This thread has been set aside for discussing what an ideal network could look like in the Brisbane LGA.
The ‘Connecting Brisbane’ report published in 2017 by the Department of Infrastructure, envisioned a turn up n’ go network focused on delivering high-quality cross-suburban connections. 
Future:
Current (back in 2017):
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Poor Shorncliffe line, no service upgrades indicated!
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Sad that this seems more and more like a pipe dream each day. For a city the size of Brisbane the amount of ‘turn up and go’ services is really pathetic.
One thing I’d want to see added to this is the extension of the Chermside trunk route to Carseldine as this will be a good interchange point for other northside routes with the rail network, and if the Sunshine Coast line services stopped there too.
I’d also like to see the Ashgrove trunk service extended to Enoggera for the same reason.
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Coopers Plains should also be extended to Altandi, to enable better interconnection with Gold Coast line and Mains Rd buses.
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i still believe there needs to be a more direct rail line from the sunshine coast to brisbane via the western suburbs
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I agree. Although I think I’ve seen others comment on here about the challenge of terminating buses at Altandi, so I wonder if Garden City or Eight Mile Plains might be an option with the route servicing Altandi?
Agreed. As much as I want it to be the case too, if I could rank how hopeful I am it will happen on a scale of 1-10, I’d give it a minus 5…
Wasn’t suggesting buses terminate at Altandi, rather that the Coopers Plains short terminating trains did be extended here. Probably requires QR crew facilities etc to be constructed here, though, and maybe an extra crossover or two.
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While this thread is about services, there is a huge rail gap in the North West.
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A more detailed and recent illustration by Translink, conceiving of a more connected network in the year 2041.
The question is can this 2041 network be fast-tracked for the 2032 Olympics?
It seems more than feasible (at least the buses), as the crux is evidently just for more frequent cross-suburban buses.
Beaudesert and Yamanto lines’ will have to wait for two or more decades though.
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Will there even be Coopers Plains terminators in a post CRR/LGCFR world?
Look we are a car city though. But we really need to snap out of that mentality.
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Random thoughts, and didn’t know where else to post this. There has been a large focus on Carseldine improvements, which has the space and effectively a solid TOD getting built in the area to support swathes of new infrastructure, however I’ve often thought that Zillmere is a prime opportunity for an update. The suburb has undergone some gentrification, and already has the 330 heading directly into Chermside.
Given there is a straight section of track just to the south under the road overpass, would it be worth rebuilding Zillmere to the south and having bus stops atop the station. You could reuse the southern end of the station (ie lifts and carpark access, and add a second access connected to the road. Some resumptions required and a bridge rebuild, but something which I think could provide significant value and enable a straightening and lengthening of the platform. Blue line below is 220m.
Thoughts?
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Concept: Extension of Brisbane Metro to Springwood
With the completion of the Rochedale and Springwood busway stations, would it make sense to extend the M1 BRT Brisbane Metro service to Springwood?
The Route 555 service would be turned into a feeder service, with potential for it to be a rocket bus in peak if there was enough demand for it?
This would reduce duplication on the SE Busway and allow the route-km currently being spent on driving all the way to the Brisbane CBD to be spent on frequent service elsewhere in the Logan LGA.
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I dont get why geebung was picked each time the train network is split in half. Zillmete would be better as it have more than just railbuses to link into the cbd etc with the 330 frequency of 15 mins, can be increased more to handle load if needed
If they keep extending the S Busway it will eventually end up at the Beenleigh station.
Why waste a perfectly good corridor on buses, when the expected patronage, distance, and capacity will require something else, an upgrade in ten years.
We should be moving on from buses by then.
As a heavy user of the 555, I would not recommend a straight feeder conversion for the 555. During times of heavy patronage (which extends beyond normal peak periods), inbound 555 services can have much of its seating capacity used on leaving from Loganholme, and outbound services can still be well over half full after leaving Springwood.
Until such time as the M1 can be extended all the way to Loganholme, the 555 will need to either remain as a parallel service to the CBD, or converted into a feeder running at a consistent Metro-matching frequency. Anything less than this would be considered a reduction in service for Loganholme and surrounds.
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Most importantly, trunk routes like the 555 ought to be serviced by artics during most of its hours of operation.
It’s just a shame that Logan Clark’s has less than half a dozen(?) articulated buses.
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What is the annual patronage for 555?