Re: QLD - Integrated Bus-Rail Services & Ticketing--->??

["Peter Parker" <parkerp@alphalink.com.au>]

John Baxter <nsw3000@yahoo.com> wrote in message
uqbussga8rmqft7h79jnd0db038bc191up@4ax.com">news:uqbussga8rmqft7h79jnd0db038bc191up@4ax.com...
>
> Just wondering your thoughts.
>
> Is there any real demand for integrated bus-rail services in QLD?

Yes.  It is sometimes hard for those who haven't experienced it to see the
benefits, but
anyone who has lived in a city where it has been a reality would never dream
of going
back to an unintegrated system.

When combined with direct, frequent services, an integrated fare structure
gives the
train or bus traveller something of the flexibility of a car driver.  For
instance, a car driver
can easily make a quick detour or travel a different route with minimal
difference to the
cost or extra time required.  Public transport travellers in a city where
tickets are not
common across the whole transport network may have to pay extra for this
privilege if the
detour includes transfers between bus and train or between different
transport companies.

To me, public transport integration requires the following:

1. A single ticketing system and fare structure across the whole train and
bus network.
Ticket costs to be determined by distance (fare zone) and time (2 hours or
daily).  Such a
system operates in Perth and Melbourne.

2.  Timetable co-ordination.  This has several components.   One is service
frequency.  If services are sufficiently frequent, active co-ordination is
less necessary, but it assumes greater importance as frequency drops.
Frequency should be uniform across as much of the system as possible.  If a
train service operates at 15 minute intervals, all local buses in the area
should run at either 15 or 30 minute intervals.  20 and 40 minute headways
are not acceptable as they make connections unreliable and unpredictable.
The principle is that all service frequencies should be even multiples of
the most frequent service.  Also starting and finishing times of services
should be reasonably uniform across the network (eg trains are served by
feeder buses seven days a week).

Another aspect is actual arrival times to allow correct interchanging - a
'pulse system' where buses wait for trains (for example) is desirable where
service frequency is poorer than about 15 min.  This organisation can assist
in getting most out of a limited number of drivers and vehicles and benefits
the passenger, as once they're on the system their waits for connecting
services are very short.

3.  Direct routes and a lack of duplication between transport modes.  For
example, in large cities with many radial train routes, most bus routes
should link stations on two or three lines via suburban centres.  This
provides a web or grid where travel between suburbs is almost as easy as
transport to the city centre and makes public transport more competitive
with the private car.

4. Ease of interchanging and facilites - passengers should be able to
transfer without walking long distances, waiting to cross busy roads etc.
Also suitable shelters and information needs to be provided.

5.  Land use policies that support direct route planning.  A commonly stated
policy is one of urban consolidation and higher densities, particularly near
public transport routes (see anything by Peter Newman on urban villages).
However I consider that street layout when planning new suburbs is of equal
if not greater importance.  This is because streets determine whether local
bus routes will be fast and direct or slow and meandering.  And, a straight
street that allows a direct service will allow better service frequencies
and higher revenue collection than a meandering street.  Interchanging
between services is also assisted.  The ideal is a square grid layout, where
major bus-carrying streets are at 500m to 1000m intervals.  Much of
Melbourne approximates this, though unfortunately bus routes do not always
take advantage of this favourable layout.

So these are the components of PT integration as I see it.  The fare system
is a good first step, but is not the end of the story - route design, and
harmonising of service frequencies and running times are equally important.

Peter