Improve bus routes

patrickbrophy18 · 27-08-2012 09:40PM

Here's a bit of food for thought:

45A Reroute: The Dun Laoghaire to Sallynoggin Road Upper stretch could be completely rerouted following the 46A as far as Bakers Corner where it would take a left and cover the entire stretch of Rochestown Avenue. From here, it would continue the course of it's route as normal. The frequency would remain the same and it would relieve the 7B of it's duty on Rochestown Avenue.

7 Reroute: The route would be extended as far as Heuston Station. Rochestown Park, Pearse Street (Sallynoggin) and Sallynoggin Road Upper would be taken off to facilitate the reroute via Sallyglen Road. The purpose of this is to make the 7 more direct. Due to the fact that it is a long haul route, it takes way too long to negotiate it's way through the Sallynoggin Environs. Further afield, the northbound route would utilize the entire Blackrock Bypass as opposed to turning into Blackrock Village which defeats the purpose of said bypass. After Ballsbridge, it would head up to St. Stephens Green via Clyde Road, Wellington Place and Leeson Street. From here, it would follow the 145 route to Heuston Station.

8 Reroute: The number 8 route would undergo a major reroute and would be turned into a cross-city bus service with an extension to Blanchardstown . The 7B and 7D services would be amalgamated into the 8. Between CBC Monkstown and Dublin City, it would travel via Monkstown Avenue, Stradbrook, Monkstown Ringroad, Stillorgan Village and continue into town via the N11. To make it attractive, it would have to be turned into an all-day service, 7 days a week.

59 Route (s): The 59 would be extended to Sandyford Luas Stop and split into two routes as any extension in it's current form would be ludicrous. Each route would have an hourly frequency and would alternate between Killiney (as the 59) and Glenageary (as the 59A). Between Dun Laoghaire and Dalkey and Rochestown Avenue and Sandyford, both routes would have a combined frequency of half-hourly. A minor benefit would be the re-instatement of a bus stop at the bottom of Johnstown Road.

111 Reroute: The 111 would be rerouted via Rochestown Park, Pearse Street (Sallynoggin) and Sallynoggin Road Upper to pick up the slack of the rerouted 7 as described above. The collective route swap of the 45A and 7 should be more than enough to enable the complete restoration of it's old frequency. In other words, the 111 would become an all-day service once again with a frequency of 20 minutely on peak and half-hourly off peak.

Check out the attached maps to see what I mean.

patrickbrophy18 · 27-08-2012 09:41PM

Oh and here's the last attachment::D

Cookie_Monster · 27-08-2012 10:13PM

Speaking of the 7 on Sallyglen Road (the new road

), wasn't that always supposed to happen?

Aard · 27-08-2012 10:20PM

Cool Mo D wrote: »

Also, the 17 route between Blackrock and Dundrum should be simplified to go Dart station - Mount Merrion Avenue before looping up the Stillorgan dual carriageway, and turning around on the UCD flyover, then turning down Fosters avenue and going straight to Dundrum via Goatstown. This would speed up the route, as well as having to skip UCD at peak times, when the internal gates are closed.

I agree on the UCD section of the route. It was always a pain going all the way into Belfield, only to have to come back out. The bus stop at the flyover isn't incredibly far away from the main buildings so it shouldn't be too much of an issue.

Wrt the Bird Avenue section, I wouldn't necessarily be in favour of changing it, but it wouldn't bother me too much if it were changed. The 17 is a great link for Clonskeagh, which is otherwise a difficult place to get to by public transport.

Changing the route to Mt Anville would make sense if the goal is to straighten it out. Mt Anville Road itself has very little going on in the way of trip generators (apart from the school itself, obviously!). Same for Taney. It would, however, increase the connectivity to Dundrum -- both the shopping centre and the Luas station.

The saved time on shortening the route here could be used to extend the 17 to Heuston Station. Imagine how popular the route could become once it linked the trains coming from the country with Dundrum SC. That alone would warrant the extention imo.

I'm not sure what goes on with the 17 route out in Crumlin, as I've never gotten it out that far. But it seems that if it turned right at the KCR and then went down Sundrive Road there'd be a huge streamlining of the route. I remember a guy I knew from Crumlin complaining about the dog-leg there, so it's probably not too popular with the locals either. The only people who'd lose out would be those around St Agnes Road.

Neewbie_noob · 27-08-2012 10:26PM

stehyl15 wrote: »

Hi guys lets be creative here and tell me some changes on dublin bus route you like to see in the future and here are some of the changes i would like to see.
Route 63 extend to enniskerry and not go via carrickmines retail or ballyoan Route 84 when it was merged with the late 45 it should have gone to merrion sq. and not Blackrock without going via cherrywood or bray dart station.
Route 46a go to the Airport like the late 746 would anyone use the aircoach then and make a route 46 going to the phoenix park.
What are your thoughts. Sorry for the blank space just I made an error

The 33a should increase in frequency and terminate in Swords as it does. The regular 33 should bypass Swords, as Swords is more of a permanent traffic jam than a town, it often takes the guts of 25 / 30 minutes to pass from one side of the town to another in Dublin Bus, but this route should continue to serve Santry, and every 3rd Bus should serve the airport instead of Santry. Finally, the 33X should be more frequent and have day time services too, and evening services, in both directions. That way, every route and every town is served by the 33's and travel time is slashed.

Yours
Neewbie_noob

LXFlyer · 27-08-2012 10:51PM

Cookie_Monster wrote: »

indeed it is, but for no good reason. of course they'll shout recession and reduced subvention but that just a red herring to distract from the reality of yet another arm of CIE doing its level best to get rid of customers

And how often do you use the bus in Dublin nowadays to make "informed" comments such as these?

Frankly that is as inane a post as another poster regularly makes here.

No one can seriously argue that changes did not need to be made, nor that there was overcapacity.

From my daily commute (which does happen to be in Dublin) I can see (using up to three different corridors) that the supply of buses is far more in line with the demand that there is for them. Using aviation speak it is definitely the case that load factors are up.

So the company should not have implemented clockface schedules, regular interval departures, simplified the network etc., as all of those are likely to lose customers.

Give me a break!

patrickbrophy18 · 27-08-2012 10:52PM

Cookie_Monster wrote: »

Speaking of the 7 on Sallyglen Road (the new road ), wasn't that always supposed to happen?

I suspect so given that Sallyglen Road is part of a long term quality bus corridor according to the map here:

http://212.147.136.137/DLRdevelopmentPlan/DevPlanViewer.aspx

If you zoom in to Sallyglen Road, you will see it marked with a broken line made entirely out of green diamonds. Under "Transport Objectives" in the "Table of Contents" pane to left, this type of broken line represents "Proposed Quality Bus-Bus Priority Route".:cool:

cameramonkey · 27-08-2012 10:54PM

run the 16 bus straight up the Swords Road avoiding Collins Ave, Beaumount Road etc.Takes too long in the morning.

LXFlyer · 27-08-2012 10:58PM

Neewbie_noob wrote: »

The 33a should increase in frequency and terminate in Swords as it does. The regular 33 should bypass Swords, as Swords is more of a permanent traffic jam than a town, it often takes the guts of 25 / 30 minutes to pass from one side of the town to another in Dublin Bus, but this route should continue to serve Santry, and every 3rd Bus should serve the airport instead of Santry. Finally, the 33X should be more frequent and have day time services too, and evening services, in both directions. That way, every route and every town is served by the 33's and travel time is slashed.

Yours
Neewbie_noob

Would it not make more sense to just extend the 33a to the Airport and leave the 33 as a standard service to/from the city via Santry, but using the Swords bypass?

LXFlyer · 27-08-2012 11:01PM

patrickbrophy18 wrote: »

Here's a bit of food for thought:

45A Reroute: The Dun Laoghaire to Sallynoggin Road Upper stretch could be completely rerouted following the 46A as far as Bakers Corner where it would take a left and cover the entire stretch of Rochestown Avenue. From here, it would continue the course of it's route as normal. The frequency would remain the same and it would relieve the 7B of it's duty on Rochestown Avenue.

7 Reroute: The route would be extended as far as Heuston Station. Rochestown Park, Pearse Street (Sallynoggin) and Sallynoggin Road Upper would be taken off to facilitate the reroute via Sallyglen Road. The purpose of this is to make the 7 more direct. Due to the fact that it is a long haul route, it takes way too long to negotiate it's way through the Sallynoggin Environs. Further afield, the northbound route would utilize the entire Blackrock Bypass as opposed to turning into Blackrock Village which defeats the purpose of said bypass. After Ballsbridge, it would head up to St. Stephens Green via Clyde Road, Wellington Place and Leeson Street. From here, it would follow the 145 route to Heuston Station.

8 Reroute: The number 8 route would undergo a major reroute and would be turned into a cross-city bus service with an extension to Blanchardstown . The 7B and 7D services would be amalgamated into the 8. Between CBC Monkstown and Dublin City, it would travel via Monkstown Avenue, Stradbrook, Monkstown Ringroad, Stillorgan Village and continue into town via the N11. To make it attractive, it would have to be turned into an all-day service, 7 days a week.

59 Route (s): The 59 would be extended to Sandyford Luas Stop and split into two routes as any extension in it's current form would be ludicrous. Each route would have an hourly frequency and would alternate between Killiney (as the 59) and Glenageary (as the 59A). Between Dun Laoghaire and Dalkey and Rochestown Avenue and Sandyford, both routes would have a combined frequency of half-hourly. A minor benefit would be the re-instatement of a bus stop at the bottom of Johnstown Road.

111 Reroute: The 111 would be rerouted via Rochestown Park, Pearse Street (Sallynoggin) and Sallynoggin Road Upper to pick up the slack of the rerouted 7 as described above. The collective route swap of the 45A and 7 should be more than enough to enable the complete restoration of it's old frequency. In other words, the 111 would become an all-day service once again with a frequency of 20 minutely on peak and half-hourly off peak.

Check out the attached maps to see what I mean.

And where are the vehicles going to come from to operate all these wonderful ideas?

patrickbrophy18 · 27-08-2012 11:05PM

lxflyer wrote: »

So the company should not have implemented clockface schedules, regular interval departures, simplified the network etc., as all of those are likely to lose customers.

How on earth does this statement make any sense?

Clockface schedules and regular interval departures will only make a route more reliable, attractive and popular and hence, GAIN customers.

LXFlyer · 27-08-2012 11:10PM

Look at the post that I quoted - I was making exactly that point in my response!

That was a tinge of sarcasm in my post.

patrickbrophy18 · 27-08-2012 11:25PM

lxflyer wrote: »

And where are the vehicles going to come from to operate all these wonderful ideas?

Unfortunately, Dublin Bus has, thus far, displayed no form of intrapreneurship (entrepreneurship within a company) in exploring new constructive ways of making money. Instead, they have been decommissioning buses as opposed to finding potential new routes for them. For this reason alone, I find their lack of vision and initiative quite alarming. Then, having the gall to turn around to the customer and charge them more for a poorer service.

For example, they lost customers and hence, money when the Luas lines opened up. Instead of sitting back and allowing their network to weaken from the transport modal switch of customers, they should have found new ways of replenishing their network. This could be done in many ways such the introduction of Luas - DART feeders where they are lacking, proper customer facing in various local councils to identify gaps in their network and much more.

Cookie_Monster · 27-08-2012 11:57PM

lxflyer wrote: »

And how often do you use the bus in Dublin nowadays to make "informed" comments such as these?

it'd be hard to use them living on the other side of the world...

No one can seriously argue that changes did not need to be made, nor that there was overcapacity.

And I'm not arguing that, but there were plenty of senseless changes made, there's plenty of routes that need more capacity and there are plenty of new ideas to get usage out of the fleet that should have been done, 24/7 services etc Do it properly and it'll pay for itself in fares

So the company should not have implemented clockface schedules, regular interval departures, simplified the network etc., as all of those are likely to lose customers.

All small improvements but the whole ND thing is rolling on years now, seems to be little incentive to get it done and make the improvements, rather than leaving it in the halfway house it is now. The RPTI and ticketing and fare system is still a total mess. ND hasn't led to more direct routes in many cases, 145 and 7 still have stupid detours for example and has destroyed others totally, 84 for example. Numbering is still all over the place and if the slightest thing goes wrong on the rail routes or on a major bus corridors during rush hour the system goes into meltdown due to complete lack of capacity.

Some improvements to be sure but plenty more of the same old same too. The constant debate on this forum is proof enough of that.

The Idyll Race · 28-08-2012 12:06AM

patrickbrophy18 wrote: »

Unfortunately, Dublin Bus has, thus far, displayed no form of intrapreneurship (entrepreneurship within a company) in exploring new constructive ways of making money. Instead, they have been decommissioning buses as opposed to finding potential new routes for them. For this reason alone, I find their lack of vision and initiative quite alarming. Then, having the gall to turn around to the customer and charge them more for a poorer service.

For example, they lost customers and hence, money when the Luas lines opened up. Instead of sitting back and allowing their network to weaken from the transport modal switch of customers, they should have found new ways of replenishing their network. This could be done in many ways such the introduction of Luas - DART feeders where they are lacking, proper customer facing in various local councils to identify gaps in their network and much more.

The whole issue of DART and Luas feeders seems to be a red rag to Dublin Bus. It is completely senseless that there is no real connection from Brides Glen itself when the extension to Bray, no matter how short it would be, won't happen for the foreseeable future, if ever. 700 metres to the bus stop at Cherrywood Roundabout is as good as it gets.

With DART, several routes including the 111 were specifically set up in around 1986 as feeder buses to DART with primitive integrated ticketing. The DART buses weren't implemented at the same time as the trains because of union issues and took two years to iron out, while as the years wore on the integrated bus and train tickets were quietly dropped by Dublin Bus, because of the Harneyist rubbish that the bits of the CIE empire were in competition with each other, making a bad situation impossible.

It would be right and proper if we had a properly integrated transport system that was not subject to political inference and mendacious campaigns against them by vested interests in their setting up (the anti DART and anti Luas campaigns during their construction).

CIE · 28-08-2012 05:01AM

The Idyll Race wrote: »

The whole issue of DART and Luas feeders seems to be a red rag to Dublin Bus. It is completely senseless that there is no real connection from Brides Glen itself when the extension to Bray, no matter how short it would be, won't happen for the foreseeable future, if ever. 700 metres to the bus stop at Cherrywood Roundabout is as good as it gets.

With DART, several routes including the 111 were specifically set up in around 1986 as feeder buses to DART with primitive integrated ticketing. The DART buses weren't implemented at the same time as the trains because of union issues and took two years to iron out, while as the years wore on the integrated bus and train tickets were quietly dropped by Dublin Bus, because of the Harneyist rubbish that the bits of the CIE empire were in competition with each other, making a bad situation impossible.

It would be right and proper if we had a properly integrated transport system that was not subject to political inference and mendacious campaigns against them by vested interests in their setting up (the anti DART and anti Luas campaigns during their construction).

Many of the old DART feeders are gone. Remember the 101? I suspect that back then, planners were hoping that short circular routes such as the 42A/B/C could be done away with and replaced by such buses (as the 6/6A was completely replaced with the 114 for example). Anyone remember the 113 as well? Wasn't able to replace the 45 (at least not until someone came up with the second version of the 145), and now the current 84 mirrors the old 113 service between Blackrock and Cabinteely. The 111 did not succeed in replacing the 7, either. Doesn't help that there are still no bus-to-bus transfer tickets available on the bus never mind from newsagents.

BTW, I forgot to throw an idea for a bus route into the mix: On the north side, there are cross-suburb buses that run on the Collins Avenue corridor and on the Coolock Lane/Oscar Traynor Road/Tonlegee Road/Kilbarrack Road (further west on Santry Avenue and Ballymun Avenue Glasnevin Avenue) corridors, but no such route on the Griffith Avenue corridor. NIMBYs? I would have thought that a "Griffith Avenue Crosstown" route (to use an Americanism) at least between Finglas and Clontarf DART (connecting Fairview, Marino, Drumcondra, Glasnevin etc.) would have been useful.

LXFlyer · 28-08-2012 08:31AM

The Idyll Race wrote: »

The whole issue of DART and Luas feeders seems to be a red rag to Dublin Bus. It is completely senseless that there is no real connection from Brides Glen itself when the extension to Bray, no matter how short it would be, won't happen for the foreseeable future, if ever. 700 metres to the bus stop at Cherrywood Roundabout is as good as it gets.

With DART, several routes including the 111 were specifically set up in around 1986 as feeder buses to DART with primitive integrated ticketing. The DART buses weren't implemented at the same time as the trains because of union issues and took two years to iron out, while as the years wore on the integrated bus and train tickets were quietly dropped by Dublin Bus, because of the Harneyist rubbish that the bits of the CIE empire were in competition with each other, making a bad situation impossible.

It would be right and proper if we had a properly integrated transport system that was not subject to political inference and mendacious campaigns against them by vested interests in their setting up (the anti DART and anti Luas campaigns during their construction).

What integrated tickets were withdrawn?

The 1 day, 3 day, weekly, monthly and annual bus/rail tickets are all available.

Routes 90, 102, 111 and 114 are still all DART feeder routes and you can buy a single Bus/Rail ticket for use to/from any DART station.

bk · 28-08-2012 08:37AM

CIE wrote: »

BTW, I forgot to throw an idea for a bus route into the mix: On the north side, there are cross-suburb buses that run on the Collins Avenue corridor and on the Coolock Lane/Oscar Traynor Road/Tonlegee Road/Kilbarrack Road (further west on Santry Avenue and Ballymun Avenue Glasnevin Avenue) corridors, but no such route on the Griffith Avenue corridor. NIMBYs? I would have thought that a "Griffith Avenue Crosstown" route (to use an Americanism) at least between Finglas and Clontarf DART (connecting Fairview, Marino, Drumcondra, Glasnevin etc.) would have been useful.

Big thumbs up to this one.

LXFlyer · 28-08-2012 09:43AM

Cookie_Monster wrote: »

it'd be hard to use them living on the other side of the world...

And I'm not arguing that, but there were plenty of senseless changes made, there's plenty of routes that need more capacity and there are plenty of new ideas to get usage out of the fleet that should have been done, 24/7 services etc Do it properly and it'll pay for itself in fares

All small improvements but the whole ND thing is rolling on years now, seems to be little incentive to get it done and make the improvements, rather than leaving it in the halfway house it is now. The RPTI and ticketing and fare system is still a total mess. ND hasn't led to more direct routes in many cases, 145 and 7 still have stupid detours for example and has destroyed others totally, 84 for example. Numbering is still all over the place and if the slightest thing goes wrong on the rail routes or on a major bus corridors during rush hour the system goes into meltdown due to complete lack of capacity.

Some improvements to be sure but plenty more of the same old same too. The constant debate on this forum is proof enough of that.

I don't argue with your view that there is still a lot of work to be done, but your post above was suggesting that DB were deliberately trying to lose customers which frankly I think is a ludicrous suggestion.

What are these routes that need lots more capacity?

As for new routes - someone has to pay for them. The subsidy is being cut and I don't believe that current DB fare levels would come close to making routes cost neutral unless they are operating at 100% capacity or close thereto all day long.

New routes also require the sanction of the NTA and I imagine any new route would have to go out to tender to allow other operators apply. DB is quite restricted in what it can / cannot do in this regard. It can alter/extend existing routes but as I say I suspect any brand new route would have to be tendered for as the temporary BE route 128 is currently.

I'd strongly dispute that the RTPI is a total mess. There is an issue with on street displays that don't handle service curtailments, but as a daily user of the app (and I make at least one change each way every day) I find it by and large very reliable.

The fare structure is a decision for the NTA rather than DB. Yes it does need changing - the issue is coming up with a replacement system that will be at worst revenue neutral. I tend to believe that it is a lot more complicated than simply reduce fares and numbers will suddenly increase.

As for the ND rollout, the vast majority of it is complete, so I'm struggling to figure out what other rollouts you are expecting? The Howth Road, and North County Dublin are the two main areas left for completion along with the 17 and 18.

I wouldn't necessarily agree with your comments regarding the 145. The core part of the route (City centre-Bray) is direct, what you are talking about (I assume) is the route south of Bray - that section is effectively where the route is a local service rather like the 39a in Blanchardstown.

You could argue on both sides re the 7 in Sallynoggin - there would I suspect still need to be some service through the estate, but what is the question.

The 84 had long stopped carrying large volumes to/from the city since the advent of the upgraded 145. The 84x covers the peak traffic and outside of that people can switch to/from the 145. Just because a route has been there all along doesn't mean it needs to exist for time immemorial.

Regards your capacity statement, do you plan for something that happens once in a blue moon or 95% of the time? If we carried your argument through we would be back to overcapacity on all routes again. There is a balance to be struck here.

What is undoubtedly needed in terms of the network is some form of ongoing performance review and addressing the issues (such as bunching on certain routes), holiday period schedules, but I'm not sure what major network changes are needed at this stage.

stehyl15 · 28-08-2012 10:53AM

lxflyer wrote: »

Routes, 111

What is the point on the 111 as it serves the same areas as the 7

LXFlyer · 28-08-2012 11:10AM

CIE wrote: »

BTW, I forgot to throw an idea for a bus route into the mix: On the north side, there are cross-suburb buses that run on the Collins Avenue corridor and on the Coolock Lane/Oscar Traynor Road/Tonlegee Road/Kilbarrack Road (further west on Santry Avenue and Ballymun Avenue Glasnevin Avenue) corridors, but no such route on the Griffith Avenue corridor. NIMBYs? I would have thought that a "Griffith Avenue Crosstown" route (to use an Americanism) at least between Finglas and Clontarf DART (connecting Fairview, Marino, Drumcondra, Glasnevin etc.) would have been useful.

The 103 at one stage did operate along most of Griffith Avenue. Presumably revenues were not sufficient to justify that routing.

Plumpynutt · 28-08-2012 11:20AM

Cookie_Monster wrote: »

Speaking of the 7 on Sallyglen Road (the new road ), wasn't that always supposed to happen?

Is that the one that has a roundabout either end? With Killiney Shopping Centre at one end and Domino's at the other?

I never knew the name of that road, I still call it the "New Road"

LXFlyer · 28-08-2012 11:30AM

stehyl15 wrote: »

What is the point on the 111 as it serves the same areas as the 7

It's a peak hour DART feeder route. It adds additional capacity at the peak periods.

Richard Hillman · 28-08-2012 11:32AM

The 7 going through Blackrock village has to end both directions. It takes 8-9 minutes northbound to get from the 1st set of traffic lights before you turn right in the Village to the set of lights just after the shopping centre an thats without passengers. It should take about 1 minutes if they used the bypass. They could easily take 7 minutes of the journey.

The 7 bus passes through Blackrock Village 187 times northbound in a week. 9724 times a year. 7 minutes wasted each time comes to 68068 minutes a year, 1134 Hours a year, just over 47 days a year wasted going through a village that hardly anybody gets on or off at.

bk · 28-08-2012 11:33AM

lxflyer wrote: »

The 103 at one stage did operate along most of Griffith Avenue. Presumably revenues were not sufficient to justify that routing.

Strangely the route has ghost bus stops which are never used by any bus, but are still fully maintained, with new ads and lighting!!

Seems to me just DB using it as advertising space. Shouldn't be allowed.

KD345 · 28-08-2012 11:45AM

patrickbrophy18 wrote: »

Unfortunately, Dublin Bus has, thus far, displayed no form of intrapreneurship (entrepreneurship within a company) in exploring new constructive ways of making money. Instead, they have been decommissioning buses as opposed to finding potential new routes for them. For this reason alone, I find their lack of vision and initiative quite alarming. Then, having the gall to turn around to the customer and charge them more for a poorer service.

Firstly, the buses are being replaced by vehicles funded by the National Transport Authority. The Olympian buses being withdrawn are approaching their natural end of life for a city bus. They're also high floor vehicles. If they were to retain these vehicles, can you elaborate on where the funding for these "potential new routes" will come from?

While you might be correct that there is some life left in these buses, your gripe is with the NTA rather than Dublin Bus. They're paying for these new vehicles.

patrickbrophy18 wrote: »

For example, they lost customers and hence, money when the Luas lines opened up. Instead of sitting back and allowing their network to weaken from the transport modal switch of customers, they should have found new ways of replenishing their network. This could be done in many ways such the introduction of Luas - DART feeders where they are lacking, proper customer facing in various local councils to identify gaps in their network and much more.

Dublin Bus tried on many occasions to reorganise their Luas affected routes. It's important to remember there was significant political pressure to retain the high frequency 48A in the final years, even though many of it's customers had transfered to Luas. It was a similar story with the proposed 84, which was to run every 30 minutes to Cherrywood Luas. Again, political pressure prevented this happening.

These decisions are no longer made by Dublin Bus. It's the responsibility of the NTA to establish new routes and identify areas where a DART or LUAS feeds is required.

stehyl15 · 28-08-2012 11:46AM

in cornelscourt village there is a bus shelter never used by any bus but yet maintained with new ads oddly enough there is a 63 timetable on it

stehyl15 · 28-08-2012 11:53AM

KD345 wrote: »

Dublin Bus tried on many occasions to reorganise their Luas affected routes. It's important to remember there was significant political pressure to retain the high frequency 48A in the final years, even though many of it's customers had transfered to Luas. It was a similar story with the proposed 84, which was to run every 30 minutes to Cherrywood Luas. Again, political pressure prevented this happening.

It is a great idea bringing the 63 to dun laoghaire now with the luas who the the hell was going to use to get into town could they extend even further to eniskerry

bk · 28-08-2012 12:08PM

KD345 wrote: »

While you might be correct that there is some life left in these buses, your gripe is with the NTA rather than Dublin Bus. They're paying for these new vehicles.

Hold on there are you really trying to say that DB didn't request these new buses, that they were forced on DB by the NTA?

I think that is highly unlikely.

KD345 wrote: »

These decisions are no longer made by Dublin Bus. It's the responsibility of the NTA to establish new routes and identify areas where a DART or LUAS feeds is required.

Again trying to deflect DB's failings onto the NTA. It isn't the NTA's job to create new routes, it is DB's job to identify potential new routes and request a license from the NTA for this new route.

LXFlyer · 28-08-2012 12:09PM

bk wrote: »

Strangely the route has ghost bus stops which are never used by any bus, but are still fully maintained, with new ads and lighting!!

Seems to me just DB using it as advertising space. Shouldn't be allowed.

Are they not served by BE route 109a?

Improve bus routes

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