You really think that the new/old 26 is an improvement? DB can't even figure out the right way to configure the route. The idea to run through Ballyfermot was a good one, but running westward via Kennelsfort Road onto the N4 towards (at least) Liffey Valley Centre should have been a part of it. Either that or have it run via Ballyfermot to/from Dodsborough, thus freeing the number "25" to become the Adamstown bus instead of the 25B. Running the 39 via the old route 39A, while cutting off Blanchardstown Village from the Square? You need to define how it will "benefit most" when there apparently has been no demand for such a bus for a very long time, and those that have not taken to the car most likely have been using the train as the most direct link to the city centre. The 39 has always operated via Sheepmoor from the time it was extended there from Coolmine Cross, and not via the 39A's old Clonsilla Road route. Also, I don't see Urbus running via Clonsilla or Hartstown/Huntstown.
(In the past, I had envisioned a route 71 in place of the old 39A running to/from Dunboyne via Clonsilla, Ongar, and Summerseat/Clonee. But that's the past, and with the train going that way now, that wouldn't work out too well, perhaps.) If nothing's broken, no need to attempt to fix it.
Route 40D needs to have its own route number. It's quite distinct from Route 40. With all the disused non-suffixed route numbers currently available, I'm not sure why it doesn't. You can't just cancel something willy-nilly that there is demand for. (Well I suppose you can if you're DB, but then it'll lead to disaster and confusion.) Hmm. What do all these services have in common...? Oh yes: being made into excessively-long cross-city routes. The 13, 40 and 27 are now longer than 20 kilometres one-way, with the added burden of having to operate through the city centre. Adding buses won't solve anything, you see, since these moves were done with an eye to reducing the number of operating buses; and adding buses would be a confession of being wrong, as well as conceding that the conventional wisdom of longer routes being increasingly unreliable compared to shorter routes still stands.
And did you forget that the 27B was supposed to be replaced by the extended route 79? As for Edenmore, perhaps the old route 28 needs to make a comeback to replace the current 27/A in that area. And isn't the 15 supposed to be the catch-all replacement for all Clare Hall service?
You can't remove the 40 from the Thomas Street/James Street corridor if there is strong demand for buses to run between there and Ballyfermot.
How about "no"? DB tried this trick with routes 68 and 69 and were quickly rebuffed by the public, who were not going for a forced transfer onto the Luas at Red Cow. The further out the suburb, the more the passenger is going to want a direct ride into the city.
And of course, there is the historical matter of route 65 doing in the competing Dublin & Blessington tram. While it'd be a matter of irony to do a forced transfer onto the new tram, it is as non-viable as being forced onto the tram from Newcastle or Rathcoole (and I don't want to give DB any ideas of turning the 69 into a Rathcoole-Saggart shuttle now that the Luas goes to Saggart).
Furthermore, demand to/from Poulaphouca and the other towns served by the 65 has not diminished, especially Ballymore Eustace, which is not served by Bus Eireann (nor are Ballyknockan and former destination Donard). Provincial routes need to operate as fast as they can into and out of the city, that's why; and nothing was done about the N7 bottleneck in Inchicore. If that bottleneck was fixed, then it'd be faster to run to/from town via the N7.
Problem here is running in the wrong direction out of Tallaght via Citywest to the N7 will make for a longer rather than shorter journey. Your proposed route is 27 kilometres in length. And that's in one direction.Route 77A: Go back to old route. Operate every 15 mins peak and 30 mins off peak. I reckon these changes would save 4 busesWhat's the "old route"? City Centre to Bawnville Road via Tallaght Village?
Sure why don't we resurrect the old route 54 then, and do away with the 77A? After all, it's "duplicating" the new route 27 between the city centre and Walkinstown Cross...and maybe the new route 9 could use some supplement to its service... What's "cumbersome and slow" about it? I've often found that taking side streets is faster than trying to negotiate the main thoroughfare. Not only does frequency sell with bus routes, so does convenience. (There's also that matter of route "duplication" again...isn't it "ideal" to have each route run a unique corridor?)
As for merging with another route from the north side, they already cut off the Clogher Road/Kildare Road route from that by cancelling the 121.
The old 13B (former route 13) operated via Cowper Road, did it not? I thought that the 140 was going to replace the 14A and 128 on Upper Rathmines Road? because the 14 is on Rathgar Road still. Combining the loss of the 14A with that of the 128, this is a huge loss of bus service along Upper Rathmines Road, even with the retention of route 142.
As for the 15B, there are quite fewer buses there now. And I'd say the jury is still out as to whether replacing the 74/A with this bus was a good idea. ...but not such a shame what happened to route 45? That also used to be an important bus route through Ballsbridge. Never mind the former route 8, when it ran frequently from the city to Dalkey via Dun Laoghaire and Sandycove instead of its current infrequent route. Eh? You know that there are no railway stops between Ashtown and Broombridge along the 120's extension, right? The extension of this route is more for residents of Royal Canal Park rather than Ashtown and Cabra people.
Ah, so we want to decrease the reliability of the new fantabulous 25A/B by making the route longer.
And the 120 now runs to/from Ballsbridge. Maybe this extension is making the route problematic rather than the Royal Canal Park one? Political pressure or passenger demand? It may seem well and good to tell passengers of the former 19 to bugger off and walk a kilometre or so to catch another bus, but ultimately you aren't in their shoes. It's not really a merger, is it? It's a cancellation of the 16A and re-routing of the 16.
As far as this goes, the creation of "Route 3A" is an inefficiency that should have instead been addressed by extending route 2 to the north side and becoming the bus route for Shanard Road. On the south side, the 2 should serve Belfield exclusively while the 3 serves St. John's Church exclusively. What would have been wrong about something like that? (This is an example of your shorter traditional cross-city service that doesn't reduce reliability.) I think you'll be waiting forever. The attitude at No. 59 may be "Let Them Ride DART"...
We have set hours and with driving rules brought in we are restricted to hours we can start or amount we can drive. Its a very difficult job and yes most of us do be in early as to do checks on the bus before it leaves rhe depot.
Same thing happened to me two mornings last week! What is the point of making good time in light traffic, only to be left waiting in town 10-15 minutes for the next driver?
And why do the timetables in town say 'DUE' and then you get on the bus and are left sitting around for 10 minutes before it departs? I'd at least like to know where I stand..
Ludicrous - I saw it too. The NTA really do need to get their act together on this.
As I explained above - you would have to have a completely different schedule in place last week to avoid that - the full service was in operation which is based on normal traffic conditions.
As I understand it the RTPI works off the position of the bus once it has left the terminus and does not reflect the fact that there may be a scheduled stop en route. That might be a complication too far?
Its clear my views arent accepted by all! One thing that I will continue to argue agaisnt is the view that the introduction of cross city services automaticaly means less reliability. With the bus gate in oepration at peak times this just shouldnt be the case. The AVL data should allow DB to establish the average and mean running times for all services and then build in industry standard turnaround times to ensure 95% of services run on time. Unfortunately, this doesnt appear to have been done in this case as running times are clearly too short in many instances.
My justification in curtailing the northside 27 route is due to the frequency of the 27A (27b was a typo - sorry).
Re Route 65. Other than a direct peak time service to the city, I suggest that increasing frequency by a factor of 3 but terminating it at Tallaght would be attratctive to many. Tallaght is likley to be the main destination for many custoemrs in any event.
Finally re route 45, I suggest extending Route 4 to Cornelcourt and cancelling route 45.
I would entirely agree with your comments on the AVLC - it unfortunately takes time to analyse and see the trends.
You still haven't addressed the issue of Tallaght-Terenure-Rathgar-Rathmines - there are a reasonable number of users making that trip and under your proposals they would have no service other than at peak hours which to my mind is not acceptable.
I don't think that extending route 4 to Cornelscourt will solve the problem I'm afraid. There are full bus loads of schoolchildren using the 45 in the mornings/afternoons from south of there to Blackrock and Booterstown.
On route 45 on boghall rd in bray there are two stops which are only used for the morning 45x busses afaik, the problem with this is that there is nothing on these stops or on the website stating that they are only part time bus stops and not used for regular services.
I had a case a while ago where a disabled person was waiting one evening at one of these stops number 4145 and after waiting over an hour was approached thankfully by a local who explained that no busses used this stop and offered her a lift into Bray to a stop she could get a bus from!
Can anything be done about these phantom stops some of which only have one bus a day?
Interesting, when you say "case" do you represent disabled persons and their interactions with transport companies?
There was an issue with the 45 being impeded around Wolfe Tone Square by parked cars and if my memory serves me right they diverted via Boghall Road in the early mornings.
Whether this is still the case I don't know.
I'm sure Alek Smart can update us.
I just wish the 25a would stop going missing!
On 9 different occasions now I have been waiting for a 25a on Aston Quay that has never appeared.
Strangely, extra 25bs seem to be coming in their place.
No but I came across someone who had been left stranded at this stop which had no information at all and the website was no better. AFAIK they have raised the matter with Dublin Bus themselves, I suggested they do contact the company but did not offer to do so on their behalf.
Can't really blame DB for people who won't check timetable and routes before hand given the ease with which it can be done these days. It's not viable to put timetables on every single stop.
Sure it is. 4000 stops. Three staff, 1440 hours per year. Allowing one hour per stop, you will be able to update all the timetables once per year.
For now, the lack of timetables could probably be to do with Network Direct. Timetables have gone up on two stops in Fairview for the 15 in the last few weeks; they would have previously been done when the 14 was extended, and they'll need to be done again when the 79 is extended.
On the other hand, stops with the Braille identification posts will probably never get timetables on them.
The website did not have any information to say that stop was/is not in use or is only used by a few morning busses!
Imagine you were waiting in Bray at superquin for a 145 at 6pm for an hour and someone walking past noticed and told you that they only use that stop between 8am and 10am but there is nothing on the website or bus stop about this as it is local knowledge only!