RAIL - Back On Track Forum

The Sunshine Coast Case Report
Rail duplication Beerburrum to Nambour

For:    Annastacia Palaszczuk MP, Minister for Transport and Multicultural Affairs
Date:  Tuesday, 30th August 2011

Purpose of this meeting?

To make the Transport Minister aware of the significant issues surrounding passenger rail services and freight rail transport between Brisbane and the Sunshine Coast.
This section is a part of the North Coast Line (NCL).

The NCL is a 1680km national north-south freight corridor from Brisbane to Cairns.
It is predominately a single line, 3' 6" narrow gauge track.

The Sunshine Coast section of this railway has a great potential for encouraging the use of public transport and easing congestion on the Bruce Highway between Brisbane and the Sunshine Coast.
Rail travel times can be reduced, services can be increased and reliability can be improved.

After June 6 when the new timetable was implemented, Brisbane to Sunshine Coast journey times became longer (time-wise) than those pre June 6 - which already are the longest (both time-wise and distance) on the SEQ rail network.

There are significant cost savings to be made by moving freight off roads and onto rail and this also limits carbon emissions. Highway road maintenance can be reduced by a decrease in heavy vehicles. Road accident costs can be saved and road trauma reduced.

In its' present state the rail services are severely limited due to a single line congested track from Beerburrum north to Nambour/Gympie.
As a symptom of its congestion, 44% of total passenger weekday services from Caboolture to Nambour (Sunshine Coast) are rail buses in lieu of trains.
This 54km journey by car takes approx. ½ hour, but by rail bus it's up to 1½ hours.
This does not promote public transport use.

The need to upgrade this section of the NCL has been identified in several planning and
policy documents, including the SEQ Regional Plan 2005-2026, the SEQ Infrastructure Plan
and Program 2005-2026, the Draft TransLink Network Plan 2005, and the Rail Network
Strategy for Queensland 2001-2011.

What needs to occur?

The urgent duplication of the line from Beerburrum to Nambour to allow for real improvements, i.e. better transit times, more services and improved reliability to Sunshine Coast passenger and NCL freight rail services.


The Evidence:

Point 1.

Queensland Government Population Projections, 2011 Edition.
http://www.oesr.qld.gov.au/products/publications/qld-govt-pop-proj-qld-sd/index.php (http://www.oesr.qld.gov.au/products/publications/qld-govt-pop-proj-qld-sd/index.php)

The Sunshine Coast will grow by 60% in the next 20 years and is the
3rd highest growth area in Queensland.   It's 2nd highest in the south-east quarter.
The population today (2009) is 323,400 and is projected to be 508,200 in 2031.

Point 2.

A joint report produced by both State and Commonwealth Government departments,
the 2007 Brisbane-Cairns Corridor Strategy exposes the critical need for rail duplication to improve freight & passenger services and relieve congestion on the line.
http://www.infrastructure.gov.au/transport/publications/files/Bris_Cairns_Corridor_Strategy.pdf (http://www.infrastructure.gov.au/transport/publications/files/Bris_Cairns_Corridor_Strategy.pdf)

This strategy was developed by;
The Australian Government Department of Transport and Regional Services (DOTARS); the Queensland Department of Main Roads (QDMR) and Queensland Transport (QT).

This 2007 Strategy identified 7 major strategic issues. First and foremost being:
"the efficiency and safety of passenger and freight movement in the section between Brisbane and Gympie;" and another:
"the competitiveness of the North Coast Railway Line and its capacity to handle long-term growth in freight;"

The 2007 Strategy, in its' analysis under Current Corridor Performance p7, states;
"a major current impediment to the corridor's overall performance" as
"rail congestion between Brisbane and Nambour."

TABLE 3 Summary of Transport Issues in Regional Centres, tells us on p13, with reference to Caboolture, Sunshine Coast and Gympie track sections;
"Poor rail track alignment impedes efficient transit times."

Under Short Term Priorities (to 2015) p19, it recommends;
"Continue the current programme of road and rail works ... aimed at addressing rapid growth on the corridor between Brisbane and Nambour/Gympie."
This is with reference to increasing rail freight capacity.


Most Likely Future Scenario, p14 predicts;
"up to four per cent a year growth for rail freight."

Under Rail, p15, it says;
"If freight transport growth was sustained at more than three per cent a year, there is concern that current NCL infrastructure may not enable rail freight to grow at the same rate, thereby resulting in the freight growth over three per cent a year 'spilling over' to road transport."
See Non-Bulk Freight Growth section at bottom of Page 5 of this report.

Unfortunately, all work ceased on the rail duplication work in April 2009, leaving a single line bottleneck from Beerburrum. It did not result in improvements to rail services, nor did it reduce travel times.

In fact, the latest timetable revisions resulted in increased (not reduced) travel times!

A Ministerial briefing note dated 15 July 2009, confirms that the benefits of increased capacity would not be fully realised until the rail duplication is completed to Landsborough.


Point 3.

This infrastructure construction work has been delayed until 2020 for duplication and realignment to Landsborough (originally promised by Hon. Paul Lucas by mid-2012). The Nambour duplication was originally proposed for completion by 2026, but now is delayed until at least 2031.
These works are a part of the South East Queensland Infrastructure Plan and Program (SEQIPP) for 2010-2031.

Point 4.

Caboolture to Landsborough Rail Upgrade Study: Needs Assessment
by Queensland Transport (2002),
http://www.arup.com.au/clrs/genfiles/needs_assessment_executive_summary.pdf (http://www.arup.com.au/clrs/genfiles/needs_assessment_executive_summary.pdf)

Conclusion p(iii), states;
"In summary, it has been concluded that the majority of the desired levels of service cannot be met with the existing rail infrastructure.
Hence, an upgrade of the Caboolture to Landsborough (my note: NOT Beerburrum) section of the main north coast rail line is needed."
   
The needs assessment found that an upgrade (my note: to Landsborough) will:
"improve the level of service for passenger and freight rail services in terms of service frequency, hours of service, seating capacity, freight capacity, reliability, and travel time; allow for a progressive increase in rail services throughout the day and a consequent decrease in Rail bus services in the corridor;"

44% of weekday trains are buses, there's no rapid rail service to the Sunshine Coast.

Point 5.

Landsborough to Nambour - Initial Advice Statement
by Arup Engineers (2007),
http://www.dip.qld.gov.au/docs/library/pdf/mp_landsborough_nambour_rail_IAS.pdf (http://www.dip.qld.gov.au/docs/library/pdf/mp_landsborough_nambour_rail_IAS.pdf)

The 'Initial Advice Statement' to the Queensland government for the Landsborough-Nambour rail corridor stated under:

Section 2.3.2.1 "Do nothing" Option;
"It is likely that the region would experience adverse socio-economic effects should the NCL between Landsborough and Nambour not be upgraded."

"Increases in demand are likely to significantly challenge the ability of the current infrastructure to support an acceptable level of rail service in the future."

Point 6.

Inner City Rail Capacity Study: MBP (2008),
http://www.tmr.qld.gov.au/~/media/da0198b7-14c9-4603-98db-0bfa1ed65fe3/pdf_icrcs_stage_3_technical_pre_feasibility_appendix_a_3_passenger_demands.pdf (http://www.tmr.qld.gov.au/~/media/da0198b7-14c9-4603-98db-0bfa1ed65fe3/pdf_icrcs_stage_3_technical_pre_feasibility_appendix_a_3_passenger_demands.pdf)

This study produced for Queensland Transport and jointly prepared by Maunsell |AECOM, Parsons Brinckerhoff, KPMG, Veitch Lister Consulting (vlc) & SYSTEMWIDE, states under;
Service Numbers – North  p20,
"The Caboolture and North Coast lines have the greatest forecast increase in patronage before 2026, whereas the Shorncliffe, Doomben and Airport lines are NOT expected to increase greatly."

Point 7.

Submission to Infrastructure Australia re: the Brisbane Cairns Corridor (2008 from 2006 paper) by Dr. Philip Laird, FCILT, Comp IE Aust, University of Wollongong
http://www.infrastructureaustralia.gov.au/public_submissions/published/files/82_smasuniversityofwollongong_SUB.pdf (http://www.infrastructureaustralia.gov.au/public_submissions/published/files/82_smasuniversityofwollongong_SUB.pdf)

Reduction of total costs including external costs.  p2,
"Rail is three times more efficient than road in using fuel to move freight."

A special corridor. p5, Section 4B.
"The Caboolture - Nambour track is now probably the most congested section of single rail track in Australia. It was recognised as congested as long ago as 1994 in the BTCE report of the National Transport Planning Taskforce."

This congestion is shown by freight train curfews during peak hours, expanding the Brisbane Rockhampton electric tilt train transit time from 7 hours (pre-2003) to the
7 hours and 25 minutes it is today, and the ubiquitous (44% weekly services) rail bus.

Point 8.

The Sunshine Coast Regional Council Interim Roadmap 2010 (2010)
http://www.rdasunshinecoast.org.au/wp-content/uploads/2010/11/Sunshine-Coast-Interim-Regional-Roadmap-Final-20101125-v3_online1.pdf (http://www.rdasunshinecoast.org.au/wp-content/uploads/2010/11/Sunshine-Coast-Interim-Regional-Roadmap-Final-20101125-v3_online1.pdf)

Section 2.12 Transport, states;
... "transport demand has been growing strongly as well. There are signs that the currently (sic) infrastructure is having difficulty coping with the current demand."
"Visitors to the region ... are saying that congestion on the Bruce Highway is a deterrent."  

"A number of initiatives are proposed to alleviate some of the demand and these include:
Major network additions
(e.g. the proposed CAMCOS public transport corridor, North Coast Rail duplication or the Multi Modal Transport Corridor)."  

Section 2.12 Transport; goes on to state;
"However, even these would not adequately meet the projected demand under each population scenario and more would be required to meet the needs of a substantial population increase."  

A reported 87,000 person increase in Sunshine Coast residents (SCD 26.8.2011) in Caloundra South, Palmview and other coast growth areas within 10 years will require infrastructure improvements between Brisbane and the Sunshine Coast.

Point 9.

National Transport Commision (sic) Rail Productivity Review Submission
by QR Limited (2008),
http://www.ntc.gov.au/rfcDocuments/QR%20Limited2008100614090277.pdf (http://www.ntc.gov.au/rfcDocuments/QR%20Limited2008100614090277.pdf)

It identified the major problem for freight on p11,
"The infrastructure for longer trains also needs to be provided. Train lengths on Queensland's North Coast Line are limited by the length of the smallest loop (currently 682 metres). The prospect of a doubling of average freight train length on a rapidly growing and potentially rail-friendly corridor represents one of rail's most significant national productivity opportunities."
This shortest passing loop on the NCL is located at Palmwoods (between Nambour/L'borough)

Point 10.

QR Submission to Productivity Commission
by QR Limited (5 July 2006),
Review of the Economic Costs of Freight Infrastructure and Efficient Approaches to Transport Pricing
http://www.pc.gov.au/__data/assets/pdf_file/0004/48577/sub053.pdf (http://www.pc.gov.au/__data/assets/pdf_file/0004/48577/sub053.pdf)

North Coast Line Study, p94,
This analysis includes an estimate of the future transport task (based on underlying market growth rate estimates) in the corridor and identification of the economic benefits for government and society associated with investment in rail ...

Note: Figures below refer to North Coast Line from Brisbane to Cairns and are $2006.
An investment of circa. $300 million in a number of "below rail" projects on the NCL could result in: (note present value PV = 2006 dollars)

   Extraction of just over 850,000 tonnes of general freight / containerised traffic from road to rail on NCL markets.
   Road accident cost savings of Present Value $43 million over 20 years.
   Environmental gains valued at PV $23 million over 20 years.
   Road pavement / maintenance savings of PV $94 million over 20 years from reduced heavy truck movements.
   Benefits associated with better transit times, improved service reliability and improved service availability valued at PV $127 million over 20 years.
   Benefits to rail operators and customers valued at PV $143 million over 20 years.
   Potential reductions in rail freight costs in the range of 2% to 6% across NCL markets if gains to "above rail" operators are passed on to customers.
   An increase in GTKs (gross tonne kilometres) on the NCL associated with additional containerised traffic of 34% 'over and above' underlying growth.

The figures shown above total $430m (in 2006 dollars) in potential savings, for a $300m (in 2006 dollars) outlay.

Non-Bulk Freight Growth, p107,
From Table A.3 Rail and Road expected average annual growth rates, 1999 to 2025.

Corridor             By Rail   By Road
Sydney - Perth       4.4%    3.0%   HIGHEST FREIGHT GROWTH
Brisbane - Cairns      4.2%      4.0%     SECOND HIGHEST FREIGHT GROWTH

Original Source: BTRE (2006), Demand Projections for Auslink Non-Urban Corridors: Methodology and Projections, Working Paper 66, Table 2.16.

Summary:

The issues identified are:

1.   Significant population pressures on the Sunshine Coast. It has the 3rd highest growth in Queensland, after West Moreton and Mackay respectively. (Source Qld. Gov't statistics)
60% growth projected between 2009 and 2031.

2.   Congestion: The 2007 Brisbane-Cairns Corridor Strategy identifies "a major impediment to North Coast Line overall performance" as "rail congestion between Brisbane and Nambour."

3.   Rail congestion limits passenger services.
This is confirmed by the 26 buses that replace passenger trains every day.
44% of weekday services from Caboolture to Nambour are rail buses which take up to 3 times longer to travel 54km (car ½ hour, rail bus up to 1½ hours).

4.   Rail congestion limits freight services.
Freight curfews operate (limits on freight train movement during peak travel times).
1500m freight trains cannot operate here due to short passing loops (currently 682m).

5.   "Poor track alignment impedes efficient transit times" for passengers and freight.
Winding tracks and steep grades inhibit rail service speed and efficiency.

6.   Improvements from the $298m rail works between Caboolture and Beerburrum, completed in April 2009, will not be fully realised until the duplication is completed through to Landsborough. No gains were achieved by the early cessation of work. Beerburrum is now a bottleneck.

7.   Under the 'Do Nothing' scenario ...
"It is likely that the region would experience adverse socio-economic effects should the NCL between Landsborough and Nambour not be upgraded."
Arup Engineers (2007)

8.   "Increases in demand are likely to significantly challenge the ability of the current infrastructure to support an acceptable level of rail service in the future."
Arup Engineers (2007)


That future is here.



Objectives: What do I hope to achieve?

Construction of the duplication of the North Coast Line (NCL) from Beerburrum through to Landsborough ASAP with planning and funding for completion to Nambour by 2020.
Timeframe: Landsborough to Nambour - Initial Advice Statement by Arup Engineers (2007) p9.

The duplication of the line will benefit the national north-south freight corridor and enable improvements to world class standard for Brisbane to Sunshine Coast rail services.

Conclusion:

The evidence of the urgent need for the North Coast Line duplication from Beerburrum to Nambour is indeed overwhelming (and growing rapidly).

FF:  Did you get any written response to your presentation, or was a handshake and a thank you all you received, or could expect to receive?

Hi SW,
I was told that they (the government) would respond to my report.
I am unaware what form this response may take.
The Minister said that there were a couple of points worth looking into.

Regards,
Fares_Fair.

Quote from: Fares_Fair on September 19, 2011, 22:20:52 PM
Hi SW,
I was told that they (the government) would respond to my report.
I am unaware what form this response may take.
The Minister said that there were a couple of points worth looking into.

Regards,
Fares_Fair.

If there are only a couple of points then she really is an idiot.

Also FF considering once the SC is duplicated it will most likely be as busy as the GC line should it be made clear that when he duplication happens quad ing to north gate will be needed?

Thanks FF.  I would have thought that all your points were worth looking into.  Of course, the Minister's reply is the mirror response.  'I will look into it.'

Quote from: O_128 on September 19, 2011, 22:40:05 PM

Quote from: Fares_Fair on September 19, 2011, 22:20:52 PM
Hi SW,
I was told that they (the government) would respond to my report.
I am unaware what form this response may take.
The Minister said that there were a couple of points worth looking into.

Regards,
Fares_Fair.

If there are only a couple of points then she really is an idiot.

Also FF considering once the SC is duplicated it will most likely be as busy as the GC line should it be made clear that when he duplication happens quad ing to north gate will be needed?

Not only will track amplification be needed Petrie to Bowen Hills but without CRR where do all these additional services go when they reach Bowen Hills with the lines through the CBD already bordering on capacity to operate reliably.

Quote from: O_128 on September 19, 2011, 22:40:05 PM

Quote from: Fares_Fair on September 19, 2011, 22:20:52 PM
Hi SW,
I was told that they (the government) would respond to my report.
I am unaware what form this response may take.
The Minister said that there were a couple of points worth looking into.

Regards,
Fares_Fair.

If there are only a couple of points then she really is an idiot.

Also FF considering once the SC is duplicated it will most likely be as busy as the GC line should it be made clear that when he duplication happens quad ing to north gate will be needed?

In all fairness to her, I wouldn't say that.
You do not get to be in such a position like that, AIUI she has a law degree.
Whilst I sensed that she didn't like what I had to say, (and maybe I am wrong) she did listen politely.
A response will be forthcoming and that is (hopefully) a good thing.

Regards,
Fares_fair.

Quote from: Fares_Fair on September 20, 2011, 16:26:26 PM

Quote from: O_128 on September 19, 2011, 22:40:05 PM

Quote from: Fares_Fair on September 19, 2011, 22:20:52 PM
Hi SW,
I was told that they (the government) would respond to my report.
I am unaware what form this response may take.
The Minister said that there were a couple of points worth looking into.

Regards,
Fares_Fair.

If there are only a couple of points then she really is an idiot.

Also FF considering once the SC is duplicated it will most likely be as busy as the GC line should it be made clear that when he duplication happens quad ing to north gate will be needed?

In all fairness to her, I wouldn't say that.
You do not get to be in such a position like that, AIUI she has a law degree.
Whilst I sensed that she didn't like what I had to say, (and maybe I am wrong) she did listen politely.
A response will be forthcoming and that is (hopefully) a good thing.

Regards,
Fares_fair.

I know lots of people with law degrees and they are idiots as well. And in the labor party you actually do.

FF, is the business case/feasibility study/EIS and etc all done, or is everyone going to sit on there hands so even when the money is there it won't take another 2 years to get it all done.

Hello O_128,

AIUI, the works to Landsborough are ready to go, the design and documentation being completed back when the Caboolture to Beerburrum works occurred in 2009.
Since then however a landowner contatced me specifically and has told me that not all the land resumptions have been completed between Beerburrum and Landsborough.

Also, AIUI the EIS to Nambour was completed.

As for the business case (highly doubtful) or a feasibility study I honestly don't know.
Happy to have anyone correct me on the above.

Regards,
Fares_Fair.

Quote from: Fares_Fair on September 23, 2011, 12:28:37 PM
Hello O_128,

AIUI, the works to Landsborough are ready to go, the design and documentation being completed back when the Caboolture to Beerburrum works occurred in 2009.
Since then however a landowner contatced me specifically and has told me that not all the land resumptions have been completed between Beerburrum and Landsborough.

Also, AIUI the EIS to Nambour was completed.

As for the business case (highly doubtful) or a feasibility study I honestly don't know.
Happy to have anyone correct me on the above.

Regards,
Fares_Fair.

So its basically ready to go, Considering this is LNP stronghold this has the potential to be an election issue. Surely the duplication to lands borough cannot be that much especially considering the gains over say GC line duplication.

An Idea that might be a good idea to push is the intermodal transfer brought up, SC needs jobs why not build it with the duplication there must be a massive space suitable for it near lands borough or another station.

Have you yet got a response to your presentation to the minister, FF?

Nothing as yet, SW.
It's been 7 and 1/2 weeks.

Regards,
Fares_Fair.

Quote from: Stillwater on October 19, 2011, 22:14:11 PM
Have you yet got a response to your presentation to the minister, FF?

It has been 9 weeks today since the Minister's office received my report and said that they would respond.
sigh ...


Regards,
Fares_Fair.

Quote from: Fares_Fair on October 31, 2011, 14:31:16 PM

Quote from: Stillwater on October 19, 2011, 22:14:11 PM
Have you yet got a response to your presentation to the minister, FF?

It has been 9 weeks today since the Minister's office received my report and said that they would respond.
sigh ...


Regards,
Fares_Fair.

From personal experience the only way to get a reply is if you call them every single day, send emails and go into the office.

Today I have written to the Minister's office.

The Hon. Annastacia Palaszczuk MP
Member for Inala
Minister for Transport and Multicultural Affairs

Dear Minister,

I met with you on 30 August, 2011 and presented you with a copy of my 'Sunshine Coast Case' report.
You said the you would respond to the report and that there were some things 'worth looking into' within it.

It has been 9 weeks today since our meeting.
May I ask when a response may be forth coming please?

Thank you.

Kind regards,

(Name removed).
Sunshine Coast Commuter Advocate
Member (not spokesman) Rail - Back on Track

Regards,
Fares_Fair.

Dear Minister,

Please pull your finger out!

Sincerely,
The Long Suffering Commuters of the Sunshine Coast.

Quote from: Fares_Fair on November 01, 2011, 10:06:29 AM
Today I have written to the Minister's office.

The Hon. Annastacia Palaszczuk MP
Member for Inala
Minister for Transport and Multicultural Affairs

Dear Minister,

I met with you on 30 August, 2011 and presented you with a copy of my 'Sunshine Coast Case' report.
You said the you would respond to the report and that there were some things 'worth looking into' within it.

It has been 9 weeks today since our meeting.
May I ask when a response may be forth coming please?

Thank you.

Kind regards,

(Name removed).
Sunshine Coast Commuter Advocate
Member (not spokesman) Rail - Back on Track

Regards,
Fares_Fair.

The initial (automatic?) response:

Thank you for your email to the Hon. Annastacia Palaszczuk MP, Minister for Transport and Multicultural Affairs.
We confirm receipt of your message and advise your correspondence is receiving attention.

Regards,
Fares_Fair.

It could be that you put such a compelling case that they are having difficulty constructing the rebuttal.   ;D

Quote from: Stillwater on November 01, 2011, 15:50:46 PM
It could be that you put such a compelling case that they are having difficulty constructing the rebuttal.   ;D

Wouldn't the rebuttal be "Opps, its appears we have lost that correspendance, can you send it again?"

FF gained a very rare boon -- a face to face meeting with the Minister.  It would be almost like having a one-on-one with Her Maj.

Again, great work on your efforts in securing a meeting. Keep the pressure up for a reply.

This might be a rookie question, but is a track duplication all that's needed or is that simply being grateful? Would three tracks better position the line for future growth?

Along with residential body corporates, public transport is an area of news not focussed on enough by the news media.

Hello SiT,

The construction plan is for dual track duplication, however the corridor width allows for 4 tracks in the future.

Regards,
Fares_Fair.

Quote from: Fares_Fair on November 05, 2011, 17:23:23 PM
Hello SiT,

The construction plan is for dual track duplication, however the corridor width allows for 4 tracks in the future.

Regards,
Fares_Fair.

Thanks, a sound plan if it ever were to be constructed.

I will ask my usual question, FF.  Have you yet received a reply the the issues you raised in your meeting with the Transport Minister on 30 August 2011?

Quote from: Stillwater on November 29, 2011, 09:21:14 AM
I will ask my usual question, FF.  Have you yet received a reply the the issues you raised in your meeting with the Transport Minister on 30 August 2011?

I have received no reply whatsoever to my original report delivered 13 weeks ago today,
nor have I received an answer to my correspondence of 4 weeks ago today, asking when I may receive a reply.

Regards,
Fares_Fair.

Transport Minister figures that if she waits long enough, she will no longer be the Transport Minister and it will not be her problem any more.

Quote from: Fares_Fair on November 29, 2011, 09:33:54 AM

Quote from: Stillwater on November 29, 2011, 09:21:14 AM
I will ask my usual question, FF.  Have you yet received a reply the the issues you raised in your meeting with the Transport Minister on 30 August 2011?

I have received no reply whatsoever to my original report delivered 13 weeks ago today,
nor have I received an answer to my correspondence of 4 weeks ago today, asking when I may receive a reply.

Regards,
Fares_Fair.

Send out a media release to the local news rooms about this lack of reply on such an important issue.

Highlight the broken promises.

Question whether the LNP will do any better.

Twitter today at 3:00pm

@AnnastaciaMP
Disappointed no response to my Sunshine Coast Case report on the rail line to the Sunny Coast 13 weeks ago.
Is it coming?

At a glance, there may not be much of a connection between the state government's refusal to duplicate the Sunshine Coast Line in a decent timeframe and its management of the burgeoning coal seam gas industry in Queensland.

The connection is this – the arrogant disregard of professional and sound advice from those the government pays to deliver it.

Today's Australian newspaper carries a report of the Senate inquiry into the coal gas industry.  It urges extreme caution around the possible pollution effects from this industry and the ramifications of drilling on the integrity of the Great Artesian Basin, one of this country's natural wonders.

The report also threw light on the fact that Mr Geoff Edwards, in 1996 principal policy advisor to the state Department of Mines and Energy, warned then of the potential impact the mining would have on underground water reserves and the disposal of heavily salted water produced as a by product of gas extraction.  The government knew five years ago of the problems surrounding this emerging industry, yet did not act.  Mr Edwards is no longer a public servant, but now an academic, and can speak freely.  Today, Anna Bligh is discrediting the Senate report and the chair of the committee that produced it, again playing the politics rather than examining what the report actually says.

Turning to the Sunshine Coast Line and its deficiencies, numerous official reports – most commissioned by the government – document its failings and are almost unanimous in their recommended solutions.  While they tackle the problem from slightly different angles, there is a strong and overwhelming consensus that supports the case for duplication to Nambour.

Among the findings are that continuation of the single track until 2031, and most probably beyond, will make rail freight more inefficient and make transport logistics in Queensland uncompetitively expensive.  It is shifting freight to an inadequate Bruce Highway and will lead to social disadvantage by having large nodes of population with inadequate public transport.

Remember, this is not the ramblings of tree huggers, but the advice of competent experts to government.  The government chooses to ignore their advice, or pretend that they hear while proposing solutions that will come about decades after they are needed.  All the while, the state government touts a 'rail revolution'.  It is nothing of the sort.  It is a 'rail skirmish' at best, given the unfunded promises.

When governments ignore competent and professional advice, particularly when that advice is overwhelming and supports an obvious solution, then governments are demonstrating that political expediency is overriding good policy.  In that respect, the contempt it shows for the electorate deserves to be reciprocated when people head to the polling booths next year.

Thanks for the eloquent description of some of the issues ...

Today's Sunshine Coast Daily reports that the ALP has targetted three seats to win on the Sunshine Coast -- Glass House, Kawana and Noosa.  The ALP has said it will be a 'tough call', which is somewhat of an understatement, as all three are held by hard-working LNP members.  The ALP is expected to plug its local record on health and education, but if it wants to win Glass House (incorporating most of the SCL earmarked for duplication), electors would be highly dubious of any promises about duplication to Nambour; particularly based on past performance.  The ALP virtually would have to pay up front and place the money in trust with a third party, say the Sunshine Coast Regional Council, before people would accept the government was fair-dinkim about any duplication promise.  It is hard to understand that the ALP believes it has any chance of winning the seat of Noosa.

FF, has the Minister replied to your representations yet?  It is over three and a half months since the meeting at which she promised a response.

Quote from: Stillwater on December 10, 2011, 17:32:03 PM

FF, has the Minister replied to your representations yet?  It is over three and a half months since the meeting at which she promised a response.

I have received no reply whatsoever to my original report delivered 14 & 1/2 weeks ago,
nor have I received an answer to my correspondence of 5 & 1/2 weeks ago today, asking when I may receive a reply.

Regards,
Fares_Fair.

Silence from a government that hopes to win 3 Sunshine Coast seats at the next election.  Maybe the government is too busy chasing down a missing $16 million, on top of the millions they have overpaid health staff; not to mention the millions needed to replace the failed Health Department pays computer system, and the Traveston Crossing Dam missing millions.  Yet, as they say, FF, there's no money for duplication to Nambour.

It is amazing how much cash simply flies out the window with Queensland Health!
Payroll blew up cash, frauds, etc.

Think of the poor buggers in the back of an ambulance forced to 'ramp up' outside emergency departments that can't handle the numbers of patients, or those awaiting what's termed 'non-urgent' surgery.  And, when they finally get wheeled into the operating theatre, the guy holding the scalpel is a Dr Patel!  Ahh yes, its a 'world clarse' health system, just like transport.

I don't comment on health, and the f%k up, multiple.  I made a decision a number of years ago that I would battle on for the punters on the trains, buses, ferries, trams, bicycles, and footpaths.

If I did I get into health I  would never sleep ...

I notice that one of the candidates for the Sunshine Coast is Mr Barber,
I recall him from 20 years ago when his party brought in toll roads onto the Sunshine Coast, onto an existing road none the less.

It created a huge outcry on the Sunshine Coast at the time.
He was very promptly removed at the following election.
That will surely come back to bite him.

A certain SC hospital was promised for that seat of Kawana, and then Chris Cummins lost the seat, and then it was delayed - but finally given the go ahead after an outcry.
Similar story to the Beerburrum to Landsborough rail duplication, only it and the $240 million proposed to construct it, vanished in April 2009 without a word said.

Regards,
Fares_Fair.

I remember Noosa, Kawana and Glasshouse under LABOR control back in 1998 when the Beattie-led ALP first got into power in Queensland.  Cummins and that controversial lady that was married to a USC Politics lecturer up in Noosa lost their seats 4 years later. Caloundra and Maroochydore however are traditionally conservative (Liberal/LNP) territory.

There may be something to dig up about the cancelled Beerburrum-Landsborough project.  An Alliance contract was awarded for a number of works, of which this was the last to be completed.  The project did not proceed.  Did the government have to pay some compensation for cancelling the Beerburrum-Landsborough project, given the contractor would have been geared up to build it and had every expectation it would proceed?

Quote from: Stillwater on December 10, 2011, 20:24:59 PM
There may be something to dig up about the cancelled Beerburrum-Landsborough project.  An Alliance contract was awarded for a number of works, of which this was the last to be completed.  The project did not proceed.  Did the government have to pay some compensation for cancelling the Beerburrum-Landsborough project, given the contractor would have been geared up to build it and had every expectation it would proceed?

Excellent question ... i don't know the answers, but a CMC might work it out ...

The duplication of the railway from Beerburrum to Landsborough was to have been completed by 2012, according to Mr Lucas himself, then Minister for Transport and Main Roads.

It was 1 of 4 projects announced by him on 13 April, 2006, to be delivered by the SEQIP Rail Alliance, later known as the TrackStar Alliance (formed June 2006).

It was originally comprised of Queensland Rail (as the client), with contractors' Thiess, United Group, Connell Wagner Engineers and Maunsell AECOM Engineers.

The 4 projects were:

1. Caboolture to Beerburrum Duplication ($240 million)

2. Robina to Reedy Creek Extension ($75 million)

3. Corinda to Darra Third Track ($110 million)

4. Beerburrum to Landsborough Duplication ($240 million)

The first 3 were completed.
But No. 4, promised for the Sunshine Coast, disappeared.

In Question on Notice, No. 1443, made on 28 November 2006, by the former member for Glasshouse, Ms Carolyn Male to Paul Lucas, then Minister for Transport and Main Roads, he answered it with this (excerpted) statement;

"I announced Phase 2 from Beerburrum to Landsborough on 8 August 2006.
The Trackstar Rail Alliance will shortly commence detailed design work.
Phase 2 is planned for construction from 2009 to 2012."

What happened to the hundreds of millions of dollars set aside for this project?
There are financial questions over the money set aside for these announced works, and where it went.

In the run up to the next state election, is this symbolic of an open and accountable government?
The Sunshine Coast at the very least, deserves an explanation.

Regards,
Fares_Fair.

Normally in government, when a contract of this kind is let, there is a penalty clause for cancellation.  It can be a set fee, reimbursement of whatever the contractor has spent to the point of cancellation, a percentage of the contract cost, or a mutually agreed sum.

If, as the evidence suggest:

an Alliance contract was let and the money allocated (Mr Lucas' statement confirms this);
the money was withdrawn and the contract stopped before it was finished

the government may very well have been liable to some penalty payment.

Maybe the LNP can do us a favour by seeking the contract paperwork under FOI.  (Government will argue it is commercial-in-confidence.)  Maybe a question can be asked in the parliament when it resumes on 14 February 2012.

This story talks about the scope of the original Trackstar Alliance requiring completion of four projects being extended to include another five projects to a total of nine.  Would any of the Beerburrum-Landsborough planned construction money have gone to any of the additional projects added to the Alliance contract?

http://www.alliancecontractingiq.com/default/articles/trackstar-a-program-alliance-chalking-up-success-o/

Here is what Leighton told its shareholders:

The Thiess United Group Joint Venture, as part of the Trackstar Alliance, have been awarded a contract by Queensland Rail to construct four major rail infrastructure projects in South East Queensland. The projects are part of the South East Queensland Infrastructure Plan (SEQIP) Rail Alliance which was set up to ensure the delivery of planned rail infrastructure works for the region.

Under the SEQIP Rail Alliance, the joint venture partners will plan, design, construct and commission all civil earthworks and structures, stations, signalling, overhead and track installations for the four railway infrastructure projects. These include:
•   Caboolture to Beerburrum duplication (completed in April 2009)
•   Robina to Reedy Creek extension
•   Beerburrum to Landsborough duplication, and
•   Corinda to Darra third track

http://www.leighton.com.au/about_us/projects/south_east_queensland_infrastructure_plan_(seqip).html

Here is what engineers involved in the Trackstar Alliance told an Austraods Conference in New Zealand:
(Note reference to construct Beerburrum-Landsborough)

http://www.cmsl.co.nz/assets/sm/3827/61/SESSION16ABSTRACTS.PDF

The sequence of announcements and how the wording changed is intriguing.

The initial announcements concerning the Alliance contract clearly spoke of four construction projects, of which Beerburrum-Landsborough was one.  The Minister referred to CONSTRUCTION in the parliament, and also in his public media statements.  He said the money had been allocated (reported variously as $240m - $300m).  The difference in the dollar amounts could be explained this way - $240m was the original estimate, rising to $300m at the final design stage.

The companies involved also believed they were about to construct the Beerburrum-Landsborough duplication.  They reported back to shareholders to this effect.

At a particular point, immediately after the state election and with construction wrapping up on the Caboolture-Beerburrum section of track, all construction work ceased.  Workers were set to roll onto the Beerburrum-Landsborough stage, but were pulled out.

Coinciding with cessation of work, public utterences concerning the Alliance contract changed subtly.  The reference to the Beerburrum-Landsborough track duplication became 'Beerburrum-Landsborough (detailed design)'.

At the same time, or soon after, another five projects were added to the contract, including a road flyover at Beerwah and planning for duplication on the Ferny Grove Line.

Question:  Was the money allocated originally to the Beerburrum-Landsborough duplication reassigned to these additional projects and was the inclusion of these extra projects a sop to the contractors for the loss of the Beerburrum-Landsborough duplication work?

Quote from: Fares_Fair on December 10, 2011, 17:40:12 PM

Quote from: Stillwater on December 10, 2011, 17:32:03 PM

FF, has the Minister replied to your representations yet?  It is over three and a half months since the meeting at which she promised a response.

I have received no reply whatsoever to my original report delivered 14 & 1/2 weeks ago,
nor have I received an answer to my correspondence of 5 & 1/2 weeks ago today, asking when I may receive a reply.

Regards,
Fares_Fair.

Today (exactly 15 weeks later) I received a reply to my Sunshine Coast Case report ministerial meeting.

In summary, the Minister thanked me for meeting with her and for my efforts in compiling it, and for my advocacy for the North Coast Line.
The Minister said that the State Government recognises the importance of this section of the rail network.
She reiterated that the Beerburrum to Landsborough duplication is to be delivered by 2021.
Planning plans quoted for these works e.g. Connecting SEQ 2031 and the Queensland Infrastructure Plan.
CRR noted as having broader benefits for the whole SEQ rail network, including the Sunshine Coast.
Subject to Government priorities etc.
Limited funding environment by reconstruction for floods and cyclones etc.

The Minister personally signed the letter, was a nice touch.

Unfortunately, no joy in it for the Sunshine Coast.

Regards,
Fares_Fair.

EDIT: 13.12.2011 at 8:00pm- Read letter first hand and expanded this post.

And that took 15 weeks?  Sounds as though it could have been written off the top of someone's head within 15 minutes of the meeting ending!  Still, nice to get a reply finally.  Thanks for your efforts FF.

Quote from: Fares_Fair on December 13, 2011, 13:50:27 PM
She reiterated that the Beerburrum to Landsborough duplication is to be delivered by 2021.

6 years after the co-ord general's approval expires!!!!!!  :hg  :thsdo  :thsdo

^Stupidity warrants a media release for the SC local papers. It really does.

Quote from: Gazza on December 14, 2011, 22:46:35 PM
^Stupidity warrants a media release for the SC local papers. It really does.

Agree, print media is strong on the Sunshine Coast, two big companies and a refreshing number of community based ones. FF knows them I'm sure :)

I don't think this is the end of the matter.  There are other developments on the SCL that will bring the government back to the issue of the new track alignment between Beerburrum and Nambour.  Maybe that is something best considered in the election campaign next year. Of course, that is when we will see the LNP's position revealed also.

Quote from: Set in train on December 14, 2011, 22:43:46 PM

Quote from: Fares_Fair on December 13, 2011, 13:50:27 PM
She reiterated that the Beerburrum to Landsborough duplication is to be delivered by 2021.

6 years after the co-ord general's approval expires!!!!!!  :hg  :thsdo  :thsdo

Hello SiT,

That is absolutely true, the EIS will expire automatically after 4 years, making it's release by Hon. Andrew Fraser MP on 9 November 2011, incredibly puzzling.
Maybe I am getting too cynical, but I saw it only as a distraction or a very poor attempt at some kind of appeasement.

Would one want to hammer that point in the media?
For me, the answer would be no.

It at least is finally signed off and for that I am grateful, even given the utter uselessness of it.
At least it is done should anything change in the future re: its priority or construction.

I am generally ever hopeful in spite of the overwhelming resistance or non-cognisance, by both sides of politics, to the duplication.

I am more stumped by the lack of attention to the report that I collated, at both State and Federal (IA) levels.
Not for any reason of pride but for the facts contained within it.
These points or facts have in no way been refuted.

I would love to have a public debate with the Hon. Andrew Fraser over his release of the EIS, including the NCL duplication issue, or the Hon. Minister, or even the Premier.
Lets get the facts out, not just to the State, but to the nation.

Regards,
Fares_Fair.

FF is absolutely correct.

I like the notion of 'non-cognisance' of overwhelming, irrefutable facts.  The release of the Coordinator-General's approval (even in circumstances where construction is not planned for some time) was an important fact and yet another piece of evidence that builds the case for construction.

What we now have is a body of reports and studies, credible to a fault, that supports the SCL duplication.  Every time the state government releases one of these reports, while reaffirming that construction won't occur until 2026-31, it undermines and weakens its own case.

Another submission to IA seeking federal funding for the SCL duplication is warranted, but not until after consideration of CRR by IA.  There is a danger that IA will reject the CRR business case, or we will face the truly bizarre situation of IA approval of CRR and an LNP government that will refuse to build it – or wanting to break up the funding into different projects.

A round of new transport infrastructure projects as proposed by the LNP (and we don't yet know what they will be) will take five years to work up.

In such circumstances, the only 'shovel ready' project that Queensland has to fall back on is the Beerburrum-Landsborough duplication, followed by Landsborough-Nambour duplication, for which a lot of work has already been done.

Putting the SCL duplication to IA as a private submission before the resolution of the CRR business case is known gives the government the ammunition to claim that it contributed to any rejection of CRR.  Having it ready to move quickly after resolution of CRR funding avoids this situation and may even save the state government's bacon as it faces getting nothing from the next IA funding round (or is given only a fraction of what it wants from the feds and can't make up the difference using state and private money).

Given what LNP members on the Sunshine Coast have said about duplication to Nambour, they could hardly argue against joint federal-state funding for dual tracks along the SCL.

Thus Beerburrum-Nambour realignment and dual tracks becomes 'Plan B' if CRR goes horribly wrong.  CRR should have every chance of being properly evaluated.

Quote from: Fares_Fair on December 15, 2011, 20:53:04 PM
I would love to have a public debate with the Hon. Andrew Fraser over his release of the EIS, including the NCL duplication issue, or the Hon. Minister, or even the Premier.
Lets get the facts out, not just to the State, but to the nation.

Thanks for your detailed reply, I would go after any incoming ministers as Fraser's period of accountability is limited to the next election.

Quote from: Stillwater on December 15, 2011, 21:26:20 PM
FF is absolutely correct.

I like the notion of 'non-cognisance' of overwhelming, irrefutable facts.  The release of the Coordinator-General's approval (even in circumstances where construction is not planned for some time) was an important fact and yet another piece of evidence that builds the case for construction.

What we now have is a body of reports and studies, credible to a fault, that supports the SCL duplication.  Every time the state government releases one of these reports, while reaffirming that construction won't occur until 2026-31, it undermines and weakens its own case.

Another submission to IA seeking federal funding for the SCL duplication is warranted, but not until after consideration of CRR by IA.  There is a danger that IA will reject the CRR business case, or we will face the truly bizarre situation of IA approval of CRR and an LNP government that will refuse to build it – or wanting to break up the funding into different projects.

A round of new transport infrastructure projects as proposed by the LNP (and we don't yet know what they will be) will take five years to work up.

In such circumstances, the only 'shovel ready' project that Queensland has to fall back on is the Beerburrum-Landsborough duplication, followed by Landsborough-Nambour duplication, for which a lot of work has already been done.

Putting the SCL duplication to IA as a private submission before the resolution of the CRR business case is known gives the government the ammunition to claim that it contributed to any rejection of CRR.  Having it ready to move quickly after resolution of CRR funding avoids this situation and may even save the state government's bacon as it faces getting nothing from the next IA funding round (or is given only a fraction of what it wants from the feds and can't make up the difference using state and private money).

Given what LNP members on the Sunshine Coast have said about duplication to Nambour, they could hardly argue against joint federal-state funding for dual tracks along the SCL.

Thus Beerburrum-Nambour realignment and dual tracks becomes 'Plan B' if CRR goes horribly wrong.  CRR should have every chance of being properly evaluated.

I would hope that IA would assess all projects on their merit alone, and it should not impact the results of any other applications.
I personally believe that duplication of the NCL should take precedence over the much more expensive CRR.
My rationale below.

From memory, I read a line in a report that 'effectively' stated that the duplication of the NCL (for freight movement) would actually ease the situation in the CBD, and delay the need for a CRR type scenario.
I'll try to find the report (there are so many of them now  :D) and the exact wording so that it is in correct context and intent.

Regards,
Fares_Fair.

Quote from: Stillwater on December 10, 2011, 22:59:49 PM
This story talks about the scope of the original Trackstar Alliance requiring completion of four projects being extended to include another five projects to a total of nine.  Would any of the Beerburrum-Landsborough planned construction money have gone to any of the additional projects added to the Alliance contract?

http://www.alliancecontractingiq.com/default/articles/trackstar-a-program-alliance-chalking-up-success-o/

Here is what Leighton told its shareholders:

The Thiess United Group Joint Venture, as part of the Trackstar Alliance, have been awarded a contract by Queensland Rail to construct four major rail infrastructure projects in South East Queensland. The projects are part of the South East Queensland Infrastructure Plan (SEQIP) Rail Alliance which was set up to ensure the delivery of planned rail infrastructure works for the region.

Under the SEQIP Rail Alliance, the joint venture partners will plan, design, construct and commission all civil earthworks and structures, stations, signalling, overhead and track installations for the four railway infrastructure projects. These include:
•   Caboolture to Beerburrum duplication (completed in April 2009)
•   Robina to Reedy Creek extension
•   Beerburrum to Landsborough duplication, and
•   Corinda to Darra third track

http://www.leighton.com.au/about_us/projects/south_east_queensland_infrastructure_plan_(seqip).html

Here is what engineers involved in the Trackstar Alliance told an Austraods Conference in New Zealand:
(Note reference to construct Beerburrum-Landsborough)

http://www.cmsl.co.nz/assets/sm/3827/61/SESSION16ABSTRACTS.PDF

http://www.alliancecontractingiq.com/default/articles/trackstar-a-program-alliance-chalking-up-success-o/
Full information shown below for reference.

ALLIANCE CONTRACTING IN FOCUS

TrackStar – a Program Alliance Chalking up Success over the Long Term

In 2006, the Queensland Government released its South East Queensland Infrastructure Plan. This was a 20 year blueprint comprising an ambitious suite of infrastructure projects required to support Queensland's growing population needs. TrackStar was created by QR to achieve a strong partnership with private enterprise to address the daunting challenge of delivering the biggest rail capital program in 100 years at a time when the rail industry would be competing with high profile mega-projects like North-South Bypass tunnel, Gateway Upgrade and Airport Link for resources. QR did this by thinking differently and establishing its first program alliance. It harnessed the experience and skills of Thiess, United Group Infrastructure, AECOM and Aurecon to partner with QR and collaboratively deliver projects from the concept through detailed design, to commissioning and handover.

When QR began its journey with TrackStar, it nominated a number of key deliverables. Apart from delivering multiple complex projects, TrackStar was to build rail industry capability, deliver real 'value for money' solutions, and undertake all of its work safely.

As the TrackStar team nears its fourth year milestone, there is ample evidence of TrackStar's full service delivery capability.

The initial program of projects included:
• $298m Caboolture to Beerburrum Track Duplication
• Beerburrum to Landsborough Track Duplication (Design only)
• $324m Robina to Varsity Lakes Rail Extension
• $268m Corinda to Darra Rail Upgrade

The alliance program expanded progressively from the original four projects concentrated in South East Queensland and worth $660m in 2006 to the current total of nine rail, road and power strengthening projects worth $1,100m and extending into the Central Queensland coal rail network.

The additional projects include:
• $70m Beerwah Road over Rail  Crossing
• $30m Bolingbroke Power Feeder Station in the Goonyella Coal System
• $30m Roma St Power Feeder Station and Taringa Track Section Cabin in Brisbane metropolitan area
• $30m Dalrymple Bay Coal Terminal Power Feeder Station in the Goonyella Coal System
• $54.7m Raglan Power Feeder Station in the Blackwater Coal System
• $142m Blackwater Power Systems Upgrade
• Keperra to Ferny Grove Track Duplication (Planning study)
• Varsity Lakes to Tugun Extension (Planning Study)
• Kuraby to Kingston Duplication (Planning Study)

Full scope delivery approach

TrackStar Alliance full scope of delivery includes civil/structural, stations, signalling, power, overheads, and track and telecommunications disciplines. In 2007 when TrackStar was awarded a new portfolio of QR power strengthening projects outside of its original program of work, it  "ramped up" quickly building a strong team to meet this emerging need.

The varied and unique challenges presented a range of different settings including city, regional and remote, as well as Greenfield and complex Brownfield environments, all managed as a single program of work.

Best Value

TrackStar's benchmarking and scope refinement process has evolved over the life of the alliance allowing lessons learnt to be passed between the projects reaping benefits in safety, time and client integration. This approach has helped drive costs down, with innovations on one project becoming learnings for future projects. Key inputs from operators, maintainers, designers, constructors and other stakeholders have all been consolidated up front to identify best value solutions and major savings.
The savings realised during the TCE phase on the Caboolture to Beerburrum project is a great example of how challenging the original scope and alignment, together with a 'holistic mindset' and innovations reduced the overall project delivery costs and duration.

Milestone achievements recognised

In 2008, TrackStar hit it's 'delivery straps' chalking up impressive progress and providing real value on each of its project delivery fronts. This progress was recognised by industry peers with multiple award wins throughout the year. They included an Honourable Mention in the Alliance contracting Excellence Awards (IQPC), the Team of Excellence Award from the Alliance Association of Australasia (AAA) and the prestigious Queensland Safety Excellence Award for the Caboolture to Beerburrum and Beerwah Level Crossing Projects from the Queensland Major Contractors Association (QMCA).

A year of successful commissioning

In 2009 Trackstar successfully commissioned two of the major projects. The Caboolture to Beerburrum Track Duplication and Bolingbroke Power System's project were commissioned in the first half of 2009 with the Beerwah Level Crossing and Robina to Varsity Lakes projects being commissioned in late 2009. The complex Corinda to Darra Rail Upgrade Project in Brisbane's busy western corridor is due for completion later this year.

Making live rail a safe working environment

A values based approach to positive safety behaviour is at the heart of TrackStar Alliance's obsessive health and safety philosophy, building a "zero harm mindset" across the team that is based on the belief that all incidents are preventable.

This philosophy is shaped by the Program Alliance's five values of care, clarity, courage, creativity and connection – particularly care, which aims to have every member of the team "work and live in ways that do no harm".

TrackStar's 'mindset' approach to safety is applied  through visible leadership, promoting a positive reporting culture, building a positive legacy and including subcontractors as part of the TrackStar safety focused 'family'.

Finally, TrackStar's safety performance is evidenced by more than three million hours worked LTI free across five project fronts in TrackStar's first three years of operation.

Creation of a productive and cohesive alliance culture

TrackStar took the alliance model to new heights with a significant investment in the establishment phase through a strong organisational identity and a culture supporting peak individual and team performance. TrackStar's Peak Performance Plan provides the right framework to attract the best industry resources, and sustain performance through the build, grow, sustain and transform phases of the alliance lifecycle. Rolling out a Performance and Career Development Agreement (PACDA) was at the heart of TrackStar's performance management approach, providing a base line for progression and professional development and outlining clear objectives to keep team members stimulated and focused.

TrackStar's team grew to more than 400 staff and 1000 personnel across the whole program within the first 20 months of establishment. Three significant TCEs were delivered in parallel with the works over the first 12 months. Up to 75 % of the team were new to the rail industry.

Excellence in KRA Performance

QR expects TrackStar to safely, innovatively and cost-effectively deliver its program of complex projects without disrupting rail customers. TrackStar's program goals aligned with these drivers from the outset through six KRAs which changed twice through the cycle to suit the different stages of the program and focus on the Client's real needs. TrackStar's KRAs were reset in January 2007 after the initial establishment phase and project KRAs kicked off when the first project team mobilised to site. The original six KRAs became four to shift emphasis from an alliance focus to a client focus. A further change occurred in January 2008 to reflect new client outcomes.

The TrackStar team can look back on the past four years with considerable pride having quickly established a reputation for peak performance and innovation that translated into Best Value outcomes for its projects while making a solid contribution to QR's infrastructure delivery performance across its rail network.

TrackStar is due the deliver the final SEQIPRAIL project, the Corinda to Darra Rail upgrade project, by the end of 2010 with power systems projects to continue until 2012.

For more information generally about collaborative contracting please visit: www.collaborativecontracting.com.au

Quote from: Fares_Fair on January 06, 2012, 17:49:08 PM

Quote from: Stillwater on December 15, 2011, 21:26:20 PM
FF is absolutely correct.

I like the notion of 'non-cognisance' of overwhelming, irrefutable facts.  The release of the Coordinator-General's approval (even in circumstances where construction is not planned for some time) was an important fact and yet another piece of evidence that builds the case for construction.

What we now have is a body of reports and studies, credible to a fault, that supports the SCL duplication.  Every time the state government releases one of these reports, while reaffirming that construction won't occur until 2026-31, it undermines and weakens its own case.

Another submission to IA seeking federal funding for the SCL duplication is warranted, but not until after consideration of CRR by IA.  There is a danger that IA will reject the CRR business case, or we will face the truly bizarre situation of IA approval of CRR and an LNP government that will refuse to build it – or wanting to break up the funding into different projects.

A round of new transport infrastructure projects as proposed by the LNP (and we don't yet know what they will be) will take five years to work up.

In such circumstances, the only 'shovel ready' project that Queensland has to fall back on is the Beerburrum-Landsborough duplication, followed by Landsborough-Nambour duplication, for which a lot of work has already been done.

Putting the SCL duplication to IA as a private submission before the resolution of the CRR business case is known gives the government the ammunition to claim that it contributed to any rejection of CRR.  Having it ready to move quickly after resolution of CRR funding avoids this situation and may even save the state government's bacon as it faces getting nothing from the next IA funding round (or is given only a fraction of what it wants from the feds and can't make up the difference using state and private money).

Given what LNP members on the Sunshine Coast have said about duplication to Nambour, they could hardly argue against joint federal-state funding for dual tracks along the SCL.

Thus Beerburrum-Nambour realignment and dual tracks becomes 'Plan B' if CRR goes horribly wrong.  CRR should have every chance of being properly evaluated.

I would hope that IA would assess all projects on their merit alone, and it should not impact the results of any other applications.
I personally believe that duplication of the NCL should take precedence over the much more expensive CRR.
My rationale below.

From memory, I read a line in a report that 'effectively' stated that the duplication of the NCL (for freight movement) would actually ease the situation in the CBD, and delay the need for a CRR type scenario.
I'll try to find the report (there are so many of them now  :D) and the exact wording so that it is in correct context and intent.

Regards,
Fares_Fair.

Inner City Rail Capacity Study - Stage 3 Freight Analysis
   produced for Queensland Transport by SYSTEMWIDE, states in Chapter 9, p25;

Conclusion  p25,
   "From an inner city perspective, the best course of action for the future of freight is
   to increase the North coast intermodal train consist lengths to 1500m. Doing so will
   alleviate the need to upgrade the inner city, and will allow the current (desired)
   freight distribution to be maintained with operational viability. If 1500m trains
   cannot be accommodated, the freight services should be spread apart ...

   This will avoid infrastructure upgrades to the inner city under medium
   growth, and only requires a fifth track around Roma West junction under high
   growth to ensure a robust operation.
   
   The freight curfew should remain, as running freight services during the peak hour
   can only be achieved by extensive additional infrastructure, or by removing
   passenger services causing unacceptable overloading."

Found it.

Regards,
Fares_Fair.

From: TrackStar Alliance
TrackRecord eMagazine
Issue Number 3, dated April 2007

Planning studies at TrackStar

As part of SEQIPRAIL's answer to changing
infrastructure delivery in South East
Queensland, the TrackStar Alliance has
been tasked with three additional planning
studies.
These include the:
• Beerwah Rail Crossing Elimination      
  Options Study
•   Varsity Lakes to Tallebudgera Extension
Cost Plan
•  Tallebudgera to Tugun Rail Extension
Planning Study
Planning and delivery of these studies form
an important part of the rail infrastructure
program in the South East Queensland
Infrastructure Plan.
Stay tuned for more information about
future work at TrackStar.
The TrackStar team is also progressing
the preparation of the Beerburrum to
Landsborough Track Duplication Target Cost
Estimate, the follow-on to the Caboolture
to Beerburrum Track Duplication Project
currently underway.
TrackStar is conducting a study of options
for the upgrade of the Beerwah level
crossing on the Sunshine Coast



Trackstar Alliance
PDF document


www.cmsl.co.nz/assets/sm/3783/.../TrackstarAlliancePaper-McNeil.pdf

Synopsis. In early 2006 Queensland Rail selected the Trackstar Alliance as a method to deliver ... Beerburrum to Landsborough Rail Duplication. The bridges ...



Graham Murray  
BE(Civil),     MIEAust,     MIStructE(UK),
CPEng, NPER, RPEQ
Connell Wagner Pty Ltd
Phone:         07 3135 8000
Fax:             07 3135 8002
Email: murrayg@conwag.com

Matthew Fleet
BE (Civil), MIEAust, RPEQ
Maunsell Australia Pty Ltd,
Phone:         07 3858 6700
Fax:             07 3858 6705
Email: matthew.fleet@maunsell.com


Synopsis

In early 2006 Queensland Rail selected the Trackstar Alliance as a method to deliver
four (4) major metropolitan rail projects in the South East Queensland area.
The alliance partners are:

Queensland Rail       (The client)
Thiess                      
United Group
Connell Wagner  
Maunsell AECOM

Trackstar  is  the  first  Program  Alliance  to  be  formed  in  Australia.  Unlike  the  usual
alliance  model  set  up  to  deliver  a  single  project,  Trackstar's  scope  of  works  is  to
design, price and construct various projects for the Queensland Government.  

Initially four separate projects were identified for delivery through the alliance:

•   Caboolture to Beerburrum Rail Realignment and Duplication  
•   Robina to Varsity Lakes Extension of the Gold Coast line  
•   Corinda to Darra
•   Beerburrum to Landsborough Rail Duplication  


TRACKSTAR   PAGE 3
With a strategy aimed at securing quality design and construction resources in a tight
market Qld Rail conceived a programme alliance to deliver projects for SEQIPRAIL.
Unlike the usual alliance model set up to deliver a single project, the Alliance's scope
of works would be to design, price and construct various projects for the Queensland
Government. The alliance agreement is open ended in that additional projects can
be added as required.

After  an  exhaustive  selection  process,  Thiess  and  United  Group  were  selected  as
the  Constructors  with  Connell  Wagner  and  Maunsell  AECOM  selected  as  the
designers. The 5 proponents became the Trackstar Alliance.

2.     General Project Description
Initially four separate projects were identified for delivery through the alliance:


Project 4
Beerburrum to
Landsborough Duplication
5
Project 1
Caboolture to Beerburrum
Duplication
1
Project 5
Beerwah Grade Separation
4

Figure 2: Northern Project Map

•   Caboolture to Beerburrum Rail Realignment and Duplication - 14.7 km,
$225m, 6 bridges, 25 culverts, numerous retaining walls and station buildings.
All bridges completed August 2008 including the first Queensland Rail bridge
utilising super T girders.
•   Robina to Varsity Lakes Extension of the Gold Coast line - 4.2 km, $220m, 3
bridges, 300m long cut & cover tunnel, numerous retaining walls and station
buildings. All bridges completed April 2008, tunnel completed December
2008.
•   Corinda to Darra - 6.5 km, $189m, augmentation of 2 bridges under traffic,
design and construction of 2 new bridges and numerous major retaining walls.
All structures completed October 2008.
•   Beerburrum to Landsborough Rail Duplication - 17 km, $300m, 11 bridges,
numerous retaining walls and station buildings. Design completed.
Construction commencement anticipated 2010.

EDIT ADDED: 15.01.2012 at 5:23 PM
The Caboolture to Beerburrum works were completed 6 months ahead of schedule, in April 2009, hence the start date for the following project in 2010.

The Opposition position, as reported in Quest newspapers on the Sunshine Coast:

Mr Emerson said under an LNP government travel would be free after nine journeys, one less than the current government, but made no promises the Sunshine Coast railway line would be duplicated any sooner by the LNP.  "We have to look at those issues.  I'm not going to tell you things I can't deliver, I won't promise you the duplication of the Sunshine Coast line and then 26 days after the election scrap it. And that's what Labor did, they promised it and scrapped it,'' he said.

The State Transport Minister's office did not respond to requests for comment.

So:

The state government made a promise and failed to deliver on that promise.
The Opposition won't make the promise in the first place because it knows that it won't deliver.

Mr Emerson has stated publicly that a duplicated SCL to Nambour, other than under the current ALP timeframe, is a thing that his party can't deliver. Quote: "I'm not going to tell you things I can't deliver."

It is nice to get a bit of firm policy out of the Opposition transport spokesperson -- refreshing honesty.

Result?  Duplication to Nambour only by 2031, whichever party is in power.  People should keep that in mind when they vote at the state election.

QuoteWe have to look at that.

What is there to look at? What will that change?

It is obviously single track and the service is third world. A quick google map will show this.

Obviously not on the policy list - especially to hear something like that so close to an election.

Turning back the clock to the halcyon days of 2007 ...

This is an excerpt from a Question on Notice No. 1484, answer, (a Dorothy Dixer) asked on 10 October 2007 by Ms Carolyn Male MP to the then Transport Minister, Hon John Mickel.

The Landsborough to Nambour study, which will identify the rail corridor required for the
upgrade, commenced in August 2007 and community consultation is already underway with
the release of the first newsletter in October 2007. This study is expected to be completed in
mid 2008. The Landsborough to Nambour Rail Upgrade is scheduled for delivery by 2020.


Sunshine Coast ... or sometime coast for rail

A New Year can lead one to reminiscing about the way things used to be.
It was just over 4 short years ago, on 10 October 2007, that the Landsborough to Nambour rail duplication was confirmed as scheduled for completion in 2020.
In a Dorothy Dixer type Question on Notice No. 1484 of that date, the then Transport Minister, the Hon. John Mickel, said so.

Caboolture to Landsborough was originally promised by 2012, and here we are – but it ain't.

In these few intervening years, the Nambour duplication stretched out to become 2026, then 2026 to 2031, and finally to 2031 or beyond and dependent upon State Government priorities.
Buzz Lightyear, the Toy Story children's toy, described it succinctly thus "to infinity and beyond."

I recall learning in history, that a torture the Chinese communists were famous for using, was the slow wearing down of the human spirit.
It appears that they were not the only ones capable of utilising this method.


Regards,
Fares_Fair.

EDIT: Further text added in Arial font under the heading: Sunshine Coast ... or sometime coast for rail  14.01.2012 at 2:31 PM

Our bottleneck is so unimportant that they feared a potential crisis if food couldn't get through when the Caboolture to Beerburrum line was commisssioned over Easter ...

Regards,
Fares_Fair.

Quote from: Fares_Fair on December 10, 2011, 21:49:19 PM


What happened to the hundreds of millions of dollars set aside for this project?
There are financial questions over the money set aside for these announced works, and where it went.

In the run up to the next state election, is this symbolic of an open and accountable government?
The Sunshine Coast at the very least, deserves an explanation.

Regards,
Fares_Fair.

Money is not set aside, it needs to be borrowed.  $300m is quite a chunk at AA lending rates...

It could well be that $300m brings better benefits elsewhere.  Though I don't think any project that big has been greenlighted this FY?

Also, looking at the cover page EIS for Landborough-Nambour

http://www.deedi.qld.gov.au/cg/landsborough-to-nambour-rail-project-2.html

$1.7 billion?!  No wonder that's causing some indigestion down George St.

Well, none of these things ever gets cheaper.  It will likely be a $3 billion project in 2026 money.

With say 5% inflation, things double in cost every 15 years...  :-t

It's perfectly logical for a 2009 $200m project to cost $340m+ by 2020...

The logic is easily understood, but does the state government grasp the concept?  It's MO is to refer to a $1.7 billion project right up until the due construction date in 2026, by which time the project will cost considerably more to build due to inflation.  Rather than budget for, say, $3 billion, it will budget for only the $1.7 billion figure and arrive at 2026 with only the lower sum to spend.  What's likely to happen under those circumstances is that the government will announce that it can build only half the project, or the scope is scaled back, or only a bit of what's envisaged is built and the rest is deferred under 'Connecting SEQ 2061'.  Not only is Connecting SEQ 2031 largely unfunded, it does not make provision for inflation.

Quote from: morb on January 16, 2012, 22:35:48 PM

Quote from: Fares_Fair on December 10, 2011, 21:49:19 PM


What happened to the hundreds of millions of dollars set aside for this project?
There are financial questions over the money set aside for these announced works, and where it went.

In the run up to the next state election, is this symbolic of an open and accountable government?
The Sunshine Coast at the very least, deserves an explanation.

Regards,
Fares_Fair.

Money is not set aside, it needs to be borrowed.  $300m is quite a chunk at AA lending rates...

It could well be that $300m brings better benefits elsewhere.  Though I don't think any project that big has been greenlighted this FY?

The initial program of projects included:
• $298m Caboolture to Beerburrum Track Duplication
• $300m Beerburrum to Landsborough Track Duplication
• $324m Robina to Varsity Lakes Rail Extension
• $268m Corinda to Darra Rail Upgrade

this then became:

The initial program of projects included:
• $298m Caboolture to Beerburrum Track Duplication
• Beerburrum to Landsborough Track Duplication (Design only)  this change added sometime after 27 May, 2009.
• $324m Robina to Varsity Lakes Rail Extension
• $268m Corinda to Darra Rail Upgrade

and 'voila' just like magic, these projects, totalling $356.7m + 3 Studies were handed to the Alliance after they canned the Beerburrum to Landsborough construction!

The additional projects include:
• $70m Beerwah Road over Rail  Crossing
• $30m Bolingbroke Power Feeder Station in the Goonyella Coal System
• $30m Roma St Power Feeder Station and Taringa Track Section Cabin in Brisbane metropolitan area
• $30m Dalrymple Bay Coal Terminal Power Feeder Station in the Goonyella Coal System
• $54.7m Raglan Power Feeder Station in the Blackwater Coal System
• $142m Blackwater Power Systems Upgrade
• Keperra to Ferny Grove Track Duplication (Planning study)
• Varsity Lakes to Tugun Extension (Planning Study)
• Kuraby to Kingston Duplication (Planning Study)

Regards,
Fares_Fair.

Beerburrum, also a bottleneck to North Qld food chains.

You hear me harp a lot about the crucial importance of the 'bottleneck', that single line 'strangled' section of track at Beerburrum.

Not only does it severely limit our daily rail and freight services to/from the Sunshine Coast, and it is why 44% of our SC trains are rail buses (26 no.) every weekday,
but this section of track is also vital to the north of the State's food chains.

It is so vital that when the Caboolture to Beerburrum rail works were commissioned over 4 days at Easter in April 2009, as a precautionary measure, an extra locomotive was stationed at Petrie (south of the works) to assist any freight trains who may experience operational problems.

Further, during the four day commissioning period, a special Freight window was created mid-commissioning, to allow the trains through to the state's North.

QR Limited were concerned at the 'potential negative media coverage' should any [food] shortages arise over the Easter period.
PNQ (Pacific National Queensland) Freight trains supply food chains in the north of the state, and these go via the Beerburrum bottleneck.

In a Ministerial Briefing Note I obtained under a Right to Information request, I found these telling notes.
The 2nd dot point (attached PDF) below shows the provision for an extra window for Freight during the commissioning process over Easter 2009.
The 3rd dot point (attached PDF) below shows the concern for the food chain supplies to the state's north, whether or not from the commissioning works.

Given the information below, rail duplication would also greatly lessen the risk of any rail freight food shortages up north.

It's heady stuff ... and food for thought !

Regards,
Fares_Fair.

Its easy to assume that those projects poped up because they coincided with the scrapping of the SCL projects but you have to remember that most minor expansions of the network (intrastructure wise) outside of SEQ was used with revenue generated from the Freight division (National intermodal with QR freight, Interrail, CRT Group - Renamed to QRN in 2011, ARG, etc), the National Coal Network Division (QLD, Hunter Valley etc), QR Network Services Division (Responsible for all train movements and track infrastructure in QLD) and QR Services Division (Rollingstock maintainence, track construction, engineering etc but some of the big contracts signed by them in 2008-2009 was resleepering contracts for the Tasmanian Government and track maintainence for ARTC/Westnet in NSW, Vic, SA and WA) of Queensland Rail. IIRC when Queensland Rail was firing on all cylinders their revenue was 4 billion turning over a profit of something like 400 million a year. Interesting to think that their profit alone could have paid for a nice large chunk of it.

We now have an insidious consequence of poor public transport services on the Sunshine Coast – the ability of our young school-leavers to continue their study or to travel for work.  Many of us focus on the inconvenience of public transport travel, few on the social consequences.  The ARUP study touched on this in respect of the Landsborough-Nambour duplication, but the latest evidence comes (again) from a Queensland Government report.  This time, it was conducted by the Department of Education and Training through the Office of the Government Statistician (OGS), in accordance with the privacy provisions of the Statistical Returns Act 1896.

The Next Step survey is an annual survey of every student who completed Year 12 in the previous year in Queensland, in Government and non-Government schools. The survey results show the initial study and work destinations of young people after completing school.  It may be found here:

http://education.qld.gov.au/nextstep/pdfs/2011pdfs/0008_sunshinecoast_nextstep2011.pdf

The survey targeted students who completed Year 12 in Queensland in 2010, including students at government schools, non-government schools and TAFE secondary colleges. All students who were awarded a Senior Statement were included.

Sunshine Coast Region Year 12 completers who were not learning, not earning and not seeking work show strong reasons in main reasons for not seeking work than South East Queensland and statewide. Those from Sunshine Coast Region were more likely to cite travel, sporting commitments, and other family commitments and less likely to cite disability, health reasons and having accepted a job that starts later than Year 12 completers from South East Queensland statewide Year 12 completers. (Table 11)

On a percentage basis, twice as many school leavers on the Sunshine Coast then the average of students throughout SEQ (30 per cent vs 15 per cent) cited difficulty of travel as reasons for not earning/learning. 

Quote from: Happy Bus User on January 16, 2012, 23:09:44 PM
With say 5% inflation, things double in cost every 15 years...  :-t

It's perfectly logical for a 2009 $200m project to cost $340m+ by 2020...

More to the point, real costs are rising faster than inflation, mainly due to labour costs.

Both Labor and the LNP have not committed to any upgrade on the Sunshine Coast Line.  What fools, the costs of not doing the upgrades will exponentially increase costs as the roads become worse, road trauma and congestion costs climb and social quality collapses.

Any independents standing along the line?

Peter Wellington MP (Independent, Nicklin) holds the seat based on Nambour.  It is a seat the LNP would like to win.

The Sunshine Coast has copped another kick in the teeth after the Bligh government postponed for a year a start on construction of the CoastConnect priority bus service between Maroochydore and Caloundra.  Meanwhile, both major parties continue to play politics over this important transport initiative.

http://www.sunshinecoastdaily.com.au/story/2012/01/15/plans-to-boost-bus-services-go-on-hold/

One of the problems besetting the Maroochydore-Caloundra run is that travel times can fluctuate according to tourist numbers on the coast and the result this has on the number of cars on major arterial roads.  Timetables and reliability are affected.

CoastConnect would halve travel times and allow better utilisation of the bus fleet.

http://www.sunshinecoastdaily.com.au/story/2008/09/08/plan-cut-bus-travel-times-half/

While the ALP state government has delayed construction, local LNP members announced last year that they wanted the project sped up -- even faster than the original schedule announced by the government.

http://www.sunshinecoastdaily.com.au/story/2011/02/18/our-green-corridor-route-released/

However, will this result in the LNP putting it policy where its mouth is?  We will have to wait for the party's transport policy release to see if this is so.

Of course CAMCOS has been delayed also, another Bligh Government promise never delivered.

Sunshine Coasters are asking whether they are the 21st Century 'people of the Never Never'.

http://en.wikipedia.org/wiki/We_of_the_Never_Never

Cartoon: Maroochy Journal
Infrastructure Train
Friday January 27, 2012
by Mann

There is a lot of assumption in the following, but offered for discussion by those with a greater technical bent than myself.  So here goes ...

Assume that duplication is in place to Nambour and we have a twin track line to Maroochydore along the CAMCOS corridor.  Is it possible for a six-car train to operate to Beerwah and then split into two three-car sets -- one goes to Nambour and back and the other goes to Maroochydore and back, to join up again as a six-car unit to Brisbane.

In NSW, the XPT operates this way - half to Moree and the other half to Armidale.

Quote from: Stillwater on January 30, 2012, 23:02:48 PM
There is a lot of assumption in the following, but offered for discussion by those with a greater technical bent than myself.  So here goes ...

Assume that duplication is in place to Nambour and we have a twin track line to Maroochydore along the CAMCOS corridor.  Is it possible for a six-car train to operate to Beerwah and then split into two three-car sets -- one goes to Nambour and back and the other goes to Maroochydore and back, to join up again as a six-car unit to Brisbane.

In NSW, the XPT operates this way - half to Moree and the other half to Armidale.

Yes more than possible and a practical option, but, unfortunately the idea of splitting and amalgamating trains is something that is not in the current nanny state QR operating lexion.
A passenger migh fall over when the trains are being amalgamated.
The units might fail to operate in MU when amalgamated, apparently current practice is that an electrical fitter be present when sets are amalgamater to go into service as sets frequently fail to operate in MU when amalgamated which would indicate ongoing equipment problems due to either poor design or lack of maintenence.

Quote from: mufreight on January 31, 2012, 09:09:38 AM
Yes more than possible and a practical option, but, unfortunately the idea of splitting and amalgamating trains is something that is not in the current nanny state QR operating lexion.
A passenger migh fall over when the trains are being amalgamated.

Two words to describe this.  Zero Harm.

Quote from: Stillwater on January 30, 2012, 23:02:48 PM
There is a lot of assumption in the following, but offered for discussion by those with a greater technical bent than myself.  So here goes ...

Assume that duplication is in place to Nambour and we have a twin track line to Maroochydore along the CAMCOS corridor.  Is it possible for a six-car train to operate to Beerwah and then split into two three-car sets -- one goes to Nambour and back and the other goes to Maroochydore and back, to join up again as a six-car unit to Brisbane.

In NSW, the XPT operates this way - half to Moree and the other half to Armidale.

The Xploder I think you mean, but yes.

I don't think there are too many advantages to this - you could just keep a six-car set for Maroochydore and run the hinterland service as a 3 car shuttle.  It takes up an extra set, but I think you could spare it.

Yes, Explorer, lol.  I don't have a problem with shuttles, provided each shuttle is met by a continuing service, minimising dead waiting.

Divisions in service already happen currently. There is at least one that divides at Beenleigh in the morning peak.. 6-cars travel to Beenleigh, split on the platform, 3-cars to the middle road with the other 3-car set to form the next service, once that has departed, the other 3-car comes back from the dead end to form a service.

Quoteapparently current practice is that an electrical fitter be present when sets are amalgamater to go into service

First i've heard of that one, and i've amalgamated many a train in the yard.. But yes, amalgamations in service (at this point in time) aren't really welcomed by the higher-ups...

Pretty sure Doomben still might do it too. They used to have 2x 6 car services run out that way in morning peak but the manual safeworkings were deemed unsafe to use two platforms back in 09 so they just ran 1x 6 car set and split it for two services.

Quote from: HappyTrainGuy on January 31, 2012, 15:18:54 PM
Pretty sure Doomben still might do it too. They used to have 2x 6 car services run out that way in morning peak but the manual safeworkings were deemed unsafe to use two platforms back in 09 so they just ran 1x 6 car set and split it for two services.

Hmm, if they could operate the points, that would be an interesting way of getting a 15 minute service for 1 hour in peak, peak direction only.

Both platforms at Doomben are used in the morning peak, the first train to Doomben uses platform 2 (and sits there for almost an hour before heading back to the city) while another train arrives and departs platform 1. The station master manually operates the points into P2.

That's not saying units don't still split down there, though..

Sorry, my mistake. Double checked and it was a temporary issue in late 2009 that resulted in QRNetowrk not allowing the station master to operate the manual points into P2.

(http://img213.imageshack.us/img213/9122/dbng.jpg)

Originally posted by Fares_Fair  http://railbotforum.org/mbs/index.php?topic=7602.0

Article: Commuters set to flex muscles
Maroochy Journal, p10
Friday February 3, 2012
by Sherine Conyers

Met with a Federal MP last week to request a meeting with a Federal Minister.
Meeting successful, request for meeting will be made.


Regards,
Fares_Fair.

The pressure should be on state LNP members, who will form government if the opinion polls are correct.  It will be interesting to see whether the e-petitions that local members on the Sunshine Coast have sponsored in the past will continue to be presented to an LNP minister for transport.  Will Sunny Coast MP's continue to go on TV demanding that a government of which they are a member should 'fix the Sunshine Coast line now'?  Or will all go quiet?

I am optimistic about an outcome...
John Connolly, the blue candidate for Nicklin, was quoted in the Courier-Mail last week as saying that the rail travel from Sunshine Coast to Brisbane should take about an hour; "since it can be done in other countries, why not here?" he is reported as saying.

This project is the single, largest, most important project for the Sunshine Coast.
It has positive benefits for tourism and regular commuters.

But the greatest benefits are for freight.
One of the positive economic benefits for freight e.g., a 1500m freight train = 100 semi-trailers off the Bruce Highway.  :-t

This snowballs to provide economic benefits for road pavements - all the more important, and noticeable now after the tremendous rainfall of late.  :-t

It allows the major food chains up north to have more reliable food supplies, currently strangled by the Beerburrum bottleneck.  :-t
A special freight window was created in the middle of the Caboolture-Beerburrum rail commissioning to prevent food shortages up north.

There are many more ...

Regards,
Fares_Fair.

Rail duplication from Beerburrum to Nambour makes RACQ's list of priorities for the Sunshine Coast   :-t

On 6 December, 2011 Transport Minister Annastacia Palaszczuk MP, Minister for Transport and Multicultural Affairs describes Beerburrum to Nambour upgrade as "strategic to the region."

Oh nice.  Where was the Minister quoted as saying this, FF?  It would be good to have the reference source.

The correspondence I received on 6 December 2011, in response to my meeting with her on 30 August, 2011.

I quote verbatim;

"While upgrades to the Beerburum to Nambour section are identified as strategic projects for the Sunshine Coast region, the timeframe for the delivery of these upgrades must be assessed within the priorities of the broader transport program and a limited funding environment as the State Government invests in a major reconstruction program following the recent natural disasters."


It should be noted that work ceased on these projects in April 2009, long before the recent natural disasters.

Regards,
Fares_Fair.

I contacted the Department of Defence in July 2011 asking if they had any plans or requirements for the North Coast Line.
I can confirm for the record here, via email correspondence, that the Department of Defence have no plans for the North Coast rail line.


July 2011

Our office is unable to assist you with your enquiry.
I have received advice from Defence Support Group and the Directorate of Infrastructure Business Support that they are unable to provide any assistance with your enquiry as Defence do not have any plans in relation to the North Coast Rail Line in support of Defence activities.

It would be interesting to know if there was a reason for this, since rail was a major mover of both men and materiel during wartime.
Perhaps it's because of the single line track.
Bear in mind that any threat is currently perceived as coming fom the north to north west of Australia, however a sneak attack over the south pole is not out of the question.

Regards,
Fares_Fair.

Quote from: Fares_Fair on March 05, 2012, 10:14:58 AM
I contacted the Department of Defence in July 2011 asking if they had any plans or requirements for the North Coast Line.
I can confirm for the record here, via email correspondence, that the Department of Defence have no plans for the North Coast rail line.


July 2011

Our office is unable to assist you with your enquiry.
I have received advice from Defence Support Group and the Directorate of Infrastructure Business Support that they are unable to provide any assistance with your enquiry as Defence do not have any plans in relation to the North Coast Rail Line in support of Defence activities.

It would be interesting to know if there was a reason for this, since rail was a major mover of both men and materiel during wartime.
Perhaps it's because of the single line track.
Bear in mind that any threat is currently perceived as coming fom the north to north west of Australia, however a sneak attack over the south pole is not out of the question.

Regards,
Fares_Fair.

Can't imagine rail being very relevant in warfare in these times.  WWII?  Still was on the eastern front.  In Vietnam or even Korea I don't know that it was all that relevant.

Perhaps they still hold faith in the 'Brisbane Line' plan from World War II -- evacuate the population from Northern Australia (how is not clear - by rail?) to a point south and east of a line drawn from Brisbane to Adelaide, and then defend that line.

Australia's defence posture is not based on the defence of Australia, but in better diplomacy with our neighbours and active involvement in international affairs.

All the heavy materiel is generally based in the north of the country anyway, or can be shipped up by rail to Darwin.  Anything else can fly up (fighters, transports, refuellers, helicopters etc) or be flown up (mainly troops and their equipment and supplies). 

I sincerely doubt the NCL or any QR rollingstock would cope with an M1 Abrams main battle tank!

Quote from: SurfRail on March 05, 2012, 11:28:32 AM
Australia's defence posture is not based on the defence of Australia, but in better diplomacy with our neighbours and active involvement in international affairs.

All the heavy materiel is generally based in the north of the country anyway, or can be shipped up by rail to Darwin.  Anything else can fly up (fighters, transports, refuellers, helicopters etc) or be flown up (mainly troops and their equipment and supplies).  

I sincerely doubt the NCL or any QR rollingstock would cope with an M1 Abrams main battle tank!

Defence posture is one thing and certainly important, but at the end of the day it's our literal land defence that matters.
We are a very resource rich and mostly unpopulated nation in the midst of land challenged nations.

Sounds like very bad planning to me if that is the case.
Redundancy is paramount, we do not have enough aircraft to move a complete fighting force to the north in a short period of time.. or heaven forbid, get them back in a suitably organised withdrawal.
A threat from the north to north west would make the NCL the better option than through to Darwin.
All hypothetical of course.
Regards,
Fares_Fair.

I'm very happy with our detection, anti-shipping and anti-air capabilities - JORN, Harpoon missiles, submarines, new AEW aircraft, plus longer range air-to-air missiles on our fighters and longer range surface to air missiles on our warships coming shortly. 

I doubt anybody has the ability to project force into Australia without us knowing about it weeks and weeks in advance, and we and our local allies (like Singapore) would be able to repel most of the combined tonnage of amphibious assault vessels in the entire Pacific (excluding the USN) with our current arsenal.  There are massive supply line vulnerabilities as well - everything would have to be flown or shipped in because there is little in the way of forage or agriculture up that way, leaving anybody who wants in vulnerable to persistent attacks from sea and air.

It is surprising just how few troops any country can deploy at once and how slow the build-up takes.  The days when a taskforce would just show up and disgorge hundreds of thousands of troops and thousands of armored vehicles are long gone, and even if they were here we would spot it in a flash thanks to our buddies in the US and their orbiting toys.  (They have a vested interest in a free Australia as a trading partner, a staging area and a host to several US facilities.)

I think the only significant use of the NCL in a time of war would be as a supply corridor and as a secondary evacuation route - but frankly, it is so vulnerable to attack (no defences, no secondary routes) I doubt it figures into ADF strategy as something to rely on.

The big issue for us is personnel numbers. 

Perhaps we should have another round of asset sell-offs..... sell the SCL to the most likely invading power, have them do it up so it will be in optimum shape when they eventually invade and defeat us, but we enjoy the investment in new track in the meantime!   :-r  :-r  :hg

The entire rail network is an important logistic asset in the strategic sense.

Particularly in times of national security demands, fuel may be very short.

Unfortunately the cone of silence has just descended on this poster .....   

Quote from: SurfRail on March 05, 2012, 12:02:46 PM
longer range air-to-air missiles on our fighters

You mean the AMRAAM, or something else?

Quote from: Simon on March 05, 2012, 13:11:23 PM

Quote from: SurfRail on March 05, 2012, 12:02:46 PM
longer range air-to-air missiles on our fighters

You mean the AMRAAM, or something else?

Upgraded variants (C5 and beyond I think).

ICBMs!!!!!!!!!!!!!!!!!!!!!!!!!!  :D :D :D

Rail to them isn't even an option anymore as they are more advanced so to speak. Those C17 Globemasters that the RAAF now have makes rail pointless to them. They can carry about 75,000KG (depending on its cargo config) with a range of about 5000km with the ability to refuel inflight from KC-30s which are Airbus A330's converted to refueling/passenger/cargo transport planes all of which along with all of Australias FA-18 Super Hornets (different capabilities over the FA-18 Hornets at other bases) and soon to be F-35 Lightning II Joint Strike Fighters are located and based out of Amberley.

Favourite quote ...

"One 1500 metre freight train can carry the load of 100 semi-trailers, leaving our roads safer and our air cleaner."
Quote by: The Hon Anthony Albanese MP, Minister for Infrastructure and Transport, 2011.
Minister's introduction, p1.
Source: http://www.minister.infrastructure.gov.au/aa/releases/2011/May/SecondAnniversaryofEconomicStimulusPlan.pdf
(http://www.minister.infrastructure.gov.au/aa/releases/2011/May/SecondAnniversaryofEconomicStimulusPlan.pdf)  
     
Herein lies a key to unlock the Sunshine Coast rail fail.

Regards,
Fares_Fair.

Fares Fair, just out of curiosity, what carries more for the economy, the Bruce Highway or the NCL? I would have assumed the NCL, though Mr Newman is saying the highway is very important economically for Nth QLD so needs to be upgraded.

Quote from: Golliwog on March 05, 2012, 15:30:02 PM
Fares Fair, just out of curiosity, what carries more for the economy, the Bruce Highway or the NCL? I would have assumed the NCL, though Mr Newman is saying the highway is very important economically for Nth QLD so needs to be upgraded.

All I have is this Golli,
I have no information on the highway data.
Point 10 in my opening post report.

If it is less than road then that is only because they Have allowed it to occur by not investing in the rail.

QR Submission to Productivity Commission
by QR Limited (5 July 2006),
Review of the Economic Costs of Freight Infrastructure and Efficient Approaches to Transport Pricing
http://www.pc.gov.au/__data/assets/pdf_file/0004/48577/sub053.pdf
(http://www.pc.gov.au/__data/assets/pdf_file/0004/48577/sub053.pdf)

North Coast Line Study, p94,
This analysis includes an estimate of the future transport task (based on underlying market growth rate estimates) in the corridor and identification of the economic benefits for government and society associated with investment in rail ...

Note: Figures below refer to North Coast Line from Brisbane to Cairns and are $2006.
An investment of circa. $300 million in a number of "below rail" projects on the NCL could result in: (note present value PV = 2006 dollars)

   Extraction of just over 850,000 tonnes of general freight / containerised traffic from road to rail on NCL markets.
   Road accident cost savings of Present Value $43 million over 20 years.
   Environmental gains valued at PV $23 million over 20 years.
   Road pavement / maintenance savings of PV $94 million over 20 years from reduced heavy truck movements.
   Benefits associated with better transit times, improved service reliability and improved service availability valued at PV $127 million over 20 years.
   Benefits to rail operators and customers valued at PV $143 million over 20 years.
   Potential reductions in rail freight costs in the range of 2% to 6% across NCL markets if gains to "above rail" operators are passed on to customers.
   An increase in GTKs (gross tonne kilometres) on the NCL associated with additional containerised traffic of 34% 'over and above' underlying growth.

The figures shown above total $430m (in 2006 dollars) in potential savings, for a $300m (in 2006 dollars) outlay.

Non-Bulk Freight Growth, p107,
From Table A.3 Rail and Road expected average annual growth rates, 1999 to 2025.

Corridor             By Rail   By Road
Sydney - Perth       4.4%    3.0%   HIGHEST FREIGHT GROWTH
Brisbane - Cairns     4.2%    4.0%   SECOND HIGHEST FREIGHT GROWTH

Original Source: BTRE (2006), Demand Projections for Auslink Non-Urban Corridors: Methodology and Projections, Working Paper 66, Table 2.16.

Quote from: SurfRail on March 05, 2012, 12:02:46 PM
I'm very happy with our detection, anti-shipping and anti-air capabilities - JORN, Harpoon missiles, submarines, new AEW aircraft, plus longer range air-to-air missiles on our fighters and longer range surface to air missiles on our warships coming shortly.  

I doubt anybody has the ability to project force into Australia without us knowing about it weeks and weeks in advance, and we and our local allies (like Singapore) would be able to repel most of the combined tonnage of amphibious assault vessels in the entire Pacific (excluding the USN) with our current arsenal.  There are massive supply line vulnerabilities as well - everything would have to be flown or shipped in because there is little in the way of forage or agriculture up that way, leaving anybody who wants in vulnerable to persistent attacks from sea and air.

It is surprising just how few troops any country can deploy at once and how slow the build-up takes.  The days when a taskforce would just show up and disgorge hundreds of thousands of troops and thousands of armored vehicles are long gone, and even if they were here we would spot it in a flash thanks to our buddies in the US and their orbiting toys.  (They have a vested interest in a free Australia as a trading partner, a staging area and a host to several US facilities.)

I think the only significant use of the NCL in a time of war would be as a supply corridor and as a secondary evacuation route - but frankly, it is so vulnerable to attack (no defences, no secondary routes) I doubt it figures into ADF strategy as something to rely on.

The big issue for us is personnel numbers.  

Hello SR,

The Department of Defence made a submision to the National Land Freight Strategy in April 2011.
http://www.infrastructureaustralia.gov.au/public_submissions/nlfs/files/LF11-068_Department_of_Defence.pdf (http://www.infrastructureaustralia.gov.au/public_submissions/nlfs/files/LF11-068_Department_of_Defence.pdf)

Rail does play a part as well.

VICE CHIEF OF THE DEFENCE FORCE GROUP
JOINT LOGISTICS COMMAND

JLC/OUT /20111283
Michael Deegan
Infrastructure Coordinator
Infrastructure Australia
CANBERRA, ACT 260I

Thank you for your letter to Dr Iarr Watt, Secretary of Defence, dated 20 Decermber 2010,
advising of the pending Discussion paper on the National Freight Network strategy. Dr watt
has asked me to respond to you on his behalf.
Defence is strongly supportive of the National Land Freight Strategy) Discussion paper
released by Infrastructure Australia on 22 February 2011.
Defence is currently preparing to undertake a period of deep reform to modernise and
transform our logistics infrastructure network, business processes and procedures and
optimising the use of associated technologies to support Australian Defence Force (ADF)
operatlons.
Defence relies heavily on the national land infrastructure to support operational deployrnents
and to undertake routine training and administrative activities. These tasks regulariy involve
the movement of significant military and commercial freight by road and rail between ADF
bases, into Training Areas and to Points of Embarkation such as ports and air fields. This also
includes close cooperation with each of the state and territory Road traffic compliancy
agencies to support the operation of Special purpose Military vehicles for operational and
training purposes.
The draft National Land Freight Strategy Discussion paper incorporates approaches which will
support reforms to the effectiveness and efficiency of Defence logistics activities.
Defence is keen to be part of the on going development of the concept and is happy to provide
support to appropriate working groups. My point of contact is Commodore (name removed),
RAN, Director General Strategic Logistics who can be contacted on (number removed).

M.M. STAIB, AM, CSC
Air Vice-Marshal
Commander Joint logistics

6 April 2011

Quote from: Golliwog on March 05, 2012, 15:30:02 PM
Fares Fair, just out of curiosity, what carries more for the economy, the Bruce Highway or the NCL? I would have assumed the NCL, though Mr Newman is saying the highway is very important economically for Nth QLD so needs to be upgraded.

I believe that the NCL only has about 30% of the market.  I think that's the answer to your question.

A lot better than SYD-MEL, MEL-BNE or SYD-BNE which are all around 20% or less, but not as good as SYD/MEL-PER or ADL-DRW which are more like 80% rail market share.

Quote from: Simon on March 06, 2012, 13:12:53 PM

Quote from: Golliwog on March 05, 2012, 15:30:02 PM
Fares Fair, just out of curiosity, what carries more for the economy, the Bruce Highway or the NCL? I would have assumed the NCL, though Mr Newman is saying the highway is very important economically for Nth QLD so needs to be upgraded.

I believe that the NCL only has about 30% of the market.  I think that's the answer to your question.

A lot better than SYD-MEL, MEL-BNE or SYD-BNE which are all around 20% or less, but not as good as SYD/MEL-PER or ADL-DRW which are more like 80% rail market share.

Just because the least efficient mode of transport currently carrries a greater % of the market, soley due to underfundng of alternatives, does not mean that it should get the priority on investment.  

Favourite Quote for March:
By The Hon. Anthony Albanese MP, (Federal) Minister for Infrastructure and Transport, member for Grayndler (NSW).
From: Economic Stimulus Plan: A progress report
Nation Building Package 2011
www.nationbuilding.gov.au

"One 1500 metre freight train can carry the load of 100 semi-trailers, leaving our roads safer and our air cleaner."

Regards,
Fares_Fair.

So hurry up and fund the Beerburrum-Nambour duplication then Minister!

My rationale for Sunshine Coast Line duplication ahead of Cross River Rail

I see a need on the Sunshine Coast, a bottleneck at Beerburrum that is pre-existing and needs fixing now and has impacts upon freight trains and food chains to the north of the state
(it also needs fixing further north of Nambour), and passenger trains - 44% (26 No.) of which are buses during weekdays from Caboolture to Nambour.
Do any of the lines south of the river have these conditions upon them?

Making the single line track able to accommodate 1500m freight trains is sorely needed, and could benefit both passengers and freight.
It is putting semi-trailers onto our roads.

NCL duplication has a BCR of 1.433 according to QR's figures from 2006 Productivity Commission report (greater than CRR's).

Compare that to the need for CRR, a Merivale bridge bottleneck for which a fix is not needed until 2016.
That's not negating the need for CRR, but puts it into perspective IMHO.

Lets face the fact that post CRR, it will not do anything much for the Sunshine Coast Line until it's bottleneck is addressed.

Simple really.



Regards,
Fares_Fair.

Quote
NCL duplication has a BCR of 1.433 according to QR's figures from 2006 Productivity Commission report (greater than CRR's).

I'm going to disagree (with the justification only) here, on BCR grounds. I will use a hypothetical to demonstrate why:

Which project increases overall welfare (i.e. puts society better off after completion).
I have made up the values.

Option A:
"Public Transport promoting letter to everyone in SEQ"

Cost: $ 70 000
Benefits: $98 000
BCR: $98 000 / $70 000 = 1.4

Option B:
"Core system capacity upgrade project"

Cost: $7 billion
Benefits: $9.8 billion
BCR: 1.4

Assuming we are willing to take on the costs up to the most expensive of projects, and assuming that we can only build one or the other and not both,
we should build project B, even though its BCR is identical. Why? Project B has higher costs but it also has much higher benefits. When assessed under
NPV (Net present value) project B will have more benefits than project A, and of course it does, it is a core capacity upgrade.

Cost-only analysis: Analysis of costs without comparison or regards to benefits.

Fares_Fair, what was the NPV of the Sunshine Coast line upgrade?

I understand the principle of what you are saying TT,

but what of the benefits of 1500m freight trains as opposed to 650m long ones?
CRR won't allow that for North Quensland and our eastern seaboard, why? there's a bottleneck further up the track.
what of the immediacy for NCL bottleneck removal compared to 2016 deadline for Merivale Street bridge?

CCR, a core capacity upgrade with a Sunshine Coast / NCL bottleneck doesn't assist us in any meaningful way.

@TT, I do not know the NPV for the NCL upgrade.

Regards,
Fares_Fair.

Quote from: Fares_Fair on March 06, 2012, 16:38:44 PM
but what of the benefits of 1500m freight trains as opposed to 650m long ones?

Debatable if they are crossing the Merivale Bridge without CRR!

EDIT: Even the Exhibition->Milton path is pretty problematic for these trains without the 5th track.

QuoteI understand the principle of what you are saying TT,

but what of the benefits of 1500m freight trains as opposed to 650m long ones?
CRR won't allow that for North Quensland and our eastern seaboard, why? there's a bottleneck further up the track.
what of the immediacy for NCL bottleneck removal compared to 2016 deadline for Merivale Street bridge?

CCR, a core capacity upgrade with a Sunshine Coast / NCL bottleneck doesn't assist us in any meaningful way.

@TT, I do not know the NPV for the NCL upgrade.

Allow me to frame the question in a different way.
Suppose you have a red pin and a map of the rail network. The red pin represents a bottleneck.
You have to place the pin somewhere, BUT  you have a choice of placing the pin in one of two locations - on the Merivale Bridge or
on the Sunshine Coast line.

Which bottleneck is worse - one located pretty much next to the core or one located on the SC line?

In this case we are deciding not which option is better, but which option is least worst.

None of this is to say CRR is a higher priority than NCL or vice-versa,  but I think we have to choose.
NPV will shed light on the situation. The benefits of CRR are around $9 billion. The NCL upgrade would have to generate
at least $9 billion worth of benefits to be a higher priority than the NCL in my opinion.

You are ignoring the timing issue, the red pin near the core won't happen until 2016, the red pin on the NCL is there now.

Not sure how to find out the NPV for the NCL.
I'd also be interested to see the breakdown of the $9 billion NPV for CRR.

Quote from: tramtrain on March 06, 2012, 16:48:25 PM

QuoteI understand the principle of what you are saying TT,

but what of the benefits of 1500m freight trains as opposed to 650m long ones?
CRR won't allow that for North Quensland and our eastern seaboard, why? there's a bottleneck further up the track.
what of the immediacy for NCL bottleneck removal compared to 2016 deadline for Merivale Street bridge?

CCR, a core capacity upgrade with a Sunshine Coast / NCL bottleneck doesn't assist us in any meaningful way.

@TT, I do not know the NPV for the NCL upgrade.

Allow me to frame the question in a different way.
Suppose you have a red pin and a map of the rail network. The red pin represents a bottleneck.
You have to place the pin somewhere, BUT  you have a choice of placing the pin in one of two locations - on the Merivale Bridge or
on the Sunshine Coast line.

Which bottleneck is worse - one located pretty much next to the core or one located on the SC line?

In this case we are deciding not which option is better, but which option is least worst.

None of this is to say CRR is a higher priority than NCL or vice-versa,  but I think we have to choose.
NPV will shed light on the situation. The benefits of CRR are around $9 billion. The NCL upgrade would have to generate
at least $9 billion worth of benefits to be a higher priority than the NCL in my opinion.

Sorry, but this is just another of your false dichotomies.

The NCL upgrade does not cost anything near what CRR costs.  It can easily be done without going to IA or private enterprise, simply by reprioritising some funding and driving some efficiency.

QuoteYou are ignoring the timing issue, the red pin near the core won't happen until 2016, the red pin on the NCL is there now.

Not sure how to find out the NPV for the NCL.
I'd also be interested to see the breakdown of the $9 billion NPV for CRR.

Yes, but my point was that in any choice of alternatives some projects will have a higher benefit than others, and that the BCR alone is not enough information
to inform a judgement.

How much would the NCL upgrade cost?

There is an intrinsic difference between importance and urgency. Something can be important but not urgent...

Again, I am not convinced until I see a size for the benefit of the NCL upgrade. Then we can compare.
If the size of the benefit of a project cannot be expressed in dollar terms, then the case is already on shaky foundations because it will be hard to
convince anyone to support something where the benefits cannot be quantified in common terms.

Quote
Sorry, but this is just another of your false dichotomies.

The NCL upgrade does not cost anything near what CRR costs.  It can easily be done without going to IA or private enterprise, simply by reprioritising some funding and driving some efficiency.

How much will it cost again? The NCL upgrade that is.

You do have a point - CRR is supposed to be paid (ideally) by IA (ATM Australia) so not really competing for the same pot of money is it.
This changes the situation.

The NCL upgrade really should be compared to the alternatives, rather than CRR, as CRR and the NCL are obviously located in different places
and may not be competing for the same $$$ (if ATM Australia hasn't run out of cash, lol).

So the alternatives are
1. Do nothing
2. Do minimum (hmm... more buses I suppose)
3. Do minimum 2 (partial upgrade to rail)
4. Upgrade the Bruce Highway
5. Full rail upgrade

PS: You still need to know how much benefits the NCL upgrade will generate - that's basic stuff. We can calculate this if we know the cost.

Quote from: SurfRail on March 06, 2012, 17:00:02 PM

Quote from: tramtrain on March 06, 2012, 16:48:25 PM

QuoteI understand the principle of what you are saying TT,

but what of the benefits of 1500m freight trains as opposed to 650m long ones?
CRR won't allow that for North Quensland and our eastern seaboard, why? there's a bottleneck further up the track.
what of the immediacy for NCL bottleneck removal compared to 2016 deadline for Merivale Street bridge?

CCR, a core capacity upgrade with a Sunshine Coast / NCL bottleneck doesn't assist us in any meaningful way.

@TT, I do not know the NPV for the NCL upgrade.

Allow me to frame the question in a different way.
Suppose you have a red pin and a map of the rail network. The red pin represents a bottleneck.
You have to place the pin somewhere, BUT  you have a choice of placing the pin in one of two locations - on the Merivale Bridge or
on the Sunshine Coast line.

Which bottleneck is worse - one located pretty much next to the core or one located on the SC line?

In this case we are deciding not which option is better, but which option is least worst.

None of this is to say CRR is a higher priority than NCL or vice-versa,  but I think we have to choose.
NPV will shed light on the situation. The benefits of CRR are around $9 billion. The NCL upgrade would have to generate
at least $9 billion worth of benefits to be a higher priority than the NCL in my opinion.

Sorry, but this is just another of your false dichotomies.

The NCL upgrade does not cost anything near what CRR costs.  It can easily be done without going to IA or private enterprise, simply by reprioritising some funding and driving some efficiency.

SR, apart from your incessant false dichotomy line.
If that is the only 'productive' thing you can say about the entire issue.
You have said it.
My arguments stand.

EDIT: Misunderstood this post by SR, apologised in post below.

Nowhere have I said that they offer the same advantages or disadvantages, it is merely predicated upon cost or economy and advantage.
They both serve different purposes, but with common advantages.
CRR isn't needed until 2016 (and yes it would need to be resolved quickly given the timeframe), NCL is needed NOW, and has been since well before 2008.

NCL is part of a national north-south freight corridor and does come under IA jurisdiction on a number of points.

I don't think you realise the total cost of the NCL upgrade.
It was $300m (in 2009) for Beerburrum to Landsborough and around $1.8b (estimate only from 2009 report which may well have some 'space' in it) for Landsborough to Nambour.

I have no information on how many short passing loops there are between here and Cairns, but that would cost extra on top to attain 1500m trains all the way through to Cairns.

Regards,
Fares_Fair.

$1.8bn seems pretty pricey.  Might be some tunnels at least at one point but still...

Quote from: Simon on March 06, 2012, 20:11:24 PM
$1.8bn seems pretty pricey.  Might be some tunnels at least at one point but still...

Yes, 2 tunnels, 1 between Landsborough - Mooloolah and 1 between Mooloolah - Eudlo, and a lot of aerial construction.

Quote from: Fares_Fair on March 06, 2012, 19:55:58 PM

Quote from: SurfRail on March 06, 2012, 17:00:02 PM

Quote from: tramtrain on March 06, 2012, 16:48:25 PM

QuoteI understand the principle of what you are saying TT,

but what of the benefits of 1500m freight trains as opposed to 650m long ones?
CRR won't allow that for North Quensland and our eastern seaboard, why? there's a bottleneck further up the track.
what of the immediacy for NCL bottleneck removal compared to 2016 deadline for Merivale Street bridge?

CCR, a core capacity upgrade with a Sunshine Coast / NCL bottleneck doesn't assist us in any meaningful way.

@TT, I do not know the NPV for the NCL upgrade.

Allow me to frame the question in a different way.
Suppose you have a red pin and a map of the rail network. The red pin represents a bottleneck.
You have to place the pin somewhere, BUT  you have a choice of placing the pin in one of two locations - on the Merivale Bridge or
on the Sunshine Coast line.

Which bottleneck is worse - one located pretty much next to the core or one located on the SC line?

In this case we are deciding not which option is better, but which option is least worst.

None of this is to say CRR is a higher priority than NCL or vice-versa,  but I think we have to choose.
NPV will shed light on the situation. The benefits of CRR are around $9 billion. The NCL upgrade would have to generate
at least $9 billion worth of benefits to be a higher priority than the NCL in my opinion.

Sorry, but this is just another of your false dichotomies.

The NCL upgrade does not cost anything near what CRR costs.  It can easily be done without going to IA or private enterprise, simply by reprioritising some funding and driving some efficiency.

SR, apart from your incessant false dichotomy line.
If that is the only 'productive' thing you can say about the entire issue.
You have said it.
My arguments stand.

Nowhere have I said that they offer the same advantages or disadvantages, it is merely predicated upon cost or economy and advantage.
They both serve different purposes, but with common advantages.
CRR isn't needed until 2016 (and yes it would need to be resolved quickly given the timeframe), NCL is needed NOW, and has been since well before 2008.

NCL is part of a national north-south freight corridor and does come under IA jurisdiction on a number of points.

I don't think you realise the total cost of the NCL upgrade.
It was $300m (in 2009) for Beerburrum to Landsborough and around $1.8b (estimate only from 2009 report which may well have some 'space' in it) for Landsborough to Nambour.

I have no information on how many short passing loops there are between here and Cairns, but that would cost extra on top to attain 1500m trains all the way through to Cairns.

Regards,
Fares_Fair.

My comment was actually directed at TT with his pin the tail on the donkey line.  If you read again I'm actually agreeing with you!

Quote from: SurfRail on March 06, 2012, 20:53:22 PM

Quote from: Fares_Fair on March 06, 2012, 19:55:58 PM

Quote from: SurfRail on March 06, 2012, 17:00:02 PM

Quote from: tramtrain on March 06, 2012, 16:48:25 PM

QuoteI understand the principle of what you are saying TT,

but what of the benefits of 1500m freight trains as opposed to 650m long ones?
CRR won't allow that for North Quensland and our eastern seaboard, why? there's a bottleneck further up the track.
what of the immediacy for NCL bottleneck removal compared to 2016 deadline for Merivale Street bridge?

CCR, a core capacity upgrade with a Sunshine Coast / NCL bottleneck doesn't assist us in any meaningful way.

@TT, I do not know the NPV for the NCL upgrade.

Allow me to frame the question in a different way.
Suppose you have a red pin and a map of the rail network. The red pin represents a bottleneck.
You have to place the pin somewhere, BUT  you have a choice of placing the pin in one of two locations - on the Merivale Bridge or
on the Sunshine Coast line.

Which bottleneck is worse - one located pretty much next to the core or one located on the SC line?

In this case we are deciding not which option is better, but which option is least worst.

None of this is to say CRR is a higher priority than NCL or vice-versa,  but I think we have to choose.
NPV will shed light on the situation. The benefits of CRR are around $9 billion. The NCL upgrade would have to generate
at least $9 billion worth of benefits to be a higher priority than the NCL in my opinion.

Sorry, but this is just another of your false dichotomies.

The NCL upgrade does not cost anything near what CRR costs.  It can easily be done without going to IA or private enterprise, simply by reprioritising some funding and driving some efficiency.

SR, apart from your incessant false dichotomy line.
If that is the only 'productive' thing you can say about the entire issue.
You have said it.
My arguments stand.

Nowhere have I said that they offer the same advantages or disadvantages, it is merely predicated upon cost or economy and advantage.
They both serve different purposes, but with common advantages.
CRR isn't needed until 2016 (and yes it would need to be resolved quickly given the timeframe), NCL is needed NOW, and has been since well before 2008.

NCL is part of a national north-south freight corridor and does come under IA jurisdiction on a number of points.

I don't think you realise the total cost of the NCL upgrade.
It was $300m (in 2009) for Beerburrum to Landsborough and around $1.8b (estimate only from 2009 report which may well have some 'space' in it) for Landsborough to Nambour.

I have no information on how many short passing loops there are between here and Cairns, but that would cost extra on top to attain 1500m trains all the way through to Cairns.

Regards,
Fares_Fair.

My comment was actually directed at TT with his pin the tail on the donkey line.  If you read again I'm actually agreeing with you!

My sincere apology to you, SR, sorry.
I clearly misread it.

The constraints of the Sunshine Coast Line continue to hamper efficient passenger and freight train operations on a single track with short passing loops.  How can the freight-carrying capacity be improved?  A thought came as SES crews were observed alternating traffic flow around a flooded section of road that had been reduced to one lane.  Motorists were guided through the single lane section left open by alternating traffic flow, first one way, then the other. 

On the Brisbane-Cairns run, the passing loops limit the length of each freight train to the length of the passing loop, generally about 650m.

What if freight trains 1500m long were shuttled along the Sunshine Coast Line (and the line further north) on an alternating night basis?

Monday night, all trains south of Rockhampton flow north to south, with no opposing train movements.  On Tuesday, the flow is south to north, no opposing train movements?  And so on - no need to shunt freight trains onto passing loops.

The only safety issue is the distance between long freight trains.  The slowest freight train would govern the speed of all other trains behind, but a lot more freight could be hauled at a lower cost.

Quote from: Stillwater on March 08, 2012, 09:30:24 AM
The constraints of the Sunshine Coast Line continue to hamper efficient passenger and freight train operations on a single track with short passing loops.  How can the freight-carrying capacity be improved?  A thought came as SES crews were observed alternating traffic flow around a flooded section of road that had been reduced to one lane.  Motorists were guided through the single lane section left open by alternating traffic flow, first one way, then the other.  

On the Brisbane-Cairns run, the passing loops limit the length of each freight train to the length of the passing loop, generally about 650m.

What if freight trains 1500m long were shuttled along the Sunshine Coast Line (and the line further north) on an alternating night basis?

Monday night, all trains south of Rockhampton flow north to south, with no opposing train movements.  On Tuesday, the flow is south to north, no opposing train movements?  And so on - no need to shunt freight trains onto passing loops.

The only safety issue is the distance between long freight trains.  The slowest freight train would govern the speed of all other trains behind, but a lot more freight could be hauled at a lower cost.

Certainly a question or procedure worth asking about.
Freight does tend to be time critical to meet supplier deadlines.
The reports I have read (ICRCS I think) indicated a speed reduction of 10km/h, from 40km/h down to 30km/h for 1500m freight trains into Brisbane.

Quote
What if freight trains 1500m long were shuttled along the Sunshine Coast Line (and the line further north) on an alternating night basis?

This is what failing to have BASIC MINIMUM INFRASTRUCTURE STANDARDS does.
Would you build a freeway with one lane?

Quote from: tramtrain on March 08, 2012, 09:53:21 AM

Quote
What if freight trains 1500m long were shuttled along the Sunshine Coast Line (and the line further north) on an alternating night basis?

This is what failing to have BASIC MINIMUM INFRASTRUCTURE STANDARDS does.
Would you build a freeway with one lane?

It's a sign of the desperation involved TT, we are looking for anything and any avenue to improve our lot before duplication.
It's worth pursuing, but yes, duplication will only truly resolve it.

As suggested a few times before, some 'fleeting' might assist in getting a little more freight capacity, but the root cause needs to be sorted ..

Quote from: Stillwater on March 08, 2012, 09:30:24 AM
What if freight trains 1500m long were shuttled along the Sunshine Coast Line (and the line further north) on an alternating night basis?

Monday night, all trains south of Rockhampton flow north to south, with no opposing train movements.  On Tuesday, the flow is south to north, no opposing train movements?  And so on - no need to shunt freight trains onto passing loops.

Possible, and you can still have opposing movements just limited by passing loops.  Limitation would then become yard capacity.  Acacia Ridge is good for 1500m, but not Moolabin.  Not sure about the yards up north.

Would people build a one-way freeway, TT? Well, yes.  And in Australia too.

http://en.wikipedia.org/wiki/Southern_Expressway

QuoteThe expressway is open approximately 22.5 hours per day, one way for over 11 hours in each direction. The northbound (city-bound) direction occurs on weekday mornings (2:00am – 12:30pm) and weekend evenings (2:00pm – 12:30am), the southbound direction on weekday evenings (2:00pm – 12:30am) and weekend mornings (2:00am – 12:30pm).[3] It is closed 12:30am – 2:00am and 12:30pm – 2:00pm, except for Saturday and Monday mornings when the direction remains unchanged. Weekday public holidays also operate under the weekend's opening times to accommodate tourists travelling to the Fleureiu Peninsula. During each closure all road signs, lights and boom gates change over, and the road is inspected by a tow truck contractor for debris and car breakdowns.

^^ Funny how this looks a LOT like many bus routes - act as one way roads, or closed when we want them. And people wonder why more people don't catch PT, well DUH!

That and Adelaide is a transport freak-show...

No word yet on LNP policy for the Sunshine Coast rail ...  :fx

I very much doubt there will be one.  The LNP has faceless men too and they would be sitting on candidates not to make big promises.  It's working -- silence from the local LNP candidates.  The party has calculated the SC seats are 'in the bag', so whatever money the LNP has to throw around will be directed to marginal seats.  The ALP candidates have hardly said 'boo' for the same reason.

The only prospect would be if the LNP thought it could win Nicklin from the independent and promise something like a makeover of Nambour railway station, not that that would do much to relieve congestion on the SCL.

We still have not seen the LNP 'alternative CRR' project, which will cost $$$$.  Neither party is backing down from 15 per cent fare increase, but we may see some reshuffling of the deck chairs re ticketing/fare arrangements beyond the free travel after 9/10 journeys.

Quote from: Fares_Fair on March 08, 2012, 21:33:20 PM
No word yet on LNP policy for the Sunshine Coast rail ...  :fx

Sad to say but I wouldn't be getting my hopes up.  We'll just have to keep slugging it out.

With a change of government at least your local MPs will be on the right side of the chamber for a change.

Information for the record ...

Transport and Logistics News June 2010

Up to 45 road deaths could be saved every year if just 15 per cent of 'contestable' road freight was transferred to rail. This was revealed recently in an article published on the latest issue of the Journal of the Australasian College of Road Safety.
"A simple shift to rail of the 15 per cent of road freight said to be transferable (or contestable) could save up to 45 lives annually (calculated on the basis of roughly three deaths for every 1 per cent of freight hauled)."
The article, written by independent transport and road safety researcher Peter MacKenzie, also suggests that by shifting the same amount of freight from road to freight, 275 people or more could be saved from paraplegia, quadriplegia, brain damage and other long-term serious disabilities. In economic terms, it is estimated that the potential saving to the nation would be more than 1 billion dollars.

Yep, it's about time road transport stopped being subsidised by Governments and that money put into upgrading rail instead.

Quote from: achiruel on March 10, 2012, 04:36:35 AM
Yep, it's about time road transport stopped being subsidised by Governments and that money put into upgrading rail instead.

Hi achiruel,
That would seem a radical (to be fair, unqualified) view, there are many regions where roads are the only option.
Public transport is not sufficient to meet the expectations of communities.
It has to be a balance.

Quote from: achiruel on March 10, 2012, 04:36:35 AM
Yep, it's about time road transport stopped being subsidised by Governments and that money put into upgrading rail instead.

I would say that the first part is an axiom.

http://www.aph.gov.au/Parliamentary_Business/Committees/House_of_Representatives_Committees?url=trs/networks/report.htm (http://www.aph.gov.au/Parliamentary_Business/Committees/House_of_Representatives_Committees?url=trs/networks/report.htm)

House Standing Committee on Transport and Regional Services Committee activities (inquiries and reports)
Inquiry into the integration of regional rail and road networks and their interface with ports

Inquiry home | Terms of reference | Submissions | Public hearings | Media releases

Report
On Monday 13 August 2007, the House Standing Committee on Transport and Regional Services tabled the report on its inquiry into the integration of regional rail and road networks and their interface with ports, The Great Freight Task: Is Australia's transport network up to the challenge?
To view or print the report, you will need Adobe Acrobat® PDF Reader, which can be downloaded free of charge from Adobe.®

Report accessibility:


Single chapter version downloads
Consolidated version download (PDF 9,124KB)
Hypertext markup language - HTML
If you have difficulty accessing the report, please contact the Committee Secretariat.


--------------------------------------------------------------------------------


This report is comprised of preliminary pages, 11 chapters and 6 appendices.


The Great Freight Task: Is Australia's transport network up to the challenge?
Preliminary pages (PDF 127KB)
Contents, Foreword, Committee Membership, Terms of Reference, List of Abbreviations and List of Recommendations

Chapter 1 (PDF 47KB)
Australia's Transport Network

Chapter 2 (PDF 306KB)
Australia's Transport Task

Chapter 3 (PDF 625KB)
The Ports

Chapter 4 (PDF 1128KB)
Rail

Chapter 5 (PDF 1635KB)
Road Infrastructure

Chapter 6 (PDF 1389KB)
Intermodal Facilities

Chapter 7 (PDF 184KB)
Coastal Shipping

Chapter 8 (PDF 191KB)
Role of the Three Tiers of Government

Chapter 9 (PDF 100KB)
Eastern States' Inland Rail Corridor

Chapter 10 (PDF 191KB)
Intelligent Tracking Technology

Chapter 11 (PDF 79KB)
Cross-border Issues

Appendix A (PDF 112KB)
Appendix A – List of submissions

Appendix B (PDF 95KB)
Appendix B – List of exhibits

Appendix C (PDF 106KB)
Appendix C - List of public hearings and witnesses

Appendix D (PDF 2160KB)
Appendix D - Maps of major infrastructure projects

Appendix E (PDF 172KB)
Appendix E - North-South Rail Corridor – DOTARS Study

Appendix F (PDF 262KB)
Appendix F - Port Infrastructure Matrix

Appendix G (PDF 53KB)
Appendix G -The Dalrymple Bay Coal Chain

From p103

4.62 The RTSA also indicated that there is a "demonstrable need to expedite Caboolture-Landsborough duplication and re-alignment and to start planning for other rail deviations and bridges..." on the Brisbane –Townsville route. As an example, the RTSA referred to the bridge on the Burnett River near Bundaberg "...which is now subject to a 15 km/h 'flat' speed restriction (i.e. no acceleration or braking)".43

Former Committee: Standing Committee on Transport and Regional Services
Committee activities (inquiries and reports)

41st Parliament (November 2004 - October 2007)
Standing Committee on Transport and Regional Services

The Great Freight Task: Is Australia's transport network up to the challenge?
Inquiry into the integration of regional rail and road networks and their interface with ports
Tabled 13 August 2007

Date of Government Response: No response to date

For all the talk from the leaders of the major political parties in the state election campaign, neither Ms Bligh or Campbell Newman have shown their faces so far on the Sunshine Coast.  The Coast might be lucky get to see one or other during the 'regions blitz' in the coming days.  That would appear to involve a fly-in rapid visit to play a game of pool (must get television coverage in Ingham or somewhere), or a quick drive along the section of the Bruce Highway, slowing to 50 km/hr through town, and giving a regal wave from the window of a bullet-proof limo.

Ms Bligh and Mr Newman know that if they step foot on the Sunshine Coast, the two issues the media will hammer them on are the Sunshine Coast University Hospital at Kawana (Labor delayed it and LNP wants to rip $400 million from its construction cost, thereby causing a scale-back) and the Sunshine Coast Line duplication to Nambour (Labor has dishonoured its promises and LNP sees it as being too hard).

At a 'meet the candidates' gathering in Nambour on Monday, virtually every candidate spoke of the need to duplicate the line asap.

In the days of the Beattie government, when Premier Peter Beattie required the support of the Nicklin Independent, Peter Wellington, to hold onto government, Mr Wellington won a concession that passenger train services would be extended to Nambour, the centre of Nicklin.  Mr Wellington continues to work effectively with the government of the day.

During this election campaign, deliberate rumours have been circulating that 'a vote for Wellington is a vote for Labor'.  That is gutter tactics.  The latest political manoeuvring comes today with the revalation by Mr Matthew Smith, the Katter's Australian Party candidate and a local small businessman of good repute, that he had been approached by the LNP to pay for the cost of printing his 'how to vote' cards if they showed he had distributed his preferences to the LNP.

The LNP are keen to knock off Mr Wellington because they see Nicklin as a conservative seat and they want a clean sweep of all the Sunshine Coast seats from Gympie to Glass House.  They stoop to these tactics rather than some honest and robust campaigning.  This latest preferences tactic would appear to have come from the LNP 'faceless men' and not the local LNP candidate, John Connolly.

State leader of Katter's Australian Party, Aidan McLindon MP, interviewed on ABC Sunshine Coast this morning (23 March) at 9.20am, promised that his party, if elected to government, would advance the start of work on duplicating the Sunshine Coast Line and have the project completed 'within five to eight years'.  Where will the money come from?  Mr McLindon said the costs would be met from the money 'left over' after the scrapping of the $6.3 billion Cross River Rail project and the redirection of that money to the Bruce Highway and other road projects outside of Brisbane.

Mr McLindon said spending more money on transport infrastructure in Brisbane would only create gridlock.

He has certainly picked up on the topic de jour locally, but it involves spending money that isn't there and reallocating it to a project not yet assessed by Infrastructure Australia.

However, Mr McLindon's statement does raise a legitimate point.  Should we start advocating for a newly-elected LNP Government to begin the process of working up a Business Case for the Sunshine Coast Line duplication.  All the engineering assessments have been completed, the EIS has been done and the Coordinator-General has signed off with his approval, which expires in four years time.  What's left is to establish the cost, look at possible private sector involvement (such as working with developer to build a new station at Eudlo at the developer's expense in exchange for the right to establish a new housing estate, or selling space above Nambour station for offices and shops) and work out possible state-fed funding splits.  As with CRR, the process would take 4-5 years. 

Calling for a start on prepartion of the SCL duplication Business Case within the first term of an LNP would not jeopardise CRR funding, as CRR is 'ready to proceed', while the SCL is far from that, but needs to be worked up as the next cab off the rank.  Much of the work for the SCL duplication has been done.  It is less complex than CRR (no tunnels).  What needs to be decided is the sequence of works, the cost and a decision about who pays what.  The study would be less than half the cost of the CRR Business Case, say $7-8 million?

And remember, the LNP says it wants to cut down on government waste.  What better place to start than the elimination of the temporary platforms along the Sunny Coast Line.

Myself and others have raised the Sunshine Coast repeatedly with the LNP opposition. 

It is new day Monday, they will be in Government. They need to stand by Newman's commitments that they will act for ALL Queenslanders, that includes the Sunshine Coast.  I am sure there will be immense momentum from here.

Actions speak louder than words, Ozbob.  Campbell Newman didn't step foot once on the Sunshine Coast during the election campaign (he was in Nambour last November).  That 'no show' during the campaign is being interpreted as a sign of his contempt for Coasters and his taking their vote for granted.

I wonder how the local LNP MPs and perhaps those to about to be feel about that?  Happy campers? LOLOL

A large idle back bench is a very dangerous thing ...  ;)

Hmmm.  A leader with a dictatorial style, who is the hero of an election win. There will be a honeymoon of maybe 12 to 18 monthss, but then reality will start to set in. Give it 2 or 3 years and lets see what knives are drawn behind backs.

Kevin 07 didn't even make it to the next election.

How far do you think Campbell 12 will go?  And how much support will he have from the "Nationals" faction of the LNP, or from Gold Coast or Sunshine Coast MPs who feel their needs are being ignored.

He might be a rooster tomorrow, but can just as easily be turned into a featherduster if the factional politics get nasty.

Quote from: colinw on March 23, 2012, 10:39:38 AM
Hmmm.  A leader with a dictatorial style, who is the hero of an election win. There will be a honeymoon of maybe 12 to 18 monthss, but then reality will start to set in. Give it 2 or 3 years and lets see what knives are drawn behind backs.

Kevin 07 didn't even make it to the next election.

How far do you think Campbell 12 will go?

Standing in Ashgrove represents that he is only really looking for one term.

Maybe, however it is worth reflecting on the fact that the council wards & Federal seat covered by Ashgrove are all long term conservative.  Ashgrove being a Labor seat at State level has been something of an anomaly.

ABC Local radio on the Sunshine Coast examined the issue of the SCL temporary platforms just before 7.30am today.  The report focussed on the Pomona station, which had to be built after big floods in late February.  A replacement temporary platform was completed last Thursday.  There are seven such temporary platforms on the SCL, at Mooloolah, Eudlo, Palmwoods, Woombye, Eumundi, Pomona and Cooran.  The interviewer asked how 'permanent' the temporary platforms were, given that they were first installed in late 2009.  Interestingly, given the LNP local members' loud vocal criticism of Labor for installing the platforms without committing to track duplication north of Beerburrum, the ABC reported it was having difficulty finding a government politician or minister to comment on the situation.  Glass House Mountains MP, Andrew Powell, was contacted, but referred the ABC to the transport minister, Scott Emerson.  As Opposition transport spokesperson, Mr Emerson, toured the SCL to learn of its inadequacies first hand.

A QR spokesperson, a Mr John Pistark, was asked why QR had not taken the opportunity to replace Pomona's temporary platform with a more permanent one, or had plans for more permanent stations at Pomona and the six other locations.  At Pomona, he said the issues were money and expediency -- the need to get a new temporary platform in place as quickly as possible.  In the wider context of all seven temporay platform stations, the spokesperson said replacement with permanent platforms was "subject to the process that we are working through with Translink."  In another thread here, it was reported that these talks have been ongoing for two years.  New permanent platforms would cost millions of dollars.

Robert Dow, of Rail Back On Track, outlined the operational difficulties of the SCL and again emphasised the need for duplication Beerburrum to Landsborough initially, to be followed by extension of crossing loops further north.  He also proposed construction of more permanent temporary railway stations at the seven locations, involving concrete blocks (as opposed to scaffolding and plywood) that could be dismantled, moved and reused once the SCL is realigned and duplicated to Nambour.

On current planning, Beerburrum-Landsborough will be duplicated by 2021, extending to Nambour by 2031.

Quote from: Fares_Fair on March 05, 2012, 10:14:58 AM
I contacted the Department of Defence in July 2011 asking if they had any plans or requirements for the North Coast Line.
I can confirm for the record here, via email correspondence, that the Department of Defence have no plans for the North Coast rail line.


July 2011

Our office is unable to assist you with your enquiry.
I have received advice from Defence Support Group and the Directorate of Infrastructure Business Support that they are unable to provide any assistance with your enquiry as Defence do not have any plans in relation to the North Coast Rail Line in support of Defence activities.

It would be interesting to know if there was a reason for this, since rail was a major mover of both men and materiel during wartime.
Perhaps it's because of the single line track.
Bear in mind that any threat is currently perceived as coming fom the north to north west of Australia, however a sneak attack over the south pole is not out of the question.

Regards,
Fares_Fair.

Further to the above correspondence, I came across this interesting piece in
The Australian dated Thursday 5 April, 2012, p5 The Nation;
Headline was Lift ADF spending or 'shelve build-up'
http://www.theaustralian.com.au/national-affairs/defence/lift-adf-spending-or-shelve-build-up/story-e6frg8yo-1226319056932 (http://www.theaustralian.com.au/national-affairs/defence/lift-adf-spending-or-shelve-build-up/story-e6frg8yo-1226319056932)

Referring to our future force posture in north and northwestern Australia, it says;
"Airport, port and rail facilities, which are being used by our forces, or might be needed in the future, are being used heavily by the energy and resources sector, and demand for them is certain to increase,"

Noted.

Quote

Lift ADF spending or 'shelve build-up'

by: Mark Dodd
From:The Australian
April 05, 201212:00AM

CAUGHT by the two-speed economy, the Gillard government faces the stark choice of increasing defence spending or abandoning some of its ambitious plans to strengthen the military presence across the resource-rich northwest and Top End.

The stark warning is contained in a progress report on the Force Posture Review, which was released yesterday by Defence Minister Stephen Smith.

Military deployments to Iraq and Afghanistan have consumed much of Defence's recent attention, resulting in a lack of focus on the defence of the nation.

"Strategic judgments to date have emphasised our relatively benign region, leading to a somewhat reduced emphasis on defence of Australia doctrine," the report says.

"Significant investments will be required, particularly in northern Australia, to ensure that the ADF is appropriately positioned geographically to meet Australia's long-term strategic and security interests."

Written by two former Defence Department secretaries, Ric Smith and Allan Hawke, the review, commissioned in June last year, aims to address a range of strategic and security challenges facing the Australian Defence Force and will feed into the 2014 defence white paper.

Part of the progress report includes a study by Deloitte Access Economics on future economic and demographic trends focusing on northern Australia.

The report warns of a looming competition between the ADF and the booming resources sector over the use of airport, port and rail facilities.

The progress review also notes that there is an "increasingly competitive environment" over options for the ADF's future force posture in north and northwestern Australia.

"Airport, port and rail facilities, which are being used by our forces, or might be needed in the future, are being used heavily by the energy and resources sector, and demand for them is certain to increase," it says.

"Our clear impression is that in this competitive environment the resources sector has deeper pockets and much quicker decision-making processes than Defence, government or indeed other sectors of the economy.

"This pressure is likely to add to the cost of some of the proposals that might emerge from our review," the report says.

"The DAE study highlights the risk that Defence might find itself on the 'wrong side' of the two-speed economy."

The Force Posture Review contains a range of options for reinforcing the remote Top End and northwest.

It warns of potential "significant weaknesses and risks" relating to the ADF's ability to sustain its northern bases, high-tempo operations in northern Australia, and control of maritime approaches, including the immediate neighbourhood.

"Some of these weaknesses and risks present challenges in the short to medium term, while others could be addressed in the longer term out to the 2030s, although planning options to address them would need to begin in the short term," the progress report says.

The release of the progress report coincides with the arrival of the first US marines in Darwin, a deployment announced last year during US President Barack Obama's visit.

Sixth picture down, second soldier from the right - my uncle, a member of the railway anbulance brigade.  Their job was to load wounded from Cairns and Townsville on board hospital trains and keep them alive on the journey south to Brisbane.  Operations were carried out on board - imagine a scapel held near your vitals on a ricketty QR train hurtling to Brisbane.
http://www.awm.gov.au/exhibitions/underattack/mobilise/rail.asp

Quote from: rtt_rules on April 09, 2012, 18:06:20 PM

Quote from: Fares_Fair on March 05, 2012, 10:14:58 AM
I contacted the Department of Defence in July 2011 asking if they had any plans or requirements for the North Coast Line.
I can confirm for the record here, via email correspondence, that the Department of Defence have no plans for the North Coast rail line.


July 2011

Our office is unable to assist you with your enquiry.
I have received advice from Defence Support Group and the Directorate of Infrastructure Business Support that they are unable to provide any assistance with your enquiry as Defence do not have any plans in relation to the North Coast Rail Line in support of Defence activities.

It would be interesting to know if there was a reason for this, since rail was a major mover of both men and materiel during wartime.
Perhaps it's because of the single line track.
Bear in mind that any threat is currently perceived as coming fom the north to north west of Australia, however a sneak attack over the south pole is not out of the question.

Regards,
Fares_Fair.

Hi
None of the above, its 2012 not 1940's when rail was more efficent at doing this task. Also the same era as low use of planes for mass transport, trains still delivered local milk and mail and were barely 300m long.

Also as they found out in WW2, rail is extremely sensitive to air attack and with today's guided missiles able to enter your bathroom window and take you out while sitting on the dunny leaving the lounge room untouched it would be even worse. Any attack would be preceeded with wipeout of any and all major bridges. Yes road still suffers, but far more bridges and easier to by-pass with off-road miltary vehicles.

ANyway despite teh above, the Qld NCL needs duplication and realignment from current duplication terminus to Gympie Nth as a matter or priority for far more valid reasons, such as freight and commuter rail.

regards
Shane

Hi rtt,

I note your point.
I'm no strategic expert of course.
Defence of our country is a pretty valid reason IMHO, probably one of the strongest.

Whether our un/expected foes have the capability you raise is a moot point.
Our aircraft capable of moving massive loads, men & materiel can literally be counted on the one hand.

AFAIAConcerned, it is a strategic asset that can be utilised - and in time of war, it would have to be utilised.
One advantage of rail is that it can be repaired fairly quickly.

Knocking out bridges is what a defending force would do to slow an advance, an attacking force needs them along their primary invasion route.

Certainly agree with you 100% on the need for duplication of this line.  :-t

Not impressed by the military argument at all.  I think it is remarkably stupid.

I think rtt spelled it out.  Armies don't use trains any more.  WWII they did on the eastern front, but Korea, Vietnam, Afghanistan, Iraq, all ignored the rail systems.

Who would load a tank onto a train today?  It could too easily get bombed.

Not in time of war.  Main use of the railways nowadays would be for prepositioning equipment and stores, in which case the military could be given the appropriate priority.

Leopard tanks could previously be carried on the Adelaide-Darwin line - I am not certain if the current M1 Abrams models could be, given their weight.  (They certainly wouldn't fit the NCL!)

There are a few tunnels that would rule out tanks on our railway anyway. Then there is also the issue of appropiate security depending on what is being transported.

Here's to hoping we never have to find out.

I received this piece of advice today via an RTI request.
Question on Notice No. 1900, of Tuesday, 2 December 2008 and made by Mr Peter Wellington, Independent (Nicklin).

It cannot be found on the Parliament website ...

QR Passenger Pty Ltd advises that it is restricted in the number of services it can provide
to the Sunshine Coast due to the fact that the line is also an extremely busy freight line,
operating on single track working north of Caboolture.
Excerpt above is opening paragraph.

It must acknowledge that although Stage 1 will be commissioned in the near future,
additional services will not be allowed at this point.
Stage 1 refers to Caboolture to Beerburrum, commissioned April 14, 2009 (Easter that year).

QR Passenger Pty Ltd will continue to run rail bus services to supplement the rail services.
Patronage data indicates that this is currently adequate.
Excerpt above is closing sentence.

Question on Notice

No. 81

Asked on Wednesday 13 February 2008




MR  WELLINGTON  ASKED  THE  MINISTER  FOR  TRANSPORT,  TRADE,  EMPLOYMENT
AND INDUSTRIAL RELATIONS (MR MICKEL)


QUESTION:

As  a  result  of  the  rapid  population  growth  in  the  hinterland  of  the  Sunshine  Coast,  when
does he anticipate construction on the new railway line between Beerwah and Nambour will
commence?

ANSWER:

I  am  advised  the  $298  million  Caboolture  to  Beerburrum  project  is  the  first  stage  of  the
Caboolture to Landsborough Rail Upgrade project identified in the South East Queensland
Infrastructure Plan and Program (SEQIPP) 2007-2026.  Construction on the Caboolture to
Beerburrum Duplication is scheduled for completion in mid 2009 and will deliver 14kms of
new track and realignment of the existing corridor. 

Detailed  design  is  underway  for  stage  2,  Beerburrum  to  Landsborough  Duplication  with  a
Government allocation of $15 million in 2007-2008 for planning and design. Identified works
include  the  duplication  and  realignment  of  17km  of  rail  line  between Beerburrum  and
Landsborough. The project also includes upgrades to Glasshouse Mountains and Beerwah
Stations.   

These projects are being delivered by TrackStar Alliance consisting of QR Limited, Thiess
United Group, Connell Wagner and Maunsell Australia.

Additionally, TrackStar will deliver the Beerwah Rail Crossing grade separation project which
will eliminate the Mahwhinney Street open level crossing through the construction of a road
overpass south of the existing open level crossing. This project is expected to be completed
by  mid  2009  and  will  reduce  traffic  congestion  and  will  improve  safety  in  the  growing
regional centre of Beerwah. 

I am advised these projects are aligned with the Queensland Government's other Sunshine
Coast rail infrastructure projects which include the Caloundra to Maroochydore rail corridor
study,  and  planning  for  the  Landsborough  to  Nambour  Rail  Upgrade.    Combined,  these
projects  equate  to  an  unprecedented  Government  investment  of  more  than  $2  billion  in
Sunshine Coast rail infrastructure.

The  Landsborough  to  Nambour  Rail  Corridor  Study,  which  will  identify  the  rail  corridor
required  for  the  upgrade  of  that  section  of  corridor,  commenced  in  August  2007  and  is
expected  to  be  completed  in  late  2008.    Extensive  community  consultation  is  being
undertaken to assist in the route option identification and evaluation process.  The preferred
route for the project is expected to be announced in 2008, following a thorough evaluation of
community feedback, technical, social and environmental issues.

I am advised the Landsborough to Nambour Rail Upgrade is scheduled for delivery around 2020.   *sigh*

This reply, delivered under RTI, is very important.  It acknowledges the conflict between passenger trains and freight services on the single track line.  It reinforces the fact that the solution to the duplication should emphasise the freight side of things.

Again it is worth asking - now that QR National (aprivate company) has taken control of rail freight in Queensland, who within government is monitoring growth in freight demands on the SCL and preparing the case for joint government funding of the track duplication to Nambour based around the need to improve its freight handling capability.

Better passenger rail services will flow from that.

As to the shifting government timeframe for completing duplication, we have Andrew Powell MP to thank for stating that an LNP administration will have dual tracks to Nambour by about 2030.

Letter to the editor, Sunshine Coast Daily 23rd April 2012

Coast commuters treated like second-class citizens

HOW frustrating is it to live on the Sunshine Coast, north of Caboolture, and have to travel to and from Brisbane on a regular basis.

The massive growth over the past 10 years has not been matched with improvements in infrastructure to meet the demands here.

We are treated like second-class citizens by Translink, which continuously ignores the escalating pressures on the system by a population explosion matched only by Ipswich.

The single rail line north, is a bone of contention with Translink commuters, who face regular breakdowns, overcrowding, delays and simply no service at certain times of the day. And this is a tourist destination?

Then to add insult to injury, buses don't co-ordinate, and major bus stops are filthy. Local buses breakdown regularly, failing to compensate those dependent upon the services. North of Caboolture just didn't compute with the redundant Labor Government, more concerned with promoting the Gold Coast and the up-and-coming Commonwealth Games.

The air-train running into and out of Brisbane half hourly and regular bus services in and around the Gold Coast 24/7, make Sunshine Coast commuters feel like Third World citizens.

It's not cheap to travel by public transport. We wouldn't mind it so much if it was reliable, regular and convenient. A government which discriminated on the basis of postcode and politics didn't deserve to stay.

E. ROWE Marcoola

Some correspondence encapsulates the Sunshine Coast situation in a nutshell.
This piece is one of them.

Interesting point on the cost as well, it reflects the attitude I hear on our train services.
Also good that Queensland Rail aren't blamed for the situation, as a simple service provider under contract to TRANSLink, it's mostly out of their hands.

The realistic grasp that Sunshine Coast citizens have on the entire situation reflects well upon the Coast.

It is time to redress the negligence of the past, and let priority take precedence over politics.

TransLink only play a small part in most major infrastructure upgrades (especially when it comes to heavy rail). It is really up to TMR (and federal funding bodies) as to whether or not the North Coast line is upgraded.

QuoteIt's not cheap to travel by public transport. We wouldn't mind it so much if it was reliable, regular and convenient

:-t

Its a small part but it can lead to a big part. Yes its up to other parties to fund it but its Translink that states the frequency that CityTrain runs at at how its fed by local buses. If its just going to be the usual 2tph and minimal bus mods that Translink wants to fund there might not be that much of an incentive for them to drop a billion dollars on acheiving it so quickly in one big hit when combined with the innercity/Petrie issues, station rebuilds/upgrades/DDA, track upgrades and other upcoming projects such as Kippa Ring, Springfield and Gold Coast extensions, CRR, NGR and other issues relating to the network.

The NGR project is currently in that same boat due to CRR/CAMCOS and other issues constantly getting the stuff around mostly due to the lack of funding/commiment from the previous State Government. Combine it all together and its all a giant snowballing effect that is constanting rolling up and down like its at a frozen skatepark.

Quote from: nikko on April 28, 2012, 19:42:53 PM
TransLink only play a small part in most major infrastructure upgrades (especially when it comes to heavy rail). It is really up to TMR (and federal funding bodies) as to whether or not the North Coast line is upgraded.

Don't disagree with you here Nikko, however,

Queensland Rail are a service provider under the Transport Services Contract to TRANSLink.
TRANSLink are in turn (I assume) directed by the Department of Transport and Main Roads and/or the State Government directly.
Chain of command ... the BIG question?

Who provides advice to them (TL or DTMR or Gov't) about what needs to be done, as astonishingly and clearly - it is NOT Queensland Rail?

I'm fairly sure that was how Translink mk1 worked.  TTA have a CEO appointed by a board but no accountability to the Dept of Transport.  I believe that legally the CEO only has to listen to the Minister if it is in writing (in theory), and the Minister doesn't have the power to remove the CEO.  Although they can just change the structure with legislation.

Open to correction.

That's pretty much correct, Simon. The board hires/fires the CEO and the minister can issue directives to TransLink.

Quote from: Fares_Fair on April 28, 2012, 21:33:57 PM

Quote from: nikko on April 28, 2012, 19:42:53 PM
TransLink only play a small part in most major infrastructure upgrades (especially when it comes to heavy rail). It is really up to TMR (and federal funding bodies) as to whether or not the North Coast line is upgraded.

Don't disagree with you here Nikko, however,

Queensland Rail are a service provider under the Transport Services Contract to TRANSLink.
TRANSLink are in turn (I assume) directed by the Department of Transport and Main Roads and/or the State Government directly.
Chain of command ... the BIG question?

Who provides advice to them (TL or DTMR or Gov't) about what needs to be done, as astonishingly and clearly - it is NOT Queensland Rail?

You're correct in that Queensland Rail provide services to TransLink under the TSC. They do, however, have a decent amount of pull in terms of planning and delivering rail infrastructure projects as they are the ones with the rail expertise.

TransLink generally only have control over smaller infrastructure projects such as bus stops, stations and park 'n' rides.
For Busways and rail lines, their involvement is generally limited to providing advice on design to ensure it is in line with current and future services which will utilise that infrastructure. For example, the location of portals on Busways and the location of interchanges at train stations.

^ Which is why we get such dodgy results.

In WA, all of this stuff is handled IN-HOUSE by one organisation.  There is a commensurate difference between our 2 experiences.

Hence the fallacy is comparing Perth apples with Brisbane oranges.

Quote from: Stillwater on April 29, 2012, 15:22:24 PM
Hence the fallacy is comparing Perth apples with Brisbane oranges.

Huh?  An orange will always be an orange.  It cannot change form to become an apple.  That is not the situation we are talking about.  This wound is entirely self inflicted!

You argue my case, Simon.

I think there are more lemons than apples/oranges around ... lol

Quote from: ozbob on April 29, 2012, 15:54:37 PM
I think there are more lemons than apples/oranges around ... lol

Indeed yes.

Lemon Line and Bitter.

 :-r  Well, the state government's attitude to the SCL is enough to drive anyone to drink!  The words 'state government' are generic -- applying equally to ALP and LNP.

Have a guess why my local Division 5 councillor Jenny McKay, was returned with an impressive 72.88% of the vote in the recent Sunshine Coast Regional Council election.

Check out her No. 1 priority...   :-t

1882-12
Railway duplication - Nambour to Beerburrum
Closes Friday 17/08/2012

http://www.parliament.qld.gov.au/work-of-assembly/petitions/e-petitions

TO: The Honourable the Speaker and Members of the Legislative Assembly of Queensland

Queensland citizens draws to the attention of the House the need to resume the rail duplication works from Beerburrum to Nambour as a matter of high priority.
Your petitioners, therefore, request the House to revise the timetable currently set for 2026-2031 and allocate funds required to deliver this project.
We also request that the resumption for the Beerburrum to Landsborough section be no later than 2014.

Link is for the rail duplication petition. Peter Wellington MP (Independent Nicklin) took in around 300 signatures on the paper petition.

Sign up, sign up ...  retweet it, Facebook it, email it, you name it.

Reference Information Only

p263, July 2009

Significant Projects Branch                  Capital Expenditure              Jobs
1 Aurukun Project - Bauxite Mine and Port Development 1500 890
2 Aurukun Project - East Coast Alumina Refinery & Port Development 1500 2160
3 Ella Bay Intergrated Resort 1810 2260
4 Fisherman's Landing Reclamation 165 0
5 Shute Harbour Marina 240 350
6 Stanwell Clean Coal Project (Zerogen Project) 1000 825
7 Emu Swamp Dam 35 50
8 Linc Energy UCG-GTL 1066 600
9 Hummock Hill Island Resort Integrated Development 635 1050
10 Wandoan Project 500 800
11 New Acland Coal Mine Stage 3 500 760
12 Landsborough to Nambour Rail Project                  550                920
13 Gladstone LNG Project (Santos) 7000 3200
14 Northern Pipeline Interconnector Stage 2 250 220
15 Northern Link Road Tunnel 1600 1500
16 Isa-Link HVdc 800 100
17 i-METT (Integrated Motorsport, Education, Tourism and Technology) Project 650 7000
18 Queensland Curtis LNG Project (BG) 8000 4420
19 Bowen Basin Coal Growth Project 5000 3690
20 Townsville Marine Project 100 650
21 Alpha Coal Project (Hancock) 7500 4100
22 South of the Emberly 900 1220
23 Galilee Coal Project (Northern Export Facility) 5300 2960
24 Gladstone Steel Making Facility 2800 2650
25 Australia Pacific LNG 35000 5000
26 Port of Gladstone Western Basin Dredging 500 150
84901 47525

http://www.parliament.qld.gov.au/documents/Committees/EC/2009/Est2009/addinfoC2009.pdf#xml=http://www.parliament.qld.gov.au/internetsearch/isysquery/b44ab862-7b4f-426a-b379-2ebbbc82ba9b/16/hilite/

QoN 1058
The Ipswich to Springfield Rail is now listed as a project at an estimated cost of $1.4 billion.
http://www.parliament.qld.gov.au/documents/TableOffice/questionsAnswers/2008/1058-2008.pdf#xml=http://www.parliament.qld.gov.au/internetsearch/isysquery/b44ab862-7b4f-426a-b379-2ebbbc82ba9b/15/hilite/

Go to page 1 of this post for the full report.
The evidence for the commissioning of the works are documented, and overwhelming...

Question on Notice
No. 117
Asked on 17 May 2012
MR WELLINGTON asked the Premier (MR NEWMAN)—
With respect to the plan to duplicate the railway line from Landsborough to Nambour—
Has the Minister raised this project with the Federal Government for priority funding and if not, when will the Minister raise it for priority funding?
ANSWER:
Since the election, about 12 weeks ago, the Government has not raised the Landsborough to Nambour railway duplication with the Federal Government.
Likewise, the Member for Nicklin has not directly contacted me about this matter.
As the Member would be aware, the former Labor government made many unfunded promises. The former government's commitment to duplicate the rail line between Beerburrum and Landsborough is just one example of Labor's unfunded promises.
The interim report of the Independent Commission of Audit, released last week, details the alarming state of the Queensland's financial position, public sector service delivery and infrastructure program. It shows that State debt is now expected to top $100 billion by 2018-19, unless something is done to bring the budget under control.
The interim report notes that since 2005-06, the State has been "living beyond its means", with expenses growth significantly outstripping revenue. It states that public debt interest has been the fastest growing expense of the Queensland Government over the last decade; and that "...general government sector, gross debt has increased more than tenfold in the past five years; and that interest costs to service this debt are running at $3.5 billion in the total government sector in 2011-12, climbing to $5.3 billion or 9% of revenue in 2015-16."
In a sober warning, the Commission notes that this debt situation "...will severely limit Queensland's budgetary flexibility and divert scarce resources away from core service delivery priorities."
As the person who initially helped to install Labor into office, the Member for Nicklin must take a fair share of blame for this dire situation.
My Government is committed to delivering better infrastructure. That is why we will deal with Labor's debt and work to ensure Queensland's credit rating is not downgraded further.
As the member knows, Queensland deserves its fair share of infrastructure funding from Canberra. That is why my Government would be happy to work with the Member for Nicklin to secure priority funding for projects across the State, including the Beerburrum to Nambour track duplication. We would also been keen to hear any suggestions the Honourable Member might have regarding savings that might be made within the Queensland budget, to help fund this track duplication.

[italics and bold by me]

--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------

QUESTIONS ON NOTICE
The following questions were asked on Wednesday, 20 June 2012.
In accordance with the Standing Orders, answers are required by email to TableOffice@parliament.qld.gov.au by Friday, 20 July 2012.

307
MR WELLINGTON ASKED THE PREMIER (MR NEWMAN)—
With reference to the Premier's answer to Question on Notice No. 117 and noting the Premier has not raised this matter with the Federal Government for priority funding—
Does the Premier intend to at any stage raise the request for priority funding of this duplication of the railway line from Nambour to Landsborough with the Federal Government?

Clearly, the LNP has labelled Mr Wellington as a member of the Opposition, even though he is an Independent.

The LNP is still annoyed that he supported Beattie in 1998 instead of a National/Liberal/One Nation coalition.

This week I have written to the Transport Minister, the Hon Scott Emerson MP, requesting that he honours the commitments (via e-petitions) made by Hon. Andrew Powell MP.

These commitments were made in regard to bringing forward the rail duplication to Landsborough and on to Nambour, and were in the form of e-Petitions sponsored by the now Hon. Environment and Heritage Minister, calling for exactly just that.

Their were also commitments made in regard to the timetable for Sunshine Coast commuters, and even this can really only be improved by rail duplication.

I iterated the advantages such works would bring to the rail network for both passengers and freight, and identified the economic advantages that could run all the way up to Cairns, in accordance with QR's own report to the Productivity Commission.

It would help restore faith in the Government.

Old News... for the record

Asked on Tuesday 21 August 2007

MS (Carolyn) MALE asked the Minister for Transport and Main Roads - 

QUESTION:

What  is  the  current  progress  on  the  Caboolture  to  Landsborough  rail  duplication and
upgrade  project  and  will  he  outline  the  planning  progress  and  timelines  for  any  future
upgrade of the Landsborough to Nambour section of the railway?

ANSWER:

The $298m Caboolture to Beerburrum project is the first phase of the two phase program
from Caboolture to Landsborough. Phase 1 involves the construction of 14kms of new track
and realignment of the existing corridor and is scheduled for completion in mid 2009. Project
also  includes  modernisation  of  Elimbah  and  Beerburrum stations  with  new  platforms, lifts,
lighting, parking and improved security.

QR  Limited/TrackStar  Alliance  is  responsible  for  project  implementation.  Construction
started in March 2007 and is continuing with earthworks, road works and bridge construction
underway. To date around 240 000 cubic meters of bulk earthworks have been completed,
representing 45% of the earthworks. Piling continues with 49 piles completed. Eighteen rail
culverts have also been completed.  Project expenditure to date is approximately $50m. 

This  project  links  with  the  CAMCOS  program  of  works  from  Beerwah  to  Maroochydore. 
Phase  2  of  the  project, Beerburrum to Landsborough section is in its preliminary planning
stage. This is a 17km section, with planning and design scheduled for completion in 2008. I
am  advised   that   when   the   project   is   completed,   a   commuter  from  Caboolture  to
Landsborough will save eight minutes on the journey. This equates to an approximate 30%
travel time saving. In a year, this totals to around 64 hours per person savings in travel time.
   
I  am  advised  that  the  TrackStar  Alliance  has  been  pro-active  in  engaging  with  local
conservation  groups  and  has  had  a  practical  relationship  with  "Australia  Zoo"  to  address
construction   issues.   Pre-emptive   trapping   and  relocation  of  local  wildlife  has  been
undertaken by Australia Zoo under TrackStar coordination.
 
Sections of trees that were needed to be removed have been saved for relocation in local
parks  or  other  suitable  locations  to  provide  hollows  and  habitats  for  the  local  wildlife.
Detailed  environmental  management  plans  have  been  developed  and  are  progressively
being implemented, particularly to prevent site run-off into local catchments.  Ten hectares
of revegetation will be undertaken to offset the removal of regional ecosystems (comprising
remnant vegetation). 

TrackStar  is  also  progressing  the  Beerwah  Grade  Separation  Project,  situated  between
Beerburrum  and  Landsborough.  A  comprehensive  consultation  process  was  completed
during  the  period  8 May 2007 to 8 June 2007. 1195 people responded to a questionnaire
requesting input into the planning process. 86% of these favoured a grade separated road
link  to  the  south  of  the  current  open  level  crossing.  This  link  connecting  Steve  Irwin  Way
and  Peachester  Road  was  announced  on  5  September  2007,  an  event  the  Honourable
Member attended.
   
The Caboolture to Beerburrum upgrade will provide support for improving the capacity and
quality  of  service  on  the  North  Coast  Line  and  delivering  high  standard  passenger  rail
services to the Sunshine Coast region. 

The Landsborough to Nambour investigations continue, with the appointment of engineering
and  consulting  firm  Arup  to  progress  the  study.  The  study  will  involve  comprehensive
community  consultation,  the  identification  of  a  preferred  corridor  and  preparation  of  an
Environmental  Impact  Statement.  The  study  is  expected  to  be  completed  by  late  2008,
depending  on  outcomes  of  community  consultation  and  technical issues  raised during  the
study.  I  am  advised  delivery  of  the  Landsborough  to  Nambour  project  is  scheduled  for
completion by 2020.

It may be interesting to wait until the Auditor-General's report into Queensland Rail, due to be released in November.   :is-

Andrew Powell MP, in his own words .....

From the Sunshine Coast Daily, 10 November 2011

Member for Glass House Andrew Powell accused the (Labor) government of playing politics, saying work on the duplication stopped at Beerburrum one month after his election in 2009.  He said the signing off on the environmental impact statement for the project this week by the Co-ordinator General meant it was "shovel ready" but no longer a priority. 

Mr Powell listed the lack of duplication, a new timetable that has increased travel times, increased fares and a lack of toilets (on trains) as issues that needed to be addressed.

From the Sunshine Coast Daily, 8 June 2011

Mr Powell said a priority should be given to funding for the North Coast rail duplication following the delay announced last year that the duplication from Beerburrum to Nambour would be (delayed) until 2031.

"This vital infrastructure is the centrepiece of our region's public transport network and if the Sunshine Coast is to accommodate an expanding population the Bligh Labor Government must allocate funding to restart this project now," Mr Powell said.

From Mr Powell's own hand, 8 June 2011

Overall, the Glass House electorate was let down by the state government in last year's budget allocation. I'm expecting better this year.  Top of my priority list, without question, is funding for the North Coast Rail Duplication. The news last year that continuation of the duplication from Beerburrum to Nambour had been delayed until 2031 was a major blow to commuters.

This vital infrastructure is the centerpiece of our region's public transport network and, if the Sunshine Coast is to accommodate an expanding population, the Bligh Labor Government must allocate funding to restart this project now!

From Fiona Simpson's website, 1 May 2009

LNP Shadow Minister for Transport and Main Roads, Fiona Simpson MP, and the Member for Glass House, Andrew Powell MP, today called on the Government to give certainty and timeframes for completion of the Northern Rail Corridor duplication between Beerburrum and Nambour. "This is the time that the Government should be investing in and delivering key transport infrastructure projects such as this, not moth-balling or delaying them", Miss Simpson said.

"By delivering this duplication you create jobs, you give certainty to rail commuters and you give certainty to those families, businesses and individuals who will be adversely affected by property resumptions".

Many of these local families have approached newly elected Member for Glass House, Andrew Powell.  "Whilst many people have been able to settle on compensation, others have been frustrated by the on-again-off-again nature of this project", Mr Powell said."They need the certainty to finalise negotiations for compensation - they need to be treated with dignity and respect".

By giving a clear commitment to commencing construction the Government would also be assisting the local Regional Council in addressing a number of traffic issues in the Sunshine Coast Hinterland.

Sunshine Valley Gazette, 25 March 2012

Sunshine Coast Council would like to improve the links between the western and eastern sides of the town, utilising land behind the Palmwoods IGA, but proposals have been hamstrung by uncertainty over the rail improvement project.  Glasshouse MP Andrew Powell agreed that communities such as Palmwoods and Eudlo essentially had their futures on hold until the project was completed.

"No improvements or changes to road infrastructure or to Palmwoods town centre can occur until the North Coast Rail Duplication is finalised, so really our community just sits in a holding pattern until it happens," Mr Powell said.

..... And the people of the Sunshine Coast continue to sit in a holding pattern when it comes to, in Mr Powell's words, the most important public transport project for the region.  New government, nothing's changed.

612 ABC Radio news this morning at 7:00am...

In response to Peter Wellington MP's calls for the rail duplication to be brought forward, including mention of 2 petitions by Mr Wellington for this to occur.
The Transport Minister's response was that the works will not be brought forward!

As Sunshine Coast RBoT rep, I talked to 90.3 Coast FM's Annie Gaffney this morning at 8:45am, in response to the above news.
Hon Andrew Powell MP was unavailable for comment as the Qld Cabinet meets every Monday.

I understand that a response will be followed up.

I expressed my disappointment at the announcement given the 3 petitions sponsored by Andrew Powell MP, to bring forward the works.
The Premier even said that the Sunshine Coast would no longer be neglected, and here we are.

The extra residents at Caloundra South were raised by Annie, and asked what that would lead to for the Sunshine Coast.
I said (paraphrased) that 87,000 extra residents over 10 years at Palmview and Caloundra South will essentially lead to PT chaos.

I mentioned (from QR's 2006 report) that for a $300 million spend on below rail, $430 million could be saved.

I stated that it was a matter of priorities for the Government, and that the needs were for passenger and freight rail services, not a new high rise building in Brisbane for the pollies.

Interesting that, for all his sympathy and electronic media interviews about the inadequacy of the Sunshine Coast line, Mr Emerson says he will not bring forward the 2031 target for duplication to Nambour.  Of course, the real question that should be asked is: "Mr Emerson, you now say that you won't spend state government money to bring forward duplication of the Sunshine Coast Line from the 2031 date, but why won't you now request your department to prepare a business case for duplication based on rail freight imperatives, so that the federal government meets some, or preferably, most, of the costs of duplication under its National Transport Network obligations to improve freight links around Australia?"

(http://backontrack.org/rbotletterhead1.jpg)

Media release 25th September 2012

SEQ: Beerburrum to Nambour rail upgrade put on the backburner, this time by the LNP

RAIL Back On Track (http://backontrack.org) a web-based community support group for rail and public transport and an advocate for public transport passengers, today called for "the need to resume rail duplication works from Beerburrum to Nambour as a matter of high priority." (1).  Currently, duplication won't occur before 2031 and may be delayed beyond that date.

The Hon. Scott Emerson MP, Minister for Transport and Main Roads, released a reply to a parliamentary e-petition last Thursday, 20 September, 2012 (2), stating that these works would not be brought forward -- this despite six petitions in favour of duplication being lodged within 19 months.  Three were sponsored by the Hon. Andrew Powell MP, the LNP Member for Glass House and now the Minister for Environment and Heritage Protection.  The remaining three were lodged by Peter Wellington MP, the Nambour-based Independent Member for Nicklin.

Jeffrey Addison, Sunshine Coast regional spokesperson for RAIL Back On Track said, "That opening sentence, above, does not come from Rail Back on Track, it comes from no less than three e-petitions sponsored by the LNP, prior to the last election.  It bears reiteration that Mr Powell was the sponsor of these petitions. (1)

"On the first occasion (e-Petition 1565-10) in November 2010, Mr Powell requested that 'the House revise the timeframes published in the South East Queensland Infrastructure Plan and Program and deliver the completed upgrades through to Nambour by 2021'. (1).

"On a further 2 occasions (via e-Petition's 1712-11 and 1795-11) in June and October 2011 respectively, he requested that 'the House revise the timetable currently set for 2026-2031 [duplication to Nambour] and allocate the funds required to deliver the project'.(2)

"In Opposition, Mr Powell was an enthusiastic supporter of rail duplication to Nambour, writing this on his official website in June 2011: 'Top of my priority list, without question, is funding for the North Coast Rail duplication. News last year that continuation of the duplication from Beerburrum to Nambour had been delayed until 2031 was a major blow to commuters.  This vital infrastructure is the centerpiece of our region's public transport network and, if the Sunshine Coast is to accommodate an expanding population, the Bligh Labor Government must allocate funding to restart this project now'."

Mr Addison continued: "There have been no less than six petitions in the past 19 months, calling for funding and priority for these works to proceed well before the stated Labor party timelines.

"Now that the LNP is in government, it appears that LNP ministers are struggling even to commit to the construction timeline Labor proposed and the LNP maligned mercilessly, and for good reason.

"The Premier, Campbell Newman, stated before the election that the Sunshine Coast would no longer be neglected under his Government, and yet here we are, neglected once again -- this time by the LNP that acted as champion for better rail services to shore up the party's vote on the Sunshine Coast.

"We feel let down and betrayed by a government that has dashed our hopes," Mr Addison said.

References:

1. http://www.parliament.qld.gov.au/work-of-assembly/petitions/closed-e-petition?PetNum=1712

2. www.parliament.qld.gov.au/apps/Epetitions_QLD/responses/1955-12.pdf

Contacts:

Jeff Addison
Sunshine Coast Region Spokesperson for RAIL Back On Track

Robert Dow
Administration
admin@backontrack.org
RAIL Back On Track http://backontrack.org

Sunshine Coast Daily
Tuesday, September 25, 2012

Sunshine Coast Daily
Tuesday, September 25, 2012

Re the case for fed money to fund SCL due to its freight-carrying status.

Here is the National Transport Network (rail) map for Queensland:
http://www.nationbuildingprogram.gov.au/whatis/network/images/National_Land_Transport_Network_Rail_Corridors_QLD.pdf

The National Land Transport Network is a single integrated network of land transport linkages of strategic national importance, which is funded by Federal, State and Territory Governments. The National Network is based on national and inter-regional transport corridors including connections through urban areas, links to ports and airports, rail, road and intermodal connections that together are of critical importance to national and regional economic growth development and connectivity.

All corridors are shown here:
http://www.nationbuildingprogram.gov.au/whatis/network/

Good on Andrew Powell for wanting to slash government red and green tape:

http://www.couriermail.com.au/business/thousands-in-line-to-slash-to-green-tape/story-fnefl294-1226483334058

He didn't tell us this was a 'top priority' before the election, but he did say publicly that duplication of the NCL to Nambour was 'top of his list'.   Why is he doing something he didn't say he would do while conveniently ignoring what he promised he would do?

It is unlikely that Mr Powell will be in the Parliament in 20 years time.  By supporting the 2031 delivery date for a duplicated NCL to Nambour, Mr Powell is set to tell us time and again, at the next election, at the one after that, and the one after that, then the one after that and the one after that, and the one after that, that the NCL track duplication is his 'top priority'.

Should we believe him?  It is possible that Mr Powell will end his ministerial and parliamentary career never having achieved what he promised would be his most pressing task.

The next line of attack

When the state government, inevitably follows a 'do nothing' approach to RailBOT's latest call for joint funding for the railway duplication to Nambour and upgrade further north, based on a rail freight argument, the next phase of attack would be to highlight the findings of this 'Keep Australia Working' document: http://www.deewr.gov.au/Employment/Programs/PEA/Documents/Caboolture.pdf

It has found that 20 per cent of all workers in the Sunshine Coast Region must travel outside the region for employment (page 5).  It further states that lack of public transport is a key barrier to SC people obtaining work.  In other words, the weak economy locally is driving people to seek work outside the region while they continue to live locally in affordable housing, and they must use poor public transport to access work.  Some people can't.

The state government must continue to be reminded of the poor economic outcome it is inflicting on the region through it lack of investment in transport infrastructure.

Independent Audit into Queensland Rail

http://www.tmr.qld.gov.au/~/media/Travel%20and%20transport/Rail/Rail%20audit/IndependentrailauditFinalreport.pdf

Is says that, on the NCL:

regardless of the time of year, just-in-time fresh food has to be transported by road. For each freight train not able to operate, a minimum of 10 trucks are required to haul just-in-time commodities and food to north and far north Queensland.

Some interesting other findings from the Audit:

While Queensland Rail is working towards an improved capital program methodology, it ... does not give consideration to Government's broader transport objectives and investment strategies.

All three major TSCs between the State of Queensland and Queensland Rail expire on 30 June 2013.

The mutiple state purchase agreements for the TSCs and segregated nature of the capital funds available limits the flexibility to meet changing needs and priorities and achieve best value for money of capital investments from a whole of state perspective.

There is no commonality in KPIs and reporting between the TSCs, which results in multiple reports and data sets which may lead to differing interpretation.

Since July 2010, station infrastructure within Queensland Rail is managed by the Network business group, but funded through the above rail contracts, which convolutes the reporting and management lines.

The existing structure of the TSCs is that major infrastructure is prioritised, bid for and subsequently funded along the lines of the businesses and business objectives. Major infrastructure, including upgrade and replacement of existing below rail infrastructure such as signalling systems, could be better considered along the lines of Government transport objectives, funded and managed outside of the TSC until it becomes operational. This will provide a more holistic and balanced approach to funding major projects.

(http://backontrack.org/rbotletterhead1.jpg)

Media release 30th September 2012

SEQ: North Coast Line – Duplicate NCL or risk slower Queensland economy

RAIL Back On Track (http://backontrack.org), a web-based community support group for rail and public transport and an advocate for public transport passengers, says Queensland risks a slower economic recovery without joint federal-state cooperation to fund the $2.2 billion duplication of the North Coast Line (NCL) to Nambour, and additional track straightening to Maryborough.

Robert Dow, Spokesperson for RAIL Back On Track said:

"The notion of separate consideration of funding for roads versus rail when it comes to the national transport task has been relegated to history, a fact even acknowledged by a Queensland peak motoring body. The RACQ recognises that duplication of the NCL to Nambour will assist motorists by relieving pressure on the Bruce Highway (1).  Yet the current and former Queensland governments have ceased strategic thinking about rail track investment supporting freight, along the most important transport corridor in the state, since the sell-off of QR National."

"Sensible logistics thinking says that investment should flow to the transport mode that best achieves transport efficiency."

"That is perhaps best summed up by this quote from the Federal Minister for Infrastructure and Transport, the Hon. Anthony Albanese MP, when he said: 'One 1500 metre freight train can carry the load of 100 semi-trailers, leaving our roads safer and our air cleaner.'  Economic Stimulus Plan; A progress report (2011, p1)."

"RAIL Back On Track agrees with Mr Albanese and seeks the support of communities from Rockhampton to Brisbane for a 'Wheels on Steel' campaign to get more freight on a rail track that needs to be vastly improved, especially south of Nambour, where there is hopeless congestion on road and rail links.  The answer can't be more lanes on the Bruce Highway between the Sunshine Coast and Brisbane.  Rather, it lies in an acute examination of improved rail freight efficiency, with spin-off benefits for passenger rail, and that means track duplication to Nambour before 2031."

"Crucially, for the rail freight sector in Queensland, other states have passing loops for trains that are 1500m standard length, or longer, while the NCL single track has short passing loops, allowing for trains just 650m long.  Our freight forwarders must live with inefficiency and the relatively high freight rates that result," Mr Dow said.

Jeffrey Addison, Sunshine Coast region spokesperson for RAIL Back On Track said:

"For Queensland, the need to upgrade the Beerburrum-Nambour section of the NCL has been identified in many planning and policy documents, including the SEQ Regional Plan 2005-2026, the SEQ Infrastructure Plan and Program 2005-2026, the Draft TransLink Network Plan 2005, and the Rail Network Strategy for Queensland 2001-2011."

"Federally, it has also been identified by the House of Representatives Standing Committee on Transport and Regional Services (the Neville Committee - 2007, p103)."

"The Neville Report (2007, p128) found that '..the greatest need for Australia is the reconstruction and realignment of the main freight networks.'"

"The NCL stretches 1668km from Brisbane to Cairns and, predominately, is a single track.  Short passing loops – that require freight trains half the length of long super-freighters operating in other states – increase costs for Queensland freight forwarders.  Increasingly, freight is being diverted to road.  This has consequences for road funding and safety, and the amenity of towns through which the Bruce Highway passes."

"The NCL system currently carries in excess of 11 million net tonnes of various products annually." (2).

"The NCL will provide economic benefits to the State by the extension of the rail duplication through the Sunshine Coast, and provide greater freight capacity and quicker transport times for both passengers and freight."

These benefits (cost savings, actually) were outlined in this QR Submission to Productivity Commission by QR Limited, dated 5 July 2006, (3). and aptly sub-titled: Review of the Economic Costs of Freight Infrastructure and Efficient Approaches to Transport Pricing.

The report stated that for an investment of $350 million (~$2012), in 'below rail' works, there would be savings of $500 million (~$2012).
Thus saving $150 million over 20 years. These savings are;

• Extraction of just over 850,000 tonnes of general freight/containerised traffic from road to rail on NCL markets.
• Road accident cost savings of Present Value (PV) $43 million over 20 years.
• Environmental gains valued at PV $23 million over 20 years.
• Road pavement / maintenance savings of PV $94 million over 20 years from reduced heavy truck movements.
• Benefits associated with better transit times, improved service reliability and improved service availability valued at PV $127 million over 20 years.
• Benefits to rail operators and customers valued at PV $143 million over 20 years.
• Potential reductions in rail freight costs in the range of 2% to 6% across NCL markets if gains to "above rail" operators are passed on to customers.
• An increase in GTKs (gross tonne kilometres) on the NCL associated with additional containerised traffic of 34% "over and above" underlying growth.

Mr Addison continued: "Advice to government states that the NCL is expected to have freight growth rates that exceed its capability, with freight growth at more than 3 per cent annually spilling onto the highway as heavy trucks. An under-investment in rail is contributing to Bruce Highway traffic congestion and compromising road safety.  The crash rate for the Bruce Highway is approximately 40 per cent higher than the average of all other major interstate highways, while the fatality rate is at the higher end of the range nationally."

"A report produced jointly by the relevant State and Commonwealth Government departments, the '2007 Brisbane-Cairns Corridor Strategy'(4), exposes the critical need for rail duplication to improve freight passenger services and relieve congestion on the NCL."

"This 2007 Strategy (4) identified seven major strategic issues - first and foremost being 'the efficiency and safety of passenger and freight movement in the section between Brisbane and Gympie'.  Another was 'the competitiveness of the NCL and its capacity to handle long-term growth in freight.'"

"In its analysis under Current Corridor Performance (p7), the strategy says: 'A major current impediment to the corridor's overall performance' is 'rail congestion between Brisbane and Nambour.'" (4).

"Table 3, summarises transport issues in regional centres and tells us (p13), with specific reference to Caboolture, Sunshine Coast and Gympie track sections that 'poor rail track alignment impedes efficient transit times.'" (4).

"Under the heading 'Short Term Priorities' (to 2015) (p19), it recommends to governments that they 'continue the current programme of road and rail works ... aimed at addressing rapid growth on the corridor between Brisbane and Nambour/Gympie.'" This is with reference to increasing rail freight capacity. (4).

"The 'Most Likely Future Scenario', (4, p14) predicts 'up to four per cent a year growth for rail freight'.  On the next page, the report states: 'If freight transport growth was sustained at more than three per cent a year, there is concern that current NCL infrastructure may not enable rail freight to grow at the same rate, thereby resulting in the freight growth over three per cent a year 'spilling over' to road transport.  We see that already happening now."

Non-Bulk Freight Growth, p107,
From Table A.3 Rail and Road expected average annual growth rates, 1999 to 2025. (5).

Corridor              By Rail  By Road
Sydney - Perth      4.4%  3.0%   HIGHEST FREIGHT GROWTH
Brisbane - Cairns   4.2%  4.0%   SECOND HIGHEST FREIGHT GROWTH

"Dr Phillip Laird, of the University of Wollongong NSW, said in a paper presented to the 31st Australian Transport Research Forum: 'The Brisbane-Cairns corridor is a major contributor to Queensland's economic activity.'"

"The Queensland NCL plays an important role in moving freight and passengers within the corridor, and now moves more non-bulk freight (over 1.5 million tonnes per annum (mtpa)) than either the Sydney-Melbourne corridor (1 mtpa by rail as against 11 mtpa by line haul road) or the Sydney-Brisbane corridor (1 mtpa by rail as against over 6 mtpa by line haul road)."

"As noted by the House of Representatives Standing Committee on Transport and Regional Services (the Neville Committee - 2007, p103), a submission by the Railway Technical Society of Australasia (RTSA) also indicated that there is a 'demonstrable need to expedite Caboolture-Landsborough duplication and re-alignment and to start planning for other rail deviations and bridges... on the Brisbane–Townsville route.'"

"The Neville Report (2007, p128) also found that '... the greatest need for Australia is the reconstruction and realignment of the main freight networks.  This would: allow faster speeds and greater axle loads; clear the way for longer trains and double stacked containers; make it possible to reduce the steepness of grades, straighten lines and remove loops; and allow for the elimination of many level crossings.'"

Mr Addison asked: "Why is this avalanche of advice being ignored? It is time for the state and federal government to heed the advice and fund the NCL duplication and freight capacity improvement works."

In summation, Mr Addison said: "Today the single track bottleneck at Beerburrum, and the predominant single track with short crossing loops for the 1668km up to Cairns, stands out as a stark reminder of the failure of federal and state government policy and their joint lack of commitment to funding and construction of Queensland's rail lifeline."

"The NCL remains mostly single track bottlenecks, in this the 21st century. A monumental transport failure that requires immediate action."

Contacts:

Jeff Addison
Sunshine Coast Region Spokesperson for RAIL Back On Track

Robert Dow
Administration
admin@backontrack.org
RAIL Back On Track http://backontrack.org

References:

1. Royal Automobile Club of Queensland (RACQ) http://www.racq.com.au/__data/assets/pdf_file/0020/86150/RACQ_Motoring_Matters_V5.pdf (p8, bottom 3rd column)

2. http://www.queenslandrail.com.au/NetworkServices/DownloadsandRailSystemMaps/Freight/Pages/NorthCoastLineSystem.aspx.

3. p94, QR Submission to Productivity Commission: http://www.pc.gov.au/__data/assets/pdf_file/0004/48577/sub053.pdf

4. http://www.infrastructure.gov.au/transport/publications/files/Bris_Cairns_Corridor_Strategy.pdf

5. Original Source: BTRE (2006), Demand Projections for Auslink Non-Urban Corridors: Methodology and Projections, Working Paper 66, Table 2.16.

Remember Anna Bligh's Connecting SEQ 2031?  Now look at Andrew Powell's attempts to run with the fox and with the hounds -- calling for NCL upgrade now, lodging petitions etc and then, in government, saying the LNP would try its hardest to meet the 2031 duplication target .... and Scott Emerson harking to the Connecting SEQ 2031 document as being the new government's blueprint as well?

One of the more interesting takes is that we are seeing politicians and governments going to the electorate seeking praise and reward for good intentions only.  Anna Bligh said the things in Connecting SEQ 2031 were 'aspirational' and her government should be given credit for having a transport plan when her political opponents had none.

Andrew Powell says he will go to the next four or five state elections arging simultaneously that track duplication to Nambour is his 'highest priority', but that really means the work won't be completed for two decades.  There is a chance that he will leave politics without his No.1 priority being achieved.

During the recent state election, Campbell Newman said, trust us, the LNP has a plan for CRR.  We don't know what it is, but it will be better and cheaper than what the ALP is offering.

The electorate is too accepting of politicians' promises.  Voters must stand up and say (as many in this forum did re Connecting SEQ 2031) if politicians are to make a promise, it is worthless and meaningless, unless the source of funding (either revenue savings or taxes) to implement it is also identified and costed.

Before the next election, politicians must be put on the spot and the position made clear that 'good intentions' are not good enough.  And we should pick apart statements from the likes of the new Premier that he wanted a 'proper, professional working relationship with the public service.'  A case of good intentions gone wrong if ever there was one.

Yesterday 5 precious lives were lost when a Toyota Prado drifted across into the path of a Lindsay B-double truck travelling along the Bruce Highway, near Pig Creek (Childers).

You have to ask yourself, what if the North Coast Line was upgraded to remove the passing loops, or extended them to duplicate the line, to allow 1500m freight trains all the way between Brisbane and Cairns?

As Anthony Albanese, Minister for Infrastructure and Transport said in a November 2011 report;
"One 1500 metre freight train can carry the load of 100 semi-trailers, leaving our roads safer and our air cleaner."
Economic Stimulus Plan; A progress report (2011, p1).

Haunting words given the loss of life.

The political pundits are suggesting a March federal election, five month ahead of schedule.  The argument goes that the May budget will need to contain a few fiscal nasties, so it is best to have the election before then, and in March before everyone goes on their Easter holidays to get over the trauma of the polling experience.

There is no doubt that the condition of the Bruce Highway will be an election issue, and indirectly, so will the NCL as a relief valve for taking trucks off the highway.  The task for those pushing an upgrade for the NCL is to keep the issue bubbling such that the pollies can't ignore it.

The SCL/NCL passes through the federal electorates of Petrie (ALP), Dickson (Lib.), Longman (Lib.), Fisher (Ind.), Fairfax (Lib.), Wide Bay (Nat.) and Hinkler (Nat.), as far as Bundaberg, and Capricornia etc beyond that.

The ALP will spruik its support for the MBRL as part of its credentials to win Petrie, but would be keen to contest, and win, the crucial Sunshine Coast seat of Fisher, where the incumbent, Mr Peter Sliper (Ind.) is the embattled Speaker and will certainly be defeated at the next election.  The ALP will be active in trying to keep the endorsed Liberal candidate and former Howard era Minister, Mal Brough, from returning to politics in Fisher.  Wide Bay and Hinkler almost certainly will continue to be held by conservative forces.

The seats the ALP would want to target especially are Petrie, Longman (Wyatt Roy) and Fisher (where Mal Brough will be standing.)

What are the rail issues in those seats?:

- Lawnton-Petrie upgrade
- Duplication, Beerburrum to Landsborough

With some justification, the ALP could say it is not going to come running with buckets of money to solve rail infrastructure problems that are of the state's making, or due to Queensland Government neglect over the years.  The counter argument is that federal investment in both these projects would improve rail freight movements on a line where the Commonwealth says it has a financial stake.  This is where political agitation should be aimed during the next five months.

NCL needs work

We have seen some of these words before, but they bear reading again.

http://www.tandlnews.com.au/2012/01/17/article/the-queensland-north-coast-line-yesterday-today-and-tomorrow/

Some extracts below.

Lower external costs and fuel use

External costs were addressed in the 2001 ARTC Track Audit that gave unit estimates for "... noise pollution, air pollution, greenhouse gas emissions, congestion costs, accident costs, and incremental road damage costs" for road and rail freight in both urban and non-urban areas.

These unit estimates were later revised and a recent paper of this writer found that a Main Line Upgrade Completion program (MLC) could allow rail to win 50 per cent of corridor line haul freight. This would result in a reduction in external costs of about $50m per year. With rail being some three times more energy efficient than road for line haul, an MLC program would save at least 30 million litres of diesel (80,700 tonnes CO2-e greenhouse gas emissions) each year.

Use of electric traction between Brisbane and Rockhampton could save an additional 20 million litres of diesel per year.

And some more food for thought

Further upgrading of the Queensland North Coast line including track straightening from Landsborough to at least Maryborough West is now needed and should receive some Federal funding. Such an investment would reduce operating costs, fuel use, greenhouse gas emissions and external costs and help keep the cost of living down in Central and Far North Queensland.

Why is the state government not bothering to listen?  Doesn't it want to lower the cost of living for people in Central Queenaland and North Queensland through sensible investment in freight rail operations on the NCL?

Sunshine Coast Council area
Residents' place of work

http://profile.id.com.au/sunshine-coast/residents

11,578, or 9.7% of Sunshine Coast Council area's working residents travel outside of the area to work. (source 2006 census figures).

90.3% remain in the local area.

More people leave the BCC area: 10.5%
Logan: 50.3% !!!!!!
GC : 12.5%
Redlands: 50%

They are 2006 figures, though.

I'd have to wonder what are the 2011 figures (I think the number of people travelling outside the SC to head to work has since risen).  Although IMO, its still around 85% of the working population that works locally.   Though I wouldn't be suprised if that figure is actually 80%, with most of that remainder that travel outside of the SC to work travelling by car.

Quote from: Gazza on October 02, 2012, 18:50:29 PM
90.3% remain in the local area.

Not necessarily, many more travel for reasons other than work per se ...  2006 data, bit out of date as well ...

Look at the massive movements on the highway daily today ...

Yes, time to improve the NCL, particularly first phase Beerburrum to Landsborough, should be started tomorrow.

QuoteNot necessarily, many more travel for reasons other than work per se

Do you have stats that compare these non work movements across council areas?

I think ultimatley, it would have to be less than the GC, due to the lower population, and the fact a 2 lane Bruce would carry less physically than a 4 lane M1.

Quote from: Gazza on October 02, 2012, 19:02:16 PM

QuoteNot necessarily, many more travel for reasons other than work per se

Do you have stats that compare these non work movements across council areas?

I think ultimatley, it would have to be less than the GC, due to the lower population, and the fact a 2 lane Bruce would carry less physically than a 4 lane M1.

I don't, but obviously many travel for reasons other than work .. education, medical, business and social.

But wouldn't that be a SEQ wide thing? Not just specific to the SC?

Quote from: Gazza on October 02, 2012, 19:08:22 PM
But wouldn't that be a SEQ wide thing? Not just specific to the SC?

Of course, but the inference being you cannot base transport tasks just on workforce data alone.  Look at what happens at weekends, particularly along routes such as Brisbane and Sunshine Coast, Gold Coast and so forth.  More movements often than so called working days ... 

I think what you can infer from the data is the level of opportunity in each area.

BCC, SC, and GC are all quite similar, which reflects good jobs in a wide range of industries available.

On the other hand, Logan, Redlands etc are a bit more disadvantaged, forcing people to seek work outside the area.

Obviously, but in absolute terms because the populations of GC, SC, BCC are much larger than less settled areas (and have well established job hubs),  relative % figures don't give the real picture or task demand.

Quote from: rtt_rules on October 02, 2012, 20:51:10 PM

Quote from: Gazza on October 02, 2012, 19:18:38 PM
I think what you can infer from the data is the level of opportunity in each area.

BCC, SC, and GC are all quite similar, which reflects good jobs in a wide range of industries available.

On the other hand, Logan, Redlands etc are a bit more disadvantaged, forcing people to seek work outside the area.

No one can ever complain about having to travel for work. If you don't like how far away your job is, quit or move.

better still join the newman brigade and jist quit and do nothing with the expectation that you are entitled to do nothing and have the (fools who make an effort an work) support you out of the public purse, fortunately there is a majority who believe that they have an entiteltement to have employment in a feild in which they have ability and expertises without being bled dry by taxes and extortionate public transport costs. 

Any Gold Coast figures will be a bit skewed compared to the Sunshine Coast given the proximity of the edge of the urbanised area to Logan/Brisbane compared to say Caloundra, and the fact that the Yatala Enterprise Area is right on the border and attracts workers from the north.

Quote from: SurfRail on October 03, 2012, 09:59:37 AM
Any Gold Coast figures will be a bit skewed compared to the Sunshine Coast given the proximity of the edge of the urbanised area to Logan/Brisbane compared to say Caloundra, and the fact that the Yatala Enterprise Area is right on the border and attracts workers from the north.

The Sunshine Coast is less ideal for PT for many other reasons as well.  Density is lower, the train line is further away and has few services and there is less traffic congestion and generally a wide availability of parking.

QuoteNo one can ever complain about having to travel for work. If you don't like how far away your job is, quit or move.

This strikes me as one of the more insensitive and arrogant statements I've seen on these forums.

Where is a labourer to live? In a tent on Riverside Drive, illegally? There's a trade-off between cost of house-room (rent or rent equivalent of an owner-occupied home) and convenience to work, schools, shopping etc etc. The VIPER studies from Dr Jago Dobson at Griffith University demonstrated the vulnerability of low paid workers to increases of transport costs in particular. They don't have a choice of living close to employment centres, especially for workers in the construction industry. The more employment opportunities close by, the higher the cost of house-room - the obvious examples being in mining towns. In SEQ, it's just so clear that if you're not in the high-paid professional and middle class, not a well-paid tradie for example, then your chance of living close to work is slight. And your chance of good PT to work even slighter... So the old Kingswood or Falcon stays on the road, spewing its burnt oil etc and using more fuel than the fancy hybrids or diesel SUVs that the middle suburban residents can afford.

We can't give up on longer PT commutes, sadly, because the need will always be with us. But we should also be arguing for the regional SEQ councils to work harder to attract strong employment industries to their districts, as Ipswich for one is doing fairly effectively.

The Fraser Coast Chronicle today reports that Scott Emerson is setting off on a tour of the Bruce Highway in a truck, no doubt with well-timed media opportunities planned at every whistle-stop along the way.  Let's hope he doesn't just stand in front of a potholed bit of road and, like President Ronald Reagan calling on President Mikhail Gorbachov to tear down the Berlin Wall, says something along the lines of 'Julia Gillard, Fix This Road!'

No doubt, he will spruik about how the Newman government has put $1 billion on the table to fix a 'federal' road.

Will there be mention of rail investment on the Brisbane-Cairns NCL?  Doubt it.  The line is funded by the state government.

Let's hope that the standard of political discussion rises above the mundane whereby Mr Emerson will be saying 'Julia Gillard, Fix This Road!' and the federal minister, Mr Albanese, shouting back 'Campbell Newman, Fix the NCL!'

If not, we will have the equivalent of a school yard spat where one child says 'Did So' and another says 'Did Not'.

Most likely, Mr Emerson will go for spin and stunt over substance.  Hopefully, the local media will drag the minister to the rickety Burnett River rail bridge, which has severe speed restrictions, or take a photograph of him standing in the middle of the tracks at Rockhampton, where mainline trains travel down a suburban street, and conduct his media conference there.

Time Queensland had serious debates about transport corridor efficiencies, not rail versus road funding, nor spectacles of pollies hurling accusations and dodging funding responsibilities; or saying 'yes we have a plan, but it occurs in 2031'.

Twitter

3h Scott Emerson Scott Emerson ‏@scottemersonmp

Talking with driver Barnesy at the Childers Caltex about state of the Bruce. Feds need to do more for this nat road.  http://t.co/wQ4kg6OU

==========

My reply:

Twitter

Robert Dow ‏@Robert_Dow

@scottemersonmp Feds need to do more for the NC railway line as well, will have a major impact on safety by reducing heavy veh movements ..

Quote from: Stillwater on October 03, 2012, 13:53:31 PM
If not, we will have the equivalent of a school yard spat where one child says 'Did So' and another says 'Did Not'.

This differs from the norm how?

That's why I'm so annoyed with KRudd.  He promised to end the blame game by taking over health, but when elected decided that he didn't feel like doing that.

Mr Emerson is up to the old trick -- when you are not solving the problem, you go and have a look at it.  It's sometimes called a 'listening tour'.  Talk to truckies and motorists about what they want to see done, and nod with a straight face while the television cameras roll.

When people don't buy that, you set up a committee of 3-4 people to have a look at the problem for you and make recommendations.  Oh, the government is doing that too.  Isn't there a Bruce Highway Action Plan in play?

Perhaps once Mr Emerson gets to Cairns, having spent a few days with a convivial truckie, he should climb into the cab of a QR National freight train for the journey back to Brisbane.

Maybe another media statement is warranted, lol:

... Transport Minister Scott Emerson is only seeing half the picture and risks gaining a reputation for a bias towards road-only solutions by hitching a ride in a truck to see first-hand the condition of the Bruce Highway.

While the minister should have a proper understanding of the Bruce Highway's deficiencies, his actions deliberatly ignore rail as a solution to getting trucks off the highway to make it safer.

Mr Emerson should address this perceived bias by making the return journey by rail so he can see the ramshackle condition of the NCL that is responsible for more and more freight being moved by road, and not rail, north-south along the Queensland coast.

While the highway remains susceptible to flooding, requiring hundreds of millions of dollars to remedy, the NCL is largely flood-free and requires fewer dollars to reduce travel times and accommodate longer trains that will lower freight costs and allow rail to grab a greater share of a growing transport task.

.... and so on.

Quote from: Stillwater on October 03, 2012, 16:32:57 PM
Maybe another media statement is warranted, lol:

... Transport Minister Scott Emerson is only seeing half the picture and risks gaining a reputation for a bias towards road-only solutions by hitching a ride in a truck to see first-hand the condition of the Bruce Highway.

While the minister should have a proper understanding of the Bruce Highway's deficiencies, his actions deliberatly ignore rail as a solution to getting trucks off the highway to make it safer.

Mr Emerson should address this perceived bias by making the return journey by rail so he can see the ramshackle condition of the NCL that is responsible for more and more freight being moved by road, and not rail, north-south along the Queensland coast.

While the highway remains susceptible to flooding, requiring hundreds of millions of dollars to remedy, the NCL is largely flood-free and requires fewer dollars to reduce travel times and accommodate longer trains that will lower freight costs and allow rail to grab a greater share of a growing transport task.

.... and so on.

Yes, and it literally costs lives.
Less trucks on the highways = less chance of fatal car vs truck accidents.

Sent to all outlets:

4th October 2012

Re: SEQ: North Coast Line – Duplicate NCL or risk slower Queensland economy

Greetings,

The Minister for Transport and Main Roads tweeted yesterday that he went for a ride in a B-double on the Bruce Highway:

QuoteScott Emerson @scottemersonmp

In B-double heading up the Bruce with driver Warren Woods. LNP Budget has $415m in 2012-13 to help fix Bruce. http://t.co/wQ4kg6OU

What will have a much more sustainable and long lasting safety improvement will be the transfer of bulk freight back to rail, and decreasing then the number of heavy vehicle movements.

A member has commented (  http://railbotforum.org/mbs/index.php?topic=6647.msg110103#msg110103 )

Quote... Transport Minister Scott Emerson is only seeing half the picture and risks gaining a reputation for a bias towards road-only solutions by hitching a ride in a truck to see first-hand the condition of the Bruce Highway.

While the minister should have a proper understanding of the Bruce Highway's deficiencies, his actions deliberatly ignore rail as a solution to getting trucks off the highway to make it safer.

Mr Emerson should address this perceived bias by making the return journey by rail so he can see the ramshackle condition of the NCL that is responsible for more and more freight being moved by road, and not rail, north-south along the Queensland coast.

While the highway remains susceptible to flooding, requiring hundreds of millions of dollars to remedy, the NCL is largely flood-free and requires fewer dollars to reduce travel times and accommodate longer trains that will lower freight costs and allow rail to grab a greater share of a growing transport task.

It is little wonder that road trauma continues to worsen, and has worsened under the LNPs watch.

Best wishes
Robert

Robert Dow
Administration
admin@backontrack.org
RAIL Back On Track http://backontrack.org

Quote from: ozbob on September 30, 2012, 04:37:52 AM
(http://backontrack.org/rbotletterhead1.jpg)

Media release 30th September 2012

SEQ: North Coast Line – Duplicate NCL or risk slower Queensland economy

RAIL Back On Track (http://backontrack.org), a web-based community support group for rail and public transport and an advocate for public transport passengers, says Queensland risks a slower economic recovery without joint federal-state cooperation to fund the $2.2 billion duplication of the North Coast Line (NCL) to Nambour, and additional track straightening to Maryborough.

Robert Dow, Spokesperson for RAIL Back On Track said:

"The notion of separate consideration of funding for roads versus rail when it comes to the national transport task has been relegated to history, a fact even acknowledged by a Queensland peak motoring body. The RACQ recognises that duplication of the NCL to Nambour will assist motorists by relieving pressure on the Bruce Highway (1).  Yet the current and former Queensland governments have ceased strategic thinking about rail track investment supporting freight, along the most important transport corridor in the state, since the sell-off of QR National."

"Sensible logistics thinking says that investment should flow to the transport mode that best achieves transport efficiency."

"That is perhaps best summed up by this quote from the Federal Minister for Infrastructure and Transport, the Hon. Anthony Albanese MP, when he said: 'One 1500 metre freight train can carry the load of 100 semi-trailers, leaving our roads safer and our air cleaner.'  Economic Stimulus Plan; A progress report (2011, p1)."

"RAIL Back On Track agrees with Mr Albanese and seeks the support of communities from Rockhampton to Brisbane for a 'Wheels on Steel' campaign to get more freight on a rail track that needs to be vastly improved, especially south of Nambour, where there is hopeless congestion on road and rail links.  The answer can't be more lanes on the Bruce Highway between the Sunshine Coast and Brisbane.  Rather, it lies in an acute examination of improved rail freight efficiency, with spin-off benefits for passenger rail, and that means track duplication to Nambour before 2031."

"Crucially, for the rail freight sector in Queensland, other states have passing loops for trains that are 1500m standard length, or longer, while the NCL single track has short passing loops, allowing for trains just 650m long.  Our freight forwarders must live with inefficiency and the relatively high freight rates that result," Mr Dow said.

Jeffrey Addison, Sunshine Coast region spokesperson for RAIL Back On Track said:

"For Queensland, the need to upgrade the Beerburrum-Nambour section of the NCL has been identified in many planning and policy documents, including the SEQ Regional Plan 2005-2026, the SEQ Infrastructure Plan and Program 2005-2026, the Draft TransLink Network Plan 2005, and the Rail Network Strategy for Queensland 2001-2011."

"Federally, it has also been identified by the House of Representatives Standing Committee on Transport and Regional Services (the Neville Committee - 2007, p103)."

"The Neville Report (2007, p128) found that '..the greatest need for Australia is the reconstruction and realignment of the main freight networks.'"

"The NCL stretches 1668km from Brisbane to Cairns and, predominately, is a single track.  Short passing loops – that require freight trains half the length of long super-freighters operating in other states – increase costs for Queensland freight forwarders.  Increasingly, freight is being diverted to road.  This has consequences for road funding and safety, and the amenity of towns through which the Bruce Highway passes."

"The NCL system currently carries in excess of 11 million net tonnes of various products annually." (2).

"The NCL will provide economic benefits to the State by the extension of the rail duplication through the Sunshine Coast, and provide greater freight capacity and quicker transport times for both passengers and freight."

These benefits (cost savings, actually) were outlined in this QR Submission to Productivity Commission by QR Limited, dated 5 July 2006, (3). and aptly sub-titled: Review of the Economic Costs of Freight Infrastructure and Efficient Approaches to Transport Pricing.

The report stated that for an investment of $350 million (~$2012), in 'below rail' works, there would be savings of $500 million (~$2012).
Thus saving $150 million over 20 years. These savings are;

• Extraction of just over 850,000 tonnes of general freight/containerised traffic from road to rail on NCL markets.
• Road accident cost savings of Present Value (PV) $43 million over 20 years.
• Environmental gains valued at PV $23 million over 20 years.
• Road pavement / maintenance savings of PV $94 million over 20 years from reduced heavy truck movements.
• Benefits associated with better transit times, improved service reliability and improved service availability valued at PV $127 million over 20 years.
• Benefits to rail operators and customers valued at PV $143 million over 20 years.
• Potential reductions in rail freight costs in the range of 2% to 6% across NCL markets if gains to "above rail" operators are passed on to customers.
• An increase in GTKs (gross tonne kilometres) on the NCL associated with additional containerised traffic of 34% "over and above" underlying growth.

Mr Addison continued: "Advice to government states that the NCL is expected to have freight growth rates that exceed its capability, with freight growth at more than 3 per cent annually spilling onto the highway as heavy trucks. An under-investment in rail is contributing to Bruce Highway traffic congestion and compromising road safety.  The crash rate for the Bruce Highway is approximately 40 per cent higher than the average of all other major interstate highways, while the fatality rate is at the higher end of the range nationally."

"A report produced jointly by the relevant State and Commonwealth Government departments, the '2007 Brisbane-Cairns Corridor Strategy'(4), exposes the critical need for rail duplication to improve freight passenger services and relieve congestion on the NCL."

"This 2007 Strategy (4) identified seven major strategic issues - first and foremost being 'the efficiency and safety of passenger and freight movement in the section between Brisbane and Gympie'.  Another was 'the competitiveness of the NCL and its capacity to handle long-term growth in freight.'"

"In its analysis under Current Corridor Performance (p7), the strategy says: 'A major current impediment to the corridor's overall performance' is 'rail congestion between Brisbane and Nambour.'" (4).

"Table 3, summarises transport issues in regional centres and tells us (p13), with specific reference to Caboolture, Sunshine Coast and Gympie track sections that 'poor rail track alignment impedes efficient transit times.'" (4).

"Under the heading 'Short Term Priorities' (to 2015) (p19), it recommends to governments that they 'continue the current programme of road and rail works ... aimed at addressing rapid growth on the corridor between Brisbane and Nambour/Gympie.'" This is with reference to increasing rail freight capacity. (4).

"The 'Most Likely Future Scenario', (4, p14) predicts 'up to four per cent a year growth for rail freight'.  On the next page, the report states: 'If freight transport growth was sustained at more than three per cent a year, there is concern that current NCL infrastructure may not enable rail freight to grow at the same rate, thereby resulting in the freight growth over three per cent a year 'spilling over' to road transport.  We see that already happening now."

Non-Bulk Freight Growth, p107,
From Table A.3 Rail and Road expected average annual growth rates, 1999 to 2025. (5).

Corridor              By Rail  By Road
Sydney - Perth      4.4%  3.0%   HIGHEST FREIGHT GROWTH
Brisbane - Cairns   4.2%  4.0%   SECOND HIGHEST FREIGHT GROWTH

"Dr Phillip Laird, of the University of Wollongong NSW, said in a paper presented to the 31st Australian Transport Research Forum: 'The Brisbane-Cairns corridor is a major contributor to Queensland's economic activity.'"

"The Queensland NCL plays an important role in moving freight and passengers within the corridor, and now moves more non-bulk freight (over 1.5 million tonnes per annum (mtpa)) than either the Sydney-Melbourne corridor (1 mtpa by rail as against 11 mtpa by line haul road) or the Sydney-Brisbane corridor (1 mtpa by rail as against over 6 mtpa by line haul road)."

"As noted by the House of Representatives Standing Committee on Transport and Regional Services (the Neville Committee - 2007, p103), a submission by the Railway Technical Society of Australasia (RTSA) also indicated that there is a 'demonstrable need to expedite Caboolture-Landsborough duplication and re-alignment and to start planning for other rail deviations and bridges... on the Brisbane–Townsville route.'"

"The Neville Report (2007, p128) also found that '... the greatest need for Australia is the reconstruction and realignment of the main freight networks.  This would: allow faster speeds and greater axle loads; clear the way for longer trains and double stacked containers; make it possible to reduce the steepness of grades, straighten lines and remove loops; and allow for the elimination of many level crossings.'"

Mr Addison asked: "Why is this avalanche of advice being ignored? It is time for the state and federal government to heed the advice and fund the NCL duplication and freight capacity improvement works."

In summation, Mr Addison said: "Today the single track bottleneck at Beerburrum, and the predominant single track with short crossing loops for the 1668km up to Cairns, stands out as a stark reminder of the failure of federal and state government policy and their joint lack of commitment to funding and construction of Queensland's rail lifeline."

"The NCL remains mostly single track bottlenecks, in this the 21st century. A monumental transport failure that requires immediate action."

Contacts:

Jeff Addison
Sunshine Coast Region Spokesperson for RAIL Back On Track

Robert Dow
Administration
admin@backontrack.org
RAIL Back On Track http://backontrack.org

References:

1. Royal Automobile Club of Queensland (RACQ) http://www.racq.com.au/__data/assets/pdf_file/0020/86150/RACQ_Motoring_Matters_V5.pdf (p8, bottom 3rd column)

2. http://www.queenslandrail.com.au/NetworkServices/DownloadsandRailSystemMaps/Freight/Pages/NorthCoastLineSystem.aspx.

3. p94, QR Submission to Productivity Commission: http://www.pc.gov.au/__data/assets/pdf_file/0004/48577/sub053.pdf

4. http://www.infrastructure.gov.au/transport/publications/files/Bris_Cairns_Corridor_Strategy.pdf

5. Original Source: BTRE (2006), Demand Projections for Auslink Non-Urban Corridors: Methodology and Projections, Working Paper 66, Table 2.16.

From the Landsborough-Nambour EIS Report

Passing loops are provided to allow express services, or services travelling in opposite directions the opportunity to pass. When passing loops are located at stations, congestion can be generated due to the need for trains to wait in the passing loops to allow other faster, through running trains to pass.

Track configuration and platform arrangements mean that some northbound passenger trains enter the passing loop to allow southbound stopping passenger services to pass.  The northbound train then backtracks to the south, re-enters the main track and accesses the platform, which involves service delays and longer travel times.

According to current timetables, travel times between Landsborough and Nambour for CityTrain services range from 24 to 45 minutes, for a distance of 22 km. This variation in travel time can be attributed to some services waiting in passing loops for express services or services travelling in the opposite direction to pass.

The longest travel time from Nambour to Central is two hours 40 minutes while the shortest is one hour 42 minutes.  Travelling north from Central to Nambour, the longest travel time is two hour 29 minutes while the shortest is one hour 43 minutes.

For the purposes of the modelling, it has been assumed that the average speed for the existing alignment is 60 km/hr (in reality it is closer to 50km/ hr) and the proposed alignment is taken to be 90km/hr, as the operational analysis undertaken by Systemwide, outlined in Section 7.5, highlights that speeds of between 90 and 130 km/h are likely between stations.  Long distance (to Brisbane) home based work trips are currently a significant proportion of the travel along the rail  line. Forecast modelling indicates this proportion is likely to reduce, implying people with have shorter journeys to work, however further investigation is required.

Nambour station appears to benefit most of the stations along the corridor from higher service frequency and development intensification.

Table 7.5.2b indicates that the combined travel time savings of the Caboolture to Landsborough and Landsborough to Nambour project could result in up to 17 minutes and 40 seconds on a trip between Caboolture and Nambour, bringing the travel time town from 55 minutes to 37 minutes.

Reductions in travel time resulting from the dual track, improved alignment can lead to:
- quicker services for passengers
- potential for improved capacity on the corridor, allowing
- additional train paths to be inserted, and thus the potential
for additional services
- reduced energy consumption and Greenhouse gas production
(e.g. from power stations and diesel engines)

The proposed service level assumes a service frequency of 15 mins during the AM and PM peak (assumed two hours) and 30 mins during all other operating hours (assumed 18 hour operating period).

It would be interesting to see the on-time running performance for the Sunshine Coast Line, when QR admits in its own documentation that travel times between Landsborough and Nambour for CityTrain services range from 24 to 45 minutes, for a distance of 22 km.

What chance the temptation to (federal) Labor and (state) LNP of revisiting the timing of SCL duplication to Landsborough now that they will be fighting over who will win the seat of Fisher now that the incumbent, Peter Slipper, has self-imploded, politically speaking?  CAMCOS plans might get dusted off.  Both issues will be hot potatoes, with the heat at blast furnace strength due to the planned development at Caloundra South -- soon to be home to an extra 50,000 people.  Caloundra South sits on the other side of the Bruce Highway to Landsborough.

State Government damned by its own words ... again.

Figure 4.10 – page 23, Independent Review of Cross River Rail

"As shown in figure 4.10, the Sunshine Coast line has in recent years reversed a period of declining patronage (annual growth over the last six years is 3.2%). There is relatively strong population growth forecast in this region, however train services are relatively slow and infrequent."

From page 37:

"Without additional line capacity or changes to operations to allow higher frequency services, peak period service performance on the passenger rail network is forecast to decline with significant reductions in service reliability and increased overcrowding across the Brisbane rail network expected.

"By 2021 Nambour, Ferny Grove, Cleveland, Gold Coast and Ipswich corridors were expected to experience a reduction in reliability of passenger services of more than 10% compared to 2009."

Full report here: http://www.tmr.qld.gov.au/~/media/Projects/C/Cross%20river%20rail/AA%20Export%20report/IndependentPanelReviewCrossRiverRailfull.pdf

Quote"By 2021 Nambour, Ferny Grove, Cleveland, Gold Coast and Ipswich corridors were expected to experience a reduction in reliability of passenger services of more than 10% compared to 2009."

To be fair, isn't that all of them except Shorncliffe and Doomben?

FACT: By 2021, the Nambour corridor is expected to experience a 10 per cent reduction in reliability of passenger services compared with the situation in 2009.

FACT:  A period of decline in patronage on the Sunshine Coast Line (SCL) in the recent past has been reversed, despite a situation where train services are relatively slow (average 50 km/hr) and infrequent.

FACT:  Annual growth in patronage has been 3.2 per cent for the past six years.

CONCLUSION:  Despite a situation whereby a lack of investment in the SCL rolling stock and track has resulted in 'slow and infrequent' services and more than 40 per cent of services are buses, and fares have risen sharply, more and more Sunshine Coast residents are using rail, and wanting to use rail travel.  The state throws every impediment to Sunshine Coast commuters (frequently including trains with no toilets or broken toilets), but still they keep coming.

Quote from: Stillwater on October 12, 2012, 19:46:34 PM

CONCLUSION:  Despite a situation whereby a lack of investment in the SCL rolling stock

To QR's credit, most rollingstock on ths line since the June 2011 timetable are IMU100/120/160s with the odd SMU260 or two thrown in somewhere. 

However, the broken toilet issue effects the Gold Coast Line as we now share the general IMU rollingstock with the Gold Coast Line.  The EMUs are consigned to shuttle duties when the ICE breaks down, and the EMU occasionally appears when incidents like yesturday's Truck/Crane crash strands whatever rollingstock is on the other side of the crash.

This is in stark contrast of 2009-2010 where 90% of the trains were EMus.

Quoteand track has resulted in 'slow and infrequent' services and more than 40 per cent of services are buses, and fares have risen sharply, more and more Sunshine Coast residents are using rail, and wanting to use rail travel.  The state throws every impediment to Sunshine Coast commuters (frequently including trains with no toilets or broken toilets), but still they keep coming.

Infrastructure south of Caboolture also needs priority on top of North of Beerburrum.  Lawnton-Narangba triplication for starters to start eliminating those "slow peak expresses" with only 9 skipped stops.

Yes, Lawnton-Narangba track upgrade will assist SCL trains and their journey times.  It is needed to provide additional capacity for when the MBRL comes on line.  For now, whatever series train is running on the SCL, it travels slower than the time taken in 2009 due to the altered 'slow express' timetable.  And this will get worse.  We are paying more for for the privilege, and we will pay more for the poorer service from January 2013.

The point is that trains capable of doing 130 km/hr are forced to travel at less than half that speed.  We should not be fooled by government spin about 'latest generation' rolling stock and their top speed capabilities when they are forced to travel on a steam train track alignment.

The report highlights the annual growth in patronage on the SCL is 3.2 per cent and that is likely to be even higher when Caloundra South (to be home to 50,000) starts to be built, a further 17,000 people move into Glenview, across the road, and the Sunshine Coast University Hospital at Kawana will generate 15,000 visitations a day, not all of those people living within walking or cycling distance.  Some future hospital workers will be travelling to the hospital from Caboolture etc, presumably.

The Premier says he will throw open the government's information, so one lives in hope of a separation of OTR monitoring, line by line, to reveal the true situation.

Sunshine Coast Daily --> Council says no to urban sprawl as row with government looms (http://www.sunshinecoastdaily.com.au/news/council-Caloundra-halls-creek-planning-scheme/1587286/)

Here are approved population increases contained in the latest draft Sunshine Coast Town Plan.

By 2031 -
Beerwah will grow by 86% to 8260
Glasshouse Mtns will increase 50% to 4400
Landsborough by about the same to 6058
Mooloolah will go to 4500
Cooroy's population will exceed 5000
Pomona, Cooran and Kin Kin will have a combined population of 7000
Buderim will have the coast's biggest population for any locality, it will be 44,099 in 2031.
Maroochydore/Kulin will double in size to 33,237 people.
Caloundra (excluding Caloundra South) will grow 43 per cent to 31,266
The population of Caloundra West in 2031 will be 29,000
Nearby Palmview will be home to 16,000 people
At Caloundra South, 25,300 people will be living there by 2031, making just Greater Caloundra a city approaching a population of 105,000

Yet, that LNP plan not to duplicate Beerburrum to Nambour until the same 2031 timeframe as proposed by Tweedledee ALP still holds.  Don't you worry about that!

THE QUEENSLAND GOVERNMENT SUNSHINE COAST TOURISM OPPORTUNITY PLAN

Yet another government-authored plan that tell the state government what it doesn't want to hear:

"Tourism is currently the largest contributor to Gross Regional Product (GRP) (16.4%) in the Sunshine Coast Region.
Investment in tourism products and tourism related infrastructure is required in order to meet the future needs of visitors to the region.

"The Noosa sub-region attracts the highest percentage of visitors travelling as adult couples or individuals without children. Noosa receives the highest percentage of visitors coming from interstate and overseas including a much larger proportion of visitors in a higher income bracket.

"The current SEQ Infrastructure Plan and Program provides for an extensive program of transport investment. Despite these forward plans it is evident that:

The current road network is still struggling to keep pace with the high growth of car travel
Bus services are being upgraded but from a relatively low base
No passenger rail infrastructure or rail services exist to the east of the Bruce Highway
The region continues to suffer from a lack of transport connectivity between the hinterland and coastal settlements
and between key services hubs such as the Airport and coastal resorts
Key tourism activity centres will need to develop dedicated integrated local transport plans to cater for the forecast growth in both overnight and day visitors.

"Outlined below is an overview of priority forward infrastructure identified through stakeholder consultation and the situation analysis. This infrastructure is critical if regional access and intra-connectivity is achieved across the region for both visitor
markets and residents.

Additional rail line – Caboolture to Beerburrum to Landsborough
Additional rail line – Landsborough to Nambour
Underpass improvements to the Palmwoods rail line
North Coast rail line upgrade – Nambour to Cooroy
Level crossing replacement – grade separation at Beerwah,
Landsborough, Mooloolah and Palmwoods

And finally:

For the Sunshine Coast Region's vision for investment and infrastructure to be realised, the implementation of recommended projects is required to be completed by 2017.

With apologies to Gruen Transfer.  What would Powell do?

http://www.andrewpowell.com.au/media/video/

Andrew Powell MP – Train Day
Andrew Powell MP – Rail Commuter Boycott (Ch Seven)
Andrew Powell MP – Rail Commuter Boycott (WIN News)
Andrew Powell MP – Rail Timetable and Flood
Andrew Powell MP – New Sunshine Coast Rail Timetable

Matters Mr Powell raised in the Parliament on 7 April 2011 – Matters that are now the LNP's to solve:

"With regard to the north coast rail corridor duplication and particularly the resumption of land and the signing of leases, I would like to acknowledge the efforts of and thank the previous minister for transport for her assistance with a couple of issues that arose in the electorate of Glass House around that north coast rail corridor. In particular, we got to the point where we were able to sign a lease with the Elimbah Fruitgrowers over its co-op arrangement at the Elimbah Railway Station. I understand though that there is not a lot of certainty around how long that lease will operate, but we are grateful that a lease was able to be sorted out.

"Possibly more important was the situation of Matt and Lisa Sherry in Palmwoods. As the minister will be aware, the EIS has been released for the duplication from Landsborough to Nambour. It has a huge effect on the township of Palmwoods. It has a huge effect on residents in Leeons Road. Interestingly, the Sherrys were one of the only families who were unaffected apparently yet were losing half a dam. I thank the previous minister for taking on board our representations. QR has subsequently gone out and assessed the situation and has determined that they are affected. I understand that a settlement has been made and the Sherrys have moved to another property in Palmwoods. I am glad that we kept them as constituents, and I am very grateful for the assistance of the department in resolving that matter.

"But there is a large amount of outstanding business in the north coast rail duplication corridor. I would like to raise a few of those matters with the minister this evening. Firstly, we are getting a lot of feedback from constituents in and around Beerburrum–Helen Manson to name one–concerning the ongoing lease and maintenance of the TrackStar Alliance depot adjacent to the Beerburrum Railway Station.

"Obviously TrackStar had intentions of continuing on with the Beerburrum to Landsborough upgrade and so has kept its depot there, but it has fallen into a considerable state of disrepute–"

An honourable member: Disrepute?

Mr POWELL: "Disrepute is probably not the correct word–disrepair is probably the correct word."

Ms O'Neill: But I like the idea of its disrepute.

Mr POWELL: "No, we will not make comments on what perhaps goes on at the depot. It is certainly in a state of disrepair. The fencing has deteriorated. There are weeds and grass everywhere. It is certainly not looked after. I have written to the minister about this. I hope it is something she might be able to look into. In a similar vein to the Elimbah Fruitgrowers, I know the Glass House Mountains co-op is trying to sort out its lease arrangements. The corridor does not adjust too much around the Glass House Mountains Railway Station, but clearly the co-op needs some certainty around its ongoing lease arrangements.

"I have received notification recently that the Sunshine Coast Regional Council is in the final stages of preparing its streetscaping project for the community of Glass House Mountains. It has raised a number of issues with me regarding the interface with the rail corridor upgrade, particularly things such as the integration of that streetscaping CBD plan and the rail upgrade overpass, including the rail levels; the planning of heavy haulage routes to reduce congestion and improve safety with the expected increase in traffic numbers; and the retaining of the existing railway station in the rail upgrade plan. My understanding is that members of the Glass House Mountains community have had extensive discussions with the former member for Glass House. A lot of work was put in to upgrading the Glass House Mountains Railway Station, but it is a heritage station. It is recognised as being an intrinsic part of the community. It would be great if we could hang on to that. I will be talking further with the council and with representatives of the Glass House Mountains township around those issues, but again I just bring them to the attention of the minister this evening.

"I know there is outstanding business around Murray Pike and his property. The corridor is pushing Steve Irwin Way to one side. Therefore, TMR is having to resume part of his pineapple farm. There is a dispute about the valuation. Clearly the valuation TMR is providing does not include a value for the crop. Pineapples are grown on a cyclical basis. The crops are in. It is not just a case of resuming the land; it is giving compensation for the crop that is being lost as well. I just ask again that, when the time comes, the Minister for Transport and the Minister for Main Roads take a moment to reconsider that situation.

"Finally, the biggest issue–and we have been contacting the minister's office regularly on this issue–is around the Palmwoods CBD itself. Local Sunshine Coast Regional Councillor Jenny McKay and I and Mayor Bob Abbot with a number of council staff came down and spoke to the former minister last year about possibly looking at an arrangement to transfer excess land–what we understand to be excess land based on where the corridor is going to go through Palmwoods–which would facilitate the council being able to better plan the CBD of Palmwoods, particularly to look at supermarket developments for that community. We left that meeting with the mayor and the minister understanding that there was some goodwill on both sides and that it could potentially be looked at. My understanding is that when council went to follow that through with TMR representatives it stalled to the point where it is now being told it that it cannot go any further. That is really holding up the council and its ability to resolve a lot of issues in the CBD of Palmwoods.

"We have written to the minister to request another meeting with the minister, the councillor and council staff to try to resolve that issue. We would very much appreciate an opportunity to come and see the minister as soon as possible to further discuss that. I realise our previous discussions were with the former minister, but it would be great to bring this minister up to speed to see if there is not a way we can resolve it. We realise that under current plans the corridor is not going to be built until 2031. The council cannot wait that long to resolve this issue. We think there is a very simple solution. We put it to TMR. We thought we had some recognition of that from TMR, but subsequently not. Again, if the minister could assist us with that, it would be much appreciated.

Mr Powell, Media Release 23 March 2011:

"On the back of adverse changes to the Sunshine Coast rail timetable for 2011 and the continual delays to complete the rail duplication from Beerburrum to Nambour, Andrew Powell MP, Member for Glass House sponsored two petitions calling the government to action.

"Yesterday, the Minister for Transport tabled her responses (see http://www.parliament.qld.gov.au/view/EPetitions_QLD/ClosedEPetitions.aspx?LIndex=2).

"All of the promises to deliver additional rail capacity along the North Coast line have been stalled by the incompletion of the rail duplication. You can't deliver faster and more efficient trains when the job has only been half done.

"Effectively the Minister, in her response to the petition, has 'programmed' delivery of the Landsborough to Nambour rail upgrade for completion in 2031 – she tells us it is 'on the horizon'."

"What this demonstrates is that the government can give no guarantees the upgrade will even be completed by 2031″, Mr Powell said.

What is Powell doing? NOTHING.  For SC rail commuters, the LNP duplication construction timeline is the same as the ALP's.  For them, it doesn't matter which box they number on the ballot -- and it may be that they won't bother to tick Mr Powell's name next time around.

Nambour Weekly
Thursday November 15, 2012

Mooloolah-Wombye would only be first priority for freight, surely.

Quote from: Simon on November 15, 2012, 22:08:15 PM
Mooloolah-Wombye would only be first priority for freight, surely.

Mooloolah to Wombye would enable the operation of more freight services by allowing passing moves and crossings to take place over that duplicated and realigned section this applies also to the operation of passenger services and the realignment would also reduce transit times so Simon yes there would be a benefit for freight services and also a definate benefit for passenger services.    :lo

The fact that Mr Powell mentioned Mooloolah-Woombye indicates that some thought might have gone into sequencing the remaining duplication works to Nambour, or it could be that is where Mr Powell is getting the most complaints, hence his nod to those people being the squeaky wheel he needs to oil.

Unfortunately, Mr Powell politicised the whole SCL duplication debate to the max because it enhanced his re-election chances, and that is where it has stayed.  RailBOT has documented fairly well all the operational reports and cost-effectiveness of strategic freight rail investment that could be made to actually generate a positive BCR on the SCL with, as Mufreight points out, flow-on benefits for passenger rail.  The LNP and Mr Powell is still pumping the line that the ALP stuffed up and people will just have to wear the consequences for another 20 years.  That won't wash, and Mr Powell knows it, hence his soothing noises at community meetings over cups of tea.

The next constructive step would be for Mr Powell and other pollies to step away and perhaps set up a three-person review team within government to re-read the literature and update the costings, sequencing etc and confirm to government the bang-for-buck consequences of various levels iof funding to various sections of track, based on freight rail considerations.  That may include the likelihood of charging higher access fees for freight trains in exchange for faster travel times, or direct investment in the line in a deal similar to BAC looking for runway construction revenue from airlines.

However, Mr Powell is stuck in the caveman mentality of 'ALP bad, LNP good'.  It's hardly edifying or enlightening.

The timing of a review team is about right.  It would need to report back to government by about March, when the Budget is being worked up (including the forward estimates beyond 2013-14).

Unless some further action along the lines of a review panel is made, Mr Powell is just going to be sloshing in tea and cakes as he goes about his electorate saying 'I will do my best' and flashing a used car salesman smile.  And he is saying that from a passenger rail perspective, because that is where the votes are.

He hasn't made the transition in thinking to freight rail improvements as a primary focus, where there is more opportunity for revenue deals, leading to passenger rail spin-offs as secondary item.  Checking on the passenger rail revenue bucket periodically for the odd few cents he can garner while saying the hole in the bucket is Labor's fault is of little worth.  The LNP's job is to plug the hole (fare revenue).  And there is little joy there presently.

Before the election there was lots of chest-beating from LNP members on the Sunshine Coast that they will stand up for the region, acting as a team.  We see no evidence of that.  What steps is Mr Powell making to working up a Sunny Coast factional team within Cabinet, or is it that other Sunny Coast MPs have their own individual pet projects for funding, other than rail, which is Mr Powell's baby by virtue that many of the SCL stations (and communities) are in his electorate.  Is their thinking that low that they see money for rail duplication as a 'perk' too large for one man's electorate.  Suspiciously, it seems that is where their thinking lies -- they fight among themselves for the crumbs from the rich man's (Mr Nicholls') table.

The electorate has the right to ask the questions of the LNP which he asked of the ALP in the Parliament.  How is the certainty around the lease of land to the fruitgrowers co-ops at Elimbah and Glass House being guaranteed under the LNP?

In his own words, the SCRC can't wait 20 years to resolve the land use impasse at Palmwoods.  The deal seems to be stuck on the saleprice of land swaps.  Can't they be divorsed from the actual construction timeline and alternative access provided while preserving the future rail corridor and settling the town plan?  These issues will arise at many of the SC hinterland railway towns.

Spraying cake crumbs while saying 'ALP bad, LNP good' won't wash for long and won't last until the next election, as Mr Powell hopes.

The review panel idea at leasts dusts off the account books and gets the costings right and would allow 'what if' funding scenarios to be explored with the private sector, again from a freight perspective.  If asked what's going on, Mr Powell and Mr Emerson, the Transport Minister, could say they have a committee looking at the problem (an old political standby).

But at least it would be a change from the Yowie call from Mr Powell of 'ALP bad, LNP good', but just not good enough to do anything before 2031, which is exactly the same deadline as Labor set itself.  So 'ALP bad, LNP good' is not even correct.

Before long, so long as Mr Powell and his mates keep the debate at the base political level, the electorate will be chanting the political rhetoric -- 'ALP and LNP equally bad'.

The Sunshine Coast median property price is down slightly, but Beerwah's price is up 11 per cent, proving the popularity of this railway town close to Caloundra.  Railway duplication to Nambour would improve accessibility to several railway towns and enable them to take up population growth on the Sunny Coast.  While house prices are up, they come from a low base and still represent good value for money.  The calculation of benefit-cost ratios examines the transporation benefits, but not the wider economic benefits that track duplication would bring about.

Quote from: mufreight on November 16, 2012, 08:36:11 AM

Quote from: Simon on November 15, 2012, 22:08:15 PM
Mooloolah-Wombye would only be first priority for freight, surely.

Mooloolah to Wombye would enable the operation of more freight services by allowing passing moves and crossings to take place over that duplicated and realigned section this applies also to the operation of passenger services and the realignment would also reduce transit times so Simon yes there would be a benefit for freight services and also a definate benefit for passenger services.    :lo

Mooloolah to Woombye would also allow the development of central Palmwoods to proceed, currently it is split by the railway line and cannot expand until the duplication is through. Cr Jenny Mckay of the Sunshine Coast Regional Council [Division 5] is trying to find a way to get this happening sooner rather than (2031) later.
Palmwoods town centre is also stymied by the current intransigence.

EDIT: 11/10/2013 at 8:58pm - Palmwoods typo corrected.

So is the centre of Woombye.  The duplication has the dual tracks on a new alignment running further west, opening up the area around the pub.

Do others see the irony of a state government that won't duplicate and realign the tracks to Nambour, thus holding up the expansion and development of land where there is pent-up demand (and revitalising town centres, and where there is a proper rail connection) while at the same time as it inflicts developments such as Caloundra South on the region.  (Caloundra South's private developers want to get it up and running so that the town centre there will rival the Maroochydore Town Centre, and stuff that concept, and, ironically, it won't have the CAMCOS spur that was touted as a major improvements to the Coast's public transport woes.)

And what would be the LNP governments response to this, in circumstances where there are wall-to-wall LNP members on the Coast?

"It's all Labor's fault.  Our hands are tied until 2031.  If only they had managed the Queensland economy better.'

Typical rail operations on the Sunshine Coast Line, where freight and passenger trains operate on a single track:
http://www.youtube.com/watch?v=Ogg2qB4-s9w

The state government will have to revisit and reconsider its plan not to duplicate the SCL as far as Nambour until 2031, less than two decades from now.  By maintaining this indefensible position, the LNP government risks its electorate dominance of the Sunshine Coast political landscape.

The combined population of the Sunshine Coast and Gympie regional councils is 360,000.  This is set to increase to more than 565,000 by 2031.

The LNP holds all Sunshine Coast seats, with the exception of Nicklin (based on Nambour) and also the seat of Gympie.

Population growth on the Sunshine Coast, currently running at more than 2 per cent every year, will force a redistribution of electorates after the next election, due in March 2014.

Queensland electoral district boundaries are changed on average every eight years. The latest redistribution was completed in August 2008.
Queensland has 89 electorate districts and this is fixed.

The most likely electorate redistribution outcomes would involve the abolition of an electorate in the west or north of the state and the absorption of those electors into surrounding electorates, leaving one extra electorate to be created on the Sunny Coast.  Tiaro would move from the Gympie electorate to the Maryborough electorate and the Noosa Hinterland would move from the Gympie electorate to the Noosa electorate.  The new seat would sit in an area that would draw electors from the seats of Maroochydore and Buderim, with minor changes to Nicklin's northern boundary.

The creation of Caloundra South (new city the size of Gladstone, with a population of 50,000) will result in changes to the seats of Caloundra and Pumicestone.

To entice voters in the new seat, Labor would dust off (ahem) its old promise of CAMCOS to Maroochydore by 2020, or it will promise to inject state funds into light rail for the Sunshine Coast.  (In fact, Labor should make that promise now, just to show up the government.)

The LNP will need to make a counterbid.  'Rail to Nambour in 2031' ain't going to cut it, particularly in the light of its previous attacks on Labor for not completing duplication sooner.

They will just spend 10x the cost expanding roads..and the electorate will love them for it!!!

Just an aside, it was recently pointed out to me that the expansion of the Sunshine Coast Airport would not be required if we had a good (read rapid, robust and reliable) rail connection between Brisbane and the Sunshine Coast.
No noise issues, or fuel vapor pollution.
#justsaying

Going off-topic, I'd rather prefer that the SCRC scale back the SC Airport upgrade.  I personally don't think we need a 3rd long-haul Airport in the SEQ region (which would affect BNE moreso than OOL), and chances are that Palmer's proposed towers in Coolum are not likely to be going ahead. 

Perhaps a suggestion is scaling back the east-west runway extension to a level where it can support unrestricted year-round medium-haul 737/A320 operations.   With room for expansion for Perth/Darwin flights, as well as expanding the NZ flights from winter-seasonal only to year-round (at 2-3 times p/week).  A scaled back extended runway could also support medium-haul seasonal 737/A320 ops to Denpasar (Bali)/Fiji (Nadi) during the winter months (much like the NZ flights now).

Due the current runway length, DJ's 737-800's to MEL take a payload hit during the summer months due to the specs not being able to support fully loaded 738s during the ambient temperatures affecting the shorter runway.  But since DJ got E190s, they've been sending the Embraers up (in lieu of 737s) from MEL during the summer.  A320s doesn't have the payload problems of the 737s during summer, and can operate at full loads year round, but at short-haul operations (SYD/MEL) only, hence NZ only operating during the winter months.

http://www.sunshinecoastairport.com.au/documents/Runways.pdf

It was supposed to be mid-2012 ...  :mu:

http://www.tmr.qld.gov.au/Projects/Name/C/Caboolture-to-Landsborough-Rail-Upgrade-Study.aspx

Caboolture to Landsborough Rail Upgrade Study

Overview:
The Caboolture to Landsborough Rail Upgrade Study looked at the need to upgrade and duplicate the rail line between these two stations on the North Coast Rail Line.

The first section of the plan, the Caboolture to Beerburrum Rail Duplication project, was commissioned in April 2009.

The second section of this plan, the Beerburrum to Landsborough Track Duplication, will straighten and duplicate this 17 km rail line and upgrade the Glasshouse Mountains and Beerwah rail stations.

As identified in the Queensland Infrastructure Plan, this project is expected to be delivered by 2021.
Location: Caboolture, Landsborough, Beerwah, Sunshine Coast
Regions: North Coast Region

Project info

The Queensland Government's Integrated Regional Transport Plan (IRTP) for south east Queensland, released in 1997, identified the need for a study into improved passenger services (such as Citytrain and the tilt train) and rail freight operations on the rail network along the main North Coast line.

The IRTP recommended that options be investigated to increase the speed, comfort, safety, service frequency and reliability of rail services. The ability to provide additional services on the existing line is limited by restricted operating speeds and long sections of single track. Congestion is also a problem due to competing passenger and freight service demands.

The study took into account the findings of the Caboolture Maroochydore Corridor Study, which identified a public transport corridor from Beerwah to Maroochydore.

The area covered by this study includes the rail corridor and surrounding areas between the Caboolture and Landsborough railway stations. Stations between these two locations, including Elimbah, Beerburrum, the Glass House Mountains and Beerwah stations, were also covered in the study.

The first section of the plan, the Caboolture to Beerburrum Rail Duplication project, was commissioned in April 2009.

The second section of this plan, the Beerburrum to Landsborough Track Duplication, will straighten and duplicate this 17 km rail line and upgrade the Glasshouse Mountains and Beerwah rail stations.

As identified in the Queensland Infrastructure Plan, this project is expected to be delivered by 2021.

Contact details

Project enquiries
07 3253 4650

Last updated 27 June 2012

There is, of course, another 'North Coast Line', apart from the one that links Brisbane with Cairns along the Queensland coast.  It is the North Coast Line in NSW.  The NSW and federal governments have developed a joint strategy for this link between Sydney and Brisbane.

The following operating deficiencies have been identified for the the Australian Rail Track Corporation (ARTC) leased parts of the Sydney– Brisbane railway line:

The condition of the track (rail, sleepers and formation) is generally poor and there are insufficient passing loops of appropriate length (similar story on the Sunshine Coast).  In addition, performance issues also arise from track curvature, alignment and gradients, which limit capacity and wheel loads of trains and there are several bridges with structural deficiencies (similar to situation at Bundaberg on the Queensland side of the border).  Signalling systems at certain locations are outdated and are adversely affecting speed and reliability (similar in Queensland).

On the RailCorp network there are very few passing loops or contingency infrastructure to manage the interaction between metropolitan passenger and
freight traffic between Sydney and the Central Coast (yep, heard that in Qld too). Steep hills to the north of Sydney at Cowan Bank also make it difficult for freight trains as their heavier loads mean they travel more slowly than commuter trains and their greater length adds to line congestion.

As a result, line haul rail transit times from Sydney to Brisbane are about 19 to 20 hours (in 2007) compared with about 11 hours and 15 minutes for road transport.

The Australian Government and ARTC investment Program, currently underway, aims to reduce transit times by four hours to a more competitive time of 15 hours and 30 minutes (2007).

Here are some of the strategy objectives both governments have agreed:

Increase rail capacity between North Strathfield and Newcastle.
Improve rail and intermodal terminal capacity in Sydney and Brisbane, particularly to the ports, to support the demands of the corridor and be consistent with the findings of the Brisbane Urban and Sydney Urban Corridor Strategies.
Consistent treatment of level crossing risk along the corridor (yep, got that problem in Queensland too).
Investigate and plan to protect the road and rail corridor reserves, to meet future capacity requirements where appropriate on identified priority sections of the corridor constrained by existing development and future growth.

In looking at the issue of rail capacity along the North Coast Line in NSW, both governments concluded that the rail corridor had a number of roles and functions that give rise to conflicts and competing demands for the use of the rail infrastructure.  The Main North line rail infrastructure (RailCorp track from Sydney to Newcastle) is the only rail link between Sydney and the Central Coast and Hunter regions and is shared between freight and passenger operations.

The (NSW) Main North line infrastructure serves:
inter-urban commuters to Sydney;
regional and inter-capital passenger train services (yep, same as Sunshine Coast);
regional freight destined for Sydney and Brisbane;
intercity freight between Sydney and Brisbane, Sydney and Newcastle and Melbourne and Brisbane.

The freight on the Sydney to Brisbane rail corridor includes 30 per cent of the end-to-end freight moving between Melbourne and Brisbane, which transits via Sydney to contributing to overall network congestion between Sydney and Newcastle, and hence the performance of the corridor.

Generally there are 46 freight trains each week operating each way between Sydney and Brisbane, with significant volumes of steel, fuel, ores, grain and cement. A significant number of containerised goods also travel on rail.

Within the Central Coast/Newcastle region the rail corridor supports both inter-capital rail freight movements and major commuter rail traffic between Sydney and the Central Coast and Newcastle. In addition to the general freight trains, there are between 150 and 200 coal trains each week moving on a dedicated coal line sharing the same rail reserve between Craven and the Port of Newcastle.

There are also 42 inter-regional and inter-capital XPT passenger services operating each way each week on the Sydney to Brisbane line – comprising
seven return trips each week between Sydney and Brisbane; Sydney and Casino; and Sydney to Grafton. A further 60 regional passenger services
operate each way each week between Sydney to Dungog and Scone in the Hunter Valley.

The operational deficiencies of the NSW North Coast Line are remarkably similar to those applying to the Queensland North Coast Line – short passing loops, too few passing loops, conflicts between passenger and freight trains on a winding track.  The section of track between Sydney and the Central Coast could equate to Brisbane to Nambour on the Queensland side of the border.  Issues surrounding coal trains in the Hunter, although greater, could relate to coal movements in Central Queensland, where they interact with the Queensland North Coast Line.  Inter-capital passenger trains in NSW, Sunlander etc on the Queensland side.

The significant difference is that the NSW government and the federal government are working on a joint plan to overcome rail deficiencies in NSW.  There is nowhere near the same level of cooperation, or agreement, between the Queensland Government and the feds for our North Coast Line.

Why?

Queensland freight strategy does not mention rail for anything outdide coal. It assumes road is the mode for moving freight.  How 1970's!!!

^ Still - because the track is part of the defined interstate network and so belongs to the feds.  QR NCL doesn't so they couldn't care less.

^^ Queensland's NCL between Brisbane and Townsville also part of the National (road and rail) Transport Network.

See: http://www.nationbuildingprogram.gov.au/whatis/network/images/National_Land_Transport_Network_Rail_Corridors_QLD.pdf

Quote from: Stillwater on January 07, 2013, 16:46:50 PM
^^ Queensland's NCL between Brisbane and Townsville also part of the National (road and rail) Transport Network.

See: http://www.nationbuildingprogram.gov.au/whatis/network/images/National_Land_Transport_Network_Rail_Corridors_QLD.pdf

But it doesn't belong to the ARTC, and so they don't really bear any direct funding or operational responsibility for it. 

Maybe QR should just be an above-rail operator outside of the Brisbane metropolitan area and Gold Coast and everything else not already in Aurizon's hands can be given over to the Feds.  They seem to actually pay attention to things like passing loops, duplication and alignment these days.

Here's more evidence about the need to upgrade rail and bus links on the Sunshine Coast ... but still our politicians have tin ears.

This extract comes from the Sunshine Coast Council's Draft Rural Futures Strategy:

Quote"As the trend continues of increasing population growth in the Hinterland, accessibility and access to transport and travel through the region is a major issue.

"There are longstanding plans for duplication of the main northern railway line, both for passenger and freight transport, which are currently unfunded. Improved rail links has the potential to enhance the resilience of some Hinterland towns through increased accessibility for residents; the potential to attract businesses with regular freight transportation needs, and provide opportunities for existing and future tourism operators.

"The importance of bus linkages within, and to the Hinterland, has also been highlighted as important services and infrastructure for sustaining, and improving quality of life. Bus linkages serve a particular importance in meeting the needs of the elderly, the youth, those who are have mobility restrictions and those without access to private transport.

"The social and economic wellbeing of the Sunshine Coast may be adversely impacted if oil prices rise and become more volatile. This has significant implications for rural communities in terms of accessibility, the future of the visitor market, the ability to support a commuter lifestyle and the viability of many agricultural activities." [Unquote]

So, through independent analysis, it has been established that:

Population growth in the SC Hinterland means that access to, and travel through, the region is NOW a major issue.

The lack of public transport services and accessibility will impact on visitor numbers, a major plank in the Coast economy, and the ability to support a commuter lifestyle, which is underpinning growth, and in turn retail/business services, in the Hinterland towns.  Local agriculture (ie pineapples) relies on effective and cost competitive rail freight transport, which must compete with passenger rail on the busiest single-track railway in the country.

The location and purpose of the SC Hinterland towns means that duplication of the NCL, sofar unfunded, would attract business, especially those surrounding freight transport and logistics, while providing opportunities for existing and future tourism operators.  Furthermore, better bus services linked to improved passenger rail functions are important to SUSTAINING AND IMPROVING QUALITY OF LIFE.  Especially vulnerable are young people, the elderly and those without private car access.

The current unsatisfactory situation would JEOPARDISE THE SOCIAL AND ECONOMIC WELL-BEING of the people of the SC Hinterland in circumstances where oil price rises occur or become more volatile.  (This week, petrol prices on the Coast rose 15 cents a litre.)

Does this government, supported by SC voters, want to continue to diminish the quality of life for the people of the Coast Hinterland, jeopardise their social and economic well-being and restrict the growth of local industry through under-investment in vital rail infrastructure?  Report after report continues to throw up these issues.

It is interesting to note how the government regards Mr Peter Wellington, the independent Member for Nicklin, based on Nambour.  The government accuses Mr Wellington (who supported the Beattie Government in power) as being part of Labor's legacy, and 'part of the problem, not the solution'.  See: http://www.gympietimes.com.au/news/seeney-claims-wellington-part-labors-poor-legacy/1756542/

It is clear that the drive for political payback is at work, to the detriment of sane planning and action on the SCL.  This state government has no intention of bringing forward duplication to Nambour, despite comments of support before the election.  And it cancelled a $4 million DDA upgrade at Nambour after being elected.

The state government is going to starve Mr Wellington's electorate of any government goodies, no matter how badly they are needed, in order to manufacture a case that he is ineffectual as a local Member.

In the days of the barbarians, castles were subjected to a seige, whereby the populous was starved into submission.  Nambour, and the electorate of Nicklin, is under seige from a government that claims to have the interests of Nicklin electors at heart.

Is it any wonder that SC people seek out higher-paid job opportunities in Brisbane: http://www.sunshinecoastdaily.com.au/news/wages-sunshine-coast-10000-low-pay-rate/1765978/

If it were that bad, they'd have, moved already. brisbane has the high paying jobs because it is a capital city. On the other hand defined Cbds aren't well developed on either coast, contrast this to say Sydney or Toronto/Mississauga or even Canberra which is at least trying to have defined town centres.

Quote from: Stillwater on February 22, 2013, 09:03:05 AM
Is it any wonder that SC people seek out higher-paid job opportunities in Brisbane: http://www.sunshinecoastdaily.com.au/news/wages-sunshine-coast-10000-low-pay-rate/1765978/

Maybe they live there because they like the lifestyle.

Quote from: tramtrain on February 22, 2013, 09:12:20 AM
If it were that bad, they'd have, moved already. brisbane has the high paying jobs because it is a capital city. On the other hand defined Cbds aren't well developed on either coast, contrast this to say Sydney or Toronto/Mississauga or even Canberra which is at least trying to have defined town centres.

Disagree, there are very clear principal activity centres on both coasts - Maroochydore, Southport and Robina are the biggest, each not too dissimilar from a Chermside or Mt Gravatt (especially Southport).

The issue is that being so close to Brisbane, of necessity most high-paying jobs are going to be in the capital.  If there was a city the size of the Gold Coast situated where Rockhampton or Gladstone are, it would be a different story because there would be sufficiently separate spheres of influence.

Regarding
7) The revenues from freight will obviously contribute to an improved alignment, but we are unlikely to see a significant increase in profitable rail freight as a consequence so in reality with reduced track route km, the track owner may actually see less revenue?

I understand from the reports I have read that savings of between 2 - 6% in freight costs are available if short loop sections of the NCL are extended (locations not itemised).
For a cost of $300 million (2006$) there are $430 million (2006$) in savings over 20 years.

Also note that improvements to freight are available even with duplication to Landsborough and Nambour.
I note your context as regarding duplication to Nambour.

Given non-bulk freight growth is around 4.2% (at time of the 2007 Brisbane Cairns Corridor Strategy, and literally second highest in Australia) and freight growth over 3% is spilling onto roads now. It surely must be both beneficial and profitable to do so.

Sources:
2006 Queensland Rail Submission to the Productivity Commission, p94.
2007 Brisbane to Cairns Corridor Strategy

 :-t One in four vehicles on the Bruce Highway through the Sunshine Coast is a commercial vehicle -- in most cases a B-double not destined to stop on the Coast, but passing through to Brisbane, or heading up north.  How much of this is freight 'spilling over' (to use the terminology) from rail?

Just caught the Nambour train from Brisbane.  Oh my God I knew it was bad but that service is embarrassing.  It not sure if it is a regional service or inner city all stops service, does not stop at two major centres, reverses , it dawdles, has no 3G for parts/ lots of it.

Those who endure this service have my undying admiration and commitment to stop urban road expansion to fund the upgrade.

The reversing we call ' the dance of the trains ' ....  farcical is it not?  Looking forward to the (http://railbotforum.org/images/express.png)"Coast Link" services ....

That line between Beerburrum and Nambour is the busiest single line in Oz, and absolutely critical to the freight heading north.

Queenslander!!

Footnote:  the crowning achievement for me are the fare gates at Nambour ... HAHAHA ... so funny to be bordering on the absurd .... 

(http://boingboing.net/images/x_2008/hopelessobey.jpg)

Quote from: ozbob on April 03, 2013, 17:56:46 PM
That line between Beerburrum and Nambour is the busiest single line in Oz, and absolutely critical to the freight heading north.

I can't see how that can be true. The Gold Coast, Airport, Cleveland and Shorncliffe lines all get around 40 return passenger services per day while the Nambour line only gets around half that (even including long distance). Are there more than 20 return freight services on the North Coast line per day?

I would have thought that the Thornlie line in Perth or one of the many single track lines in Melbourne would be the busiest.

Probably not by number of services, but "most congested" is probably true.

Quote from: Old Northern Road on April 03, 2013, 18:25:56 PM

Quote from: ozbob on April 03, 2013, 17:56:46 PM
That line between Beerburrum and Nambour is the busiest single line in Oz, and absolutely critical to the freight heading north.

I can't see how that can be true. The Gold Coast, Airport, Cleveland and Shorncliffe lines all get around 40 return passenger services per day while the Nambour line only gets around half that (even including long distance). Are there more than 20 return freight services on the North Coast line per day?

I would have thought that the Thornlie line in Perth or one of the many single track lines in Melbourne would be the busiest.

On the NCL virtually every slot is filled, it is a much greater distance than the single pass lines and is carrying a lot of freight as well.  One small delay affects the lot.

This is a major infrastructure constraint and needs immediate rectification.

IIRC the Western Line carries more freight than the NCL, but they have only 2 passenger services (per week) west of Rosewood, so naturally that line sees less movements than the NCL.

As was already outlined in the prior sources in this thread, the NCL contends with most movements of a single track line in Australia, including Passenger (Scheduled Long Distance and Interurban), along with full loaded freight AND empty freight movements.

For example, there are days when a passenger service may see a freight train at almost EVERY train station (loop) north of Beerburrum, with the exception of Beerwah being the timetabled crossing location for most passenger trains.  A less 'busy' day may see 12 fully loaded freight trains heading north and 10 empty freight movements heading south towards Acacia Ridge, the next day this may be 16 freight trains heading north and 15 heading south, this is along with late night/early morning IMU empty running between Nambour and Caboolture yards, less frequent movements such as track maintenance machines, etc.

Quote from: ozbob on April 03, 2013, 17:56:46 PM
Footnote:  the crowning achievement for me are the fare gates at Nambour ... HAHAHA ... so funny to be bordering on the absurd .... 

Could possibly argue a case for a "2nd dip" upgrade for Landsborough Station (as there's a higher chance of catching fare evaders there as opposed to Nambour).  Staged Platform Raising (start with Platform 2 (loop platform), then do Platform 1 (main road)) and then install Fare Gates via the main entrance.  Close off the entrance on the loop platform.

Quote from: Arnz on April 03, 2013, 21:00:10 PM
As was already outlined in the prior sources in this thread, the NCL contends with most movements of a single track line in Australia, including Passenger (Scheduled Long Distance and Interurban), along with full loaded freight AND empty freight movements.

For example, there are days when a passenger service may see a freight train at almost EVERY train station (loop) north of Beerburrum, with the exception of Beerwah being the timetabled crossing location for most passenger trains.  A less 'busy' day may see 12 fully loaded freight trains heading north and 10 empty freight movements heading south towards Acacia Ridge, the next day this may be 16 freight trains heading north and 15 heading south, this is along with late night/early morning IMU empty running between Nambour and Caboolture yards, less frequent movements such as track maintenance machines, etc.

ONR points out though, that by number of movements the Coomera River bridge would have this line.

Quote from: Simon on April 03, 2013, 23:18:09 PM

Quote from: Arnz on April 03, 2013, 21:00:10 PM
As was already outlined in the prior sources in this thread, the NCL contends with most movements of a single track line in Australia, including Passenger (Scheduled Long Distance and Interurban), along with full loaded freight AND empty freight movements.

For example, there are days when a passenger service may see a freight train at almost EVERY train station (loop) north of Beerburrum, with the exception of Beerwah being the timetabled crossing location for most passenger trains.  A less 'busy' day may see 12 fully loaded freight trains heading north and 10 empty freight movements heading south towards Acacia Ridge, the next day this may be 16 freight trains heading north and 15 heading south, this is along with late night/early morning IMU empty running between Nambour and Caboolture yards, less frequent movements such as track maintenance machines, etc.

ONR points out though, that by number of movements the Coomera River bridge would have this line.

Yes and no.  The Coomera section is only a few km, but that section only takes a set amount of passenger service only (mostly 2tph).  Whereas, NCL freight services varies greatly (it can be very busy on some days, whilst quieter on other days).  One stuff-up on the NCL (either freight or a passenger train delay) has a knock-on affect to all other freight services.

As for case comparison, the Coomera bridge duplication would have very minimal (if any) cost recovery, with the benefit only restricted to passenger services, whereas cost recovery on partial NCL duplication north of Beerburrum will likely be greater and would benefit the entire state as a whole through freight and passenger throughout the state.  Apart from CRR taking the top spot for priority, increased revenue through the Partial NCL duplication also would be the first step towards funding for other projects such as the Coomera duplication and Manly-Cleveland duplication to name a few.

I count 67 return services for the Thornlie line per day. The North Coast line may be the most congested but it certainly isn't the busiest.

Quote from: Old Northern Road on April 04, 2013, 13:18:41 PM
I count 67 return services for the Thornlie line per day. The North Coast line may be the most congested but it certainly isn't the busiest.

Thornlie has no stations beyond it though so doesn't really count...I mean, Skytrain Vancouver has a single track terminus at the airport with very high frequency.

Nothing special if a single track is at the end of the line.

Quote from: Old Northern Road on April 04, 2013, 13:18:41 PM
I count 67 return services for the Thornlie line per day. The North Coast line may be the most congested but it certainly isn't the busiest.

Yes, depends how you look it, congested it is! Thornlie is a short spur .... 

NCL is a major strategic line, carries far more overall tonnage much greater distances ...

Good thing about Thornlie station is that it has been built to allow for possible extension of the line to Canning Vale and perhaps further.

On Tuesday 23 April, 2013 the Hon Warren Truss MP, Shadow Minister for Infrastructure and Transport,
said that we, meaning the Federal coalition - with the proviso, should they win Government, would 'consider' the NCL rail duplication works - provided that the Qld State Government made it a priority in infrastructure and funding talks currently being held.

I was told that the existing funding agreement (a 5 year plan) expires in June 2014, and that talks are currently under way for the 2014 -2019 agreement.
I was also told that the talks were 'unlikely' to be finalised before the September 14 Federal election.

This is very BIG step in the process, no guarantees of course, but still a significant step forward to fulfilling the dream of seeing the Sunshine Coast's being given it's fair share of rail infrastructure to cater for its curent and substantial future growth.

Our line is considered the most congested single line track in the country, according to Dr Phillip Laird of the University of Wollongong, NSW.
It was considered such as far back as 1994 in a BTCE report, he cited.

The section of rail from Brisbane to Nambour, that is ITS CONGESTION is "A MAJOR CURRENT IMPEDIMENT TO THE CORRIDOR'S OVERALL PERFORMANCE."
That's a major impediment within the 1668km North Coast Rail Line between Brisbane and Cairns.

Source: 2007 Brisbane - Cairns Corridor Strategy, p7

Councils band together to campaign for infrastructure funds
Sunshine Coast Daily
Saturday 25 May, 2013
by Richard Bruinsma

http://www.sunshinecoastdaily.com.au/news/give-a-beep-and-make-it-long-and-loud/1882232/

Quote
SUNSHINE Coast Council has teamed with the Council of Mayors to blast a "gargantuan" message to motorists, campaigning for more federal infrastructure funds for the region.

The Give-A-Beep campaign has led to Australia's largest mobile billboard rising beside the Sunshine Motorway at Sippy Downs.

"This is a new form of advertising, a mobile billboard gargantuan ... and it's about appealing to motorists specifically who understand the challenges we have on a lot of our roadways, and the need for a commitment from whoever will be our next government that they are serious about getting on with the job and trying to fix that up," Mayor Mark Jamieson said.

The Council of Mayors' campaign has highlighted 36 infrastructure projects across south-east Queensland that need federal funds, so it's utilising the highly-visible 12-metre-tall billboard, along with a website, to draw attention to the need and encourage local residents to help fight for the funds.

"It's, to some extent, a little light-hearted, but the issues behind it are very serious - for us as a region. You probably can't get much more serious," said Cr Rick Baberowski, the council's Transport Portfolio councillor.

"If we are to absorb the sort of growth that we need to, we are going to need that infrastructure."

Of the 36 projects, the Sunshine Coast priorities are widening the Bruce Highway from four to six lanes (from Caloundra Rd to Sunshine Motorway, including a complete re-design of the Sunshine Motorway interchange), the re-alignment and duplication of the rail line between Beerburrum and Landsborough, and construction of a new 2450m runway at Sunshine Coast Airport.

"Infrastructure helps productivity, it helps growth, and it builds jobs, so it's good news for everyone," said Peter Olah, of the Council of Mayors (SEQ).

"We just need the Federal Government and the opposition to get on board.

"This is a campaign that everyone in south-east Queensland can support."

Sunshine Coast residents are encouraged to visit http://www.giveabeep.com.au and register their support.

Interesting to note that the information sheet issued by the SEQ Council of Mayors takes the line that the Beerburrum-Landsborough duplication will assist in allowing 1500m freight trains to run on the NCL.  By dismissing funding from a Coalition Government for the worst bottleneck on the NCL, Mr Abbott is condemning Queensland general rail freight to inefficiency.

Quote from: Stillwater on May 27, 2013, 15:48:13 PM
Interesting to note that the information sheet issued by the SEQ Council of Mayors takes the line that the Beerburrum-Landsborough duplication will assist in allowing 1500m freight trains to run on the NCL.  By dismissing funding from a Coalition Government for the worst bottleneck on the NCL, Mr Abbott is condemning Queensland general rail freight to inefficiency.

Incidentally, Mr Truss told me that 1900m long freight trains was the recommended length, thus making our NCL even more restrictive.

Like the Bris-Syd interstate track, the NCL is part of the National Transport Network, which the federal government says it will fund.  Feds have spent a lot elsewhere on the rail component of the national network, but nothing for rail north of Brisbane.  Tony Abbott has said that a Coalition Government will not put money into the NCL along its worst section - the single track through the Sunshine Coast.  His reasoning is that 'passenger rail is a state responsibility' and the Coalition will stick to its knitting, which is funding interstate freight transport arteries.  He misunderstands the freight task performed by the NCL and the fact that freight trains regularly come into conflict with passenger trains over this stretch.

I would love to know the reference for the statement that '50 per cent of the freight on the NCL is destined for on-travel across the state border'.  That would be a great addition to the fact file.

You are right about the financial reality, RTT_Rules.  I suspect that, on balance, the case for a new Melbourne-Brisbane freight corridor through the Liverpool Range and onto the Port of Brisbane would be stronger than a NCL upgrade.  However, the NCL could be made more efficient (for freight trains) through a comparatively smaller funding outlay.  This is well-documented.  The BCR is also high, so good return on investment.  However, the Coalition has closed the door on wise investment in the NCL.  The Coalition leader needs to be educated about the importance of freight train services on the NCL, and hopefully Warren Truss will be able to do that, following FF's briefing session.

Mr Truss should realise also that an improved and realigned NCL south of Maryborough (where many of the problems occur) has the potential, in future, to allow for faster passenger rail operations (via TravelTrain) between Brisbane and Maryborough/Bundaberg (ie, his constituency).  There seems little sense in having a Tilt-Train Sunlander that is capable of doing only 60-70 kph south of Maryborough due to poor track and alignment.

Quote from: Stillwater on May 28, 2013, 00:45:05 AM
Like the Bris-Syd interstate track, the NCL is part of the National Transport Network, which the federal government says it will fund.  Feds have spent a lot elsewhere on the rail component of the national network, but nothing for rail north of Brisbane.  Tony Abbott has said that a Coalition Government will not put money into the NCL along its worst section - the single track through the Sunshine Coast.  His reasoning is that 'passenger rail is a state responsibility' and the Coalition will stick to its knitting, which is funding interstate freight transport arteries.  He misunderstands the freight task performed by the NCL and the fact that freight trains regularly come into conflict with passenger trains over this stretch.

I would love to know the reference for the statement that '50 per cent of the freight on the NCL is destined for on-travel across the state border'.   That would be a great addition to the fact file.

You are right about the financial reality, RTT_Rules.  I suspect that, on balance, the case for a new Melbourne-Brisbane freight corridor through the Liverpool Range and onto the Port of Brisbane would be stronger than a NCL upgrade.  However, the NCL could be made more efficient (for freight trains) through a comparatively smaller funding outlay.  This is well-documented.  The BCR is also high, so good return on investment.  However, the Coalition has closed the door on wise investment in the NCL.  The Coalition leader needs to be educated about the importance of freight train services on the NCL, and hopefully Warren Truss will be able to do that, following FF's briefing session.

Mr Truss should realise also that an improved and realigned NCL south of Maryborough (where many of the problems occur) has the potential, in future, to allow for faster passenger rail operations (via TravelTrain) between Brisbane and Maryborough/Bundaberg (ie, his constituency).  There seems little sense in having a Tilt-Train Sunlander that is capable of doing only 60-70 kph south of Maryborough due to poor track and alignment.

... and about 50% of the freight on the line has or will cross the state border.
Ditto, do you have a reference we can use RTT ?

I came across this ... interesting.  Freight sector getting really worried about the constraints on the NCL.
http://www.qtlc.com.au/wp-content/uploads/2013/05/NCL-Supply-Chain-Forum-Communique-0413.pdf

 :-t

http://www.qtlc.com.au/ncrl/ (http://www.qtlc.com.au/ncrl/)

Quote
North Coast Line (NCL) Supply Chain and Rail Forum

At the QTLC Freight Futures Forum held on 18 July 2012, critical issues associated with the transportation of freight on rail were identified by major rail users.  Forum attendees noted specific challenges for the general movement of freight.  It was acknowledged that to maintain the competitiveness and viability of rail, and to address these challenges, low cost priorities were required.

In response to the issues raised, the QTLC in partnership with Queensland Rail (QR) conducted the North Coast Line (NCL) Supply Chain and Rail Forum on Friday 22 March, to qualify these challenges and to identify potential solutions aimed at improving NCL freight services and the supply chain.

The North Coast Rail Line (NCRL) is vital rail infrastructure that carries in excess of 11 million net tonnes of various products annually along the coast of Queensland from Brisbane right through to Cairns. Its efficiency and reliability is impacted by critical impediments.

The Forum was well attended by key stakeholders from across industry, government and QR to contribute to discussions around impediments identified, how best to mitigate these and testing the feasibility and appropriateness of potential opportunities to improve the overall rail service.

Outcomes, priorities and actions generated from the forum will be formalised into a Communique and submitted to QR and the Department of Transport and Main Roads for their consideration and action.  It will also be made available to forum attendees and QTLC Members and Industry Associate Members on the QTLC website by the end of April.

A translation of what this means:

KEY POINTS

As the Queensland Rail network struggles to cope with peak-period passenger rail operations and a bottle-neck on the Merivale Street bridge that has some contemplating a return to peak southside trains terminating at South Brisbane station, the unseen consequence of government under-investment in rail appears to have now hit the non-minerals rail freight sector such that its very viability is being questioned in this state.  The problem is being exacerbated by major political parties forming entrenched positions in the lead-up to a September federal election – state LNP blaming the federal government for a lack of investment in rail and the federal Coalition camp saying it won't come to the rescue.

The competitiveness and viability of rail freight operations along the North Coast Line (NCL) between Brisbane and Cairns must be maintained by new investment in track capacity and realignments according to the state's peak transport and logistics organisation.

The Queensland Transport and Logistics Council (QTLC) warns that the efficiency and reliability of rail freight services along Queensland's eastern seaboard is being 'critically impacted'.  The NCL carries more than 11 million net tonnes of freight annually, a significant proportion of which crosses the border to southern markets.  It is vital to Queensland's ability to earn a crust.

The QTLC confirms that the conflict between freight and passenger trains on the NCL due to its operational deficiencies is affecting the reliability of freight services and impeding the ability of rail to compete with other transport modes to provide a competitive alternative transport service.

It has won a concession from the state government for the Department of Transport and Main Roads to undertake a train capacity improvement assessment to identify implications of freight and passenger train conflicts across the SEQ rail network and to suggest ways of overcoming the problem.

The federal Coalition, in government, recognised the importance of the Brisbane-Townsville track to the state economy when it included this leg in its AusLink network of road and rail infrastructure that qualified for federal government funding.  Despite the fact that the Brisbane-Townsville section of the line also forms part of what's now called the National Transport Network, which federal Labor has agreed it will fund, the probable election of a Coalition government in Canberra in September means that no Commonwealth funding for strategic track improvements will be forthcoming, especially around the Sunshine Coast and south of Maryborough, where passenger trains and freight trains crowd the single, narrow-gauge track.  This is the most poorly-performing section of the NCL.

The Coalition leader, Tony Abbott, has declared that a government he leads will not fund 'passenger rail', which he regards as a state responsibility.  However, this ignores the unique shared passenger-freight carrying characteristics of the NCL.  His stance is a repudiation of the Coalition's AusLink principles.

So worried is the freight sector about the viability of the non-minerals freight haulage functions in Queensland, it called a crisis meeting with the state government in March this year.  The NCL Supply Chain and Rail Forum was well attended by government and industry, including customers and freight-forwarders, as well as what's known as 'above-rail' (rollingstock) and 'below-rail' (track) operators.  The forum identified key actions and accountabilities for progressing opportunities to improve the overall performance of north-of-Brisbane rail-based supply chains.

Industry attendees were especially concerned about the availability of slots for freight trains around the scheduled timetable for passenger trains across the SEQ rail network.  More passenger trains mean fewer freight train paths or a longer restriction on freight trains through the Brisbane metropolitan rail network during morning and afternoon peaks, they fear.  The forum also discussed issues constraining the deployment of longer freight trains that would allow for greater rail efficiency and lower costs for freight-forwarders.  Again, this is most critical on the single track section of the railway nine south of Nambour, where short sidings restrict the length of freight trains that can sit on each siding while passing trains run by in the opposite direction.  The resulting 'stop-start' deceleration and acceleration of mega-tonne freight trains increases diesel fuel usage and makes for slow progress to freight yards at Acacia Ridge, and also to the Port of Brisbane.  More gentle curves and a flatter rail track were seen as additional measures that would allow faster speeds for freight trains.

Queensland Rail and Department of Transport and Main Roads representatives at the forum undertook to work with the Queensland Transport and Logistics Forum on a number of key reviews, among them:

-   A review of policies and protocols used to determine planning and operational priorities on the NCL
-   An examination of the shared train-path management along the NCL, with the private operator Aurizon having control of the Gladstone-Rockhampton section, where it schedules coal train movements
-   A look at ways in which longer freight trains can operate over the short crossing loop sections on the Sunshine Coast
-   Measures that would 'flood-proof' the NCL in the same way as governments have addressed flooding issues on the Bruce Highway

Full details, including a Communique detailing the March deliberations is available here: http://www.qtlc.com.au/wp-content/uploads/2013/05/NCL-Supply-Chain-Forum-Communique-0413.pdf

Don't be so negative SW.  If Abbott is elected, it seems perfectly plausible to me that he could be persuaded to fund the duplication on freight grounds.

The persuasion is more likely if it is done publicly, through the media.  In that regard, I hope journos will follow up on the above.  The freight companies and small businesses and fresh fruit/veg growers that lie up and down the Queensland Coast are prime LNP and National Party supporters/voters, I would have thought.  It is not a good look to have Warren Truss and Tony Abbott selling them out; worse still, selling them out by repudiating the Coalition's own AusLink policy.  No-one likes being called a liar.

Mr Abbott and Mr Truss need a history refresher:

http://en.wikipedia.org/wiki/AusLink

Look who signed off on the policy – none other than the Leader of the National Party at the time and Deputy Prime Minister in a Coalition Government, the Hon. John Anderson.

http://www.infrastructure.gov.au/transport/publications/files/whitepaper.pdf

Now, turn to Page 70 of that document and see the definition of the Brisbane-Cairns' corridor, which the Coalition said it was prepared to fund.  It includes the North Coast Railway Line.

For Tony Abbott to walk away from fixing the worst freight bottleneck on the NCL is a repudiation of Coalition policy.  He deserves to be called to account.  And he will be held to account at the September election -- in electorates up and down the Queensland coastline.

Thank you SW,

The Hon Warren Truss told me that the 'AusLink' name will return, should the Coalition win government in September.

It would be good if Mr Abbott made this statement in the lead-up to the federal election:

"The Coalition recognises the importance of rail freight in this nation's economy.  When it comes to allocating scarce available funds to transport infrastructure projects, we should not discriminate between road or rail, but put the money towards those projects where the greater benefit can be won for the public financial outlay, irrespective of the transport mode.  I can confirm that the North Coast Railway Line will form part of a reinstated AusLink network of priority road and rail corridors around Australia.  It performs a valuable transport task, especially for Queensland small businesses, primary producers and exporters.  The important inter-regional freight task it performs has been bought to my attention.

"Now, I just want to clarify something I said in respect of the North Coast Railway Line, as it relates to passenger rail.  It is true that the North Coast Line carries passenger trains and I am on record as saying that a Coalition government in power, should the Australian people entrust us with the great privilege of running this country, will not fund passenger rail.  That is a state responsibility, and I stand by that position.  However, the North Coast Line to Townsville performs a very important freight task, for Queensland and for Australia.  It is in the area of freight transport where the federal government has a significant role.

"So, by way of clarification, let me say this.  A Coalition government I lead would be prepared to enter into discussion with the Queensland Government and the Queensland Freight and Logistics Council to look at a modest joint government investment in the North Coast Line to ease some of the constraints to rail freight movements, including on those sections of track where passenger and freight trains share a congested single track.  I want to make clear that any investment from the federal Coalition would be directed to track duplication, longer passing loops and other enhancements, including better signalling, on the North Coast Line.  However, all passenger rail infrastructure, such as new railway stations and commuter car parks, would need to be funded by the state government.  That means trackwork upgrades funded jointly federal-state, but new or reconstructed passenger rail stations 100 per cent state funded.

"This maintains the federal Coalition position that passenger rail is a matter for the states while recognising the unique position the North Coast Line occupies in the future AusLink network."

Additional and longer passing loops for the NCL?   :ttp:

JOINT STATEMENT
Minister for Transport and Main Roads
The Honourable Scott Emerson
Minister for Agriculture, Fisheries and Forestry
The Honourable John McVeigh

Train transport package a win for rural Queensland

The Newman Government will deliver a major win for Queensland farmers with a significant investment in rail infrastructure on the Darling Downs.

Transport and Main Roads Minister Scott Emerson and Agriculture, Fisheries and Forestry Minister John McVeigh said up to $50 million in savings would be reinvested in additional passing loops across the Toowoomba Range.

"This will transform the way crops are transported from the Darling Downs," Mr Emerson said.

"It is a fabulous win for our grain and cotton producers as it will provide the most significant increase in train paths in decades and meet the future needs of farmers right across south-west Queensland."

Mr McVeigh said the infrastructure would be delivered from savings negotiated from existing freight contracts over the next two years.

"Up to 20 additional train paths per week will be made available for farmers to get crops off road and on to rail and double the current capacity," Mr McVeigh said.

"Toowoomba is already a freight gateway for western Queensland and this will allow us to get the balance right between road and rail."

Mr Emerson said the infrastructure investment was the second major step in the Newman Government's agricultural freight strategy to improve rail access for rural Queensland, following confirmation the trial of additional cattle services between Winton and Brisbane, and Cloncurry and Brisbane would be made permanent.

"This year we'll be contracting 325 regional cattle train services – an increase of 48 services, or 17 per cent," he said.

"We've listened to regional Queenslanders who tell us these services are crucial for the cattle industry which is currently in need of support from right across Queensland."

Winton will now have three cattle services and Cloncurry two per week – up to 968 extra head of cattle being transported on rail or the equivalent of removing about 15 B-double heavy vehicles from our highways.

The strategy to deliver better rail freight is part of the Newman Government's agricultural and freight strategy, as part of the Queensland's four pillar economy.

[ENDS] 16 May 2013

Quote from: Fares_Fair on June 06, 2013, 20:47:30 PM

The Hon Warren Truss told me that if the State Government made the rail duplication (to Nambour) a priority in the talks being held at the moment then the Federal coalition government would 'consider it' unquote.
I am in the process of writing to all 74 73 current LNP members asking for them to make it a priority in those talks.
It's going to be a busy long weekend.

Done.
PS There were 73.

 :-t

On Monday 10th June, 2013 I wrote to all 73 Liberal National Party Members of Parliament, including the Premier, outlining my meeting with the Hon. Warren Truss.
Below is a sample of the correspondence (in this case, to the Premier).
Each MP received the same explanatory letter, asking them to get this rail duplication a priority in the talks being held.

I have had numerous informal replies, many offering to pass the information on to the Transport Minister or Treasurer or Deputy Premier.
Some stated that I would receive a reply from the Transport Minister, the Hon. Scott Emerson MP.


The Hon. Campbell Newman MP
Premier of Queensland
Member for Ashgrove


Dear Premier,

On Tuesday 23 April 2013, I met the Hon. Warren Truss MP, Federal member for Wide Bay and Shadow Minister for Infrastructure and Transport.
The purpose of the meeting was to explain why the North Coast Railway Line (NCL) duplication is also a Federal responsibility, and thus deserving of Federal funding.

In brief, the Hon. Mr Truss said that there are currently discussions being held by the Federal Coalition with the State Government, to determine the next 5 year infrastructure funding plan for 2014-2019. The current plan expires on 30 June 2014. He explained that the NCL duplication did not currently form a part of those discussions.

He said that if the State Government were to make it (rail duplication to Nambour) a priority in those discussions, then the Federal Coalition would consider it.
He also stated that these discussions were unlikely to be finalised before the September 14 Federal election.
In other words, there is time for you to make it a part of those talks.

This is historic recognition for potential joint funding of these $2 billion works, that will generate $4.57 billion into the Queensland economy.
At a cost benefit ratio of 2.285, the Hon Warren Truss said that that was very good.

A joint Commonwealth/State report, the 2007 Brisbane-Cairns Corridor Strategy, said; "a major current impediment to the corridor's overall performance" is "rail congestion between Brisbane and Nambour."
That's right, train congestion between Brisbane and Nambour is a major current impediment to the entire 1668km stretch of railway between Brisbane and Cairns (Townsville).

As a member of the Queensland Parliament, you have the historic opportunity to redress this infrastructure capacity restriction that impacts almost 1700km of Queensland's east coast.
It "represents one of rail's most significant national productivity opportunities," according to a 2006 Queensland Rail report.
As a bonus, it will save big $ on Bruce Highway maintenance costs; it will reduce freight costs by between 2% to 6%; it will create $4.57 billion in output generation to the Queensland economy; it will take unnecessary trucks off the highway and it undoubtedly will save precious human lives.

I ask that you act to make this critical infrastructure a part of these current talks while there is the time to do so.
The priority and above all, the need, is well proven.
The reasons, facts and cited reports are summarised in my [attached] report; 'The Federal Freight Case: Queensland's North Coast Line (NCL) Rail Duplication'

The Queensland Co-ordinator General gave his approval for the rail duplication from Landsborough to Nambour to proceed, in November 2011.
That EIS approval will expire in November 2015, thus wasting more of taxpayers money if the project does not proceed before then.
The rail corridor is set and the construction plans are drawn.
All that is now required is your will to achieve it, not just for the Sunshine Coast, but for the 58% of Queensland's population (outside Brisbane) that are serviced by this critical corridor.
Please make it a part of these crucial talks.

I shall await your response.
Thank you.


Yours sincerely,


Jeff Addison
Sunshine Coast commuter advocate

h:    (removed)
m:   0435 987 903
h:   (removed)

 :-t

Below is the [attached] report referred to in the correspondence above.



The Federal Freight Case
Queensland's North Coast Line (NCL) Rail Duplication

By:    Jeffrey Addison

For:    The Hon. Warren Truss MP
Leader of the National Party
Member for Wide Bay
Shadow Minister for Infrastructure and Transport

Date:   Tuesday, 23rd April, 2013
Time:    11:00am

This report presents the case for joint Federal / State funding to be made available for rail duplication of the North Coast Line (NCL), starting from the single line bottleneck located at Beerburrum, on the Sunshine Coast, through to Nambour/Gympie.

It puts forward the case for rail duplication to improve freight capacity on the NCL.

Why is it also a Federal issue?
The Australian Constitution, the basis of our law and democracy, sets out the responsibilities of the Commonwealth with respect to State railways.
The excerpts on pp1 & 2 in blue ink, quoted in this report are sourced from the Commonwealth of Australia Constitution Act (The Constitution) and include all current amendments and alterations, up to 25 July, 2003.

Commonwealth of Australia Constitution Act
(The Constitution)
This compilation was prepared on 25 July 2003
taking into account alterations up to Act No. 84 of 1977

[Note: This compilation contains all amendments to the Constitution made by the Constitution Alterations specified in Note 1
Additions to the text are shown in bold type
Omitted text is shown as ruled through]

Prepared by the Office of Legislative Drafting,
Attorney General's Department, Canberra
Commonwealth of Australia Constitution Act (The Constitution), pp18-19
Chapter 1—The Parliament
Part V—Powers of the Parliament
51  Legislative powers of the Parliament [see Notes 10 and 11]
      The Parliament shall, subject to this Constitution, have power to make laws for the peace, order, and good government of the Commonwealth with respect to:

   (xxxii)   the control of railways with respect to transport for the naval and military purposes of the Commonwealth;
   (xxxiii)   the acquisition, with the consent of a State, of any railways of the State on terms arranged between the Commonwealth and the State;
   (xxxiv)   railway construction and extension in any State with the consent of that State;

Under Section 51, (xxxii)
It is a matter of national defence. In time of conflict it is an avenue that may be used to transport troops and materiel to the State's north, in the defence of our nation.

Under Section 51, (xxxiii)
It allows for the acquisition of any State railways, with the State's consent (not sought here).

Under Section 51, (xxxiv)
The Federal parliament is responsible to make laws for the peace, order, and good government of the Commonwealth with respect to railway construction and extension in any State with the consent of that State;




Commonwealth of Australia Constitution Act (The Constitution), p37.
Chapter IV—Finance and Trade
98  Trade and commerce includes navigation and State railways
      The power of the Parliament to make laws with respect to trade and commerce extends to navigation and shipping, and to railways the property of any State.
Section 98 refers to the powers of the Commonwealth to pass laws covering trade and commerce, including State railways.



These are not arguments for Federal funding of State railways in themselves, but are reproduced here to highlight the areas of federal responsibility for State railways.



The Federal Freight Case
Queensland's North Coast Line (NCL) Rail Duplication

The North Coast Railway Line (NCL) is unique in the nation, for the number and types of services that use it. It forms part of the railway within the federal government's National Land Transport Network (For map, see Appendix A on p13), mainly in recognition of its role in carrying 14 million tonnes of freight each year (as at 2007).

Short passing loops along the length of the NCL limit freight train lengths and capacities. Ironically, the shortest passing loop (at just 683m long) in the 1669km from Brisbane to Cairns, is located at my home town of Palmwoods. The maximum length of a freight train through here is 650m. This is less than half the length of freight trains operating in other states and increases costs for Queensland freight users.

In addition, more freight is being diverted to road with consequential major pavement damage to the Bruce Highway, as well as increasing the likelihood of deaths and road trauma in heavy vehicle accidents. Expenditure on freight rail can ease the costs of Highway maintenance.

A joint report produced by both Queensland State and Commonwealth Government bodies, the 2007 Brisbane-Cairns Corridor Strategy, (2007 Strategy) exposes the critical need for rail duplication to improve freight services & relieve congestion on the North Coast Railway Line.
The corridor supports around 58 per cent of Queensland's population, of 4.5 million people.

The 2007 Strategy, in its' analysis under Current Corridor Performance p7, states;
"a major current impediment to the corridor's overall performance" as
"rail congestion between Brisbane and Nambour."

This strategy was developed by;
The Australian Government Department of Transport and Regional Services (DOTARS); the Queensland Department of Main Roads (QDMR) and Queensland Transport (QT).

"The North Coast Railway Line (NCL) is predominately a single line, narrow gauge (1067mm, 3'-6") track between Brisbane and Cairns. The NCL is approx. 1669 kilometres and largely runs parallel to the Bruce Highway for its entire length. The Brisbane Metropolitan section ends at Nambour, about 100 kilometres north of Brisbane." p(ii)

"The corridor supports the transport needs of rapidly growing areas to the north of Brisbane (Caboolture, Sunshine Coast, Gympie, Maryborough/Hervey Bay), important regional centres (Gladstone, Rockhampton, Mackay, Townsville, Cairns), tourism and major export industries (coal, minerals, aluminium, sugar)." p(ii)

"In particular, the Brisbane–Cairns Corridor links Brisbane with major regional service and tourism centres, supports regional industry in Queensland and links service centres supporting some of Australia's major export industries." p(ii)

http://www.infrastructure.gov.au/transport/publications/files/Bris_Cairns_Corridor_Strategy.pdf
Point 1.

Queensland Government Population Projections, 2011 Edition.
http://www.oesr.qld.gov.au/products/publications/qld-govt-pop-proj-qld-sd/index.php

The Sunshine Coast will grow by 60% in the next 20 years.
The population today (2009) is 323,400 and is projected to be 508,200 in 2031.

Point 2.

The 2007 Brisbane-Cairns Corridor Strategy, identified 7 major strategic issues.
First and foremost being:
"The efficiency and safety of passenger and freight movement in the section between Brisbane and Gympie;" and another:
"The competitiveness of the North Coast Railway Line and its capacity to handle long-term growth in freight;"

TABLE 3 Summary of Transport Issues in Regional Centres, tells us on p13, with reference to Caboolture, Sunshine Coast and Gympie track sections;
"Poor rail track alignment impedes efficient transit times."

Under Short Term Priorities (to 2015) p19, it recommends;
"Continue the current programme of road and rail works ... aimed at addressing rapid growth on the corridor between Brisbane and Nambour/Gympie."
This is with reference to increasing rail freight capacity.

Point 3.

Most Likely Future Scenario, p14, predicts;
"up to four per cent a year growth for rail freight."

This growth scenario is confirmed by the Bureau of Transport and Regional Economics (BTRE) Demand Projections for Auslink Non-Urban Corridors: Methodology and Projections, Working Paper 66, (2006).
Table 2.16 (excerpt shown below) shows the expected non-bulk freight growth out to 2025, to be 4.2% for the Brisbane to Cairns corridor, and is the second highest growth.
From Chapter 2, p39, Table 2.16

TABLE 2.16 ACTUAL AND PROJECTED ORIGIN–DESTINATION NON-BULK FREIGHT
MOVEMENTS BY AUSLINK CORRIDOR AND TRANSPORT MODE, 1999 AND 2025.
http://www.bitre.gov.au/publications/2006/wp_066.aspx

Rail and Road expected average annual growth rates, 1999 to 2025.
Corridor       By Rail      By Road
Sydney - Perth    4.4%       3.0%   HIGHEST FREIGHT GROWTH
Brisbane - Cairns    4.2%       4.0%     SECOND HIGHEST FREIGHT GROWTH


Point 4.

The 2007 Strategy Under Rail, p15, states;
"If freight transport growth was sustained at more than three per cent a year, there is concern that current NCL infrastructure may not enable rail freight to grow at the same rate, thereby resulting in the freight growth over three per cent a year 'spilling over' to road transport."

Unfortunately, all work ceased on the rail duplication from Caboolture to Landsborough in April 2009. Only partially completed, it left a single line bottleneck at Beerburrum.
A briefing note to the then Queensland Transport Minister, dated 15 July 2009, and received under a Right to Information request, confirmed that; "the benefits of increased capacity would not be fully realised until the rail duplication is completed to Landsborough."

Point 5.

Caboolture to Landsborough Rail Upgrade Study: Needs Assessment
By Queensland Transport (2002),
http://www.arup.com.au/clrs/genfiles/needs_assessment_executive_summary.pdf

Conclusion p(iii), states;
"In summary, it has been concluded that the majority of the desired levels of service cannot be met with the existing rail infrastructure. Hence, an upgrade of the Caboolture to Landsborough section of the main north coast rail line is needed."
   
The needs assessment found that an upgrade will:
"improve the level of service for passenger and freight rail services in terms of service frequency, hours of service, seating capacity, freight capacity, reliability, and travel time; allow for a progressive increase in rail services throughout the day and a consequent decrease in Rail bus services in the corridor;"

44% of weekday passenger trains between Caboolture and Nambour are actually buses, this is due to the congestion of freight trains, city trains & travel trains all sharing one track and one lifeline, to far north Queensland.

In another Ministerial briefing note I received under a Right to Information request, the  rail link was considered so important that when the truncated duplication works to Beerburrum were opened in April (Easter) 2009, a briefing note to the Minister stated;

"PNQ supply food chains in the north of the state. There could be some negative media coverage for QR should any (food) shortages arise over the Easter period, whether or not these issues stem from the commissioning. As a contingency, QR will station a locomotive at Petrie to assist any freight trains that experience operational problems."





Point 6.

Landsborough to Nambour - Initial Advice Statement
By Arup Engineers (2007),
http://www.dip.qld.gov.au/docs/library/pdf/mp_landsborough_nambour_rail_IAS.pdf

The 'Initial Advice Statement' to the Queensland government for the Landsborough-Nambour rail corridor stated under:

Section 2.3.2.1 "Do nothing" Option;
"It is likely that the region would experience adverse socio-economic effects should the NCL between Landsborough and Nambour not be upgraded."
"Increases in demand are likely to significantly challenge the ability of the current infrastructure to support an acceptable level of rail service in the future."

Point 7.

A 2007 House of Representatives Standing Committee on Transport and Regional Services report titled;
The Great Freight Task: Is Australia's transport network up to the challenge?
noted on p103, that there is a "demonstrable need to expedite Caboolture - Landsborough duplication and re-alignment and  to start planning for other rail deviations and bridges...".  As an example, the bridge on the Burnett River near Bundaberg "...is now subject to a 15 km/h 'flat' speed restriction (i.e. no acceleration or braking)." 

Summary of presentation by Dr. Philip Laird of University of Wollongong NSW to the Railway Technical Society of Australasia Qld Division, 11 December 2008, Brisbane.

Point 8.

Submission to Infrastructure Australia re: the Brisbane Cairns Corridor
(2008 from 2006 paper) by Dr. Philip Laird, FCILT, Comp IE Aust., University of Wollongong
http://www.infrastructureaustralia.gov.au/public_submissions/published/files/82_smasuniversityofwollongong_SUB.pdf

Reduction of total costs including external costs.  p2,
"Rail is three times more efficient than road in using fuel to move freight."

A special corridor. p5, Section 4B.
"The Caboolture - Nambour track is now probably the most congested section of single rail track in Australia. It was recognised as congested as long ago as 1994 in the BTCE report of the National Transport Planning Taskforce."

This congestion is shown by freight train curfews during peak hours, expanding the Brisbane Rockhampton tilt train transit time from 7 hours (pre-2003) to the7 hours and 25 minutes it is today, and the ubiquitous (44% of weekly services) rail bus. (26 no. per day).


Point 9.

The Sunshine Coast Regional Council Interim Roadmap 2010 (2010)
http://www.rdasunshinecoast.org.au/wp-content/uploads/2010/11/Sunshine-Coast-Interim-Regional-Roadmap-Final-20101125-v3_online1.pdf

Section 2.12 Transport, states;
... "transport demand has been growing strongly as well. There are signs that the current infrastructure is having difficulty coping with the current demand."
"Visitors to the region ... are saying that congestion on the Bruce Highway is a deterrent."

"A number of initiatives are proposed to alleviate some of the demand and these include:
Major network additions (e.g. the proposed CAMCOS public transport corridor, North Coast Rail duplication or the Multi Modal Transport Corridor)."

Section 2.12 Transport; goes on to state;
"However, even these would not adequately meet the projected demand under each population scenario and more would be required to meet the needs of a substantial population increase."

A reported 87,000 person increase in Sunshine Coast residents (SCD 26.8.2011) in Caloundra South (50,000), Palmview (37,000) and other proposed coast growth areas within 10 years, will require major rail infrastructure improvements between Brisbane & the Sunshine Coast.

Point 10.

National Transport Commision (sic) Rail Productivity Review Submission
By QR Limited (2008),
http://www.ntc.gov.au/rfcDocuments/QR%20Limited2008100614090277.pdf

In 2008, it identified the major problem for freight on p11,
"The infrastructure for longer trains also needs to be provided. Train lengths on Queensland's North Coast Line are limited by the length of the smallest loop (currently 682 metres). The prospect of a doubling of average freight train length on a rapidly growing and potentially rail-friendly corridor represents one of rail's most significant national productivity opportunities."

There are about 130 passing loops along the NCL with lengths varying between 455 metres and 1400 metres but predominately about 650 - 700 metres. This constraint on train length could impact on the potential growth in rail freight transport.

'One 1500 metre freight train can carry the load of 100 semi-trailers, leaving our roads safer and our air cleaner.'   Economic Stimulus Plan; A progress report (2011, p1).

Point 11 itemises the savings to be made by extensions to unspecified short passing loops or other works to below rail projects, along the NCL.


Point 11.

QR Submission to Productivity Commission
By QR Limited (5 July 2006),
Review of the Economic Costs of Freight Infrastructure and Efficient Approaches to Transport Pricing
http://www.pc.gov.au/__data/assets/pdf_file/0004/48577/sub053.pdf

North Coast Line Study, p94,
This analysis includes an estimate of the future transport task (based on underlying market growth rate estimates) in the corridor and identification of the economic benefits for government and society associated with investment in rail ...

An investment of circa $300 million ($2006) in a number of "below rail" projects on the NCL could result in: (note present value PV = 2006 dollars)

   Extraction of just over 850,000 tonnes of general freight / containerised traffic from road to rail on NCL markets.
   Road accident cost savings of Present Value $43 million over 20 years.
   Environmental gains valued at PV $23 million over 20 years.
   Road pavement / maintenance savings of PV $94 million over 20 years from reduced heavy truck movements.
   Benefits associated with better transit times, improved service reliability and improved service availability valued at PV $127 million over 20 years.
   Benefits to rail operators and customers valued at PV $143 million over 20 years.
   Potential reductions in rail freight costs in the range of 2% to 6% across NCL markets if gains to "above rail" operators are passed on to customers.
   An increase in GTKs (gross tonne kilometres) on the NCL associated with additional containerised traffic of 34% 'over and above' underlying growth.

The figures shown above total $430m (2006 dollars) in potential savings, from a $300m
(2006 dollars) outlay, over 20 years.
$300m equates to $361.5m in 2013 whilst $430m equates to $519.2m in 2013.

Point 12.

Landsborough to Nambour Rail project
Coordinator-General's report on the environmental impact statement
November 2011

"The Coordinator-General concludes that the project will deliver a range of direct benefits to the local and regional communities in the form of efficient and timely passenger services, as well as broader benefits to the state in the form of freight transportation improvements and improved productivity, therefore, his recommendation is that the Landsborough to Nambour Rail project should proceed." (-vii-)

Keith Davies
Coordinator-General 
9 November 2011
Point 13.

Queensland Input for the COAG National Infrastructure Audit Part A – 30 June 2008
By Queensland Government – Department of Infrastructure and Planning

Chapter 5.6.2     Rail – North Coast Line,
p51, states;
"The  most  severe  congestion  exists  between  Caboolture  and  Nambour  (due  to competition with Sunshine Coast passenger services), in the Home Hill to Townsville
area  during  the  May–November  sugar  season,  and  in  the  Brisbane  area  with passenger services having  priority over freight." ...

"The Queensland economy has been growing strongly at rates in excess of 3%. As part
of  a  Brisbane-Cairns  corridor  freight  task  analysis,  a  growth  parameter  of  3.1%  per
year  was  applied  and  the  total  inter-regional  freight  task  on  the  average  corridor segment was forecast to increase from 5.5 Mt (Mega-tonnes) in 2003 to 7.7 Mt in 2013 to 9.4 Mt in 2020.  If  Queensland  records  growth  rates  in  excess  of  this  assumed  rate,  it  can  be expected the total freight task will exceed this forecast, as shown below." p52,
   
"Under  the  growth  scenario  (where  rail  captures  105%  of  its  current  mode  share)
annual  interregional  rail  volumes  were  forecast  to  increase  from  3.18  million  tonnes per annum in 2003 to 4.50 million tonnes per annum (mtpa) in 2013 and 5.5 mtpa in 2020. Identified North Coast Line capacity constraints in accommodating this forecast demand are: "

   The  metropolitan  system,  where  there  are  a  limited  number  of  commercially attractive train-paths available through the metropolitan network.

   The  prevailing  crossing  loop  lengths  of  650-700  metres,  compared  with  the
operation  of  1300-1500  metre  trains  on  some  other  parts  of  the  AusLink Network. This limits the ability to provide an efficient channel for exports through the ports serviced by this line. 

   While deviations have been constructed as part of line upgrades, the horizontal alignments and vertical grades between Nambour and Bundaberg remain poor
and  are  a  major  impediment  to  attaining  any  further  improvement  in  transit times and train length. 

   Uncompetitive  rail  transit  times  (nearly  50%  longer  than  road)  tend  to  be  the result  of  low  operating  speeds  due  to  poor  alignment  between  Landsborough and  Bundaberg,  and  to  other  factors  such  as  ageing  timber  bridges  and  the prevalence of level crossings.  (Refer Point 7, p6)

   Rail's freight service reliability (on time arrivals) is thought to be 40-50% worse than road reliability from Rockhampton north.  The availability of rail freight service (train or slot on train available at desired departure time) is only about 40% that of road. 

Point 14.

National Transport Commision (sic) Rail Productivity Review Issues Paper
Queensland Projects, p11,

"Queensland is projected to continue to experience strong population growth and spatial expansion of metropolitan areas, combined with strong growth in urban passenger and freight demand.

"For a seamless and productive intermodal Melbourne to Cairns freight corridor, issues north of the Queensland border also need to be addressed. Chief among these are upgrades to the passenger and freight rail network in metropolitan Brisbane (including the Inner City Rail Capacity Project), and changes to grades and loops to permit the efficient use of 1500 metre freight trains (more than double the length of current trains)."

Point 15.

Landsborough to Nambour Rail project
Coordinator-General's report on the environmental impact statement

Environmental impacts, p33,
Although acknowledging stakeholders' concerns about local social and economic
impacts, the EIS highlighted a range of potential economic benefits of the project to
the region including:

•   improvements to the overall public transport network in the region,
   savings in time taken to travel for commuters, local passengers, long distance
   tourist trips and freight

•   savings in private vehicle operation costs and a reduction in road accidents,
     enhancement of local business opportunities, and employment clusters—in
   particular, encouraging the economic development and the economic function of
   Nambour as a major activity centre

•   a total of $4.57 billion of output generation into the Queensland economy
   (including SEQ) over the entire construction period (seven years) and a total of
   2786 jobs on average at any point in time.

Rail duplication from Landsborough to Nambour will provide $4.57 billion of output generation into the Queensland economy.

Current estimates for construction of these works is approx. $2 billion, thus giving a cost benefit ratio of 2.285

On a per net tonne-kilometre (ntk) basis, moving freight by rail is between 13 and 23 times safer than shifting it by road, according to the Australasian Railways Association. 

Summary:

The issues identified are:

1.   Significant population pressures on the Sunshine Coast.
(Source Qld. Gov't statistics)
60% growth projected between 2009 and 2031.

2.   The 2007 Brisbane-Cairns Corridor Strategy identified 7 major strategic issues. First and foremost being: "The efficiency and safety of passenger and freight movement in the section between Brisbane and Gympie;"

3.   The 2007 Brisbane-Cairns Corridor Strategy Most Likely Future Scenario, predicts;
"up to four per cent a year growth for rail freight." With 4.2% up to 2025 predicted.

4.   The 2007 Strategy Freight growth exceeds predicted capacity resulting in freight 'spill-over' onto roads. This increases Bruce Highway road pavement damage and results in increased road deaths and trauma.

5.   2002 Caboolture to Landsborough Rail Upgrade Study: Needs Assessment by Queensland Transport, cites; "the majority of the desired levels of service cannot be met with the existing rail infrastructure. Hence, an upgrade ... of the main north coast rail line is needed."

6.   2007 Landsborough to Nambour - Initial Advice Statement by Arup Engineers cites; "It is likely that the region would experience adverse socio-economic effects should the NCL between Landsborough and Nambour not be upgraded."

7.   2007 House of Representatives Standing Committee on Transport and Regional Services report noted there is a "demonstrable need to expedite Caboolture - Landsborough duplication and re-alignment and to start planning for other rail deviations and bridges...".

8.   "Rail is three times more efficient than road in using fuel to move freight."
"It is probably the most congested section of single line track in Australia."

9.   Sunshine Coast Council 2010 report... "transport demand has been growing strongly as well. There are signs that the current infrastructure is having difficulty coping with the current demand."

10.   2008 National Transport Commision (sic) Rail Productivity Review Submission by QR Limited identified the major problem for freight; longer trains are required for better efficiency, but they are limited by short passing loops.
Longer freight trains being one of rail's most significant national productivity opportunities.



Summary continued:

11.   2006 QR Submission to Productivity Commission
For a $361.5m outlay ($2013) on the NCL, there can be $519.2m ($2013) in savings.

12.   November 2011; Keith Davies, then Queensland Coordinator-General, gives go-ahead on Landsborough to Nambour rail duplication. This will expire after 4 years.

13.   Queensland Input for the COAG National Infrastructure Audit Part A – 30 June 2008
By Queensland Government Department of Infrastructure and Planning cites that "the most severe congestion exists between Caboolture and Nambour."

14.   National Transport Commision (sic) Rail Productivity Review Issues Paper, cites;
"... issues north of the Queensland border also need to be addressed. ... upgrades to the passenger and freight rail network in metropolitan Brisbane, and changes to grades and loops to permit the efficient use of 1500 metre freight trains."

15.   Landsborough to Nambour Rail project Coordinator-General's report on the environmental impact statement cites; "potential economic benefits of the project to be $4.57 billion of output generation into the Queensland economy, over 7 year construction period."


Objectives: What do I hope to achieve?

That a coalition Federal Government will acknowledge the special and unique case that is Queensland's North Coast Railway Line (NCL) and recognise its contribution to both the State and national economy, as shown in these reports.

That a coalition Federal Government will financially contribute (in conjunction with the State) towards the construction cost of rail duplication of the North Coast Line (NCL) from Beerburrum through to Nambour, given that this line is part of a significant national (shared) freight artery. A State government submission for the NCL rail duplication from Beerburrum to Landsborough, is currently before Infrastructure Australia.

The duplication of the line will improve rail freight services that provide significant benefits to the State, all the way up to far north Queensland.
It can result in savings to freight costs of between 2% -  6%.
It can benefit Queensland's economy to the tune of $4.57 billion over 7 years.

Conclusion:

The evidence of the urgent need for the North Coast Railway Line duplication from Beerburrum to Nambour and beyond  is well documented.
It requires a national response for its nationally unique case.


Appendix A
National Land Transport Network – Rail Corridors Queensland
[map inserted here]

Great work FF  :-t

Any responses to your letter to MP's, FF?

Of the 73 letters to Queensland's Liberal National Party MP's, emailed on 10 June 2013.
There were the following [23 no.] replies (in order of receipt):

7 Automatic replies from Albert, Beaudesert, Cairns, Ipswich, Logan, Keppel and Maryborough MP's.

16 Informal - but appreciated (all by Electorate Officers) replies from Mundingburra, Maroochydore, Greenslopes, Gregory, Sandgate, Indooroopilly, Ashgrove, Glass House, Callide, Clayfield, Mundingburra, Whitsunday, Burnett, Kawana, Nudgee and Currumbin MP's.

4 of the informal replies stated that my concerns would be answered by the Minister for Transport and Main Roads, the Hon Scott Emerson MP.

Some automatic replies stated that priority would be given to constituents of their particular electorate, due to volumes of mail received.

Some were forwarded onto Ministerial offices for information.

Ian Kaye MP of Greenslopes sent a very good (informal) reply acknowledging the necessity of projects such as this, and forwarding it on to the Treasurer and the Minister for Transport.

Some forwarded the letter onto Andrew Powell MP, Glass House, as I am a constituent of his seat.


No single formal reply has yet been received at this time.

I expect a well considered response given that the Federal MP, the Hon Warren Truss, Leader of the National Party, Member for Wide Bay and Shadow Minister for Infrastructure and Transport stated a coalition government would consider this case IF the State Government made it a priority in the talks being held.

From the Sunshine Coast Daily click here! (http://www.sunshinecoastdaily.com.au/news/our-choking-point-no-relief-as-coast-rails-no-prio/1925239/)

Second class: Travel to Brisbane may be locked up for decades

QuoteSecond class: Travel to Brisbane may be locked up for decades
Kathy Sundstrom 28th Jun 2013 5:33 AM

IF YOU thought travel between the Sunshine Coast and Brisbane was bad now, just wait.

Reports by the State Government and the Queensland Transport and Logistics Council predict road and rail freight movements will increase by more than 70% in the next decade.

THE single-track rail bottleneck between Brisbane and Nambour has been identified as a key issue.

And the Bruce Hwy's four lanes handling a huge increase in traffic from the capital north to Noosa also could be of significant concern.

Coast rail advocate Jeff Addison said the reports outlined problems that had been known for a long time.

"The previous Labor government planned the crucial rail duplication work and it should have been completed to Landsborough by 2012," Mr Addison said.

"Now it has been pushed out. While the report is good, it highlights problems we were aware of. The solution we know will work is the rail duplication. The section between Brisbane and Nambour affects the entire 1700km of rail links, according to joint state and federal government reports."

The government report says expanding the use of freight is "priority one", with "develop the North Coast Line", first mentioned. But there are no funding commitments or clear timelines.

Transport Minister Scott Emerson did not respond to a request this week to discuss them.

The Logistics Council has suggested sending freight by ship from Brisbane to North Queensland as the long-term solution.

The council is also pushing for the State Government to reconsider its focus on passengers having priority over freight on rail routes.

"Is our rail network so bad that they are now having to consider shipping goods?" Mr Addison asked.

"This option will present far more dangers to the Great Barrier Reef, and it will be expensive. Surely it is time governments got serious about rail."

Mr Addison said the council's suggestion for freight to have priority could have a "massive impact on Sunshine Coast rail commuters and the availability of improving services".

"They would only become further degraded," he said.

"Already 44% of services between Caboolture and Nambour are rail buses and this is largely because of freight."

The body of work in favour of the North Coast Line upgrading is overwhelming.  This report is more of the same.  How long can government go on ignoring all the advice?  This report also looks at the freight side of rail more comprehensively.  The government is now under pressure from industry to restrict or cut back passenger rail services to the Sunshine Coast in order to open up more freight train paths, or faster paths.  This is in circumstances where 44 per cent of all passenger services on the SCL are performed by buses.  :fp:

4BC have followed up the Sunshine Coast Daily article ^ with an interview with RAIL Back On Track Sunshine Coast Spokesperson Jeff Addison this afternoon.

Managed to listen in.

Brilliant interview Jeff, thanks 4BC for the interest.

4BC NEWS TALK

http://www.4bc.com.au/blogs/2013-4bc-drive-audio-blog/more-road-woes/20130628-2p2gz.html

More road woes
Posted by: Staff Writers | 28 June, 2013 - 5:44 PM
Bruce Highway

4BC Drive: If you thought travel between the Sunshine Coast and Brisbane was bad now, just wait. Reports predict road and rail freight movements will increase by more than 70% in the next decade. Sunshine Coast spokesman for Rail Back on Track, Jeff Addison, tells Mark Braybrook this means more congestion for both train and car travel.

Oops has the wrong audio.  I have advised the radio station ..

Tony Abbott has got to start thinking on his feet during the federal election campaign.  The seat of Fisher is wide open.  Voters in Fisher should make it clear that they want rail duplication to Nambour on the table.  Abbott has said he will not fund 'urban rail'.  The case has been put that SCL duplication is all about better rail freight efficiency for all of Queensland.  The Coalition can put money into SCL duplication, on basis of the benefits for freight, without compromising the 'no money for urban rail' stance.  Mr Abbott's position re rail has wriggle room and he should use it.  He had no need while Julia Gillard was PM, but now the KRudd factor has evened the balance, Mr Abbott would be wise to consider his options.

This appears relevant:
http://www.tmr.qld.gov.au/movingfreight

Quote

Moving Freight

    Print
    Email

Queensland's freight task is rising rapidly, and is forecast to increase from 881 million tonnes in 2009-10 to 1,550 million tonnes in 2020-21.

Transport and Main Roads is planning for this growing challenge with the Moving Freight strategy. The draft strategy outlines short, medium and long term actions to move freight onto rail and improve the efficiency of the road freight.

It identifies 38 actions to support the growth of freight in the resources, agriculture, construction and tourism sectors, including:

    preserving train paths on regional rail lines for non-coal freight
    making major freight routes more resilient to floods
    better collection and analysis of freight data
    continuing to reduce red tape for heavy vehicle permits.

Finalisation of the strategy is expected to occur by late 2013.
Feedback on Moving Freight

Feedback is now being sought on the draft Moving Freight strategy, with submissions due by Monday, 12 August 2013.

To provide feedback please contact the project team:
Email:      roadsrail&ports@tmr.qld.gov.au
Post:    Roads, Rail and Ports System Management
Department of Transport and Main Roads
GPO Box 1549
Brisbane Qld 4001
Download

High resolution document in full

    Draft Moving Freight (full) (PDF, 31.05 MB) 

Low resolution document in sections

    Section 1 - Foreword and Introduction (PDF, 961 KB)
    Section 2 - Freight in Queensland (PDF, 873 KB)
    Section 3 - Freight Growth (PDF, 1.8 MB)
    Section 4 - Opportunities and Challenges (PDF, 681 KB)
    Section 5 - Priorites and Actions (PDF, 806 KB)
    Section 6 - Summary of Actions (PDF, 378 KB)

Last updated
    26 June 2013

Each of the files is correctly linked on the site, I'm having a scan through the document now. It is only a draft strategy, but it is also open for comment so FF, et al perhaps making a submission is in order?

As this document covers more than just the sunshine coast line, it may be worth making it's own thread, but freight discussion doesn't generally generate as much comment on here (other that the sunshine coast line, hence putting it here).

Good stuff, Golli.  A lot of confused thinking in this .... they are devising strategies for private investment in rail freight.  Trouble is, the companies will have to put in the money up front in order for new infrastructure to be built, then those companies will be charged an access fee.  Interesting that there are plans for segregated passenger/freight tracks.  They want to put together a list of projects to forward to IA for funding by the Australian Government.  Nowhere in the document is there any discussion about identifying a funding stream for STATE GOVERNMENT investment in rail freight infrastructure .... it's all about private sector and Australian Government.

Quote from: ozbob on June 29, 2013, 15:16:33 PM
4BC NEWS TALK

http://www.4bc.com.au/blogs/2013-4bc-drive-audio-blog/more-road-woes/20130628-2p2gz.html

More road woes
Posted by: Staff Writers | 28 June, 2013 - 5:44 PM
Bruce Highway

4BC Drive: If you thought travel between the Sunshine Coast and Brisbane was bad now, just wait. Reports predict road and rail freight movements will increase by more than 70% in the next decade. Sunshine Coast spokesman for Rail Back on Track, Jeff Addison, tells Mark Braybrook this means more congestion for both train and car travel.

Oops has the wrong audio.  I have advised the radio station ..

4BC technicians are currently sorting this audio issue out for us.
Stay tuned...

Kind of a fix.
It was removed from the blog site.  :)

Quote from: Stillwater on July 01, 2013, 04:58:20 AM
Good stuff, Golli.  A lot of confused thinking in this .... they are devising strategies for private investment in rail freight.  Trouble is, the companies will have to put in the money up front in order for new infrastructure to be built, then those companies will be charged an access fee.  Interesting that there are plans for segregated passenger/freight tracks.  They want to put together a list of projects to forward to IA for funding by the Australian Government.  Nowhere in the document is there any discussion about identifying a funding stream for STATE GOVERNMENT investment in rail freight infrastructure .... it's all about private sector and Australian Government.

I'd be surprised if part of the deal about the company funding it upfront wasn't to get rid of or at least reduce the access fee permanently, or at least for a set period of time. Either that, or the idea would be it would be investment from companies like QR National who would then reap a direct benefit by being able to run more services and make a profit from them.

More reports about the same old issue – congestion on the NCL.
http://www.railexpress.com.au/archive/2013/july-2013/july-3-2013/other-top-stories/qld-freight-strategy-focuses-on-increased-rail-share

Minister denies staffing cutbacks at SCL stations.

http://www.sunshinecoastdaily.com.au/news/coast-railway-stations-to-stay/1937505/

Source:
Queensland Rail
2011/12 Annual and Financial Report

Interesting facts and figures...

p4.
Aside from the rapid expansion in South
East Queensland's population, commuter
and long distance passenger trains compete
with freight operators for access to paths on
the network. Queensland Rail is tackling the
resulting capacity challenges through a long
term rail network strategy for growth.

I wonder what this strategy may be?


Fast facts
Queensland Rail 2011/12 at a glance:
•   Revenue–$1.95 billion
•   Assets–$6.85 billion
•   Full-time Equivalent Employees (FTE)–7,312
•    Rail network–7,148 km
•    Customer journeys–51.6 million
•    City network stations–145
•    Travel network stations–75
•   Three-car trains–211
•   Tourist trains–2
•   Long distance trains–9
•   Gross tonne kilometres of freight carried–20.07 billion


p8
Summary of non-financial measures 2011/2012 actual  2011/2012 SCI target
                                                          First figure given             Second figure given
Environment
EPA enforceable breaches (number) 0 0

Customer journeys and patronage
Total customer journeys (000) 51,646   54,520
City network customer journeys (000) 50,851   53,677
City network patronage growth (%)* 3   -8.85
Travel network customer journeys (000) 449   438
Travel network patronage growth (%) 5.87   5.54
Kuranda Scenic Railway customer journeys (000) 343   400
Gulflander customer journeys (000) 4   5
Tourist train patronage growth (%) -3.7   2
* The City network passenger journey count is adjusted to align with TransLink's new patronage methodology announced in December 2011.

Reporting
Compliance with Reporting Requirements (%) 100   100
Network performance
Overall track condition (index) 45.4   47.3
Freight gross tonne kilometres (billions) 20.07   19.1
City network train kilometres (000) 13,555   13,320
City network On Time Running–peak periods (%) 92.5   93.77
City network rollingstock utilisation–peak periods (%) 87.84   90
City network reliability–train services delivered (%) 99.78   99.75
Network brought online (kilometres) 5.4   0
Safety
Lost time injury frequency rate 4.99   6.68
Lost time injury duration rate 24.89   44.2
Signals passed at danger (number per million train kilometres)  2.25   2.41
Safety performance trend (%)      7.4   ≥0
Derailments (number per million train kilometres) 0.19   0.13
Customer satisfaction
City network customers (index) 71   70
Travel network customers (index)^ 82.8   81
Customer satisfaction trend (%) 1.83   ≥0
Reputation (index) 2.132   2
^Travel network customer satisfaction moved to an index measurement to be in line with the City network.
People
Employee turnover (annualised %) 4.5   ≤5

It's a 'long term network capacity strategy', FF.  Most probably you and I will be dead when it comes to implementing it.

In response, we need a short term political stitch-up.  Somehow make Sunshine Coast seats marginal, then the parties will be falling over themselves with infrastructure promises and commitments to deadlines.  Even then, we have to be careful.  Remember when Anna planned to fix everything in the year 2031?

We should be wary of the intentions of governments who dream up names that disguise the true nature of the programs they want to implement.  Who can forget 'Work Choices'.  If you wanted to rip Medicare apart (and I am not suggesting anyone is contemplating this) you might introduce a fee-for-service model that you could call the "Fairer Health Care for Everyone' model.  A 'rail network capacity strategy' could involve removing those pesky passenger trains blocking the operation of freight trains, who knows.  That is one way of freeing up capacity.

Any more news on the letter to pollies, FF?

Quote from: Stillwater on July 14, 2013, 17:52:49 PM
Any more news on the letter to pollies, FF?

no, nothing to date.
It's been 5 weeks tomorrow (Monday 15th July).

It will be pursued ... by me, can count on it.

Reference purposes: Fascinating report on Sunshine Coast Rail, from the CRR report 13 June 2012.

http://www.tmr.qld.gov.au/~/media/Projects/C/CRRail/AA%20Export%20report/IndependentPanelReviewCrossRiverRailPart2.pdf

With both major political parties federally outbidding each other on the amounts of money they will spend on the Bruce Highway, there seems little prospect of serious money being spent on NCL upgrade and duplication.

The espoused attitude from both parties is WOT RAILWAY   :-t

Quote from: Fares_Fair on July 14, 2013, 18:58:50 PM

Quote from: Stillwater on July 14, 2013, 17:52:49 PM
Any more news on the letter to pollies, FF?

no, nothing to date.
It's been 5 weeks tomorrow (Monday 15th July).

It will be pursued ... by me, can count on it.

I received a reply to my correspondence of 10 June 2013, from the Hon. Andrew Powell MP.

I assume Mr Powell defends the 'do nothing' status quo ... and dishes out the usual line about the need to pay off 'Labor's Big Bad Debt' as a prerequisite to any substantial improvement to the NCL.  Meanwhile, back in the real world: http://www.railexpress.com.au/archive/2013/july-2013/july-3-2013/other-top-stories/qld-freight-strategy-focuses-on-increased-rail-share

Heaven help us when, as expected, Tiaro Coal begins exploiting proven coal reserves on mining leases it owns between Gympie and Maryborough.  It is likely that Tiaro will want to transport its coal by rail to the Port of Brisbane, although export through Gladstone would be a possibility also.

If a Coalition government is elected in Canberra, the federal Member for Wide Bay, Warren Truss will be not only Deputy Prime Minister, but his portfolio responsibilities will be Infrastructure and Transport.  The electorate of Wide Bay includes Maryborough, where Mr Truss has his office, and Gympie.

Tiaro Coal mines inland from Maryborough will be a major new industry for Mr Truss' electorate.  The main Brisbane-Gladstone rail line bisects the company's exploration tenements.

Will his government argue that it won't help fund the cost of duplicating the SCL to Nambour while at the same time expecting that coal transport trains (of short length, because of the crossing loop restrictions) will somehow be able to squeeze onto an overworked line?

Tiaro Coal will be screaming at the government to allow superfreighter-length trains to cart its coal to port to meet the cost efficiencies of coal mining operations in the Hunter Valley and Central Queensland.  How long will a passenger train have to sit at Landsborough while a two-kilometre coal train chugs south?

http://www.gympietimes.com.au/news/coal-mine-bid-by-year-end/1789297/

http://www.tiarocoal.com.au/site_folders/231/TCM%2021%20Dec%202012%20Principal%20partner%20transport%20MOU.pdf

http://www.tiarocoal.com.au/Business-and-Project-Overview.htm

http://www.topstocks.com.au/stock_discussion_forum.php?action=show_thread&threadid=870066

We are doomed to more short-sightedness regarding the Sunshine Coast Line.

If, as the polls suggest, the Coalition will be swept to power federally on September 7th.

The Nationals have announced their backing for a standard gauge inland rail freight line linking Melbourne and Brisbane via Parkes.  The Coalition will build it.

The Nationals' election strategy details this promise and then goes on to state that: "The Nationals will ensure that any existing regional hub lines, which feed into the main inland rail network, are appropriately upgraded and, where necessary, new lines are constructed."

What is the SCL/NCL if not a rail freight line that 'feeds into the main inland rail network.'  Products and produce from major provincial cities along the Queensland coast are destined for southern markets.  These regional cities and markets are prime Nationals territory.

The Nationals will reinstate the Auslink strategy of funding a network of interstate and inter-regional railways and highways.  The NCL to Townsville and the Bruce Highway to Cairns are part of that national network.

Yet the Auslink strategy states that funding for the NCL is solely a state government responsibility.  Interestingly, the Queensland Government's latest position is that, no, it is a federal government responsibility.

It is the Nationals who are caught in a dilemma of saying they will ensure that 'any existing regional hub lines, which feed into the main inland rail line, are appropriately upgraded and, where necessary, new lines are constructed.'  They just won't do that in Queensland, the state where they get major electoral support.  The Nationals will fund mainline and regional railway lines in every other state, except along the NCL to the regional cities and communities where they hope to garner votes next weekend.

Tony Abbott has specifically ruled out any federal money for the SCL bottleneck (south of Nambour) seemingly on the basis that this rail freight line is used by passenger trains.  It seems the SCL is doomed to remain in stasis -- a permanent state of 'do nothing'.

It is the classic political football.  And it is disgusting how the major political parties are behaving around this issue.

After berating Beattie/Bligh Labor for doing nothing to improve the SCL, the LNP has adopted the same position as its Labor predecessors, even cutting back on some improvements that Labor had set in train to deliver (ie Nambour disability access upgrade).  Its official position now is that any improvement to the SCL is a FEDERAL GOVERNMENT responsibility.  The Nationals, speaking on behalf of the Coalition, say it is in the category of railway lines a federal Coalition would fund.  However, it has also stated that the Sunshine Coast Line and the North Coast Line to the north are excluded specifically from this undertaking.  Why?

We have the leader of the Opposition, and likely future prime minister, also specifically ruling out any funding for duplication south of Nambour on the basis that it is a 'passenger line.'  Auslink, which the Coalition touts as its future policy specifically states that the railway line to Townsville, although part of the Auslink network, won't get federal money either, in contravention of the Nationals policy.

State and federal government are united in one position -- NEITHER WILL PUT MONEY INTO THE LINE while, at the same time, blaming the other level of government for not putting money into its upgrade.

Cop that for polly waffle!

References:

The Nationals – Policy for Regional Australia (see page 99)
http://www.nationals.org.au/Portals/0/2013/policy/Policy_Platform_August2013.pdf

Page 44 of the Auslink White Paper states that:  'It is Queensland Government's responsibility to continue the upgrading of the North Coast railway from Brisbane to Townsville'
http://www.infrastructure.gov.au/transport/publications/files/whitepaper.pdf

Confirmation from Mr Truss' office that LNP plan for duplication between Beerburrum and Nambour is the same old schedule as state Labor.  Mr Truss advises (today): "Upgrades to the North Coast Railway Line are a medium-term priority for the Queensland Government. The Queensland Infrastructure Plan released by the former Labor State Government a few years ago expected the duplication of the line from Beerburrum to Landsborough by 2021 and the Landsborough to Nambour section by 2031. I understand that the LNP Government has stated that, given their current budgetary position, they are unable to fast-track these works."

So, the situation we have is that Mr Powell, on behalf of the Queensland LNP government, says the duplication is a matter for the (new) federal government.  The new federal government (via Mr Truss) says it is a state responsibility and the Queensland LNP government can't fast-track construction due to budgetary constraints.

Nothing has changed.

Quote from: Stillwater on September 16, 2013, 11:45:52 AM
Confirmation from Mr Truss' office that LNP plan for duplication between Beerburrum and Nambour is the same old schedule as state Labor.  Mr Truss advises (today): "Upgrades to the North Coast Railway Line are a medium-term priority for the Queensland Government. The Queensland Infrastructure Plan released by the former Labor State Government a few years ago expected the duplication of the line from Beerburrum to Landsborough by 2021 and the Landsborough to Nambour section by 2031. I understand that the LNP Government has stated that, given their current budgetary position, they are unable to fast-track these works."

So, the situation we have is that Mr Powell, on behalf of the Queensland LNP government, says the duplication is a matter for the (new) federal government.  The new federal government (via Mr Truss) says it is a state responsibility and the Queensland LNP government can't fast-track construction due to budgetary constraints.

Nothing has changed.

I have been told by 2 current serving state government ministers that rail duplication to Nambour is the second highest rail priority for Queensland.
That appears to be at odds with the "medium term" priority advice stated.
Second only to the Brisbane Underground (former and now reduced Cross River Rail) project.

Has Clive Palmer won yet? The only way anybody will sit up and take notice.

I have quoted Mr Truss accurately. 

FF, my take is that since you received this assurance from the two serving LNP Ministers, there has been a game-changer, and this is the Inland Rail project.  Queensland LNP has fallen into line so that the stream of federal dollars flowing to this state for (freight) rail goes to the standard gauge Toowoomba / Warwick to Port of Brisbane link, thus putting SCL duplication (to facilitate efficient rail freight to North Qld) a distant third on the list of priorities.

The stupidity is that we now have the LNP with a two-pronged policy in relation to SCL duplication -- each of the elements opposed to the other.  We won't get sense out of Mr Emerson, maybe time to write to the Premier, pointing out his government's lame policy.

One policy prong (as articulated in a letter from Mr Powell) is that the state LNP believes funding of the SCL duplication is a federal responsibility.  We now have the incoming federal Minister for Infrastructure and Transport as saying it is a state responsibility and that duplication to Nambour won't be achieved by the state until 2031.

After all the promises from the LNP, their position on the SCL duplication is EXACTLY the same as in the discredited Labor 'Connecting SEQ 2031' document.

Confirmation that the LNP has not moved SCL duplication one iota beyond where Labor left off -- and that will be the position until 2024.

http://www.sunshinecoastdaily.com.au/news/lnp-mps-talk-but-no-rail/2025409/

And the LNP is soul-searching wondering why Mal Brough got fewer votes than Alex Somlyay in Fisher and why Clive Palmer pared away their numbers in Fairfax.

At the state election before the last one, LNP MPs on the Sunshine Coast pledged to produce a SC Transport Plan, based around rail duplication.  It's vanished.  They deny knowledge of it.

LNP polly waffle.

This, from the SC Council site, show the planning for the integrated transport plan, now gone with the wind.
http://www.sunshinecoast.qld.gov.au/sitePage.cfm?code=council-news&id=12455

Back in 2010, the LNP members on the Sunny Coast believed railway duplication to Nambour should proceed in the "next few years."
http://www.sunshinecoastdaily.com.au/news/maroochydore-train-station-hope-dead/623905/

How easy is it to dash off a media statement in opposition, calling for immediate action.  However, when the shoe is on the other foot.....
http://www.andrewpowell.com.au/2011/03/22/powell-media-release-new-minister-delivers-same-old-bad-news-23-march-2011/

Back in 2010, Mr Powell's view was that the track duplication was required immediately.
http://www.andrewpowell.com.au/2010/11/22/powell-media-release-did-someone-mention-a-rail-upgrade-22-november-2010/

State Labor just did not care, we were told.  Could it be that the LNP doesn't care either?
http://www.andrewpowell.com.au/2010/11/12/rail-upgrade-petition/

Jeff Addison ‏@Jeffrey_Addison  51m 
A lesson in #rail history.. #SunshineCoast style. http://railbotforum.org/mbs/index.php?topic=6647.msg131729#msg131729 ...
'Stillwater' hits the nails on the heads! #2tracks #auspol #qldpol

Hurry up Clive Palmer and win Fairfax...

 Nooo, Ted O'Brien of the LNP promised to meet with me to discuss the rail situation, should he be elected.

 :o  :-[  :conf  :pr  :frs:  :fp:   :thsdo

Well FF, now you have the chance to make contact with Palmersaurus Clive.  The way to his heart is to rename the SCL the PalmerLine and change the destination board on Nambour trains so t ey show Coolum as the destination.  :D

Quote from: Stillwater on September 21, 2013, 10:40:49 AM
Well FF, now you have the chance to make contact with Palmersaurus Clive.  The way to his heart is to rename the SCL the PalmerLine and change the destination board on Nambour trains so t ey show Coolum as the destination.  :D

I will give it a try .. again.

Latest projections are that he may win by about 43 votes.
Will have a better idea after lunchtime today according to the returning officer, David McKenzie (via local ABC Coast FM radio).
Automatic recount will follow for sure if less than 100 votes difference.

He needs to understand that when he said better rail facilities and timetabling - that that approach actually won't work very well due to the single track, freight shared nature of the extraordinarily windy section of track, not to mention the 26 daily rail buses (13 each way) that pretend to be trains.
I sent him my report on the matter and clearly he hasn't read it.
The line has to be realigned and regraded to get significantly faster trains to Brisbane - better signalling can only help a small amount.
It's the congestion, grade and windy track that are the issues.

He has said that we need a faster rail link to Brisbane.
This from http://www.sunshinecoastdaily.com.au/news/Clive-promises-400-million-upgrade-to-airport/1979155/

He said the region's representatives should have been making noise about it in Opposition and made it happen in government.
The air, rail and road upgrades needed to be delivered "not with a whimper but a bang" and be delivered now.
"To get here (tourists) have to sit on a bus on a congested highway. There should be a fast rail link to Brisbane."

He went on to say:

"Under the Palmer United Party, the airport will receive a significant $400 million upgrade to bring it to international standards."
He promised that a Palmer United Party government would invest heavily in better rail facilities and timetabling  to end what he described as "the nightmare currently faced by commuters".

The question for him is - how do we best achieve that - or anything for this region?
As a single candidate in parliament and not being in Government (as his carefully worded statement above suggests) we may be in for a long, long wait.

I can't see him holding the Government to ransom in the Senate over this critical issue - but with Clive you just never know.

David Lewis ‏@dlewis89  1h 
Clive Palmer has won Fairfax with 36 votes. A distribution of preferences will take place on Monday. Recount likely. @abcnews @ABCNews24

3AW Melbourne ‏@3AW693  1m 
Clive Palmer has taken the seat of Fairfax by just 36 votes, but that joy will probably be short lived with a recount expected on Monday

Pity Sunny Coasters didn't make Fisher a marginal seat too -- give the LNP some incentive to woo voters next time round.

I wonder whether we can 'adapt' the Wikipedia entry to include information about the compelling case to upgrade the SCL?

http://en.wikipedia.org/wiki/Nambour_and_Gympie_North_railway_line

Quote from: Stillwater on September 22, 2013, 16:54:46 PM

I wonder whether we can 'adapt' the Wikipedia entry to include information about the compelling case to upgrade the SCL?

http://en.wikipedia.org/wiki/Nambour_and_Gympie_North_railway_line

Great idea  :wi3
May take a few goes to get it all in there ... but I have begun a history.

What does Coast want?
Sunshine Coast Daily
by Emily Ditchburn
Saturday 28th Sep 2013 9:00 AM
 
http://www.sunshinecoastdaily.com.au/news/what-does-coast-want/2035367/

Quote
THE future of Sunshine Coast transport is blurred and Attorney-General Jarrod Bleijie says the community must know what it wants before the State Government can act.

"As politicians, how do we say we're going to do this when the Coast doesn't know what it wants?" Mr Bleijie told Kawana Chamber of Commerce on Wednesday.

Mr Bleijie said he aimed to hold further community consultation into next year.

After years of proposed transport options for the Coast, Mr Bleijie said there was confusion about what was in the pipeline and what the best options were.

"I think what we need to do as a Coast is get a bit of consensus," he said.

"As a local member, I need to know how my community stands on projects like the Coast Connect.

"What we've got to work out is we've got to move people. We've got to look at in the next 30 years how we are going to move people."

Three tiers of government met in Maroochydore yesterday to discuss the future of Sunshine Coast.

Mayor Mark Jamieson said the council's vision for transport was an integration of services.

"We want duplication of the Bruce Hwy, duplication of the North Coast rail, and then for that to integrate with a very effective local transport system on the Sunshine Coast," he said.

"Given our very linear nature, light rail is seen as a very suitable solution, but obviously, it would be light rail in combination with buses.

"What's important at this stage and before we take things to the community is to be confident about that detail and what we're going to be able to deliver."

The Sunshine Coast Council has endorsed light rail as its vision for public transport and has begun studying the business case and feasibility of a system, including potential routes.

Mr Jamieson said the success of any future transport schemes on the Coast would rely heavily on State Government funding.

"Ultimately, the State Government has responsibility for public transport," he said.

For Mr Bleijie to say that he doesn't know what Sunny Coasters want re transport is just a delaying tactic.  Goodness, there is a pretty comprehensive SCC transport strategy.  Maybe if Mr B and his fellow LNP members on the Sunshine Coast had followed through with their own transport plan for the Coast, we would have had a bit of leadership from LNP members on the Coast.  THEN, Clive Palmer and his mates might not have polled so strongly at the recent federal election.

All Mr Bleijie has to do is ask his parliamentary colleague, Andrew Powell, whose mantra before the state election was the duplication to Nambour had to proceed immediately.

For Mr Bleijie to say that there is a lack on consensus is just a stalling tactic on the Attorney-General's part.

Another smash on the Bruce Highway at Sunshine Coast -- long delays for people getting home to Brisbane.  Qld government reliance on road as the principal means of travel on the Coast - even it isn't working.  And we have wall-to-wall government ministers across the Coast too afraid to walk into the Premier's office to demand better road/rail links to the Coast.  They won't even caucus and act on regional issues.   :frs: :frs:

No wonder people on the Sunny Coast have swung behind whacky Clive -- allows them to vote conservative without voting for LNP.  He is threatening to stand a swag of PUP candidates at the next state election and it is likely that a few of them will get up in the state seats based around Fairfax, Fisher, Wide Bay.  Maybe that will motivate SC members locally.

The state government seems to have settled into a line of spin to explain its inaction towards duplicating the SCL between Beerburrum and Nambour -- it's the federal government's responsibility.  Unfortunately, the feds say it is the state's responsibility.  So, it is a Mexican stand-off.  Meanwhile, nothing gets done.

From the Sunshine Coast Daily 24th October 2013 page 18

Forget the airport, build rail

(https://pbs.twimg.com/media/BXSoLuvCAAAEM_w.jpg:large)

The SC airport is owned by the SC Council, so state government is not the lead agency for its new runway.  On the other hand, the state is the lead agency, and has financially responsible for the Sunshine Coast Line duplication.

With groups such as this calling on the state government to duplicate the SC Line to Landsborough, then to Nambour, electoral support is increasing for those political parties who do promise funding for this important infrastructure.

Right now, that is the Palmer United Party.  The state LNP government must think carefully whether its neglect of important SC infrastructure would lead to the rise of the PUP in the state legislature and allow development of an enclave for the PUP on the Sunshine Coast, knocking off LNP encumbents such as the Attorney-General and also the Environment and Heritage Minister.

The bikies are not that dumb.  I am sure if RailBOT approached them nicely, the bikies would fund an advertising campaign for rail duplication in Mr Bleijie's seat.  Why shouldn't they give the government a headache -- and on a issue that matters?

Quote from: Stillwater on October 24, 2013, 10:16:31 AM
Right now, that is the Palmer United Party.  The state LNP government must think carefully whether its neglect of important SC infrastructure would lead to the rise of the PUP in the state legislature and allow development of an enclave for the PUP on the Sunshine Coast, knocking off LNP encumbents such as the Attorney-General and also the Environment and Heritage Minister.

The bikies are not that dumb.  I am sure if RailBOT approached them nicely, the bikies would fund an advertising campaign for rail duplication in Mr Bleijie's seat.  Why shouldn't they give the government a headache -- and on a issue that matters?

That's if PUP embrace backing those projects. Clive was able to promise anything he wanted in the Federal election as he knew he'd pick up only a few seats. State will be a different matter, there'll be more scrutiny on him than the hayseeds at KAP ever had. Susie, Jim and their team (Clive's) will actually have to balance budgets, show costings, revenue or his hopes of toppling the LNP or simply stopping the ALP pick up seats will fail miserably.

Love the lateral thinking about the bikies and a campaign!

The bikies would back a drover's dog to win in Mr Bleijie's seat!

I wouldn't be surprised if PUP does pick up seats at the next Qld state election, most likely at the expense of the LNP.   Prediction is that Labor may only have minimal gains (again at the LNP's expensive), so a dark chance that "PUP" may possibly even be the "official" state opposition in 2 years time.

As from 20th January 2014, the Sunshine Coast and Caboolture will each receive 2 new daily services.

Sunshine Coast:
The AM peak service departs Nambour at 5:07am, and runs express from Caboolture to Northgate (14 stations), arriving at the CBD at 6:53am.
The PM peak service departs the CBD at 4:22pm, and runs express Bowen Hills to Northgate to Caboolture (19 stations), arriving at Nambour at 6:10pm.

Sunshine Coast timetable modifications:
The current 4.34pm Nambour express service will depart Central station 6 minutes later at 4.40pm.

Caboolture:
A PM peak service will depart Central at 3.55pm and will run express Northgate to Petrie (9 stations), arriving at Caboolture at 4.50pm.
A PM peak service will depart Central at 4.10pm and will run express Northgate to Petrie (9 stations), arriving at Caboolture at 5.05pm.

Caboolture timetable modifications:
The current all stops Caboolture service departing at 4.07pm, will terminate at Petrie. If you normally catch this train to stations beyond Petrie, you will need to transfer.
The current 4.22pm Caboolture express service will depart Central station 6 minutes later at 4.28pm.

Gympie North timetable modifications:
The AM northbound service will depart Central station 4 minutes earlier at 9.33am. It will arrive at Caboolture at 10.17am and Gympie North at 12.39pm.
The PM northbound service will depart Central station at 5.51pm - arriving at Nambour at 7.44pm and Gympie North at 8.48pm.
This is 6 minutes later than the current 5:45pm departure time.[/color]

Further information can be found here --> [/color] http://translink.com.au/travel-information/service-notices/1046/details

Though the additional 2 services are very good, and around 10-12 minutes quicker then equivalent services, ultimately the Sunshine Coast is falling further behind.
The reason is frequency of services - the driving force to increasing patronage on any train line.
The most stark example of this is the increase to the Ferny Grove line patronage since its services went to a 15 minute frequency under an LNP election commitment 2 year trial.

After 20 January 2014, when the 7.5% fare hikes will have kicked in, the Gold Coast will have peak hour services at 8 minutes frequency.  :-t
In stark contrast to this, the Sunshine Coast will have a dog's breakfast of train frequencies.
In the AM, these range from 2 services 17 minutes apart, 1 service 24 minutes apart and the remainder at 1/2 hour to 1 hour frequency.

It's why we desperately need #2tracks rail duplication from Beerburrum to Nambour.

Another fact is that from January 20, the 4 trains to and from Gympie North on Weekdays (3 on Weekends), plus the 4:22pm Central to Nambour will be the only trains running express on the Bowen Hills to Northgate corridor.

The question that has to be asked, how did the planners manage to find the capacity for the 4:22pm's odd one out stopping pattern.

Also to that, every line on the QR City network except the Sunshine Coast Line has 1-2 simplified stopping patterns, thanks to capacity issues both north and south of Caboolture.

With now up to 5 stopping patterns (up to 7 if you count the odd train and railbus shuttles), trying to simplify stopping patterns on the SCL is a complete dog's breakfast.

Quote from: Arnz on October 31, 2013, 23:00:10 PMThe question that has to be asked, how did the planners manage to find the capacity for the 4:22pm's odd one out stopping pattern.

Also to that, every line on the QR City network except the Sunshine Coast Line has 1-2 simplified stopping patterns, thanks to capacity issues both north and south of Caboolture.

With now up to 5 stopping patterns (up to 7 if you count the odd train and railbus shuttles), trying to simplify stopping patterns on the SCL is a complete dog's breakfast.

I believe a service has been removed along the inner Bowen Hills - Northgate stretch, allowing for an express to run without reducing current capacity.

If we wanted to fix stopping pattern issues, simply start running the trains express Bowen Hills - Eagle Junction - Northgate. There is no reason why it can't happen in the off-peak (Nambour trains leave 3 minutes before an all-stopping Caboolture train), and peak I believe Shorncliffe trains + all stopping Airport/Doomben trains will be enough to take up the slack of Toombul/Nundah/Wooloowin/Albion such that all Caboolture/Nambour/Petrie trains can run express Northgate - Bowen Hills in the peaks.

I would wait until Shorncliffe gets 15 minute frequency on weekends before expressing Caboolture (and eventually KR trains) in the off-peak.

^ And in the long run, if we end up with Brisbane Underground combined with the NWTC, Strathpine and Shorncliffe can both have 15 minute frequency giving 7.5min headways Northgate to Toombul and then running express through Albion and Wooloowin on the mains, leaving 15 minute Airport and 30 minute or better Doomben trains for the inner section.  All services from north of Strathpine would no longer go via Northgate.

Quote from: SurfRail on November 01, 2013, 11:10:03 AM
^ And in the long run, if we end up with Brisbane Underground combined with the NWTC, Strathpine and Shorncliffe can both have 15 minute frequency giving 7.5min headways Northgate to Toombul and then running express through Albion and Wooloowin on the mains, leaving 15 minute Airport and 30 minute or better Doomben trains for the inner section.  All services from north of Strathpine would no longer go via Northgate.

It is only 37 minutes from Roma Street to Shorncliffe. There is no need for Shorncliffe trains to run express, and there will not be for at least a few decades. Much better off boosting frequency. I hope Shorncliffe can operate like the Ferny Grove line one day. I know some will say the pax loads don't justify it, but if you fixed the frequency and the crap network, the loads will.

But we shouldn't derail (haha pun) this thread any further.

From memory, the toll booth (on what previously was a 'free' road) went when the people of the Sunshine Coast worked a track past the toll booths and started driving on that!  Maybe we should turn up one Saturday at Beerburrum for a 'duplication' working bee.  :-r

We are in election mode, well and truly.  Labor could get brownie-points for making a promise to restart duplication upon being elected into government (although they would have a credibility problem due to halting duplication at Beerburrum abruptly).  Better still if Clive Palmer Party gave an undertaking to duplicate to Nambour.  The people of the Sunshine Coast can't quite bring themselves to voting Labor, but they have no qualms about voting for 'alternative conservative' (ie Palmer Party versus LNP).

We just need to figure out a way to get Labor and Palmer to make that promise, leaving the LNP like a shag on a rock.

More noise from LNP members last week, in the light of the bridge strike at Palmwoods saying they are 'lobbying hard' for duplication (as though they are in Opposition still) despite having said before the election that an 'immediate start' was warranted.  The solution could be to bring forward duplication either side of Palmwoods and through town, remove the bridge altogether and allow town to develop.  It can't while railway track is where it is.

From the QR Annual Report:

"Queensland Rail Travel provides long distance services throughout regional Queensland. In FY2012/13, more than 750,000 passengers
travelled with Queensland Rail along the Queensland coast, west to Charleville, Longreach and Mount Isa, as well as along the
Kuranda Scenic Railway."

How many long-distance passengers would use trains that traverse the Sunshine Coast and North Coast Lines? (Three-quarters, or 500,000?)

Brisbane-Cairns, Brisbane-Rockhampton, Brisbane-Bundaberg and Brisbane-Longreach long-distance passenger trains travel via the Sunshine Coast Line.  These passengers are not counted in the CityTrain passenger statistics.  However, they add considerably to the number of QR passengers using the Sunshine Coast Line.  The overall figures demonstrate the significance of this line to the QR network.

Yet it remains the line with the greatest deficiencies.

Query:  Are those Translink customers who use the Caboolture-Nambour rail-buses counted as 'rail' customers or as 'bus' passengers; and therefore not considered when QR determines the number of people travelling by train between Brisbane and Nambour?

Quote from: Stillwater on December 21, 2013, 15:46:51 PM
Query:  Are those Translink customers who use the Caboolture-Nambour rail-buses counted as 'rail' customers or as 'bus' passengers; and therefore not considered when QR determines the number of people travelling by train between Brisbane and Nambour?

IIRC, Route 649 passengers are counted as "bus passengers", and are not counted in QR's statistics.  Note that KBL has since repainted the 'railbuses' into the TransLink livery a few years ago, and KBL has been operating the 649 as a standard route.  I noticed KBL are trying put the 'former' railbuses on the route where possible, but any other type of bus can be found on the 649 as well. 

This is as opposed to having dedicated uniforms and dedicated buses with the Maroon and Gold QR livery when the 'Railbus' first started.

I would assume according to the TransLink Bus Review (which has the data of all bus routes including the railbuses of the Lockyer Valley), Route 649's bus patronage is very low.   OFC, it was kept for obvious reasons (to 'supplement' the rail service in weekday off-peak).

 :-t  Thanks Arnz. 

Worthwhile noting that the railbus users are considered as 'bus travellers', not rail travellers.  It tends to distort the statistics, doesn't it!  These are people who would use rail if they had a choice.

Couple that with the 400,000 to 500,000 passengers using the line as passengers in long distance passenger trains (stopping at Caboolture, Landsborough, Nambour, Cooroy and Gympie) and the patronage would be well up there with Brisbane suburban lines.

Quote from: Arnz on December 21, 2013, 16:47:46 PM

Quote from: Stillwater on December 21, 2013, 15:46:51 PM
Query:  Are those Translink customers who use the Caboolture-Nambour rail-buses counted as 'rail' customers or as 'bus' passengers; and therefore not considered when QR determines the number of people travelling by train between Brisbane and Nambour?

IIRC, Route 649 passengers are counted as "bus passengers", and are not counted in QR's statistics.  Note that KBL has since repainted the 'railbuses' into the TransLink livery a few years ago, and KBL has been operating the 649 as a standard route.  I noticed KBL are trying put the 'former' railbuses on the route where possible, but any other type of bus can be found on the 649 as well. 

This is as opposed to having dedicated uniforms and dedicated buses with the Maroon and Gold QR livery when the 'Railbus' first started.

I would assume according to the TransLink Bus Review (which has the data of all bus routes including the railbuses of the Lockyer Valley), Route 649's bus patronage is very low.   OFC, it was kept for obvious reasons (to 'supplement' the rail service in weekday off-peak).

The railbuses used to be managed and administrated by a section underneath Queensland Rail (in fact, my former supervisor at TL was the manager of those railbuses and the Citytrans initiative, which in itself was an experimental version of the now TransLink integrated ticketing system).  A few years after TransLink came on board, route 649 was transferred over to TransLink and placed as a normal TransLink route.

Thanks for that explanation SBT.

It shows that QR is relying on distorted data when it comes to calculating patronage on the Sunshine Coast Line.  Each of the buses calls at railway stations along the route in lieu of trains.  There's no question that if trains were available all the bus passengers would use that mode of transport.

This is an issue worth pursuing further.

Problem is that the railbus patronage is very low (according to the go card data from certain periods in the TransLink Bus Review), so it wouldn't add much to the statistics if it was included.

The issue is that the inconvenience of travel on the SCL is a disincentive to people using the line.  Why take a bus when a train is what's wanted?  Why take half as much again to travel by bus than by train, especially when the train trip is slow already.  Undertakings have been given (by both sides of politics) about track duplication / upgrades, later repudiated.  It is a policy to make the corridor a chore to use.  That conflicts with stated government strategies to decentralise and have people living outside Brisbane.

One opportunity to highlight the deficiencies of the SCL /NCL presents itself next year -- the 125th anniversary of completion of the North Coast Line to Gympie.  The line was built from Gympie South and north from Nambour progressively, meeting at Cooran.

Local community probably hasn't kept track of the timing, but RailBOT, perhaps, could focus on the 'steam train' alignment that has not changed much over time.

http://www.cooran.com.au/town-history/

Sunshine Coast Daily --> Has LNP squandered its goodwill already? (http://www.sunshinecoastdaily.com.au/news/has-lnp-squandered-its-goodwill-already/2121995/#.UrZn9rqu5ZM.twitter)

A Coast that hasn't seen anything much from the election of a gaggle of LNP Ministers could easily turn to Palmer Party candidates or (as with the case of Mr Peter Wellington MP Nicklin) conservative independents at the next state election.  The LNP would have itself to blame for such an outcome.  Duplication to Nambour is a major issue.  Local agitation will ensure that it will be an issue that haunts local LNP Members, including Mr Andrew Powell MP Glasshouse who made great play of rail to the Coast in his electioneering.

Quote from: Stillwater on December 21, 2013, 23:34:16 PM
The issue is that the inconvenience of travel on the SCL is a disincentive to people using the line.  Why take a bus when a train is what's wanted?  Why take half as much again to travel by bus than by train, especially when the train trip is slow already.  Undertakings have been given (by both sides of politics) about track duplication / upgrades, later repudiated.  It is a policy to make the corridor a chore to use.  That conflicts with stated government strategies to decentralise and have people living outside Brisbane.

Yep, hits the nail on the head !
A chore is significant understatement IMHO.

The disincentive to use the line based upon its service frequency and length (time-wise) of travel, is unique and unparalleled.
On top of that there is the freight and long-distance services all competing for line space.

Quote from: ozbob on December 22, 2013, 14:31:05 PM
Sunshine Coast Daily --> Has LNP squandered its goodwill already? (http://www.sunshinecoastdaily.com.au/news/has-lnp-squandered-its-goodwill-already/2121995/#.UrZn9rqu5ZM.twitter)

From the story...

To date, the Sunshine Coast has seen little return from the five Cabinet ministers and Speaker elected to the Government from this region. Business confidence is up, a sentiment clearly linked to the election of Coalition State and Federal governments. But the Coast's economy remains moribund with no signs, apart from the previous Labor government's regional hospital now being built, of any solid commitment to spending on improved rail, road or air links.

...
Next year may prove to be a year of greater focus on electorate priorities for Coast ministers wary of the loss of the once-safe federal LNP seat of Fairfax and the potential of the conservative United Australia Party to establish itself as powerful presence in Queensland politics.

Bill H.  has nailed it alright ...    :ttp:

News this morning from QR sources is that a review of staffing levels at SCL railway stations is underway.  The criteria on which the review is being conducted are not known, but staff have been told that some staffed stations will stay open longer and some stations currently with staff will be 'de-manned' (no staff at all).  Glasshouse was mentioned as one such station 'in the gun.'

Staff have been told the result of the review will be made known 'next year', but no month has been given.

Anyone able to assist with further information?  Is the review limited to the SCL, or is it network-wide?

The sources mentioned that 'contracting out' some staffing was on the table.

QuoteIs the review limited to the SCL, or is it network-wide?

Do not know for sure, but i'd imagine it would be network wide IMO.

Hasn't this been happening for a while now across the whole network? ie cover the morning shift at station Y and then do the afternoon shift at station X. Certainly has been the norm for a while now on the Caboolture line.

Quote from: HappyTrainGuy on December 23, 2013, 15:30:10 PM
Hasn't this been happening for a while now across the whole network? ie cover the morning shift at station Y and then do the afternoon shift at station X. Certainly has been the norm for a while now on the Caboolture line.

I know a few stations on the Cleveland line has that set up, and has been like that for over a decade.  Hemmant comes to mind where the Station Officer will do a morning peak hour shift and then head to another station (in the past, Coorparoo or Morningside) to complete their day.

Yeah, its been around for a long long long time. Nothing to concerning to be honest. Makes the best use of resources for stations where staff end up twiddling their thumbs halfway through their shift.

I know Cleveland is no longer a 'first till last' station, by memory the staff finish at 2200 on the weekdays, earlier on the weekend.

As HTG said, 1 group of station staff looks after 3-4 stations. 

For example, up on the coast, Beerwah, Glasshouse and Landsborough are manned by the same staff pool based out of Landsborough.  In other words, Landsborough staff mans 3 stations at once.

One person staffs Glasshouse in the morning, then does Beerwah in the early afternoon. 
Beerwah is staffed by the morning staff member, then he moves to Landsborough in the afternoon, and so forth.

Palmwoods is also staffed just in the morning and then the stationmaster moves to Nambour for the remainder of the day.

Jeff Addison ‏@Jeffrey_Addison  1h

#2tracks to #Nambour. #ALP timeline 2031. #LNP timeline 2031. #Fairfax #Nicklin #auspol #qldpol #SunshineCoast
pic.twitter.com/mpZ1O3JGwL (http://pic.twitter.com/mpZ1O3JGwL)

If the staffing review results in de-manning of Palmwoods station, maybe we could quote this media release back at Mr Powell MP:
http://www.andrewpowell.com.au/2011/11/25/powell-media-release-lnp-forces-labor-to-scrap-plan-to-leave-palmwoods-station-unstaffed-25-november-2011/

It is pretty clear at State and a Federal level that any promise, policy or position whilst in opposition has no relevance once in Government. In fact most references to anything said in opposition is usually removed from public record

 :-r :fp: :bo

Quote from: Stillwater on December 30, 2013, 17:39:13 PM
If the staffing review results in de-manning of Palmwoods station, maybe we could quote this media release back at Mr Powell MP:
http://www.andrewpowell.com.au/2011/11/25/powell-media-release-lnp-forces-labor-to-scrap-plan-to-leave-palmwoods-station-unstaffed-25-november-2011/

Powell Media Release – LNP forces Labor to scrap plan to leave Palmwoods station unstaffed (25 November 2011)


The State Opposition has forced the Bligh Labor Government to scrap a plan to leave 16 train stations unstaffed after the LNP raised concerns about the safety of public transport users.

Shadow Transport Minister Scott Emerson said Queensland Rail last night ruled out stripping Palmwoods station of staff after the LNP warned of the impact on commuter safety.

"This is a win for commuter safety but the fact that this failed Labor government was planning to strip the stations of staff, including at crime 'hot spots', shows just how out of touch the Bligh government has become," Mr Emerson said.

"Removing staff from these stations would have put commuters at risk with passenger safety essential to increasing rail user patronage.

"Staff will now remain at Palmwoods station, but only because of LNP pressure."

LNP Member for Glass House Andrew Powell said residents deserved an explanation why their train station was singled out by Labor.

"It's no wonder local commuters want a change of government when their safety is considered unimportant by the Bligh government," Mr Powell said.

Mr Emerson said Labor has never had a real plan to encourage the use of public transport.

In fact, under this Government public transport fares are doubling over five years.

"The CanDo team recently announced an LNP government would reward loyal public transport users by reintroducing discounted weekly fares for go card users..

"Regular commuters who have used their go card for nine journeys during a week would be rewarded with all additional trips free of charge. For regular commuters, this will mean a free trip home on Friday afternoon — and free trips all weekend.

"An LNP government will work hard to improve our public transport system.

"Only the CanDo team will invest in crucial infrastructure."

You have my support for ever, to get this mess sorted.

The shambles that is SCL is something, that I can not live with, unless I endeavor to get it improved.

Dances of trains is a QLD thing hey? Hey??

It is one thing to shift staff around to use resources efficiently, but if the result of the current review is that stations that currently are staffed wont be in future, Mr Powell's credibility is shot, given his previous public statements (above).

Before the state election, he was calling on the then Labor Government to begin duplication north of Beerburrum 'immediately'.  His current position is that he will 'do his best' to meet the Labor deadline of 2031 for duplication to Nambour.

He even sponsored two three petitions to Parliament seeking an immediate start on construction.  Mr Powell has been ducking for cover ever since.

(Modified - see below)

 "An LNP government will work hard to improve our public transport system.

"Only the CanDo team will invest in crucial infrastructure."

Seems like about all CanDo and team intend to do or can do is a lot of hot air, excuses and nothing practical.
It would be logical that work should be stared on the construction of the new station at Palmwoods and duplication of the line on the new alignment both north and south of that station for about one kilometer which would provide an extended crossing loop for freight services as well as releasing the existing alignment for development.
As the greatest advantage of this staged duplication of between Beerburrum and Nambour would be for freight services funding should be available from the Commonwealth Government

Thanks mu, I think you have nailed it ...

:lo

With you 100 per cent, Mu.  The solution to ending the bridge strikes at Palmwoods is to build the proposed duplication alignment through that town, linking back into the single track at either end.

Quote from: Stillwater on December 30, 2013, 20:27:39 PM
With you 100 per cent, Mu.  The solution to ending the bridge strikes at Palmwoods is to build the proposed duplication alignment through that town, linking back into the single track at either end.

:-c :-t

Quote from: Stillwater on December 30, 2013, 19:54:59 PM
It is one thing to shift staff around to use resources efficiently, but if the result of the current review is that stations that currently are staffed wont be in future, Mr Powell's credibility is shot, given his previous public statements (above).

Before the state election, he was calling on the then Labor Government to begin duplication north of Beerburrum 'immediately'.  His current position is that he will 'do his best' to meet the Labor deadline of 2031 for duplication to Nambour.

He even sponsored two THREE petitions to Parliament seeking an immediate start on construction.  Mr Powell has been ducking for cover ever since.

Minor correction

Thanks for the correction, FF -- make the sin worse by another third!

"On the first occasion (e-Petition 1565-10) in November 2010, Mr Powell requested that 'the House revise the timeframes published in the South East Queensland Infrastructure Plan and Program and deliver the completed upgrades through to Nambour by 2021'. (1).

"On a further 2 occasions (via e-Petition's 1712-11 and 1795-11) in June and October 2011 respectively, he requested that 'the House revise the timetable currently set for 2026-2031 [duplication to Nambour] and allocate the funds required to deliver the project'.(2)

Thanks for the references - handy.  Hey, doesn't Mr Powell live in Palmwoods?  His office is at Maleny, I believe.

From QR's North Coast Line information pack:

"Historically it is anticipated that on the North Coast Line System a minor incident could result in disruption to services for 6 hours and a major incident for 2 days.  Incident recovery is dependent on the nature, severity and location of each unique incident that may occur on this system."

Another extract, although no timeline provided:

Projects identified as possible future improvements include :-

Deviations Nambour-Rockhampton
Rerailing - priority areas Nambour -Parana
Steel Sleeper Replacement - Brisbane -Gladstone

More information:

http://www.queenslandrail.com.au/NetworkServices/Documents/North%20Coast%20Line%20South%20Information%20Pack%20-%20Issue%202%20-%20June%202007.pdf

Why is it that we are getting fewer women and men of principle in politics?  It is interesting that, in a recent on-line poll on the Sunshine Coast Daily website, more than 60 per cent of respondents said they would be voting for the Palmer United Party at the next state election.

On the Sunshine Coast, residents have seen backflips from all their LNP candidates on the issue of rail duplication to Nambour and construction of CAMCOS – saying one thing before the past two elections and essentially following Labor's deadlines for construction once in power.

The evidence about how calculating and contemptuous SC government members can be comes in the form of a newspaper story today quoting our Attorney-General, Mr Jarrod Bleijie.  In late 2009, the then Bligh government proposed laws not as draconian, but similar to the VLAD laws introduced recently by the Newman Government.

In the Parliamentary debate on the proposed Bligh Government laws, Mr Bleijie said:

"We need to resource our Police Service with increased funding and with increased staffing.  This Bill does none of that.  This Bill is an attack on the right of freedom of association.  While it currently is intended for motor cycle gangs, once again this Bill does not mention the term 'bikie' or 'motorcycle gangs', and this piece of legislation could be used against any group that may fall into disfavour, regardless of the purpose of their gathering.

"I say to the people of Queensland, that, with this government, they have something to fear.  This bill encroaches on their personal freedoms and liberties.  A government that tries to remove these freedoms and liberties is a government that is to be feared."

From Mr Bleijie's own mouth, the Attorney-General no less, the Newman Government is a government to be feared.

There are numerous examples of hypocrisy from this government – the promised fare review being one obviously example.

The government's non-action on major transport infrastructure improvement for the Sunshine Coast, in the face of numerous calls for action by the LNP members when Bligh/Beattie were in power is causing people to cast around for who else they can vote for in early 2015.

This year, 2014, must be the year when we call the government, and LNP Sunshine Coast MP's in particular, to account for the back-sliding and sloth.  Otherwise, the evidence is they will be voted out.

Oh for the days when our Parliament had more members of principle, such as Tom Burns – a man respected on both sides of politics.  Mr Bleijie may turn out to be a flash in the political pan.

Here is evidence of how Mr Bleijie is attempting to muddy the waters about PT on the Sunshine Coast, more stalling:
http://www.sunshinecoastdaily.com.au/news/what-does-coast-want/2035367/

Another Sunshine Coast MP who has reneged on what she said she would stand for:

Fiona Simpson MP is no better – full of politics, no action.  Yet she criticised a lack of action on SC transport from Labor.  What's changed under the LNP?  It is what people are asking:

http://www.fionasimpson.com.au/News/StateNews/tabid/70/articleType/ArticleView/articleId/689/Fionas-speech--Connecting-SEQ-2031.aspx

LNP members on the SC had a glossy brochure Integrated Transport Plan for the Sunshine Coast (similar to the glossy plan for which she criticised Labor.  What's changed?

http://www.fionasimpson.com.au/News/LocalNews/tabid/69/articleType/ArticleView/articleId/50/LNP-launches-plan-to-improve-access-to-the-new-Coast-hospital.aspx

Two years ago, this is what Fiona Simpson said she would stand for:

Maroochydore's Local Plans
3 February 2012
Categories: Plans

Fiona Simpson's local plan:
1   Cut the cost of living by reducing water and electricity prices up to $330 per year for families and freezing car registration on the family car
2   Build the Sunshine Coast University Hospital on time and on budget
3   Fight for a Sunshine Coast integrated transport plan to ensure properly planned local infrastructure and services for the future

What does she stand for now?  Why should we believe her?

I think the best chance is to start dialogue with PUP. Clive Palmer knows the value of rail - he moves his coal on it. Being a business person he'd also know the value of freight rail and access to the Port of Brisbane. Try it.

Quote from: Lapdog Transit on January 14, 2014, 20:39:09 PM
I think the best chance is to start dialogue with PUP. Clive Palmer knows the value of rail - he moves his coal on it. Being a business person he'd also know the value of freight rail and access to the Port of Brisbane. Try it.

Unfortunately, Clive doesn't appear to be interested in anything other than national attention grabbing antics (twerking or making outrageous claims) and things that will just benefit his businesses e.g. airport expansion (to provide patronage for his beloved Coolum resort).

An acquaintance of mine went to see him about an immigration matter and was turned away by his office.
The correct response would have been to write to the Minister on the person's behalf.. anyway I digress.

I have tried numerous times to get in contact with him via his website (pre-election) and Twitter (pre and post-election) to meet with him to discuss why rail duplication is needed.
I even sent him my report documenting the case.

He is under the mistaken apprehension that the timetable just needs to be looked at and station infrastructure improved.
HE HAS NO IDEA and shows absolutely no interest in actually achieving anything for this long neglected Federal seat of Fairfax.

He'll talk about everything that isn't part of his electorate (e.g. Christmas Is) and nothing that is (e.g. Rail duplication).

If he wants to be represented in a State election - he will have absolutely no record of achievements to rely on to get him there ...  oh wait, that plan worked before !   :fp:

It's like comparing apples with apples, only his constituents are the biggest losers with no barrels of pork being dished out from either side.

Clive Palmer reminds me of Nicole Johnston, Cr for Tennyson Ward.  :steam:
It was just all dramas and face parades in the newspaper.

In regards to Clive Palmer, just tell him he can stick more and longer coalies if he duplicates the line.  Hence, more $$ for him in the long run with his mining enterprises.  :P ;)

Clive's smart enough to know most of his coal won't be going anywhere near SEQ sadly.

Clive Palmer is nothing but a spoilt brat. He's stuffed up numerous things (e.g. the dinosaur park in the golf course) and only has his self in his political interests. The primary reason he is so interested in running candidates everywhere is to stick it up Campbell Newman and the LNP for kicking him out of the LNP, nothing more. He is not interested in 'saving the country' and 'making it easier for ordinary Australians'. If you look at his policies, he has stated that he agrees with around 90% of LNP policies.

Quote from: Lapdog Transit on January 16, 2014, 21:35:29 PM
Clive Palmer reminds me of Nicole Johnston, Cr for Tennyson Ward.  :steam:
It was just all dramas and face parades in the newspaper.

Nicole Johnston is nothing but a NIMBY who has managed to find her way into council. She will whine about anything. Literally, anything. At least Clive has his own interests in mind, Nicole Johnston is just a whiner and a waste of space.

Lobbying Clive will not be very useful, unless he can somehow find a way to put a dinosaur park at one of the stations, or rename it the 'Clive Palmer line'. Being realistic, I don't see the Sunshine Coast line being duplicated for a while. Heck, the government is being stingy on UBAT, and this is a project which is (arguably) the single most important infrastructure project in the country.

The Sunshine Coast MPs all know the logic of duplicating the SCL to Nambour.  At various times, they have drawn on the logic to push a political barrow.  Unfortunately, that is where the debate sits.  They will contemplate making a promise on duplication only when threatened politically.  Like Superman, they are about to enter the period when they are exposed to political Kryptonite -- the judgement of the people in the lead-up to a state election.  It is the only thing we have got before they are no longer exposed and, once again, they bluff and bluster their way through another three years of doing nothing.

The way to Clive Palmer's heart is to feed him the political ammunition of past undertakings made by the likes of Mr Powell and Ms Simpson, since repudiated.  In turn, he will provide that ammunition to his party's SC candidates -- or maybe the briefings may have to be provided individually to his candidates, once they are known.  PUP can then attack the credibility of LNP sitting members.  (Clive seems to like that.)  It is grubby, it is messy, but it is where politicians want to take this matter.

A new front in the battle -- and the more productive one -- would be to have the mayors of the SC and Noosa stand shoulder to shoulder and demand action from politicians.  Maybe we could draft a letter for both men to sign and send to the Premier.  It would be good, too, if that letter was an open letter, printed in the SCD.  That would put a light to this issue and set the Kryptonite aglow.

So (1) draft a joint mayoral letter; (2) one of us approach [individually, or, alternatively, via Mr R. Dow] the Mayor of the SC and another the Mayor of Noosa.

Clive picks up on the populist causes.  If he thought supporting duplication to Nambour was something in the hearts of the people, and it would represent an opportunity to discredit LNP members, he would throw it out there in his rambling political sprays.

LOL, maybe we could get him to donate the iron ore from which the steel for the extra track could be forged!  Maybe have him suggest that the Chinese build it.  That's the level of his thinking.

Twitter

Jeff Addison ‏@Jeffrey_Addison 23m

Today's front page #SunshineCoast @the_daily. RAILROADED AGAIN?

http://t.co/5VEMIBU6sq

(https://pbs.twimg.com/media/BfLTAxYCcAAfz7F.jpg)

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Twitter

Front page story text of today's #SunshineCoast @the_daily. Why we need #2tracks rail duplication. Main story p7. http://t.co/s7pq3Mre0n

(https://pbs.twimg.com/media/BfLUuKRCcAAIuNj.jpg)

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Twitter

Jeff Addison ‏@Jeffrey_Addison

#2tracks needed #SunshineCoast @the_daily, p7. Billion-dollar trains 'slowed by Coast rails' Tweet 3 of 3 http://t.co/aNsFJMzOAv

(https://pbs.twimg.com/media/BfLWy0DCAAADFWI.jpg)

Article: Billion-dollar trains 'slowed by Coast rails'
Sunshine Coast Daily
by Kathy Sundstrom |
30th Jan 2014 11:55 AM


THE State Government says a multi-billion-dollar contract to deliver 75 new trains in south-east Queensland will provide "more services" for the Sunshine Coast.

But regular commuter and rail advocate Jeff Addison cannot see how this will be possible.

At present, 42% of the Sunshine Coast's existing services have to be rail/bus because of the antiquated railway line.

And with a single-line track, no matter how fast or new the train is, it unlikely to exceed the current maximum fastest average speed of 59kmh on the route to Brisbane.

Mr Addison said infrastructure restrictions were "killing the use of transport between us and the CBD".

"My question is what it will mean for the Sunshine Coast when the State Government says we will get 'more trains more often'," Mr Addison said.

"We got 10 weekly services out of this recent round of additions. The Gold Coast got 93."

Treasurer Tim Nicholls and Transport and Main Roads Minister Scott Emerson announced yesterday Bombardier NGR Consortium has been contracted to design, build, finance and maintain the new trains under a 32-year contract valued at $4.4 billion.

The contract would save taxpayers "more than $11 million per train", based on government calculations.

"The contract will deliver the new trains over the next five years and maintenance for a 32-year operational

period, at a fixed price, so there are no hidden surprises for taxpayers," Mr Emerson said.

"This investment will increase the capacity of our rail fleet by about 30% and will mean more trains more often."

No further detail could be provided as to how services to the Sunshine Coast would be increased, except an assurance it would happen.

Mr Addison hoped the saved money would be used "to improve our Sunshine Coast services".

His peak home journey on Tuesday still involved standing for 35 minutes from Roma St station to Petrie station with "about 22 people unable to find seats".

The new 4.22pm service was not full, but he said that was a time when many people were yet to finish work.

He had nearly a 30-minute wait for the rail bus at Landsborough station.

Mr Addison said the "high fares and our poor frequency mixed with slow speeds is severely hampering the use of public transport between Brisbane and the Coast". The first of the new trains will start running next year.