I was having another glance at the spacing between stations on the GC line. I was thinking whether or not it may be practical to have North Adelaide and Bowden merged into one station, with a small detour to get it closer to Park Tce. The line would hypothetically curve to the right, with a merged ...

I completely agree that Glanville would be the better option - It's just a shame that the gov has allocated $5m to rebuild Ethelton when the station is less than 700 metres from Glanville. From the closest end of each station it's only a distance of ~560 metres.

The reality is such station spacing ...

Upgrading O-Bahn to rail isn't something that needs to be considered until either of the following occur:

1. Capacity is reached or exceeded
2. Track infrastructure needs replacing

If/when capacity is reached, I very much doubt light rail would be a suitable long term solution to deal with such ...

On the topic of frequencies and transfers, I reckon there's some solid logic to increasing frequency on the Flinders Line, alongside relocating the Flinders Bus interchange to the Flinders Station precinct. Let's say a 15 minute frequency 6:30am-6:30pm.


Unfortunately there’s nowhere to put ...

On the topic of frequencies and transfers, I reckon there's some solid logic to increasing frequency on the Flinders Line, alongside relocating the Flinders Bus interchange to the Flinders Station precinct. Let's say a 15 minute frequency 6:30am-6:30pm.

This would allow for some bus routes that ...

I am pretty sure I had advocated before on this forum for a name change to the Port Adelaide train stations if the Port Dock station went ahead....

Port Adelaide becomes Commercial Road

Port Dock becomes Port Adelaide

The criticism I received was that it "would be confusing" well its about to ...

Now this project is going ahead I just have a couple of thoughts.

One is that a 20/30 minute frequency really isn't appropriate for an interchange station - given the project involves a new Port Adelaide bus interchange.

They should assure that the infrastructure is being built to allow for an all ...

From my experience but if someone closed my local station that's a 5 minute walk away and replaced it with a 'better' station with higher frequency trains 15 minutes walk away I'd be significantly less likely to use it - especially if it was hot or raining or if I had stuff/children to carry. I'm ...

Speed and frequency aren't the only factors which will determine whether someone will be convinced to ditch their car for public transport - I think one factor that's always quite overlooked in this context is the summer heat which is only likely to get worse. Even if PT can get you to your ...

Here's what I think is a rather great example of station rationalisation making a lot of sense.

This map shows a 10 min walking radius catchment for the current Marion and Ascot Park Stations (at average walking speed). You can also see how neither station allows for easy transfers with the ...

Here is some costings for Gold Coast stage 3.

https://investment.infrastructure.gov.au/projects/ProjectDetails.aspx?Project_id=100024-18QLD-NRP


A significant portion of cost for new light rail on existing road is for the repositioning, upgrade or working around existing under surface utility ...

New tram lines cost approx $100 million per kilometre.....what activity centres are you trying to connect...Adelaide CBD to Salisbury is already connected by heavy rail.

Prospect Rd can only justify a bus....nothing more.
Cavan can't justify a bus service let alone a tram.

Like I said let's put ...

Hi All, long time lurker, first time poster.

There's two main things which you can play with to grow ridership - service frequency and travel time.

Strategically replacing certain station pairs with a single, new station would for the vast majority users offer a faster total journey time*. It ...