They’ve done strengthening works since for the Bne Metro.
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This is true. The bridge had to be strengthened so it could hold up Brisbane Metro buses.
That’s how little strength it has.
I’d recommend looking at other corridors for LRT, such as Kingsford Smith Drive though. For the cost of retrofit, it does not seem to add that much more capacity.
LRT conversion should be included in any options study, if only to confirm the points made against it already.
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Back in the heady days of 2010 or so, Qld Govt was thinking about a new Adelaide St bridge to take light rail…
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And then council was like “Yes, that would be perfect for the suburbs2city bus link”.
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So much infrastructure such limited future capacity. Future proofing not seen as worth it as “we already have world-class public transport”. The lack of true vision and far too many vanity projects is kneecapping public transport in SEQ.
I’d personally like to see the extension of Griffith University busway station, as small bottlenecks do manifest within that pocket of the SE busway in peak hour, where all the Clark’s and Transdev routes converge with Transport for Brisbane’s.
Even making 125 Fortitude Valley stop at Griffith University Sports Rd bus stop, instead of the busy platform 2, would make a noticeable difference in this aforementioned bus bottleneck (seen below).
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So much infrastructure, so little current service on it.
(Roads are infrastructure too, so in many cases the main task is running more service).
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Question for those who ride the South East Busway all the way to the CBD (not me at the moment): how is the bus queuing either side of Cultural Centre?
What impact has the BNBN had?
Specifically, do you still notice buses getting clogged up thanks to the Gray St traffic signals, either on the bridge or in the tunnel off Melb St?
A post was merged into an existing topic: Bus Services and related infrastructure
It’s significantly improved. Not perfect but the downsizing of the Grey Street intersection, introduction of Platform 3 and reorganisation of services seems to have definitely helped
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Encouraging! Ive noticed this TMR study is apparently back on the agenda (according to the federal Infrastructure website) with joint BCC/State/federal City Deal funding.
https://investment.infrastructure.gov.au/projects/117937-21qld-np
The out of date (?) Statw Development website says it wrapped in 2024.
QTRIP says it’s underway right now, possibly stretching into 2026-27 (
)
I’m interested because I’d love to see the end of through private vehicle traffic on Gray St to cut delays at Cultural Centre and improve the public realm. This study seems like the perfect place for someone in govt to recommend it.
I’m sure most of us would, but I don’t know how achievable that is, considering the number of car parks and loading docks that have access on Grey St. Considering how slowly the traffic moves along it, surely no-one is using it unless they really have to?
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Surely not the entire Grey St? Do you mean Melbourne St/Grey St only?
If so, It’s as simple as placing plastic barriers along at the Melbourne St side of the intersection, switching off those traffic lights, and having large no-through road signs along Grey St.
Loading docks and carparks will be not impacted by this.
At least it will put an end to lemmings using it as a shortcut to Gabba/Annerley when now it can function as local traffic for South Bank West End, and those going to the Cultural Centre, BCEC, Southbank Parklands
Yep, just that intersection. If it shaves 30 seconds off even 30% of services using Cultural Centre it would be the cheapest, quickest and simplest reliability and speed improvement anywhere in SEQ.
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They actually blocked off the intersection to cars for NYE this year. Significantly helped improve the flow of buses, but more importantly pedestrians, through that intersection.
I could see it being closed to car traffic in a few years once habits start to change. Generally I don’t see many cars use it these days compared to what it used to be like
I don’t have any qualms about closing Grey St to cars at Melbourne St, but what about pedestrian and cyclist movements? Wouldn’t the light cycle need to remain to allow these anyway?
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My big concern, whenever the question of closing Grey Street at Melbourne Street comes up, is whether the only two cross streets that can be used to reroute traffic from Grey Street to Cordelia Street - Ernest & Glenelg Streets - have the capacity to cater for all thru Grey Street Traffic.
Tribune Street does not link to Cordelia Street - all traffic directed onto Merivale Street and then Vulture Street eastbound, while Grey Street itself does not connect to Vulture Street westbound - eastbound direction only, and Russell Street is now a carpark entrance. Ernest & Glenelg are the two only options.
Unlikely you’ll shave 30 seconds off 30% of services. The Grey Street traffic signal phase is only about 30 seconds long, and watching the operation in peaks, they’ve timed it quite well to match the bus dwell times at the platforms.
Yes, cycle and ped movements along Gray St should continue, so buses and Metros would still be held at signals, but my guess is that there would still be a significant time saving. Quantifying the time saving for buses would be really good. Removing through traffic would dramatically improve the ped and cycling experience too.
I reckon there should be zero through-traffic on Gray St. I suspect a large % of peak hour traffic is in that category. There are nearby alternatives that don’t spoil what should be a very high-amenity CBD style precint. Two or three major roads connect Gray St to the south and west, depending on the direction which is plenty for local access in my view.
You might be right! I suspect there would be some big flow-on benefits by removing one barrier, and the “costs” of doing this would be vanishingly small in any case.
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Wouldn’t the signal phasing still be the same though? The number of people crossing Melbourne St (walking/riding) is substantial, I’m not sure you’d really want to shorten the crossing time much.
Agreed. Closing Grey St would enable the road between QPAC and South Brisbane station to be converted into a low speed shared space.
This would also enable better separation of cyclists and pedestrians wanting to cross Melbourne St. Currently there is not enough space on either side of Grey St, pedestrians frequently spill over into the cyclist crossing point. The protected bikeway into West End requires a crossing of Melbourne St from the cycleway on the Victoria Bridge so cycling volumes are high (and will only increase as the bikeway is extended).
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