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King George Square Station hopefully will mean further improvements to the Brisbane transport network, especially for the inner city, but unfortunately the design choice of grey, slate-style tiling clashes horribly with the light red-ochre facade of City Hall itself, which is one of the few impressive colonial era buildings in the city. The area has been like a bomb site for some time, ever since the fountains were removed and work on the station began. It remains to be seen if what was once a popular, communal space will become so again once work has been completed

Michael D. Setty

I wasn't sure at first what the Brisbane Busway service patterns were, so thanks for clarifying this issue for me. What is really happening in Brisbane contradicts the marketing pitch made for so-called "Quickways" (grade-separated busways) by www.movesandiego.org, which emphasizes so-called "world best practices" focusing on the ability of buses to operate directly from origin to destination, never mind the fact few origins and destination pairs have enough volume--even for 30-minute headways. In other words, OF COURSE the vast majority of rides are on the relatively few, very frequent services, contrary to the Move San Diego folks and their transit guru, Alan Hoffman of The Mission Group (http://www.missiongrouponline.com/).


Joe. Yes, the construction took a long time, but that's not surprising to me given that they had to dig down three levels to build the station, then build the square on top of it. I do like the design for the new KG Square, but a lot depends on the details of implementation, I agree.

Michael. Yes, the "case" for BRT often overstates the degree to which you really will, in practice, run direct buses branching to a lot of destinations. The all-day pattern in Brisbane consists of just a few routes. Some peak-only routes also use the busway, providing additional direct services to other areas only in those hours.


Brisbane's busways are impressive but a great deal could have been done for a great deal less money (and materials with all their associated environmental footprint) with on-road bus priority which would also have the effect of reducing traffic (due to the 'double wammy' effect of both increased general traffic congestion and reduced bus journey times.

Jarrett at HumanTransit.org

Linda. I disagree. The Busway provides continuous two way service stopping at a series of stations. It's two-way rapid transit, not just peak express service. To run such a service pattern on an on-freeway bus lane requires either (a) stops directly on the freeway (very unpleasant for passengers, and hard to get feeder bus service to) or (b) flyovers between the lane and stations alongside the freeway (prohibitively expensive).


I notice a major level boarding FAIL, which I would not expect in a new-build rail station. Are they planning to replace the buses with buses with different height floors or something? (Or am I seeing an excessive width gap?)


I’m curious about the platform edge doors – are there stricter standards in Australia about door placement on vehicles? Can you share a little more about exactly how they operate? I’m thinking of how such a system would have worked should Ottawa have built a bus tunnel instead of the current rail plans. With every model in the fleet having doors at different locations, the short answer is, I guess it wouldn’t.

Jarrett at HumanTransit.org

Todd.  Brisbane's fleet is extremely consistent, and seems to involve only a few models of buses.  I believe that the spacing of doors is consistent, though I'm not sure if this is the result of industry standards, industry habit, or Brisbane procurement policy.

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