Thanks for sharing, I haven't been on the obahn since the late 90's during in my high school years. Nostalgic trip down memory lane. Fast, efficient network with a picturesque ride through linear park.
Was on something like that when in Adelaide seeing loved ones with my Mum in 2018 going to Para Munno.Was weird seeing it transfer to road to rails once it went under the Passover .What an adventure that was when we were both with a loved one boarding this from the city to Para munno.The other option is the Local trains or Tram network ,Loved our holiday down under 4 years ago from Edinburgh to Birmingham,Birmingham to Dubai,Then Dubai to Sydney ,Then the Indian Pacific Express train from Sydney to Adelaide at 3:30 pm and 23 and Half hours after that at 3pm arriving at Addie .Love Adelaide ❤️🇦🇺
@Craig F. Thompson, So true. The bus companies such as Scania, Volva and others are looking to eat your hard earned taxpayer money. This brings in the big bucks for bus industry while passengers suffer with infrequent services at the branches (away from the busway), noise pollution from large rubber tyres and overcrowding in stations. Buses are only for low to medium capacity applications, not for high capacity!
@@leaflaneleft Correct but the tunnel in particular is pretty notorious for unauthorized access thats why they have boom gates at each end of the tunnel to prevent this but I was told by a driver people are still dumb enough to ignore the signs and drive into the tunnel. At least with the tunnel its not an open pit so the offending vehicle gets away without crashing. Once you enter the obahn track on Hackney Road though its an open pit so cars dont normally get very far before they have to be towed/pulled out. There are always dumb/drunk people that drive onto the track
It’s a priority lane into the city for buses, the stops between that area is Klemzig Interchange & Grenfell St everything in between that is what you would have seen in the first part of the video
The busway tunnel can be converted for tramway or mag-lev use in future generations when the O-Bahn reaches the end of its usefulness life. I hope the busway system still stays for the State Bicentenary in 2036!
Wrong! Buses can never replace trains even if both of them are fully grade separated. A train can carry 1,000 people per train with 8 carriages and each carriage 22 m long while a rigid and an articulated bus can carry only 60 and 88 people respectively. However, a bi articulated bus can carry 140 - 180 passengers per unit depending on the bus's size. Capacities as given in the international standard of 4 passengers/m^2. Now you can see why heavy rail (steel wheels on steel rail) is a perfect choice for routes with high demand and not monster bi articulated buses.
Silly question. There're so many sharp bends on the O'bahn system. If these buses travel at a maximum speed of 120 km/h between Gilberton and Tea Tree Plaza (TTP), the buses could derail and tip over in a catastrophic accident.
@@user-rs1990 I guess it's a busway and it's something technical like the bus will derail? But trains here travel at 100 kh/m. To hell with it, I have done alot faster going down grade on my bicycle than that speed.
The O-Bahn was designed around the concept of the curb-guided busway, a type of public transportation system rarely implemented in practice. Indeed, it's very name comes from the combination of the German words for bus (omnibus) and path (bahn)
I think this is a cool idea, but stupid at the same time. just build a light rail line that uses diesel LRVs. God even in Germany their buses shake and rattle when they drive. you think their roads would be extremely superior. look at the Autobahn. I doubt you hear all that rattling on there. why cant transportation departments get all the dents out of our roads even when they spend Billions to resurface them? in Cleveland they have the Health Line. its a bus that runs in its own dedicated part of the road and has traffic signal priority.
Sorry Buses are rattling cause of the suspension which is nearly non existing. And Autobahn is superior compared to the pothole highways anywhere else in the world.😁 On thing, why fucking Diesel? They should go all electric.
@@hoover517 I think the cost of light rail in the early 80s also was about 120 million where as this was 80 million from memory which was main reason it won over the light rail proposal.
What's all the fuss of a bus going through a tunnel?? No matter how good a bus service is, a bus is still a bus and not a train! Quite tragic that you channel RS 1990 find buses interesting. The O'bahn/ guided busway in Adelaide is unfit for purpose whilst copying heavy rail. I'm so glad Melbourne have kept their trams unlike Adelaide, Perth, Sydney & Brisbane who had destroyed theirs. Also, the bus industry does excessive marketing and an unrealistic capacity expectation of 18,000 passengers/hr per direction (20 seconds headway with regular articulated buses). The reality is that the O'bahn has a peak capacity of 5,000 passengers/hr in rush hour and 2,000 passengers/hr or less in on non rush hour. An O'bahn is a railway done on the cheap. Heavy rail such as suburban or metro trains are far superior options than a crappy O'bahn/ guided busway in every possible aspect. This includes capacity, safety, ride quality and rolling resistance. It's time to replace the O'bahn or bus industry rubbish with a genuine, bonafide suburban or metro (subway, third rail) train with steel wheels on steel rail only!
@@user-rs1990 , trams/ light rail don't have the speed and frequency of suburban or metro (subway) train. So why bother with light rail or busway as both of them are a scam in the real world. Our Bombardier Flexity and Alstom Citadis trams can't couple together form a larger tram consist like ones in Sydney. I had used the Botanic Gardens tram service from Botanic Gardens to Entertainment Centre (End to End) which had taken 20 minutes for a 4.25 km trip. The tram on the Botanic Gardens line would have an average speed of 13 km/h. 13 km/h average speed is considered very slow and I can ride a road bike with an average speed of 27 km/h on flat (Good day: Very little wind) non stop. If I can cycle faster than using a snail tram or bus, I will never use public transport. Average speed, time and frequency matter! The bleeding obvious: Time is precious and not to be wasted! Also, the trams in Adelaide only have an actual capacity of 2,000 passengers/hr per direction on the Glenelg line during rush hour; They never reach the theoretical capacity of 20,000 passengers/hr per direction. Trams/ light rail suck due to short station spacing of 200 m - 600 m unlike suburban or metro rail which has a station spacing of 1.3 km - 6 km. A metro system with 1,350 people per train (10 carriages, each @ 22 m long) can output 40,000 - 50,000 passengers/hr per direction (High frequencies of 1.5 - 2 minutes). Trams in Adelaide never have traffic light priority over pedestrians and cars unlike ones in the Gold Coast & Canberra. Its recommended in Adelaide that we should build more grade separated bikeways (not shared with pedestrians like Torrens Linear Park) citywide to encourage more active transport over a slow and useless tram/ light rail. These bicycles can be parked at suburban train or metro stations in secure bicycle parking facilities done like the Netherlands. Since Adelaide is fairly spread out, this makes it perfect to invest into cycling whilst much cheaper than snail light rail. See the link below ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-9HdqTZs3vjU.html Then, investments can be made for fully grade separated heavy rail instead of tram/ light rail rubbish. These bikeways can connect with major heavy rail stations for suburban or metro trains, improving travel time for those who live further from Adelaide CBD. What's not to love with heavy rail's form and functionality? Why is there an obsession with trams/ light rail if they're worse than heavy rail in every possible way?
@@michaeleverett1479 Australian cities with their urban sprawl don't have the density to support metro and rail systems by themselves. Buses are necessary to transport people to and from heavy rail stations and other parts of the city/suburb (not everyone owns/wants to own a car or ride a bike)
@@realdeal350, A multimodal public transport system of buses, trams, trains, metros, monorails and busways always work together. - Buses for low capacity and low to medium speed routes or supplement the trains as feeder and cross city routes. - Trams are low to medium capacity and low to medium speed routes. Trains for high capacity (backbone) and high speed public transport. Radial (into the city) public transport routes are best used by trains in any decently sized city including Adelaide. Perth has a fantastic public transport system despite having more urban sprawl and even lower density than Adelaide. Adelaide has the same population as Perth, but Perth's public transport is far better. The buses in Perth are more frequent with feeder & cross city routes while connecting them to the trains. Yet, the Mandurah (South) and Joondalup (North) train lines in Perth have an annual yearly patronage of 20 million and 17 million passengers respectively. In Adelaide the Gawler (North) and Seaford (South) train lines have an annual yearly patronage of 4 million passengers for both lines. The Adelaide O'bahn busway copies a conventional steel wheeled train lines. Buses by nature are always smaller vehicles than trains. Many cities don't build a guided busway or even a regular busway as buses have severe capacity constraints per unit. The third world cities such as Bogota, Curitiba and Jakarta use regular busways as they can't afford to build a suburban train or metro system. A largest bus known as the biarticulated model carries 150 passengers per bus. The crazy capacity figure of 40,000 passengers/hr per direction for Bogota's busway is impossible in practice. In Bogota, there're 8 bus routes running on a reserved bus lane with traffic light priority and special busway stations with turnstiles (for rapid boarding like a metro system). Busways should only be built for small cities or towns, not large cities with high activity centres. Yes, a suburban train or a metro system costs more to build than a regular busway, but the long terms increasing the corridors capacity with segregated rail far outweigh the potential costs of building the trains. Land use and zoning around the train stations are extremely important; if zoning is done correctly, a train station can be a residential, commercial or an industrial centre in its own right. Any fast public transport system has the problem of the first and last kilometre problem. The O'bahn busway stations are 2 km - 5 km apart. In Adelaide, most people actually drive by car to one of the park n rides of the O'bahn busway stations. So, many bus routes branching from Klemzig, Paradise and TTP during peak hours are extremely infrequent, indirect, slow and are always empty. Maximum capacity of Adelaide O'bahn is 5,000 - 5,000 passengers/hr per direction during morning and after peak hour. 23 bus routes of all stations and express service service the O'bahn busway with some services branching from Klemzig and Paradise stations. The Adelaide O'bahn is a very bad investment in public transport. We in Adelaide need to stop neglecting trains for third world buses and O'bahn/ guided bus or bus industry rubbish. A networked public transport system is the best solution for Adelaide with a clear hierarchy of buses, trams, trains. Straddle beamed monorails (rubber tyred, elevated with entire grade separation) can work for high capacity applications in some cases.
@@michaeleverett1479 I do agree with you 100%, I just seem to have misinterpreted your initial comments as being anti-bus across the board when you meant that buses are for those reasons you mentioned above. I and a lot of people in Melbourne right now would like to have a word with the person who designed the busway to Doncaster as part of the North East Link project... the corridor has always been reserved for a Doncaster rail line and that's what we want!
