|CityCat - slow, low capacity|
In the typical transport failure that once can only expect in Queensland, the public transport options will be:
1) CityCat - frequent enough (every 15 minutes), but very low capacity (max 162 passengers), takes a painfully slow 45 minutes to get to the CBD, and has poor onward transport links. Capacity would be a pathetic 648 passengers/hour/direction.
2) Shuttle bus service from the Doomben Line - assuming the Doomben Line is not being upgraded, then read into this a pathetic half-hourly feeder bus. Additional time to change from bus to rail will make this somewhat unattractive. Capacity, using a normal size bus would be 120 passengers/hour/direction.
What should be done:
1) At the minimum - a high frequency (CityGlider like) express bus route from Northshore Hamilton to the CBD. This would only handle around 1,200 passengers/hour/direction at 5 minute frequency and large multi-section buses. This may be insufficient in the future.
2) More preferable - extend and partially duplicate the Doomben Line into Northshore Hamilton. This is possible as the railway land already exists. A 15 minute frequency should be sufficient, and would allow journey times to the CBD in less than 25 minutes, with good onward bus and rail connections. This could handle 4,000 passengers/hour/direction. A local high frequency bus route could feed parts of Northshore Hamilton that are beyond walking distance of the train station.
The latter would require urgent re-design of the Northshore Hamilton development, and a road bridge over the railway on Kingsford Smith Drive. Backwards car centric planning means that it may be too late for this. In any European city, a development such as this would be served by heavy rail. Sadly, in Australia, it seem that planners cannot see beyond their car dashboards.
Northshore hamilton website: http://www.northshorehamilton.com.au/Home