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Remnant routes that can be rationalised

Sydney / New South Wales Transport Discussion

Re: Remnant routes that can be rationalised

Postby pgt » Thu Sep 05, 2019 10:26 pm

burrumbus wrote:
Campbelltown busboy wrote:Cut the 959 and run the Bald Face loop as a part of the 970 in both directions
The 959 Bald Face loop is actually quite well patronised,especially at peak hour.It deserves its place as a separate and distinct service.
By combining it with 970/971 would considerably lengthen trip times .12-14 minutes on average.Although the vast bulk of the 970/971 patronage is generated from Hurstville-Tom Ugly's Bridge.
In days gone by when John O'Nains operated the 959 under the Carss Park Bus Service trading name the 959 generated peak hour loadings of 25-40 pax per trip.Very impressive figures for a short route.He operated it on 30 minute peak/60 minute peak frequencies.He had very friendly ,customer focussed drivers which were key in the pax figures.
Under Southtrans/Veolia/Transdev ownership it has dropped away from those figures but it is still well patronised.15-20 pax average.
I used to live on the 959 loop route and agree with what burrumbus is saying.

When the operator was branded Connex (a name not mentioned yet), they tried merging the off peak and Saturday services with the then-hourly 971 (which ran in the reverse direction through the loop), and oddly tried to introduce Sunday service through Bald Face loop by merging it with route 970 [as they had that short-lived "Connextor" route which basically merged the 971, the then 948 and 962] - don't recall it doing that well overall [especially for running times], as they split it back into individual routes and dropped the Sunday service through Bald Face since then.

I believe another issue with trying to merge the 959 was at the Blakehurst Shops end - when running the route clockwise, there would be stops that are missed which the normal 959 route would stop at, plus the missed stops on the Princes Highway (they were trying to keep a consistent 15 minute frequency Sylvania Southgate to Hurstville, and diverting even one of the two 970 or 971 buses would throw this out quite badly).
"It's my way or the (side of the) highway".
Might be a way to lead life, but more like the way that some people drive.
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Re: Remnant routes that can be rationalised

Postby Campbelltown busboy » Fri Oct 04, 2019 8:00 pm

The T80 should be renumbered to B2 or any number in the 824-834 range
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Re: Remnant routes that can be rationalised

Postby Richard290 » Fri Oct 04, 2019 8:08 pm

830 seems a reasonable candidate if T80 is ever renumbered in the similar way that T70-75 were renumbered 730-735 in May. 800, 810, 820, 840, 850, 870, 880 and 890 are all in use for other routes.
Living at the north end of the T6 Line, 513 and the confluence of 513, 546, 549, 550, 553, 625 & 630.
Also living a mile from the Oakes Road interchange.
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Re: Remnant routes that can be rationalised

Postby Campbelltown busboy » Fri Oct 04, 2019 9:08 pm

Richard290 wrote:830 seems a reasonable candidate if T80 is ever renumbered in the similar way that T70-75 were renumbered 730-735 in May. 800, 810, 820, 840, 850, 870, 880 and 890 are all in use for other routes.
840,850 and 870 are region 2 routes and 880 and 890 are long time region 15 routes with the 890 dating back to 1985 with Campbelltown Transit giving 890 to the unaltered Campbelltown-Appin run from 1925 system route 93
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