Re: [VIC] Epping line 10/12/99

[Vaughan Williams <ender2000@my-deja.com>]

> Perhaps Express TSN - RES - PRE - MER?

Not Merri, its a little used station (mainly for people from further
north going to the Westgarth Cinema, and for people living close to it
to head to the city)

I'd rather Res - Pre - T'bry - N'cote. Thornbury would be a major tram
interchange and Northcote is a major shopping precinct.

Also, if transport economic theory is accepted (and I don't necessarily
accept it), the objective of express running is to save the time of as
many passengers as possible (as time is money).

hence, as a train is usually nearly empty starting from the end of the
line (for the sake of this discussion lets say an equal number of
passengers board at every station and theyre all heading for the city,
though we both know thats a gross oversimplification), the greatest
benefit is gained by express running closer to the city, as more
passengers on the train have time saved. Skipping stops further out
doesn't save as many people time because the train isn't as full.

Remember that express running also causes some passengers to lose time -
those who use the in-between stations. This has to be balanced against
the time saving for those already on the train.

Also, under my Grand Plan, more people would use stations like Keon
Park because frequent buses along mahoneys' rd would feed to it.

Having said all that I wouldn't die in a ditch over the precise express
pattern as long as an adequate service is provided to the in between
stations.

> Lazy Person!! Thornbury is only 250m from Normanby Av and 200m from
the Tram
> Hump!!
> I agree that Bundoora trams should use St G's Rd and the tram hump.

250 metres is too far (I think its closer to 300, too) when youre
asking people to transfer from bus to train. Bus stops need to be as
close as possible to the station (<25m) and arranged to avoid or
minimise a need to cross roads or get rained on. Thats what
a "seamless" system is all about.

The bundoora trams should use StGRd but should *not* go all the way
down Brunswick St. They should turn at either Holden St or Alexandra
Pde to head into the city along Nicholson St.

> Don't let my friends who live in Clifton Hill hear you say that!! I
have a
> Grandmother in the Old Colonists and she would start a protest if they
> removed Rushall!!

Well yes - I'd be happy to leave it and just express a few trains
through it provided the Old Colonists agree to re-open their rear
entrance. The lazy persons in clifton hill (OC's not included, as they
are elderly and have good reason to prefer not to take a long walk)
have a short walk to CHL or to the St Georges Rd or Queens Pde trams.

Also, the suggestion that Rushall could be removed is my opinion only
and does not necessarily reflect that of the PTUA. In fact, it doesn't
necessarily reflect my opinion as I could easily be persuaded out of it.

> 1645 ex GRN: SAS
> 1655 ex  HBE: Exp CHL - JLI
> 1658 ex  EPP: Exp CHL - JLI
> 1702 ex GRN: SAS
> 1712 ex  EPP: Exp CHL - JLI
> 1716 ex  ELT: Exp CHL - JLI
> 1718 ON???: SAS
> 1724 ex EPP: Exp CHL - JLI
> 1726 ON???: SAS
>
> On the PTT, it looks as if the 1718 and the 1726 services commence at
CHL!

mmm.. thats not too bad, and it looks like they have bothered to have
the expresses leaving just before the stoppers (makes for easy transfer
for people heading to the in betweens)

I'd like the following basic service level, all running every 10
minutes. Its not all practical until some single track sections are
duped, but here it is:
1. Stopping all stations from reservoir
2. Stopping all stations from Greensborough or Macleod
3. Express from Epping running exp. Res - Pre - T'bury - N'cote - CHL -
J'mont
4. Express from H/bridge or Eltham running exp. H'burg - I'hoe - FFD(?)
CHL - J'mont

If the Doncaster line comes into it, some of the expresses would stop
at Vic Park. I think D'caster should be light rail though.

THis gives you four trains on a ten minute cycle. Thats one ever 2.5
through the loop (easy).

In the peak extra trains can be added according to demand at one per
ten minute cycle, squeezing the loop to a 2 minute headway (which is
also fine for a short period - any delays can be made up gradually by
using the 1 min buffer between trains).

I'd also point out that the majority of delays can be reduced or
avoided through proper staffing of the system. For example, it would be
quicker for people in wheel chairs to be helped on by a train conductor
rather than the driver having to get out to do it and then get back in,
which causes a 1 - 2 minute delay. Also, with a high frequency, the odd
missed train is less important so people would be less inclined to hold
doors (esp. if the station staff shoot them on sight). With all
stations staffed the need to hold a train at a station during an
emergency could be minimised. etc etc etc

Vaughan


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