchange and Hamilton Road could be merged by modifying running patterns of other routes eg inbound 330, 340, 335 use the interchange, Kuran Street, Rode Road, Kitchener Road, Castle Street, Sadlier Street, northern busway including Torro street, Harris Street, Windsor Rail stop, Federation Street and then RBWH). The funny thing is that the buz and rocket services going inbound do get stuck behind the the 370 during peak hour from the Torro street stop all the way up to the RBWH. If overcrowding would be so bad then the rockets can retain their express legs (god knows why there is a 332 rocket for).

WELCOME TO THE OFFICIAL 3.35 BT BUS GYMPIE ROAD CONGA LINEEEEEEEEE!

You don't win friends with salad We're going to the ci-ty. We're going to the ci-ty. We're going to the ci-ty. We're going to the ci-ty.

[kazzac]

Maroon CityGLider "air parcels"!


Sent from my iPad using Tapatalk HD

[James]

MERGE THE 330, 331, 332, 333, 340, 341, 370 ALONG GYMPIE ROAD!!!

To all those that disagree go out and stand along Gympie Road and admire the total and complete waste that is Brisbane's public transport. The buz network can easily accept the 370 stops as that means that all stops are located on each major connecting road (Chermside Interchange and Hamilton Road could be merged by modifying running patterns of other routes eg inbound 330, 340, 335 use the interchange, Kuran Street, Rode Road, Kitchener Road, Castle Street, Sadlier Street, northern busway including Torro street, Harris Street, Windsor Rail stop, Federation Street and then RBWH). The funny thing is that the buz and rocket services going inbound do get stuck behind the the 370 during peak hour from the Torro street stop all the way up to the RBWH. If overcrowding would be so bad then the rockets can retain their express legs (god knows why there is a 332 rocket for).

I do think express patterns are still a good idea - just run the 370 hourly to deter usage of the non-express stops along Gympie Road, and keep the 333 + another route (most likely the 330). No need to run the 370 more frequently - there is quite a high amount of traffic going from Chermside to the CBD, it is just operating 3 BUZ routes isn't the way to go about dealing with that demand.

Coronation Drive is even better when it comes to waste. Stand at Coronation Dr at Auchenflower (Stop 4) and watch the 411, 412, 415, 416, 417, 425, 430, 433, 435, 444, 445, 453, 454, 460 and P88 sit in traffic, while listening to the trains go past and watching the CityCat zip past peak hour traffic. My personal favourite is when seven buses come past in a five-minute time period while watching the trains and buses go past half-full.

Took a look at the next phase of the SEQ Bus Network review. 92% of feedback came from the BCC area - not a surprise. Brisbane really has been short changed. A lot of the changes were going to be really useful. The only two good things to come from BCC's review are 66+109 and P88 removal (one less air parcel down Coro Drive!)

The bus network isn't broken. That's why we have route duplication, an illegible bus system, and queues to get into the Cultural Centre which span across the whole Victoria Bridge. Hopeless.

[HappyTrainGuy]

I humbly disagree. There are stops that should be added to the existing buz network. For starters the already functional and existing busway stops of Torro and Federation street should already be on the 333/340 routes. Rode Road which is a 370 stop has been recommended to be added to the existing 333/340 buz routes as there is demand and high patronage at this stop. That leaves 2 stops between the Chermside and Northern Busway (being the Castle or Sadlier street stop/s, and the Wallace and Kuran street stops) and 1 stop between the Northern Busway and inner city busway (Harris Street). The existing express bus of the 330 carries very high volumes of air while existing all stoppers struggle to get air for passengers to breathe - off peak 333 can be at standing room only before the northern Busway yet the 330 can have very few people onboard. This is especially the case at night. If you say that it will pick up people on the inner city leg that's not always the case as the empty 66 departs the RBWH just before the 330 arrives. Off peak there is just too much air floating around. Yes express buses would be nice but everyone wants to have an express bus to somewhere. The 370 stops do get some good patronage. The only form of express services that should ever be running in that corridor should only be the 331/341 rockets during peak hour. Off peak it can be a very quick run to the city. The biggest issue is the lack of uniformed stopping patterns, frequencies and the obscene amount of multiple route numbers. The second issue is brought up by people buying paper tickets and this is another reason why top ups shouldn't be on buz/frequent routes operated by BT. The third issue being the northern busway entrances and exits. No bus priority what so ever so the high frequency services all bunch up especially on the inbound services. Another issue is the s##t house planning on the inbound Lutyche stop with the lead stop halfway along the platform only allowing 1x artic doing a 77 run and 1x northside bus using the platform at a time.

The whole northside network is fundamentally flawed. Forgetting about other areas and regions on the translink review but for the northside it was a by far vastly superior network for going to the city, east and west, service improvements, better feeder buses to and from the railway line and interchange points etc. One thing I agreed with 100% was the suggestion that the Gympie Road corridor was merged. Just because there are an extra 3 stops does not warrant a separate route from chermside to the city.

Decreasing the service frequency is not the answer and its thinking like that which has put the network into the current mess that it finds itself in. I like using the 336/337 as its a perfect example of this. It services 8 or 9 schools, 3 major shopping complexes, multiple shop complexes, the chermside library, the chermside pools, 2 RSLs, 1 train station, 2 bus interchanges, connects to 4 buz routes, connects to cross town routes, provides a frequency boost in areas with the hourly frequencies, services areas not currently serviced by public transport, the fastest mode of transport between the Aspley Interchange and the railway station at Geebung BUT its run every 90 minutes, between morning and afternoon peaks only and doesn't run on Sundays. Because it gets low patronage the 336/337 have been recommended for frequency cuts. Run the service so poorly so no one wants to use it then cut the route because no one is using it. Love that logic. Its also been repeated in Upper Kedron/Ferny Grove on the 36x feeders.

[James]

I humbly disagree. There are stops that should be added to the existing buz network. For starters the already functional and existing busway stops of Torro and Federation street should already be on the 333/340 routes. Rode Road which is a 370 stop has been recommended to be added to the existing 333/340 buz routes as there is demand and high patronage at this stop. That leaves 2 stops between the Chermside and Northern Busway (being the Castle or Sadlier street stop/s, and the Wallace and Kuran street stops) and 1 stop between the Northern Busway and inner city busway (Harris Street). The existing express bus of the 330 carries very high volumes of air while existing all stoppers struggle to get air for passengers to breathe - off peak 333 can be at standing room only before the northern Busway yet the 330 can have very few people onboard. This is especially the case at night. If you say that it will pick up people on the inner city leg that's not always the case as the empty 66 departs the RBWH just before the 330 arrives. Off peak there is just too much air floating around. Yes express buses would be nice but everyone wants to have an express bus to somewhere. The 370 stops do get some good patronage. The only form of express services that should ever be running in that corridor should only be the 331/341 rockets during peak hour. Off peak it can be a very quick run to the city. The biggest issue is the lack of uniformed stopping patterns, frequencies and the obscene amount of multiple route numbers. The second issue is brought up by people buying paper tickets and this is another reason why top ups shouldn't be on buz/frequent routes operated by BT. The third issue being the northern busway entrances and exits. No bus priority what so ever so the high frequency services all bunch up especially on the inbound services. Another issue is the s##t house planning on the inbound Lutyche stop with the lead stop halfway along the platform only allowing 1x artic doing a 77 run and 1x northside bus using the platform at a time.

The whole northside network is fundamentally flawed. Forgetting about other areas and regions on the translink review but for the northside it was a by far vastly superior network for going to the city, east and west, service improvements, better feeder buses to and from the railway line and interchange points etc. One thing I agreed with 100% was the suggestion that the Gympie Road corridor was merged. Just because there are an extra 3 stops does not warrant a separate route from chermside to the city.

Decreasing the service frequency is not the answer and its thinking like that which has put the network into the current mess that it finds itself in. I like using the 336/337 as its a perfect example of this. It services 8 or 9 schools, 3 major shopping complexes, multiple shop complexes, the chermside library, the chermside pools, 2 RSLs, 1 train station, 2 bus interchanges, connects to 4 buz routes, connects to cross town routes, provides a frequency boost in areas with the hourly frequencies, services areas not currently serviced by public transport, the fastest mode of transport between the Aspley Interchange and the railway station at Geebung BUT its run every 90 minutes, between morning and afternoon peaks only and doesn't run on Sundays. Because it gets low patronage the 336/337 have been recommended for frequency cuts. Run the service so poorly so no one wants to use it then cut the route because no one is using it. Love that logic. Its also been repeated in Upper Kedron/Ferny Grove on the 36x feeders.

If there was a way to increase stop spacing to more than what it is right now, I would support the abolition of express services on the major BUZ corridors - Coronation Drive/Moggill Road has it, Old Cleveland Road has it as well. Right now the express services only save a few minutes on the all-stoppers. If you could pull out a few stops you could do that without adding much more than a minute to the trip. Off-peak, Coronation Drive can be a very quick trip.

In regards to duplication, yes its important to avoid having an excessive number of routes. But if we still wished to keep the all-stopper + express differentiation, it'd just be a matter of two or three routes - BUZ branding would solve most of the issues. The main issue with the service duplication is that the 330/340 and 333 leave from different locations - simple stop changes would solve a lot of overcrowding issues. It is the same case with City stop locations for buses to other regions (200 vs. 222, 444 vs. other western routes, 111 vs. 160, the list goes on).

I agree with you on the botched nature of the Northern Busway. I went for a ride on a 330 (before it went through Airport Link) - the waits at traffic lights (Federation Street traffic lights are truly awful), the fact only about 1.5km of actual busway was built, a speed limit lower than road speed and the fact the stations which have been built are around 600m apart (!) really makes me wonder why the busway was even built at all. So far, SE Busway is busway done right. Northern Busway is busway done wrong. Northern busway should be made longer, consider wider station spacing and a higher speed limit to improve travel times.

I also agree with the fact the northside was set for a much better network. Most changes in our area just involved sending buses to UQ instead of the City, feeding rail and bus. But low frequency justifying low patronage justifying low frequency is applicable all over the network. Doomben line is a classic.

[#Metro]

Sigh. Who builds a busway with the middle section missing? Only in Queensland! 

Is an express/all stopper service pattern duplication? It depends. If much of the passenger catchment (note my definition of passenger catchment rather than physical bus stop catchment) then it might be duplication. If not, it may not be.

I'm not sure what the solution with the northern corridor is. The diagram for the northern busway up at busway stations is horrendously complex and overlapping. Gympie Road is a trunk arterial and so I think the BUZ 333 is good and then perhaps the 370 should be done away with. In it's place simply extend one of the bus routes that end in the city/valley to terminate at the RBWH bus loop to allow people to transfer across.

[HappyTrainGuy]

Just for reference I'm only referring to the Gympie Road corridor with its service patterns and routes to the city. Other corridors won't be the same and what I'm saying may not be able to be applied there.

@LP. In the case of the Gympie Road corridor, yes, express buses are duplications of the existing services currently available. Peak hour it makes sense but that's where rockets come into play. Half of the 330 peak hour runs are made up of 331's. Down the line people on the 330 from Bracken Ridge should be fed into the Caboolture line (infrastructure needed - BCC now has the responsibility for the Carseldine overpass and the Carseldine Station to Bracken Ridge Norris Road extension rather than the state government ). Just from observations its very very clear to see what routes constantly maintain the patronage in both directions (333) and then see what routes only maintain patronage depending on the time of day and the buses direction (330). If the existing busway stops are included on the buz services and some extra stops are being considered to add to the existing buz network there's very little reasoning left for the 370 to run because it exclusively services 3 or so stops. Another issue I have with the 370 is the timing of the RBWH-Valley routes with the 335, 360, 375 and 379. Its not uncommon to see them all going through that corridor at the same time then nothing for a long period then them all together again. Its cr%p like that which really needs to be addressed. There is literally just so much waste that makes you wonder why its taking so long for it to seriously be addressed. Duplication and poor utilization along the Gympie Road-RBWH corridor and then duplication and poor utilization along the RBWH-Valley/City corridor. It would also be interesting to note if running some bendy buses for the 333 would be possible for certain services. They will fit in the 333 bay and they can enter and exit the interchange without issues. There might be issues with it circulating the interchange but if they could utilise the current arrangement ie using the two 333 bays and then turning right straight away to exit and then onto Gympie Road to the city it could add some extra capacity for a short time.

[ozbob]

Couriermail --> Brisbane Lord Mayor Graham Quirk won't rule out above-inflation rate hike in next week's council budget

[somebody]

WELCOME TO THE OFFICIAL 3.35 BT BUS GYMPIE ROAD CONGA LINEEEEEEEEE!
<photo>
You don't win friends with salad We're going to the ci-ty. We're going to the ci-ty. We're going to the ci-ty. We're going to the ci-ty.

Your photo shows 3 buses end to end.  Big deal.

Sigh. Who builds a busway with the middle section missing? Only in Queensland! 

Actually it is quite normal to have at grade conflicts with general traffic at numerous locations.  The SE Busway is in the minority.

MERGE THE 330, 331, 332, 333, 340, 341, 370 ALONG GYMPIE ROAD!!!

To all those that disagree go out and stand along Gympie Road and admire the total and complete waste that is Brisbane's public transport. The buz network can easily accept the 370 stops as that means that all stops are located on each major connecting road (Chermside Interchange and Hamilton Road could be merged by modifying running patterns of other routes eg inbound 330, 340, 335 use the interchange, Kuran Street, Rode Road, Kitchener Road, Castle Street, Sadlier Street, northern busway including Torro street, Harris Street, Windsor Rail stop, Federation Street and then RBWH). The funny thing is that the buz and rocket services going inbound do get stuck behind the the 370 during peak hour from the Torro street stop all the way up to the RBWH. If overcrowding would be so bad then the rockets can retain their express legs (god knows why there is a 332 rocket for).

I highly doubt that Gympie Rd is below average for Brisbane.  Wasn't it 8.65 passenger-km per service-km?  I expect it's better than Old Cleveland Rd.

If there was a way to increase stop spacing to more than what it is right now, I would support the abolition of express services on the major BUZ corridors - Coronation Drive/Moggill Road has it, Old Cleveland Road has it as well. Right now the express services only save a few minutes on the all-stoppers. If you could pull out a few stops you could do that without adding much more than a minute to the trip. Off-peak, Coronation Drive can be a very quick trip.

Even then I wouldn't support it.

[#Metro]

Your photo shows 3 buses end to end.  Big deal.

It is a big deal. Waste is characteristic. I reckon that all the passengers on those three buses would ALL fit on ONE bus with ONE driver.  This is like having a train half empty with drivers for each carriage. Much of this air would have been expelled by adding a connection.

highly doubt that Gympie Rd is below average for Brisbane.  Wasn't it 8.65 passenger-km per service-km?  I expect it's better than Old Cleveland Rd.

HTG has a valid point though, it's still waste.

[James]

Your photo shows 3 buses end to end.  Big deal.

Actually it is quite normal to have at grade conflicts with general traffic at numerous locations.  The SE Busway is in the minority.

If there was a way to increase stop spacing to more than what it is right now, I would support the abolition of express services on the major BUZ corridors - Coronation Drive/Moggill Road has it, Old Cleveland Road has it as well. Right now the express services only save a few minutes on the all-stoppers. If you could pull out a few stops you could do that without adding much more than a minute to the trip. Off-peak, Coronation Drive can be a very quick trip.

Even then I wouldn't support it.

It would be no more than an extra minute. If a passenger is THAT concerned about additional time, maybe they should travel by train. It's faster anyway. Old Cleveland Road, same thing (minus the train comment).

While it may be "normal" to have traffic conflicts, for them to be like they are along the Northern Busway is unacceptable. I don't support bus lanes either - just build the bloody thing properly the first time then you won't need to add bus lanes. The state may be broke, but it'd be less broke if it stopped building things so piecemeal. Eastern Busway is another - even worse because the 200 doesn't even use the thing. Useless.

[HappyTrainGuy]

Your photo shows 3 buses end to end.  Big deal.

Yep. Indeed it does. I've also documented the issues with buses using the Chermside interchange aswell due to congestion of all the routes arriving at the same time then nothing until they all arrive at the same time again. It's even got to the point where buses just use what ever bay is available to drop off and pick up passengers.






And further along towards the windsor rail stop. Buses queuing up again (there was another bus behind me in this photo that's not included).


It is still waste with a flawed network and it has to seriously be addressed if they want to keep costs down which is what exactly Translinks review achieved while also providing a better connected network which also was positioned for future expansion when other infrastructure was in place. By all means the 330 should not be every 15 minutes at night as there just isn't the trip generators to be made on it. If Chermside had 24hr shopping then it might be a good reason to have them running at 15 min frequencies but they don't. It picks up very little going to chermside then runs express to the RBWH where it doesn't pick up anyone because its in a tunnel from Kedron to Bowen Hills. I missed the bus number at the front but it was either a 335 or a 340. Middle bus was a 333 and the closest bus was a 330. Most people got on the first bus/333 and 1 got on the 330 (i assume because it was right up the tail of the 333/other obstructions/distance to walk to it from where they all were).

The Gympie Road corridor is very popular and has high patronage. No argument from me about that. What I hate about it is how its utilized to move all these people. 333s packed to the brim, 330s running air, 340's smack bang in the middle of 330/333 patronage (sometimes its crowded and other times its carrying air - its a roll of the dice), 77's running low numbers because the back street running/Hamilton road traffic just delays the hell out of it (design fault of the route Kedron-Chermside and a design fault with the Hamilton Road/Gympie Road intersection with ped crossings. The 320/322/325 also suffer the same difficulties with this small section of road - 3 or 4 cars can turn left before the light is red. Ped crossings on the northern, western and southern ends only would be a far better option),  the current buz patterns want to include an extra stop at Rode Road which leaves only a couple others for the 370 to use so why not cut the 370 and merge the remaining stops to the existing buz network, the stop designs along Gympie road for the 370 look exactly the same as the stops for the buz - same shelters, the same confusing white express signs that actually display the next service, the interchange standard type stop/timetable signs etc etc. Then when you get to the city the 335, 360, 370, 375, 379 all shadow each other because of the busway exit from the RBWH. Yes its scheduled to all arrive at different times but in reality that's not the case. Its pointless waste like that which has to be addressed. Enjoy your rate rise Brisbane residents  Bahahahaha!

[somebody]

1 person got on a 330 at Windsor rail?  Something isn't right, it's not supposed to serve that stop.

[HappyTrainGuy]

1 person got on a 330 at Windsor rail?  Something isn't right, it's not supposed to serve that stop.

Windsor rail stop.


Corner of Hamilton and Gympie Roads (guy with blue shirt and bag got on the 330).

[#Metro]

[/URL]

Chermside Interchange, Passenger View

[SurfRail]

1 person got on a 330 at Windsor rail?  Something isn't right, it's not supposed to serve that stop.

Maybe so, but the sky is still up there...

[#Metro]

HTG is right. There are too many buses exactly where they are needed least, and not enough in the suburbs along sub arterials and the like.

[HappyTrainGuy]

My bus will be coming along soon...



Any minute now.... Any minute now...

[minbrisbane]

I'm still confused why I've been seing old yellow flag BCC bus stops upgraded with concrete and tactile tiles.  It seems a ridiculous waste considering (as far as I know) that no buses service them.

[HappyTrainGuy]

I'm still confused why I've been seing old yellow flag BCC bus stops upgraded with concrete and tactile tiles.  It seems a ridiculous waste considering (as far as I know) that no buses service them.

YES! Exactly this! Sandgate Road - The stops (some of which don't even have a sign) within a hundred metres of the 310/315 stops were just recently refurbished.

[#Metro]

YES! Exactly this! Sandgate Road - The stops (some of which don't even have a sign) within a hundred metres of the 310/315 stops were just recently refurbished.

The route 402 stops got done up as well - waste - should have just been deleted.

[Golliwog]

DDA compliance I assume. A bit wasteful, but seeing what happened with the bus review, probably less wasteful than trying to talk to BCC about removing unused/unnecessary bus stops.

[HappyTrainGuy]

But why would DDA apply to the old stops that haven't seen a bus stop there in years? It's like saying Eagle Farm Station is part of the DDA upgrades.

[ozbob]

[somebody]

It would be no more than an extra minute.

Perhaps per additional stop.

[SurfRail]

Which is why you rationalise the stops, which has the twin advantages of:

(a) fewer stops meaning more time spent in motion; and
(b) higher frequency at every stop, so less chance for large volumes of passengers to form before a bus comes past.

[James]

It would be no more than an extra minute.

Perhaps per additional stop.

Not true. Now I'm not a Gympie Road expert, but its a similar situation along Coronation Drive. I'll compare two routes: the 430 and 445. Both originating from Fig Tree Pocket, leaving around a similar time. I've compared only to Cribb Street because the differing stop locations in the CBD make comparing from the CBD unrealistic.

Off-peak:
430
11:18am depart Indooroopilly Interchange
11:30am arrive Coronation Drive - Cribb Street stop
12 minutes taken to cover 5 stops.
445
10:55am depart Indooroopilly Interchange
11:07am arrive Coronation Drive - Cribb Street stop
12 minutes taken to cover 12 stops.

No time saved.

Peak:
444
8:03am depart Indooroopilly Interchange
8:22am arrive Coronation Drive - Cribb Street stop
19 minutes to cover 5 stops.
445
8:01am depart Indooroopilly Interchange
8:21am arrive Coronation Drive - Cribb Street
20 minutes to cover 12 stops.
(Rail - 5 minutes Indooroopilly - Milton on an express train  )

1 minute saved.

As an idea of what stops should be kept and what ones should be cut (inbound only):
Coonan St near Belgrave Rd, stop 21 - Cut this one, it sits between the 428, a railway station and a shopping centre.
Moggill Rd at Payne Street, stop 20 - Express stop conversion warranted - borders onto a medium-density area.
Walker St at Frederick Street, stop 18 - Make this the express stop over the current Walker Street at Taringa stop to increase stop spacing.
Moggill Rd at Morrow Street, stop 17 - Cut. This stop exists in a terrible place - a bus stopping there blocks the left lane. Rail is just across the road as well.
Coronation Dr at Regatta, stop 12 - Keep this one - there needs to be a decent link to the CityCat from the western suburbs, and this it it. A smart way to access parts of West End.
Coronation Dr at Chasely Street, stop 8 - Unsure what to do with this one - most likely cut.
Coronation Dr at Park Road, stop 6 - Cut this one. A new ferry terminal is about to go in right outside here (interchange can be done at Regatta) and there's a train station just down the road.

The seven additional stops have been cut down to three. This is a non-issue most of the way outbound thanks to the removal of stops. All for what would be another minute. Two at the very most. And what does it mean? Only one route needs to run between Indooroopilly and the CBD. Maybe two. Down from the 10 or so which currently do (including two all-stoppers).

[somebody]

It would be no more than an extra minute.

Perhaps per additional stop.

Not true. Now I'm not a Gympie Road expert, but its a similar situation along Coronation Drive. I'll compare two routes: the 430 and 445. Both originating from Fig Tree Pocket, leaving around a similar time. I've compared only to Cribb Street because the differing stop locations in the CBD make comparing from the CBD unrealistic.

Not quite sure how you figure that one!  I'm sure enough additional stops will add more than a minute.

As for your Coronation Drive/Moggill Rd example, having previously travelled on that corridor I can tell you that the major reason why there isn't much difference between the run time of the all stoppers and the limited stoppers is because almost no one ever uses a non-express stop.  I can see the reason for an express stop near Payne St.  Prefer not to comment on your other comments.

[HappyTrainGuy]

With regards to the Gympie road stops time can really be made and lost with the busway entrances and exits depending if you can arrive just as the lights go green or if they just change red. You can easily drop 4 to 5 minutes by just getting the wrong light cycles. That can blow out even further with onboard ticket purchases.

[James]

Not quite sure how you figure that one!  I'm sure enough additional stops will add more than a minute.

As for your Coronation Drive/Moggill Rd example, having previously travelled on that corridor I can tell you that the major reason why there isn't much difference between the run time of the all stoppers and the limited stoppers is because almost no one ever uses a non-express stop.  I can see the reason for an express stop near Payne St.  Prefer not to comment on your other comments.

Yes, but that, by and large, proves that people are already happy walking to the current express stops, meaning there would be no loss at all by deleting the all-stoppers. A current trip by car in perfect conditions takes 9 minutes (Google Maps says 8 minutes, but short of getting every green light, not even a car could do that). An additional few minutes is not going to mean the difference - especially when it means a SIMPLER network with the savings being able to be put towards actual bus improvements in the western suburbs.

On the note of each stop taking a minute (or more), unlike train stations, the bus will not necessarily stop there, and the time it takes for one person to board (or alight) with a go card is no more than 10 seconds. On average, the three extra stops would add two minutes. Absolute maximum. Aside from at major interchanges (or when people end up fiddling with paper tickets ), I've never had to stop at a stop for more than a minute.

If passengers are so concerned about speed, they should either fork out the cash for a busway to go in via Legacy Way and bypass Indooroopilly Shopping Centre, or change to rail. Simple. There is already a peak-hour express from Indooroopilly to the CBD, it is called the Ipswich Line express, people should use it (or rather, BCC should get over its rail-phobia).

[HappyTrainGuy]

I've never had to stop at a stop for more than a minute.

I take it you haven't been on an off peak 330/340 that has had to wait a few minutes for the timetable to catch up at Chermside

[James]

I've never had to stop at a stop for more than a minute.

I take it you haven't been on an off peak 330/340 that has had to wait a few minutes for the timetable to catch up at Chermside

Major interchange and catching up the timetable. Doesn't count. I've sat on a 412 for a few minutes at Toowong watching the bus go from having about 5 passengers on board to being completely full.

[HappyTrainGuy]

I've never had to stop at a stop for more than a minute.

I take it you haven't been on an off peak 330/340 that has had to wait a few minutes for the timetable to catch up at Chermside

Major interchange and catching up the timetable. Doesn't count. I've sat on a 412 for a few minutes at Toowong watching the bus go from having about 5 passengers on board to being completely full.

Inbound services don't stop at the interchange. They stop at the unlit, rubbish filled and for sale on the building windows across from the brightly lit and not as much rubbish filled interchange. In some cases on the 330 you get to see empty 340s and good loading 333s go flying past as you sit patiently waiting for the damn timetable to catch up Oh. Southern Busway stops when a bunch want to buy tickets and bus after bus goes flying past 

[somebody]

Yes, but that, by and large, proves that people are already happy walking to the current express stops, meaning there would be no loss at all by deleting the all-stoppers.

Why do you hate the grannies so much?

[techblitz]

From translink themselves:

Chermside Bus Station and Layover

Chermside bus station is heavily constrained and faces a number of issues in its continued operation including:
•   Poor passenger legibility with services stopping in different locations across the day
•   Exceeds its current capacity with bus stops spilling out on to surrounding streets up to 300m away
•   Significant additional journey time required to serve the interchange, particularly for northbound services
•   No additional capacity for layover, leading to increased dead running and higher operational costs
•   Cannot accommodate higher capacity vehicles, preventing their use across North Brisbane
The SEQ Bus Network review identifies Chermside as the key interconnection hub in the Gympie Road corridor, however the issues highlighted above will prevent implementation of the Connected Network and will prevent TransLink from using higher capacity vehicles to generate greater network efficiencies along the Gympie Road trunk corridor.
Recent planning undertaken by TMR has identified the following infrastructure solution:
•   On-line bus stops are provided on Gympie Road adjacent to the existing interchange for all through (north-south) and terminating services. This allows all services to serve the same stop all day and allows for High Capacity Vehicles to be used
•   The existing interchange is to be only used for through (east-west) services, with convenient interchange possible with the Gympie Road on-road stops. All other bus stops currently classed as part of Chermside interchange can be removed
•   A new layover area for 12 buses with driver facilities is to be provided immediately to the north of Westfield Chermside on Kittyhawk Drive. This will have the benefit of removing buses from laying over at the centre of Chermside, will provide additional layover for services across North Brisbane and will introduce services to the northern entrance to Westfield Chermside which is 1km walk from the current interchange.

This solution shows how changes to how the network operates and applying different thinking to how interchange infrastructure operates can allow a highly cost effective solution to be implemented. Investment in infrastructure is still required to effect this solution, however, we believe that this approach reduces the scale of investment required whilst delivering ongoing savings in operational expenditure.
In advance of additional infrastructure being delivered at Chermside, it is considered likely that operations could be reconfigured to allow immediate implementation of the network recommended by this review.

Terminating services could be accommodated on local sites, including Thomas Street and at Virginia Depot, though there will be additional operating costs associated with this.

[SurfRail]

How do the grannies survive outside of Brisbane?