Patroange at the existing Kotara station would be a lot better if you could access Blackbutt Reserve which is actually really close but there is no pedestrian access and was safe to use.
Patronage at Adamstown would also likely improve if frequency and destinations were improved, the station already has lifts and there a plans to replace the nearby intersection with traffic lights which will both improve accessibility for pedestrians and could possibly be timed to avoid level crossing congestion.
Nice to see we agree about the situation as Hamitlon, but can someone please tell me how this can even happen, the council pays for crossings on the quiet streets with little traffic, and ignores the busy one which actually requires a crossing?
I personally have studied at Newcastle TAFE and a few students did get off the train at Hamilton and walk (myself included) and were probably annoyed to see the Hunter train pass them without a station, if the train was more convenient, maybe more people would use it, but car travel would also need to be less convenient since people have probably been programmed to use their car for everything.
Warabrook station apparently has relativity high patronage and was ironically built as an addition station in 1995, well after the line and other stations opened, and that is what I'm talking about, building more stations in major locations since the line is there, but the trains don't stop, they only stop at smaller locations where few use them (once again, probably due to frequency, accessibility, and lack of places to catch trains to).
I also heard that prior to Warabrook stations construction, Uni students were jumping from moving trains, I'm not sure how true this is but considering the 620/720-class that used to run the line, it's possible.
Just on a side note, you mention commuter car parks a fair bit, while they are important, people should be encouraged by urban planning and transport to get to the station by other means - either walking, cycling, or feeder bus - a car should NOT be required to use public transport. And just because a commuter car park can't fit, doesn't mean a station shouldn't be built, especially if it's a destination station like Glendale.
Also, unfortunately, everything is going to cost money, but public transport in Newcastle has been neglected and destroyed for a century, and this is just the cost of cleaning it up.
need the passing loops to allow the extra frequency.Would quadding the line between Fassifern and Woodville Junction be better? less points to maintain and fail, and less stuff to go wrong, leading to a more reliable and convenient service.
The short answer is no: there won't be an improvement in services. The current Gvt doesn't want to do it. They are ideologically opposed to public transport in any form, and certainly not where it won't win them votes/seats. Demand pressure for improvements would need to be enormous.Thats a bit of WTF Dif01
Sydney Metro -Sydney
Western Metro -Sydney
New interurban rolling stock -Primary destination is Sydney
New Regional Rolling stock -Primary destination is Sydney
More B-Sets -Sydney
Hell, even the Newcastle LR over rapid bus option previously promoted for a replacement on the Newcastle line. -It's literally a toy, call me back when the line is extended.
I'd hate to see a govt who really didn't want to build PT, oh wait, just go back to before 2011. Announce, then not build, or start to build and then cancel the other half, interurban rollingstock with one toilet in a 4 car set, low back seating.....
I'm not sure if it's what Dif01 were referring to, but he's right to say that the current government is ideologically opposed to public transport in any form outside of Sydney, and that is what this topic is about - How to improve LOCAL services OUTSIDE OF SYDNEY.
Commuter car parks are a basic essential for commuters to access stations. Buses are in most respects trains on rubber wheels and not all run to stations or connect with trains. I see that every day at Victoria st station where buses arrive and depart before a train arrives, and K&P cars arrive on both sides as a result. Other aspect is that buses do not go to all areas, therefore a long walk for many to bus stops but need to leave extra early to catch a bus to get them to the station in time for the train.
Both forms of PT are needed and both serve their different purposes. Connections that work are what is needed, case point with Kotara is how far to walk for commuters from Park Ave to the station from a bus stop, same on other side but at least there are buses closer to that station. To walk to the Reserve, could be done but either end of housing cluster would be long and then getting across busy Carnley Ave would be problematic. Realistically though with the population base around Kotara there is little if any possible case for any housing growth which is the only way more stopping services would be needed.
Again any aspect of having a station build for the Tafe would need to have a really strong case with numbers, especially when there are buses that run along the Pacific Highway and stop at the front of the Tafe, a short walk also from Hamilton station. As I said before, a new station between Islington Jct and Clyde st would be the only spot for it, but it would create a lot of issues for the level crossing delays, also fitting the trains into the timetables, stopping trains add at least 3 minutes to the tt, 1 minute to stop, 1 at the station and 1 to acceleration, and that's the very least.
Warabrook. The reason for the station was two fold, firstly it came as a result of the old Abatoirs being closed and the new housing estate of Warabrook being developed back in the 80's. The other reason was the building of the uni and its extension into a top uni that attracted students not just from the local area but from o/seas as well. There was a very strong business case for it to happen and why it happened. Thing is when one looks at the considerable amount of car parks in the complex, along with the amount of buses that also go into the campus, and mostly stop at more convenient stops closer to the majority of lecture rooms, its no wonder not that many use the station. Thing I notice is how many travel by train also take push bikes with them and ride from the top of the lifts to the campus.
As for people supposedly jumping off moving trains even on 620cl that is a load of rubbish, only those wanting to commit suicide would do so, even if you went back to the old steam services, a train that stopped at Waratah would have been going no less than around 50km/h with a 30tank or faster with 32/35/36cl, as they would have gained speed after the grade and coal road flyover. Same in the opposite direction with Sandgate, although they would have a bit slower after stopping there, if a through service the speed would have been greater.
The putting in of lights at Adamstown is dumb, as its not going to eliminate the problem of how long the crossing is blocked for. The putting in of lifts there means its going to stay, yet its a station that really does not need them as far as urgency is concerned. A gate controlled by track circuits with a protected pedestrian crossing would work, if people who used the station used their brains. The only real long term solution is for either an overbridge or under bridge to take the traffic on Glebe Road, only problem may be the pub would not like it as it may take away custom, access to the old driver training area would be no issue as there is enough vacant land available for access in to that spot.
There may be some inconveniences to people in nearby surrounding areas, but at least there would be no more bells ringing for ages while the 1.5m and longer length trains going through there.
At the end of the day, I am all for improved PT, especially for areas that need them a station was also built at Metford for what was an expanding area, every train stops there, at least those I have been on, even the skipping ones, yet at best it may have 1/2 dozen people get on or off, often no one on or off. That area has not developed, a good sized carpark was put in and its rare to see a dozen or so cars in there.
Certainly there really needs to be a real hard look at PT services in the Hunter region, especially as its still the biggest growth area in NSW, but go to all the road intersections to the by passes and see how many cars are parked there as so many use shared car traveling to Sydney and other areas. There are several large new estates at Rutherland and across to where the old Station of Farley was, could there be a case for a station to be built there? Who knows! But the majority of people are still car centric in their travel use.