The MetroBus Network

A Concept for Bus Rapid Transit and Other Improvements to Canberras

Transport Network
Sean Coggan
January 2016

A design for a three-tiered integrated rapid bus network for Canberra that could be implemented
quickly and cheaply, and can be progressively grown in stages. The network aims to improve public
transport users travel by giving similar freedom of movement as that given by the private car. The
network aims to be socially equitable by providing equally good service to all parts of the city,
without needing major changes to the current urban form. In the long term, the core trunk lines of
the network may be upgraded to heavy rail.

The MetroBus Network

January 2016

Contents
Introduction ............................................................................................................................................ 1

1.1

About the Concept .................................................................................................................. 1

1.2

A Guide to the Network .......................................................................................................... 1

Infrastructure and Technology........................................................................................................ 2

2.1

Bus Lanes and Busways ........................................................................................................... 3

2.2

Bus Stops and Interchanges .................................................................................................... 4

2.3

Technologies ........................................................................................................................... 5

2.4

Vehicle Automation ................................................................................................................ 6

2.5

Transport Corridors ................................................................................................................. 6

Upgrading to Rail............................................................................................................................. 8
3.1

Alignment ................................................................................................................................ 8

3.2

Staging..................................................................................................................................... 8

3.3

Environmental Concerns ......................................................................................................... 9

3.4

Stations ................................................................................................................................. 10

3.5

Rolling Stock and Gauge........................................................................................................ 11

3.6

Integration with the NSW Regional Network ....................................................................... 12

References and Further Reading .......................................................................................................... 13

N.b:. Links to references and articles of interest are provided in in-text citations of the PDF version of this
document, where available.

The MetroBus Network

Figure 1.

BRT network map

January 2016

The MetroBus Network

January 2016

Introduction
This report investigates possibilities for an improved bus network for Canberra based on Bus Rapid
Transit (BRT) and transfer coordination. The aim of this concept is to show a possible network that
would serve all of Canberra with good public transport, providing social equity by avoiding major and
abrupt changes to the urban form that might disrupt communities. This report aims to promote
discussion of the ideas presented in this concept and is not an authoritative work.

1.1

About the Concept

Figure 1 shows a concept map of a Bus Rapid Transit network for Canberra. The network is
composed of three service tiers: local, DartBus, and MetroBus, forming an integrated bus-based
network that aims to ensure good public transport access across the city.
The benefits of this network include low capital and time cost for construction, low operational cost,
and social equity due to its non-reliance on the formation of dense transport corridors around
select rapid routes. All suburbs would be served equally by local feeder buses, coordinating with
trunk services at interchanges.
The focus on transfers rather than direct routing enables not only greater efficiency and
simplification of routes, but allows commuters a similar anywhere-to-anywhere freedom of
movement to that offered by the private car (Dodson et al, 2011; PTUA, 2009).

1.2

A Guide to the Network

The network relies on the principle of Coordinated Transfers to enable ease of use for passengers. In
this system, feeder buses arrive at an interchange at the same time, enabling quick, direct transfers
with each other and with trunk services (Walker J, 2010). This system type was in fact pioneered in
Canberra in the 1970s (as described by Mees, 2012).
The network structure includes a hierarchy of three service tiers: MetroBus, DartBus, and local
buses. These tiers depend on high transfer rates to form an integrated network, giving more choice
to customers depending on whether they are traveling short, medium, or long distances. The
network infrastructure would also include good quality transfer stops and timetabling, ensuring a
minimum of inconvenience when transferring.
The core of the network consists of the three express MetroBus lines, running in dedicated rights-ofway as much as possible either via on-street bus lanes or separate busways. These express lines
stop only at major centres to enable transfers with other services, much like the predecessor to
todays Rapid service, the 333 Intertown.
Sitting below the Express tier is the DartBus network, consisting of the D2 (the current Red Rapid
line), D3 (a slightly modified Blue Rapid route), D11 (Tuggeranong to Lanyon via Erindale and
Calwell), and the D6, running the length of Hindmarsh Drive. The D6 would form an east-west link
1

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January 2016

allowing commuters from Woden and Weston to travel easily to South Canberra, Fyshwick and
Queanbeyan without the need to travel via the City.
The lowest tier consists of the local bus network (not shown on the map), simplified and
restructured to allow easy connections with other routes at street intersections and interchanges.
Under this concept, not all local bus routes would go to an interchange: rather, a transfer would be
made, usually with a DartBus route. To minimise the hassle of transferring, local routes would be
timetabled to coordinate with a DartBus route at strategic transfer stops (as described by Mees,
2009, p.93). The DartBus network has the potential to expand, in the mid to long term, along
arterials in response to ridership demand and urban development (see figure 6, p.7).
Table 1a shows the roles and relationships between the three service tiers. Table 1b clarifies the
different classes of right-of-way mentioned in Figure 2a using real-world examples (from J. Walker ,
2011).
Tier

Service Type

Right-of-way
classification

Average
Speed

Usual Stop
Spacing

low

Local bus

20 30
km/h

400 500m

middle

DartBus

B; C when
necessary or
permissible

35 40
km/h

600 800m

MetroBus

A/B; C when
necessary or
permissible

40 km/h or
more

5000m or
more

58
minutes
or better

Rail (Future
upgrade)

60 km/h or
more

5000m or
more

58
minutes
or better

high

Table 1a.

Peak
Frequency
12 18
minutes
8 12
minutes
or better

Notes

Runs in kerbside or
median bus lanes on
arterial roads.
Runs in kerbside or
median bus lanes and
exclusive busways,
with no stops between
town centres.

Transit service tiers

Class A

Class B

Class C

Exclusive right-of-way and separated

from cross traffic

Exclusive right-of-way, NOT

separated from cross traffic.

Mixed with traffic,

including mixed
with pedestrians.

Rail

Most rail rapid transit, using third

rail power sources. Most classic
subway and metro systems.

Most light rail in surface

operations. Parts of some
European and Australian tram
networks.

Most North
American
streetcars. Many
European and
Australian trams.

Bus

Separated busways: (Brisbane,

Ottawa, Bogot), Freeway bus/HOT
lanes.

At-grade busways: Los Angeles

Orange Line, Western Sydney
busways, etc.

Buses in mixed
traffic.

Table 1b.

Right-Of-Way classes (source: Human Transit)

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January 2016

Infrastructure and Technology

This section describes the infrastructure required for the BRT network and timed transfer system,
such as bus stops, bus lanes and interchanges, as well as possible bus technology that could be
investigated, including very high-capacity vehicles, and self-driving vehicles.

2.1

Bus Lanes and Busways

Ideally, busways would be built in the median of roads to avoid conflict with turning traffic and other
obstructions. However, in the interests of economy, it may be more practical to simply convert the
outer lane of traffic into a bus lane. On six-lane roads such as Northbourne Avenue and Hindmarsh
Drive, there would still be sufficient remaining lanes for traffic, without needing expensive
roadworks to widen the carriageway.
On busways where a limited stop service shares its route with a more frequently stopping service,
bus bays should be provided to allow the higher-tier service to overtake a stopped bus. Certain
parts of the network would also use dedicated off-street busways, as shown in figure 2.
Figure 2.
Map of all proposed new busways.
Ginninderra busway: an extension of
the currently defunct Belconnen
Busway, which would be extended
under the Westfield car park
towards the Community Bus Station,
and westward around the perimeter
of Umbagong District Park towards
Kippax.
Yamba busway: a short busway
running alongside Yarralumla Creek
between Woden Bus Station and the
Yarra Glen on-street busway,
designed to streamline the route and
avoid traffic.
Drakeford busway: an optional route
for the MetroBus 3 line, running
alongside the Tuggeranong Parkway
between Hindmarsh Drive and
Sulwood Drive, and connecting to an
on-road busway on Hindmarsh. It
would allow the MetroBus line to
bypass several intermediate stops
between Woden and Tuggeranong.
Not all on-street busways need to be
continuous: some routes may run in
Class
C
right-of-way
where
permissible.

The MetroBus Network

2.2

January 2016

Bus Stops and Interchanges

As with the current bus stop infrastructure, bus stops for local routes would be spaced
approximately 400m apart, or about 5 minutes walking time between each. Stops would be spaced
closer together on steeper streets, and strategically placed near pedestrian underpasses and
crossings. Where routes cross, stops should be moved closer to the intersection itself to allow easier
transfers.
The existing bus interchanges at Belconnen, City, Woden and Tuggeranong are well suited for
coordinated timed transfers, having been originally designed for this purpose. Specialised structures
such as these are not necessarily required for a timed transfer interchange, and in many town and
group centres it may be acceptable to build an on-street facility instead. Table 2 shows a list of
MetroBus station locations where coordinated transfers would occur.
Table 2.

Table of MetroBus stations

Station Name

Location

Type

Catchment

Connections

Gungahlin

Hibberson Street

On street

Gungahlin

DartBus,
Local buses

On street

Molonglo

Llocal buses

Molonglo
Weston

Molonglo Town
Centre
Near Weston group
centre

Woden

Current location

Tuggeranong

Current location

Lanyon

Near Lanyon group

centre

City

Current location

Kingston

Outside Kingston
Railway Station

Fyshwick

Queanbeyan
Kippax

Purposebuilt facility
Purposebuilt facility
Purposebuilt facility
On street OR
Purposebuilt facility
Purposebuilt facility
Purposebuilt facility

Iron Knob Street

On street

Current location,
upgraded
Location of current
bus terminus

Purposebuilt facility
Purposebuilt facility

Weston Creek
Woden Valley
Tuggeranong
Gordon, Conder,
Banks, Theodore,
Calwell
North Canberra
South Canberra

Notes

DartBus,
local buses
DartBus,
local buses
DartBus,
local buses
Local buses

Optional
station.

DartBus, local
buses
DartBus, local
buses

See notes

DartBus, local
buses

Queanbeyan

Local buses

West Belconnen

DartBus,
local buses

Belconnen

Community Bus
Station

Purposebuilt facility

Central and East

Belconnen

DartBus,
local buses

(Manuka)

Canberra Avenue

On street

Special stop for

Manuka district

No coordinated
transfers

Facilitates
connection
with D6, D2
routes.

Bypasses
Westfield bus
station via
basement car
park.
Noninterchange
stop on
alternative
Metro 2 route.

The MetroBus Network

2.3

January 2016

Technologies

One advantage of a bus-based rapid transit network for Canberra is the low monetary and time cost
of construction. In the short term, the existing bus fleet and vehicle types are sufficient to serve the
proposed network. Growing patronage of the trunk MetroBus routes in the medium term may strain
the capacities of even the Scania articulated and steer tag buses. Fortunately, very-high capacity
buses are available, including the AutoTram Extra Grand and the Van Hool AGG300, shown below.
Similar very-high capacity buses from other manufacturers are available, with various powertrains
including diesel, hybrid, overhead line supply, and battery all-electric.

Figure 3.

Figure 4.

AutoTram Extra Grand

Van Hool AGG300

The MetroBus Network

2.4

January 2016

Vehicle Automation

The ongoing development of driverless vehicle technology could be an opportunity for Canberra to
improve its service. Several cities around the world already use driverless train technology to run allday high frequency trunk services throughout the week, and it is now becoming possible for on-road
self-steering public transportation to be implemented (A. Walker, 2015; Baldwin, 2016).
Driverless buses would reduce the operating cost of public transport and would afford high
frequency feeder and trunk services spanning the entire city, with a wide scope including off-peak,
weekends, public holidays and even overnight.
Some countries including Switzerland, The Netherlands are already testing, or have tested, driverless
buses on a small scale (Boulton, 2015; Williams, 2015). Canberra should strive in the long term to
become a pioneer in developing and implementing a wide-scale driverless bus network, just as it
pioneered the trunk-and-feeder bus model in the 1970s.
Automated public taxicabs could also form a part of the network, providing a low-capacity, high
frequency feeder service that could work alongside the standard bus fleet, or replace it in low
demand periods. Further study should be conducted on this possibility to compare the costs,
feasibility, and other issues of standard feeder buses versus a driverless metrocar fleet, and how
the technologies could work together.

Figure 5.

2.5

Driverless minibus

Transport Corridors

While transport corridors could still form along arterial roads, high residential densities would not be
necessary to support transit. Instead, the main streets could become lined with low-rise shops, parks
and community facilities. Such corridors might form naturally as a result of voluntary behaviour
change away from the car and towards walking, complemented and enhanced by public transport.
The network aims to support the existing urban structure by providing good service to all parts of
the city.
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January 2016

7
Figure 6.

Rail and expanded DartBus network map

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January 2016

Upgrading to Rail

This section discusses a possible future upgrade and supersession of the MetroBus network by a
heavy rail network in the long term, should it be necessary.
With growing passenger demand, the service quality and passenger capacity provided by on-street
vehicles may not be sufficient in the long term to support a reliable and useable network. Should this
situation occur, an upgrade of the trunk MetroBus lines may be required.
A rail network supplanting the MetroBus network, running in a Class A right-of-way, would give
significantly greater reliability, punctuality, and capacity than any at-grade (i.e., Class B and C)
transport system could offer.

3.1

Alignment

A north-south trunk corridor running parallel to the Tuggeranong Parkway has been identified as
having the potential to carry a Class A rail line. Part of this corridor makes use of the Tuggeranong
Parkway cutting west of the road carriageway, and would also take over part of the Drakeford
Busway alignment (shown in Figure 2, p.3), should that option be taken for the MetroBus route.
A second corridor would consist of the City to Kippax section of the MetroBus 3 route (Figure 1, p.ii;
Figure 2, p.3), either retaining the MetroBus vehicles or being converted to light rail. The section of
this line east of Belconnen would operate in Class B right-of-way, while the section running on the
Ginninderra Transitway west of Belconnen would operate as Class A. This route could potentially be
extended east to the Airport.
A third corridor would connect the urban rail network to the NSW regional network via the City. This
stage would involve tunnelling beneath the lake and City from City Hill to Kingston Railway Station,
and a junction at Glenloch Interchange. Due to the likely high cost of this project, this corridor would
be built as the final stage of construction.

3.2

Staging

The rail network could be built in stages, gradually superseding the MetroBus network. Figure 7 (p.9)
shows how construction might be staged.
The north-south corridor would be the first stage constructed, connecting with the Belconnen-City
route at Belconnen Way. Major component requirements of this route would include the
construction of a viaduct over the Molonglo River valley, and negotiation of alignment through
Glenloch Interchange, possibly involving reconfiguration of the road junction. The MetroBus routes
may either be retained and modified during initial construction stages, or progressively deleted.
The next major stage would be the construction of a junction at Glenloch Interchange and an
underground station at City Hill, with a relocation of the bus interchange to Vernon Circle. This
8

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January 2016

station would require major excavation and tunnelling, and would present major changes to road
traffic. City Hill Park would be reconstructed over the station after its completion.
Finally, the urban rail network would be connected to the NSW regional rail network via a tunnel
linking Kingston Railway Station to the City station. Kingston Station would be rebuilt in a cutting to
allow direct access to the rail tunnel. The section between Kingston and Queanbeyan would be
duplicated for two-way rail traffic, and Queanbeyan Station would acquire additional platforms. A
new station at Fyshwick would allow transfers with the east-west DartBus route. If this stage of
construction were to be undertaken alongside Stage 2, some construction costs e.g. for City Station
might be shared with the NSW government.

Figure 7.
Staging of the rail network. A) Central corridor and Kippax-City line. B) Canberra Central Station and
Glenloch Junction, Kippax line extended to Airport. C) Lake tunnel connecting to NSW rail network.

3.3

Environmental Concerns

The rail alignment mostly avoids built-up areas. However, some residential areas such as Fetherston
Ridge, Weston, lie very close to the alignment and would require steps to minimise disturbance
during construction and operation.
Umbagong Park in Belconnen is a woodland and riparian reserve with significant Indigenous heritage
value (Ginninderra Landcare, n.d.). The Ginninderra Transitway is proposed to pass through this area
en route to Kippax. The route would stay close to the parks boundary as much as possible to
minimise incursion and avoid damage to heritage sites.
Mulanggari Grasslands Nature Reserve protects remnant native grassland habitat in Gungahlin. This
reserve contains habitats of endangered local fauna including the golden sun moth and legless lizard
(Riordan, 2014; Richter et al, 2009). The line must pass through this area to reach Gungahlin town
centre, and unless bored underground, disturbance is unavoidable. In this case a cut-and-cover
tunnel rather than a surface line would be preferable. Ecological damage can be minimised by
keeping the construction site as narrow as possible, relocating animals and plants if necessary, and
replanting and monitoring the site following completion of work.
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3.4

January 2016

Stations

Table 3 shows a list of all railway station locations in the network, as seen in Figure 6 (p.7). Most
stations would be accessible primarily by bus connections.
Station
Name

Location

Type*

Catchment

Connections

Gungahlin

Gungahlin Place

Subsurface

Gungahlin

DartBus,
Local buses

Fern Hill

Ginninderra Dr, east of

motorway overpass

Elevated

Bruce

Belconnen Way, east of

motorway overpass

Elevated

Molonglo

Hindmarsh

At intersection of
Tuggeranong pkwy and
proposed east-west
road
Hindmarsh Dr, west of
motorway overpass

Surface

Elevated

Kambah

Near group centre

Subsurface

Tuggeranong

Near intersection of
Athllon and Soward

Surface or
subsurface

Lanyon

Carpark at group
centre

Subsurface

East Belconnen,
North Canberra
Southeast
Belconnen,
North Canberra
Molonglo
Woden Valley,
Weston Creek
North
Tuggeranong
Greenway,
Eastern and
central
Tuggeranong
Gordon, Conder,
Banks, Theodore,
Calwell

DartBus

DartBus,
local buses
DartBus,
local buses
DartBus,
local buses

DartBus,
local buses
DartBus,
local buses,
regional trains
and buses,
(High Speed Rail)
DartBus,
local buses,
regional trains
andbuses

Underground

City, Central
Canberra

Kingston

Current location

Surface

South Canberra

Fyshwick

Adjacent to Newcastle
St bridge

Surface

See notes

Queanbeyan

Current location

Surface

Queanbeyan,
Googong

Surface

West Belconnen

elevated

Northwest and
West Belconnen

DartBus

Ginninderra

Optional

DartBus,
local buses

City Hill, with bus

interchange on Vernon

Location of current bus

terminus
Intersection of
Ginninderra Dr and
Kingsford Smith Dr

Optional

DartBus,
Ginninderra Line

Canberra
Central

Kippax

Notes

DartBus,
local bus
Local buses,
regional trains
and buses
DartBus,
local buses

Belconnen

Community Bus Station

surface

Central
Belconnen

DartBus,
local buses

Airport

Site of open air car

park

surface

Airport

Local bus,
airlines

Optional

Station rebuilt
in a cutting for
tunnel access.
Facilitates
connection
with D6.
New platforms
built.

Bypasses
Westfield bus
station.

10

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January 2016

Notes on station type:

surface: entire structure is above ground, at surface level.

subsurface: structure is built partly below ground level, but with raised roof or skylight elements.
underground: entire structure is below ground.
elevated: structure is built above ground, with platform level on an upper storey.

Bus interchanges located away from railway stations, e.g. Woden, would still be served by local
buses and DartBuses, with direct connections to nearby railway stations. Stations would be designed
to simplify passenger transfers between trains and buses, in a similar fashion to those on Perths
Mandurah Line. A similar arrangement could be made at a smaller scale where a DartBus route
passes under or over a local bus route, for example at Carruthers Street and Yarra Glen.
Most stations on the network would have direct DartBus access, with some also being served by
local buses. Queanbeyan Station would be linked to the DartBus service on Canberra Avenue via
local buses on Crawford Street.

3.5

Rolling Stock and Gauge

The Downer/Bombardier B-series EMU operated by Transperth is a narrow-gauge train capable of

carrying 600 passengers, at speeds of up to 130 km/h. A standard gauge variant of this unit may be
suitable for Canberra in the future should standard gauge be pursued for the network. Standard
(1,435mm) gauge would be an appropriate gauge choice for the network as it would integrate easily
with NSWs rail infrastructure. On the other hand, building narrow (1,067 mm) gauge track would
allow trains identical to those already used by Transperth to operate. If narrow gauge were to be
chosen for the network, dual gauge track between Queanbeyan and Canberra Central would allow
NSW regional trains to reach the city centre.

Figure 8.

Transperth B-Series train.

11

The MetroBus Network

January 2016

The Kippax-Airport line travels much of its route on-street, in Class B right-of-way. As such, a heavy
rail vehicle would be inappropriate due to its size and weight. The line could be served either by a
very-high capacity bus (see Section 2.3, p.5) or by a light rail vehicle. A high-floor, level boarding
(stairless) vehicle similar to Calgarys Siemens S200 would be preferred. High-floor trams have
several advantages over low-floor models including higher seating capacity, stability, greater top
speed, and greater turning speed with less noise. As trams on this line would only travel express,
between specialised platforms, the inability to board from street level would not be an issue.

Figure 9.

3.6

Siemens S200 for Calgary Transit, Canada.

Integration with the NSW Regional Network

The following topic is beyond the scope of the ACT Government, but has been included here to
encourage further discussion.
An urban rail network integrated with the NSW regional network has the potential to transform
Canberra into a major focal centre of an intercity and regional transit network. Improvements to
NSWs rail network and services, in cooperation with city councils and private bus operators to form
a Verkehrsverbund (transit alliance), could create a state-wide integrated transit system enabling
journeys between any town and city without need of a car.
The proposed high-speed rail line connecting Melbourne, Canberra and Sydney could serve as the
main trunk of a multi-nodal hub-and-spoke network, with Canberra as the main hub of the Southern
Tablelands region. A similar system is successfully used in Switzerland to connect tiny remote villages
to larger towns and cities using a combination of trains and buses, with timed transfers and a regular
clock face schedule (Mees, 2009, p.136; Stone, 2013).

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January 2016

References and Further Reading

Image credits
"AutoTram Extra Grand 2013" by Rainerhaufe (Diskussion) 08:32, 2. Jul. 2013 (CEST) - Selfphotographed. Licensed under CC BY-SA 3.0 via Commons.
[https://commons.wikimedia.org/wiki/File:AutoTram_Extra_Grand_2013.JPG#/media/File:AutoTram
_Extra_Grand_2013.JPG]
"Qbuzz 4203 Utrecht Europalaan 2014" by Maurits90 - Own work. Licensed under CC0 via Commons.
[https://commons.wikimedia.org/wiki/File:Qbuzz_4203_Utrecht_Europalaan_2014.JPG#/media/File:
Qbuzz_4203_Utrecht_Europalaan_2014.JPG]
Two of these small driverless buses will hit the roads in Switzerland in Spring next year.
[http://static.independent.co.uk/s3fspublic/styles/story_large/public/thumbnails/image/2015/11/09/11/driverlessbus.jpg]
"Transperth Sets" by DBZ2313 at English Wikipedia. Licensed under CC BY 3.0 via Commons.
[https://commons.wikimedia.org/wiki/File:Transperth_Sets.JPG#/media/File:Transperth_Sets.JPG]
"The Mask, one of three exterior visual concepts presented by Siemens Canada to Calgary Transit for
60 new Light Rail Transit vehicles ordered by the City of Calgary" by CNW Group/Siemens Canada
Limited. [http://www.newswire.ca/news-releases/siemens-canada-awarded-order-by-city-ofcalgary-to-provide-next-generation-of-lrt-vehicles-512932361.html]
[http://photos.newswire.ca/images/download/20130912_C6707_PHOTO_EN_30776.jpg]

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Baldwin, R. (2016, January). Self-driving buses will be a big part of the transit puzzle. Engadget
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Boulton, D. (2015, November). Driverless buses set to hit public roads for the first time in
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January 2016, [http://atrf.info/papers/2013/2013_stone.pdf]
Walker, A. (2015, October). 5 Cities With Driverless Public Buses On The Streets Right Now. Gizmodo
[Online publication]. Retrieved 30 December 2015, [http://gizmodo.com/5-cities-with-driverlesspublic-buses-on-the-streets-ri-1736146699]
Walker, J. (2010, 30 November). Basics: finding your pulse. Human Transit [Weblog]. Retrieved 21
December 2015, [http://humantransit.org/2010/11/basics-finding-your-pulse.html]
Williams, O. (2015, August). The Netherlands is getting self-driving shuttle buses, but theyre slow as
hell. TheNextWeb Insider [Online publication]. Retrieved 30 December 2015,
[http://thenextweb.com/insider/2015/08/21/the-netherlands-is-getting-self-driving-shuttle-busesbut-theyre-slow-as-hell/#gref]

Articles of Further Interest

Mees, P & Dodson, J. (2011). Public Transport Network Planning in Australia: Assessing current
practice in Australias five largest cities.
https://www.griffith.edu.au/__data/assets/pdf_file/0004/299452/urp_rp34_mees_dodson_2011.pd
f
Mees, P & Groenhart, L. (2012). Transport Policy at the Crossroads: Travel to work in Australian
capital cities 1976-2011.
http://mams.rmit.edu.au/ov14prh13lps1.pdf
My Gungahlin (2013, June). Rare reptiles are thriving in Gungahlin's grassland reserves.
http://www.mygungahlin.com.au/posts/rare-reptiles-are-thriving-in-gungahlins-grassland-reserves
Fraunhover: Autotram Extra Grand
http://www.autotram.info/en.html
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The MetroBus Network

January 2016

EcoLogical Australia. (2013, March). Striped Legless Lizard Surveys 2012: Gungahlin Grassland Nature
Reserves-Crace, Mulanggari and Gungaderra. Conservation Planning and Research, ACT
Government.
http://www.environment.act.gov.au/__data/assets/pdf_file/0010/576793/SLL_Gungahlin_Survey.p
df
Devney, J. (2014). Redesigning Bus Networks to be Simpler, Faster and More Connected.
http://www.aitpm.com.au/ArticleDocuments/249/Transport_Planning_Session_2John_Devney_Redesigning_bus_networks_to_be_simpler_faster_and_more_connected.pdf.aspx?E
mbed=Y
Gizmag: AutoTram Extra Grand carries 256 people
http://www.gizmag.com/autotram-extra-grand-worlds-largest-bus/24053/
Eltis: Europes first driverless bus trial begins in Sardinia (Italy)
http://www.eltis.org/discover/news/europes-first-driverless-bus-trial-begins-sardinia-italy
QZ: Forget self-driving cars, we should be focusing on self-driving buses
http://qz.com/290281/forget-self-driving-cars-we-should-be-focusing-on-self-driving-buses/
Wikipedia: Bombardier Flexity Swift
https://en.wikipedia.org/wiki/Flexity_Swift#High-floor_versions

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