RAIL - Back On Track Forum

QuoteABC Radio are interested in have a chat on air about this.  I will be doing an interview with host Rebecca Levingston ABC Radio Brisbane Mornings around 10.05 am tomorrow (26th May 2020).

Been held over till next week ... 

Couriermail --> Mammoth $5.4 billion project drives hiring spree

QuoteQUEENSLAND'S biggest infrastructure project is hiring, with jobs and contracts available now to work on the $5.4 billion Cross River Rail.

The project, which has been described as a heart bypass that will unclog southeast Queensland's rail network, will create 450 apprenticeships and traineeships, as well as work for subcontractors, with 90 per cent of firms working on the underground river crossing and rail work being Queensland-based, its builders say.

The Cross River Rail Delivery Authority has set up a ­tendering portal for businesses looking to secure work, while there are also positions available with the delivery authority itself and major contractors CPB and its partners.

More than 1800 people are currently working on the project across eight sites, with numbers expected to reach 3000 as it ramps up.

With construction expanding, expressions of interest have now opened to fill positions for trades and labour, support and rail positions from carpenters and form workers to riggers, storepeople, human resources, engineers and rail yard workers with major contractor CPB and the delivery authority itself.

Construction is pouring $2.8 million a day into the Queensland economy – jumping to $4 million a day as it ramps up even further through the second half of the year – and currently employs 1800 across eight sites.

The 10.2km railway line will run from Dutton Park to Bowen Hills and include 5.9km of twin tunnels under the river and Brisbane CBD and four new underground stations at Boggo Road, Woolloongabba, Albert Street and Roma Street, as well as upgrades at other stations.

The project is projected to take 47,000 people off roads and offer a turn-up-and-go train timetable.

Matthew Martyn-Jones, CRRDA general manager of strategy and people, said that job numbers were growing, while the apprenticeship ­program offered a legacy of skilled tradespeople.

"It's only going to get bigger," Mr Martyn-Jones said.

"We've got about 1800 ­people working on the project now and in a couple of years from now that will peak at over 3000 people in 2022.

"It's growing all the time and that's fantastic because in the middle of this crisis that started as a health crisis but has morphed into an economic downturn keeping as many people working has been a real primary challenge for us over the last three months.

"It's been a challenge but we've been able to sustain the momentum.

"Through the life of the project we've got a commitment to deliver the equivalent of 450 trainees and apprentices and we see that as being something that is a real legacy."

JOB OPPORTUNITIES

Expressions of Interest from industry and experienced Trades and Labour professionals for the Cross River Rail TSD project across the following disciplines:

TRADES AND LABOUR VACANCIES

Apprentice/Traineeship

Carpentry Trades/Formworker

Crane Operator

Concreter/Concrete Finisher

Dogman

Operator

Rigger

Scaffolder

Steel Fixer

Trades Assistant/Labourer

Tunneller

Yardperson/Storesperson


SUPPORT VACANCIES:

Engineering

Finance

Project Management

Contracts & Procurement

Quality

Health & Safety

Supervisory

Human Resources

Administration

RAIL VACANCIES:

Rail civil and electrical works

Brownfield rail surface works primarily to the north of the tunnel, including an upgrade of Exhibition Station and a major augmentation of Mayne Yard

Upgrade of six suburban stations to the south

Rail operational systems works

Rail signalling works and communication, and integration and commission activities.

CRRDA VACANCIES:

Director Customer & Operational Integration

Customer and Travel Behaviour Manager

HR Business Partner

HR Adviser

Visit https://crossriverrail.qld.gov.au/contact-us/jobs-contracts/ for jobs

Cross River Rail Works around the Roma Street precinct this evening

Couriermail --> The tunnels that will transform Brisbane


" Work at the Roma St site. " (sic)

It is actually Boggo Road .. good timing DELs LE

Quote

THE tunnellers building Queensland's biggest infrastructure project reckon they can bore two 7m-wide, 5.9km-long tunnels deep under the Brisbane River, Kangaroo Point Cliffs and the CBD and come out within the width of a hand of their target at Victoria Park.

The incredible engineering feat will kick off by the end of the year, when two 100m-long tunnel-boring machines are lowered into the ground at the Gabba.

They will navigate their way underground, plotting a course 45m deep below Brisbane River and skirting below basements, sewers and cables under the CBD.

They expect to travel between 5m and 10m a day, grinding through the same rock that makes up the Kangaroo Point Cliffs on the southside, before transitioning into the Neranleigh-Fernvale beds, such as the grey stone seen in Roma Street Parklands, on the northside.

The Courier-Mail, in conjunction with the Cross River Rail Delivery Authority (CRRDA), is presenting a series looking at the project and what it will bring to the state.

Construction is pouring $2.8 million a day into the Queensland ­economy – jumping to $4 million a day as it ramps up even further through the second half of the year – and currently employs 1800 people across eight sites.

The 10.2km railway line will run from Dutton Park to Bowen Hills and include 5.9km of twin tunnels under the river and Brisbane CBD and four new, underground stations at Boggo Road, Woolloongabba, ­Albert Street and Roma Street, as well as upgrades at other stations.

It is projected to take 47,000 people off roads and offer a turn-up-and-go train timetable that shortens waiting times.

The twin borers are currently been refurbished at Pinkenba after helping build the Sydney Metro.

The 7m boring head carries a ­series of smaller tungsten discs that grind away the rock as they rotate, with the debris carried out behind it.

While the tunnelling is a huge undertaking, CRRDA project manager for tunnels and stations Jeremy Kruger said it will be the massive 200m-long, 17m-high caverns housing the underground stations and platforms that will be the most ­impressive for travellers.

The caverns are being mined out under the feet of Brisbane city workers, with underground teams removing the soil and spraying concrete on the walls to build the space for the platforms. Mining work is under way at Roma St, while work continues to drop the main shaft down to platform levelling at Albert St, ready for mining work to begin.

Exclusive aerial photos released to The Courier-Mail show the extent of the massive project that has been described as a heart-bypass operation that will unclog the rail network across the southeast.

FAST FACTS

● Train tunnel will be 5.9km long from Boggo Rd to beyond Roma St.

● At its deepest point, the tunnel will be 45m below the surface of the Brisbane River.

● 18 active worksites around Brisbane will be established by the end of 2020.

● There will be four new underground stations at Boggo Rd, Woolloongabba, Albert St and Roma St.

● Cross River Rail is due to be completed in 2024 at an expected cost of $5.4 billion.

^

https://twitter.com/ozbob13/status/1265293652261171202

https://twitter.com/ozbob13/status/1265294186368004096

Quote from: verbatim9 on May 27, 2020, 00:02:47 AM
Cross River Rail Works around the Roma Street precinct this eveing

Thanks for the photographs. Very interesting. 

Quote from: ozbob on May 27, 2020, 01:24:12 AM

Quote from: verbatim9 on May 27, 2020, 00:02:47 AM
Cross River Rail Works around the Roma Street precinct this eveing

Thanks for the photographs. Very interesting. 

Couriermail --> $20b plan to revitalise 'under-utilised' parts of Brisbane

QuoteFIVE new precincts being built as part of the $5.4 billion Cross River Rail project will be a catalyst for up to $20 billion of economic development over 10 to 15 years and the jobs that come with it.

The areas around five of the stations – Roma Street, Albert Street, Boggo Road, Woolloongabba and the Exhibition cover a total of 22 hectares inside the inner-city.

The Cross River Rail Delivery Authority (CRRDA) has started on plans to transform what is described as under-utilised parts of inner-city Brisbane, talking to industry about what can be done to take advantage of the new mass transit links.

Among the highest-profile work is at Woolloongabba, where plans could include a new concourse to the popular Gabba sports ground, while at Roma Street, Brisbane Live could transform the area.

Brisbane Live, the CRRDA says, has the potential to deliver 450 jobs per year during construction, with 1000 jobs in the peak year and 600 ongoing jobs once operational.

The 6.5ha Woolloongabba site also has scope for new open spaces, residential housing, commercial offices and retail that will give the Gabba precinct a new town centre.

At the Boggo Road/Princess Alexandra Hospital precinct, the CRRDA says there is an opportunity to further develop what is already a world-class health, science and education precinct.

Albert Street Station would have new bars, cafes and potentially commercial developments in the rapidly changing city centre, serving the massive $3.6 billion Queen's Wharf development and the Eagle Street precinct.

Exhibition, which is currently open only for a fortnight for the Ekka, will be a new high-capacity station open year-round to service thousands of workers and visitors to the Royal Brisbane and Women's Hospital, as well as the growing King St lifestyle precinct.

The Courier-Mail, in conjunction with the Cross River Rail Delivery Authority, is presenting a series looking at the project and what it will bring to the state.

State Development Minister Kate Jones said the massive project would transform swathes of Brisbane.

"We're not just laying train tracks. We're building entire precincts around our new stations," Ms Jones said. "This strategy will leverage around $20 billion worth of private sector investment in our city.

"A world-class entertainment precinct and a world-class health and education hub are all part of the detailed planning we're doing as part of Cross River Rail. This project is allowing us to open up prime land in the CBD to help Queenslanders and promote private sector investment."

Ms Jones said the massive underground tunnel and rail project was already creating hundreds of jobs for Queensland businesses, such as one at Clontarf, providing the piles needed to sink the shafts down to platforms.

"Avopiling supports 38 workers - people who have had job security during this pandemic thanks to Queensland's largest infrastructure project. This is one of more than 400 local businesses who have already benefited from our $5.4 billion Cross River Rail investment. More than 90 per cent of the contracts have gone to Queensland-based businesses."

http://statements.qld.gov.au/Statement/2020/5/27/cross-river-rail-delivering-more-local-contracts-and-more-local-jobs

Media Statements

Minister for State Development, Tourism and Innovation
The Honourable Kate Jones

Wednesday, May 27, 2020

Cross River Rail delivering more local contracts and more local jobs

Minister for State Development Kate Jones has today visited Redcliffe Peninsula business Avopiling at Clontarf, one of a growing number of Queensland businesses benefitting through the Palaszczuk Government's investment in Cross River Rail.

Avopiling has been awarded two Cross River Rail subcontracts worth close to $6 million.

State Development Minister Kate Jones said the Clontarf business was a great example of the role the Palaszczuk Government is playing in supporting Queensland businesses through the COVID recovery.

"Major State Government-funded infrastructure projects are crucial to Queensland's economic recovery," she said.

"Right now, Cross River Rail is already supporting more than 2,000 jobs. At the height of construction, that number will be more like 3,000.

"But it's the flow-on effects to local businesses like Avopiling that will help to stimulate our economy when we need it most.

"Avopiling supports 38 workers - people who have had job security during this pandemic thanks to Queensland's largest infrastructure project.

"This is one of more than 400 local businesses who have already benefited from our $5.4 billion Cross River Rail investment.

"More than 90 per cent of contracts have gone to Queensland-based businesses."

Ms Jones said at Woolloongabba, more than 300 piles have been driven into the earth to support a brand new underground station.  At Albert Street, piling is still under way with almost 100 piles already used.

"Local contracts mean local jobs – that's what this project is all about," Ms Jones said.

"Avopiling has been operating out of their Clontarf facility for more than 15 years. And they've been working on Cross River Rail since November last year.

"They had two piling rigs and 11 workers putting in over 300 piles at Woolloongabba and now have one rig with eight workers at the Albert Street station.

"The Premier has made it very clear – she wants to see Cross River Rail delivering as many local benefits for Queensland companies as possible.

"As work ramps up, we'll continue to prioritise local companies, to help Queenslanders doing it tough."

Attorney General and Member for Redcliffe Yvette D'Ath said Cross River Rail was vital for many construction subcontractors struggling due to COVID-19.

"Avopiling is a great local company that's benefitting from Queensland's largest-ever infrastructure project," she said.

"This is exactly why our government is investing in major infrastructure projects – to create opportunities for local companies.

"We'll continue to back projects that keep people employed and support great companies like this one in my community."

While visiting the Clontarf workshop, the Minister and local Member also met with young female Graduate Engineer Thenuja Srikanthan.

"It was great to meet Thenuja who's following in her father's footsteps in the construction and working on the Cross River Rail Woolloongabba work site while she completes her Geotechnical Engineering degree," Ms Jones said.

Ms Srikanthan said the experience working on this megaproject was a great step forward for her career.

"My dad used to work at Avopiling, and when I had the chance to enter the construction industry and work with them on Cross River Rail I jumped at it," she said.

"I've had the opportunity get practical on the job experience and learn a lot while working at Cross River Rail's Woolloongabba site."

Ms Jones said the increased work for the Clontarf business not only meant more jobs at the worksite but also meant more investment in equipment and maintenance.

"We're seeing local subbies, hiring local workers and investing in new machinery," Ms Jones said.

"This is putting Queensland companies in a better position to win even more contracts in the future."

For more info or to apply for contracts, visit crossriverrail.qld.gov.au

ENDS 

Couriermail --> New system to propel commuters into the future

QuoteA HI-TECH train tracking system combined with the $5.4 billion Cross River Rail tunnels will mean passengers will see more trains more often – up to 24 an hour – on the southeast Queensland rail network.

The European Train Control System (ETCS) means trains can be run closer together on the tracks with beacons along the line feeding back information to the driver and the control centre, as well as more accurate real time schedules for passengers.

The Cross River Rail twin tunnels under the Brisbane River will end the Merivale single bridge bottleneck choking the rail system, the project delivery authority says, and, together with the European Train Control System, will enable up to 24 trains per hour by 2036.

On top of the futuristic train management system, the Cross River Rail Delivery Authority has also created the state's most detailed digital 3D computerised map, creating a 17km digital model of the project.

The virtual Cross River Rail has helped engineers design the mammoth building project as well as guided planners to plot the best way to move passengers in and out of the stations 30m below ground.

The digital model of the whole project includes concepts of what the stations and the precincts surrounding them might look like in 2025, after the project's completion.

State Development Minister Kate Jones said Cross River Rail would help give southeast Queensland among the best public transport systems in the country.

"When I went to Melbourne as a 16-year-old, I was staggered at how quickly and easily you could catch a train, tram or bus," Ms Jones said.

"Queenslanders couldn't dream of that kind of integrated transport system in the early 1990s.

"Through Cross River Rail, we're building one of the most modern, quickest transport systems this country has ever seen.

"A new turn-up-and-go transport system will allow commuters to arrive at a station in peak hour and jump on a carriage in five minutes. It will be transformational. It will really have an impact on people's lives."

The Courier-Mail in conjunction with the Cross River Rail Delivery Authority is presenting a series looking at the project and what it will bring to the state.

Construction of the project is pouring $2.8 million a day into the Queensland economy – jumping to $4 million a day as it ramps up even further through the second half of the year – and currently employs 1800 people across eight sites, peaking at more than 3000.

The 10.2km railway line will run from Dutton Park to Bowen Hills and include 5.9km of twin tunnels under the river and Brisbane CBD and four new, underground stations at Boggo Road, Woolloongabba, Albert Street and Roma Street as well as upgrades at other stations.

It is projected to take 47,000 people off roads and offer a turn-up-and-go train timetable that shortens waiting times.

Well, that it is rather a vacuous article ... 

The spin BS is making me want to vomit.

Stay mad.

May 28, 2020 Roma Street and Albert Street

The buildings are coming down much faster at Roma Street compared to the  demolition timeline of the Executive Building a year or two ago.

Couriermail --> The transformation of Brisbane's Roma St station

QuoteDIGGING up Brisbane's inner city stations to make way for the massive Cross River Rail underground has thrown up fascinating items that show the city its past.

The most obvious change taking place for the massive underground is the demolition of the Roma St Transit Centre, among the least lovely buildings in the city.

From essential passenger and produce gateway into Queensland's "big smoke", to last glimpse of home before being moved north to the war, Roma St station has played a major role in the city.

According to a history of the station compiled as part of the demolition and construction of the new 'grand central' station, the then location of the Brisbane City Travelodge opened on August 18, 1986.

The special introductory offer was rooms at $66 per night, with some described as having 'luxury' facilities, including remote control TV's and not just one but two direct dial telephones.

The new underground Roma Street station will see it become Brisbane's 'Grand Central', connecting passengers with the existing suburban bus and rail networks, as well as regional and interstate bus and train services.

On average, over 46,000 people are expected to use the new Roma Street station each week day by 2036.

Construction update Mayne Yard north train stabling facility
https://s3-ap-southeast-2.amazonaws.com/cross-river-rail/wp-content/uploads/2020/05/29095018/0034-WN-Construction-update-Mayne-Yard-north-May-2020.pdf

QuoteFrom mid-June 2020, the UNITY Alliance will commence construction within the northern area of Queensland Rail's train stabling facilities at Mayne Yard as part of the Cross River Rail project.

As part of Cross River Rail, new train stabling facilities, employee offices and maintenance facilities, fencing and car parking will be built at Mayne Yard north.

What to expect

During construction, you may notice some minor disruptions such as:

    Increased levels of localised noise and dust from the use of machinery and equipment such as excavators, bulldozers, graders, mobile cranes, trucks, frontend loaders and light vehicles.
    Increased construction vehicle movements on local roads and within the project corridor
    Delivery of plant, materials and equipment to the project corridor via Lanham Street, Bowen Hills
    Small power tools, drills, rail saws, minor vibrating equipment and mobile lighting towers to light the work areas at night if required.

Out-of-hours work

Some out of hours works will be required during the construction of the new Mayne Yard stabling facilities.

We will notify any impacted residents or businesses ahead of any out-of-hours works taking place. We will continue to work closely with our neighbours as we deliver the Cross River Rail project and we will update you as work progresses.

Every effort will be made to keep disruption to a minimum for residents and businesses in close proximity to the project site.

We appreciate your patience during construction and will continue to update you as work progresses.

Noted they were pulling down the big lighting towers yesterday.

Queensland Parliament Hansard Ministerial Statements

https://www.parliament.qld.gov.au/documents/hansard/2020/2020_06_17_DAILY.pdf

Cross River Rail; Gold Coast, Theme Parks

Hon. KJ JONES (Cooper—ALP) (Minister for State Development, Tourism and Innovation)
(9.53 am):

Through our Unite and Recover plan, we are investing in construction to rebuild
Queensland's economy and support local jobs during these tough times. Our government understands
that by building infrastructure, we drive private sector investment and also keep thousands of
Queenslanders in work, bringing home a pay packet to their families when so many thousands have
lost their job. That is why yesterday in this House the Premier unveiled in stage 2 of our Unite and
Recover economic plan a further $100 million stimulus package for housing construction works. This
comes on top of our commitment to continue with our more than $50 billion investment in infrastructure
to keep people in work.

I am proud to announce that today we will witness a great milestone on Queensland's largest
ever infrastructure project. Today I can confirm that workers are now assembling road headers so they
will be ready to start tunnelling the station cavern on the largest Cross River Rail site. No matter where
we look throughout the city, construction is ramping up to deliver Brisbane's first underground. At Boggo
Road workers have driven in more than 120 piles to form the foundations of the new station. At the
Exhibition site they have established a work site and are preparing for demolition. At Roma Street,
demolition is underway, while tunnelling has already reached 31 metres below ground. At Albert Street
workers are building a large acoustic shed to contain dust and noise during construction in the heart of
our city.

Once it is complete Cross River Rail will take around 48,000 cars off the road, making it quicker
and easier to catch a train throughout the whole of South-East Queensland. It is also creating thousands
of Queensland jobs. As we speak, more than 2,000 workers are employed on Cross River Rail and
more than 90 per cent are locals. These are Queenslanders working on a project that will support over
7,000 jobs throughout construction.

We understand that to stimulate Queensland's economy, we must invest in construction and
projects just like this. That is why we are full steam ahead with Cross River Rail. It is not only us that is
full steam ahead; it is also great to see that Queensland's theme parks are coming back on line. Village
Roadshow have today announced reopening dates for Movie World, Sea World and Wet 'n' Wild along
with other major attractions. This morning I was talking to the Village Roadshow CEO, Clark Kirby, and
he said that the staff are over the moon; they are just so excited to be back—

Ms Palaszczuk interjected.

Ms JONES: Thank you, Premier. They are just so excited to be back in the workplace doing what
they love most, which is welcoming tourists and visitors alike back to the Gold Coast's renowned theme
parks. Dreamworld has also announced that they will start reopening their attractions. They will have a
staged reopening of their venues from July. The SkyPoint Observation Deck and Climb will reopen on
10 July and they will continue to announce the opening of other attractions as well.

We can have these attractions open for the school holidays because of the great work that our
government has done in partnership with Queenslanders to keep us safe during COVID-19.

https://twitter.com/ozbob13/status/1275263109179965440

I've been doing some origin-destination analysis. My conclusion is that ease of transfer at Park Road is yet another thing that is ABSOLUTELY CRITICAL to the success of the project.

This is because about as many people from the Beenleigh and Gold Coast lines go to South Bank plus South Brisbane, as go to Central. (Data from March 2019 - busiest month, pre-coronavirus.)



   
   
   
   

From line segment	Total boardings	Within-line journeys	To Central	To South Brisbane + South Bank	To Fortitude Valley + Bowen Hills	To everywhere else + paper tickets
Dutton Park – Salisbury	87412	7419	22291	21514	8280	27908
Coopers Plains – Beenleigh	177667	36447	33976	29872	16075	61297
Ormeau – Varsity Lakes	241647	78723	38780	38355	13782	72007

Brisbanetimes --> Taxpayers fork out $2.1 million for Cross River Rail ads

QuoteQueensland taxpayers have forked out $2.1 million in the past three years to advertise the Brisbane public transport project Cross River Rail.

New figures reveal $1.28 million has been spent on television, newspaper, social media, radio and billboard advertisements spruiking the Palaszczuk government's signature infrastructure project from July 2017 to April this year.

A further $811,992 has been spent on producing the ad content.

Cross River Rail Minister Kate Jones defended the spend in response to an LNP Question on Notice, saying governments must ensure projects are supported and communicated to the public.

"The Cross River Rail Delivery Authority has been charged with responsibility for ensuring the Queensland community is informed of the project's progress, milestones, benefits and activities including construction impacts," she said.

Ms Jones said the LNP should understand this, given they spent $20 million advertising its Strong Choices plan ahead of the 2015 election, a plan that would have seen state assets offered for long-term lease to private operators.

Opposition Leader Deb Frecklington said the government was "spending more time and effort on spin and PR for Cross River Rail than they are on delivering the project".

"Cross River Rail is off-track under Labor, behind schedule and over-budget," she said.

"On top of that, the project has been heavily criticised for selling out local contractors and local jobs.

"Labor should be spending taxpayers' money delivering the project and getting it back on track."

Ms Jones' office disputed the Opposition's claims and said the project remained on budget and on schedule.

Cross River Rail will cost about $5.4 billion to build and will be finished in 2024.

Tunnelling officially began on one of the largest infrastructure project in Queensland's history in May.

A machine is digging twin tunnels to run from Roma Street to Woolloongabba, underneath the Brisbane River.

Quote from: aldonius on June 23, 2020, 15:32:24 PM
I've been doing some origin-destination analysis. My conclusion is that ease of transfer at Park Road is yet another thing that is ABSOLUTELY CRITICAL to the success of the project.

This is because about as many people from the Beenleigh and Gold Coast lines go to South Bank plus South Brisbane, as go to Central. (Data from March 2019 - busiest month, pre-coronavirus.)



   
   
   
   

From line segment	Total boardings	Within-line journeys	To Central	To South Brisbane + South Bank	To Fortitude Valley + Bowen Hills	To everywhere else + paper tickets
Dutton Park – Salisbury	87412	7419	22291	21514	8280	27908
Coopers Plains – Beenleigh	177667	36447	33976	29872	16075	61297
Ormeau – Varsity Lakes	241647	78723	38780	38355	13782	72007

I have this suspicion that Dutton Park will be a mandatory stop for all routes now.  Forcing people to use Boggo Road would be ridiculous given how poor the outcome is there.

The CRR business case estimates about 13,000 daily transfers at Boggo Road
in 2026. (Note again that my previous post's figures are for the whole month.)

That's... well, it's a lot. I think they're tacitly assuming a lot of transfer to/from the busway to take advantage of the much quicker rail journey into the city. Transfers from Beenleigh/Gold Coast services that wouldn't exist with reverse branching (not that there should be reverse branching) should be a couple of thousand each morning, and correspondingly in the evening.

Quote from: SurfRail on June 25, 2020, 13:48:36 PM

Quote from: aldonius on June 23, 2020, 15:32:24 PM
I've been doing some origin-destination analysis. My conclusion is that ease of transfer at Park Road is yet another thing that is ABSOLUTELY CRITICAL to the success of the project.

This is because about as many people from the Beenleigh and Gold Coast lines go to South Bank plus South Brisbane, as go to Central. (Data from March 2019 - busiest month, pre-coronavirus.)



   
   
   
   

From line segment	Total boardings	Within-line journeys	To Central	To South Brisbane + South Bank	To Fortitude Valley + Bowen Hills	To everywhere else + paper tickets
Dutton Park – Salisbury	87412	7419	22291	21514	8280	27908
Coopers Plains – Beenleigh	177667	36447	33976	29872	16075	61297
Ormeau – Varsity Lakes	241647	78723	38780	38355	13782	72007

I have this suspicion that Dutton Park will be a mandatory stop for all routes now.  Forcing people to use Boggo Road would be ridiculous given how poor the outcome is there.

How do you mean? Will some UQ pax elect to exit at Dutton Park and walk across the bridge?

Or would dutton park be used by people instead of changing to a bus to PAH from boggo rd?

^ No, more it's easier to do a cross-platform transfer there if you're going from a CRR service to South Bank.

What they really need to do is put a bridge in to the southern end of Park Road.  Better if they had actually decided to spend some money on the surface platforms so there is a common gated area, but that chance is lost now.

Quote from: SurfRail on June 25, 2020, 20:59:53 PM
^ No, more it's easier to do a cross-platform transfer there if you're going from a CRR service to South Bank.

What they really need to do is put a bridge in to the southern end of Park Road.  Better if they had actually decided to spend some money on the surface platforms so there is a common gated area, but that chance is lost now.

Yep. Judging by all the promo material, the interchange can pretty well be described as "we built a new station next to the old station".

I've made an image to explain it all

https://imgur.com/a/CjhJ8YG

Not only that, i thought they should have dug an underpass at the southern end to avoid going up then down.

Looking through the Mayne track layouts in the changed project versions. Looks like a grade seperated junction in Change 1 at Mayne for CRR/Mains was dropped in Change 4 for a diabolical track layout that defied any operational logic. This has changed to a more sensible track layout, but still not grade seperated in Change 7, but no mention of this change in any literature. Interesting.

Quote from: BrizCommuter on June 26, 2020, 08:38:41 AM
Looking through the Mayne track layouts in the changed project versions. Looks like a grade seperated junction in Change 1 at Mayne for CRR/Mains was dropped in Change 4 for a diabolical track layout that defied any operational logic. This has changed to a more sensible track layout, but still not grade seperated in Change 7, but no mention of this change in any literature. Interesting.

Do you have a diagram or link to one for these changes Briz? No doubt they are not giving us the best solution, it's not in their DNA.

Is this what you are referring too?

http://eisdocs.dsdip.qld.gov.au/Cross%20River%20Rail/project-change-7/Volume%202/General%20arrangement%20drawings/general-arrangement-24.pdf

I think the far most eastern track needs to connect to CRR via a tunnel.

Quote from: kram0 on June 26, 2020, 13:11:44 PM

Quote from: BrizCommuter on June 26, 2020, 08:38:41 AM
Looking through the Mayne track layouts in the changed project versions. Looks like a grade seperated junction in Change 1 at Mayne for CRR/Mains was dropped in Change 4 for a diabolical track layout that defied any operational logic. This has changed to a more sensible track layout, but still not grade seperated in Change 7, but no mention of this change in any literature. Interesting.

Do you have a diagram or link to one for these changes Briz? No doubt they are not giving us the best solution, it's not in their DNA.

Is this what you are referring too?

http://eisdocs.dsdip.qld.gov.au/Cross%20River%20Rail/project-change-7/Volume%202/General%20arrangement%20drawings/general-arrangement-24.pdf

I think the far most eastern track needs to connect to CRR via a tunnel.

I will probably write a blog post with screen shots of the changes. The version 7 layout is flexible but the grade junctions will affect capacity and reliability.

I can't make sense of the General Arrangement maps.  It doesn't seem like there is any way for northbound trains from Bowen Hills to get onto the northbound CRR. Also the plans for the construction areas of the Mayne North yard area have track diagrams that differ from the General Arrangement ones. It's making my head hurt.

Quote from: Andrew on June 26, 2020, 23:15:36 PM
I can't make sense of the General Arrangement maps.  It doesn't seem like there is any way for northbound trains from Bowen Hills to get onto the northbound CRR. Also the plans for the construction areas of the Mayne North yard area have track diagrams that differ from the General Arrangement ones. It's making my head hurt.

Yes, the maps seem to be out of sync. It's very confusing. Also, there is no recent information on rail operations on CRR's website.

A BrizCommuter blog post on the track layout changes and bottleneck at Mayne:
https://brizcommuter.blogspot.com/2020/06/cross-river-rail-mayne-capacity.html

I'll list the conclusion here as these are important topics that need to be raised:

Why was the grade seperated junction at Mayne for Mains/CRR tracks removed from the plans?

Why are the proposed rail operations for Cross River Rail being kept a secret? Surely this is one of the most crucial parts of a project that is designed to increase rail capacity?

Why is there no mention of the track layout changes at Mayne in the Request for Project Change 7? Is the Coordinator-General even aware of these changes?

What are the long term plans for connecting Cross River Rail to the Trouts Road Line / North West Transportation Corridor, and is this route safeguarded for rail transport?

Quote from: Andrew on June 26, 2020, 23:15:36 PM
I can't make sense of the General Arrangement maps.  It doesn't seem like there is any way for northbound trains from Bowen Hills to get onto the northbound CRR. Also the plans for the construction areas of the Mayne North yard area have track diagrams that differ from the General Arrangement ones. It's making my head hurt.

Attached is a simplified schematic, as well as what I expect the operations to be based on the infrastructure layout.

Quote from: BrizCommuter on June 27, 2020, 14:00:19 PM
A BrizCommuter blog post on the track layout changes and bottleneck at Mayne:
https://brizcommuter.blogspot.com/2020/06/cross-river-rail-mayne-capacity.html

I'll list the conclusion here as these are important topics that need to be raised:

Why was the grade seperated junction at Mayne for Mains/CRR tracks removed from the plans?

Why are the proposed rail operations for Cross River Rail being kept a secret? Surely this is one of the most crucial parts of a project that is designed to increase rail capacity?

Why is there no mention of the track layout changes at Mayne in the Request for Project Change 7? Is the Coordinator-General even aware of these changes?

What are the long term plans for connecting Cross River Rail to the Trouts Road Line / North West Transportation Corridor, and is this route safeguarded for rail transport?

Good post Briz, and I agree with your points especially those highlighted which are, IMO, absolutely critical.

Although we can only guess, I don't believe their intention is still to split the trains from the Mains into the city Mains and CRR as you describe. Instead I believe the infrastructure has been laid out to push the Mains north of Albion into CRR in their entirety, while the Subs north of Albion move into the city Mains before the flyover, leaving only Ferny Grove to use the city Subs. This would be a revisiting of a form of the original CRR service plan, which did the same thing using the giant viaduct they proposed to build. These train flows are shown on the second slide of the attached ppt.

While the operation of splitting the north Mains into CRR and the city Mains (as per the 2017 business case service plans) is definitely possible on this infrastructure, it is very unlikely given the magnitude of the flat junction crossings. This is particularly true for the Down city Main crossing to the Down CRR (Down north Main), which would need to have around 300m of wrong road running between Mayne North and and the north side of Enoggera creek. Again, while possible, it seems remarkably unlikely that someone would purposefully design such a massive conflicting move into a 24tph corridor.

The alternative that you suggest - of truncating Western services at Bowen Hills - could be possible but is unlikely on the infrastructure shown. They would need to put in an additional crossover at Bowen Hills to turn services back, which is not shown, or alternatively run all services in and out of the Mayne North Yard. This could be possible, but it doesn't seem like there's sufficient room to turn a train back in the yard neck without fouling some crossovers, and having to turn every train back out of stabling road would be a very slow and cumbersome process. Again, possible, but I think unlikely given the infrastructure layout.

In a reasonable world - hopes of a perfect world have long since vanished - we'd be able to discuss what they intend to do with transparency and clarity, but until they release their plans we're left to play the role of forensic operational planners.

Quote from: MTPCo on June 27, 2020, 17:51:05 PM

Quote from: Andrew on June 26, 2020, 23:15:36 PM
I can't make sense of the General Arrangement maps.  It doesn't seem like there is any way for northbound trains from Bowen Hills to get onto the northbound CRR. Also the plans for the construction areas of the Mayne North yard area have track diagrams that differ from the General Arrangement ones. It's making my head hurt.

Attached is a simplified schematic, as well as what I expect the operations to be based on the infrastructure layout.

Quote from: BrizCommuter on June 27, 2020, 14:00:19 PM
A BrizCommuter blog post on the track layout changes and bottleneck at Mayne:
https://brizcommuter.blogspot.com/2020/06/cross-river-rail-mayne-capacity.html

I'll list the conclusion here as these are important topics that need to be raised:

Why was the grade seperated junction at Mayne for Mains/CRR tracks removed from the plans?

Why are the proposed rail operations for Cross River Rail being kept a secret? Surely this is one of the most crucial parts of a project that is designed to increase rail capacity?

Why is there no mention of the track layout changes at Mayne in the Request for Project Change 7? Is the Coordinator-General even aware of these changes?

What are the long term plans for connecting Cross River Rail to the Trouts Road Line / North West Transportation Corridor, and is this route safeguarded for rail transport?

Good post Briz, and I agree with your points especially those highlighted which are, IMO, absolutely critical.

Although we can only guess, I don't believe their intention is still to split the trains from the Mains into the city Mains and CRR as you describe. Instead I believe the infrastructure has been laid out to push the Mains north of Albion into CRR in their entirety, while the Subs north of Albion move into the city Mains before the flyover, leaving only Ferny Grove to use the city Subs. This would be a revisiting of a form of the original CRR service plan, which did the same thing using the giant viaduct they proposed to build. These train flows are shown on the second slide of the attached ppt.

While the operation of splitting the north Mains into CRR and the city Mains (as per the 2017 business case service plans) is definitely possible on this infrastructure, it is very unlikely given the magnitude of the flat junction crossings. This is particularly true for the Down city Main crossing to the Down CRR (Down north Main), which would need to have around 300m of wrong road running between Mayne North and and the north side of Enoggera creek. Again, while possible, it seems remarkably unlikely that someone would purposefully design such a massive conflicting move into a 24tph corridor.

The alternative that you suggest - of truncating Western services at Bowen Hills - could be possible but is unlikely on the infrastructure shown. They would need to put in an additional crossover at Bowen Hills to turn services back, which is not shown, or alternatively run all services in and out of the Mayne North Yard. This could be possible, but it doesn't seem like there's sufficient room to turn a train back in the yard neck without fouling some crossovers, and having to turn every train back out of stabling road would be a very slow and cumbersome process. Again, possible, but I think unlikely given the infrastructure layout.

In a reasonable world - hopes of a perfect world have long since vanished - we'd be able to discuss what they intend to do with transparency and clarity, but until they release their plans we're left to play the role of forensic operational planners.

Thanks for your thoughts and diagram. I don't think running all Southbound Mains services via CRR will work, as there is insufficient counter peak capacity between Dutton Park portal and Clapham Yards (as all ex-CRR services plus Salisbury locals would have to share a single track). So I would assume that Mains (Caboolture/Sunshine Coast/Kippa-Ring) services will need to be split. The question is as to whether the Suburbans (Doomben/Airport/Shorncliffe) will also be split, adding in even more conflicting moves, or whether there will be some strange peak/counter-peak tidal service patterns that will upset sectorisation. The lack of published rail operation plans (other than the spin in the "Check Mate" part of CRR's website) seems highly suspicious that something is not right in service planning. I think RBoT need to push the government to come clean of the current proposals for am peak, pm peak, and daytime off-peak service patterns.

Quote from: BrizCommuter on June 27, 2020, 18:38:24 PM
I don't think running all Southbound Mains services via CRR will work, as there is insufficient counter peak capacity between Dutton Park portal and Clapham Yards (as all ex-CRR services plus Salisbury locals would have to share a single track).

Yes, but this is on the assumption (which may be perfectly valid) that there are trains to Salisbury from the surface tracks at South Bank. In the AM peak, there is one outbound track available southbound of the portal. This would need to carry all trains coming out of CRR until at least Clapham, as a mix of all-stations, express, and empty services. Local services could easily be formed by the trains coming out of CRR, with no services coming from the surface tracks. Indeed, every train coming from South Bank towards Salisbury would also reduce the capacity of CRR by 1tph southbound in AM peak (which is true regardless of whether the split occurs or not). There would be no difference in passenger outcome aside from the lack of direct seat journey, as all outbound trains during the AM peak headed south will need to operate at all-stations speed until at least Clapham yard.

There also is no infrastructure provision to facilitate Salisbury trains in the updated track alignments. The most obvious way to do this would be to use the new middle platform (new as in it was previously the Down platform) to turn trains around, but there is no crossovers shown to allow that, and none exists currently.

Again, it's entirely possible that this is the plan, but the infrastructure does not show that intention. For these reasons I believe that everything on the northern Mains will go into CRR, with any southbound service south of Park Road being formed by this group of trains, with nothing coming from South Bank towards Dutton Park. If they have explicitly stated that there will be a direct connection, I have missed it and would appreciate if you were able to point it out.

In any case, I have updated the diagrams to show what the default "split" operation may look like.

One thing that would be worth noting is that in that "split" configuration, there would be no growth in capacity to the north of the city beyond what ETCS2 would have provided in terms of trains per hour (notwithstanding any longer train provision). The northern Mains (Cab/Nam/K-R) would be limited to 24tph, the same as with ETCS2, and the northern Subs (FG/SHC/APT/DBN) would have no change to their current provision and thus no change in capacity either.

The 2017 business case refers to being able to run up to 30tph on the northern Mains by virtue of the grade separation and additional platforms at Wooloowin and Northgate, making use of the third tracking north of there and understanding that plain line (express) headways are much shorter than stopping headways. While the Northgate and Wooloowin upgrades could happen in this configuration as presented, the magnitude of the crossings would likely make it untenable.

Quote from: BrizCommuter on June 27, 2020, 18:38:24 PM
The lack of published rail operation plans (other than the spin in the "Check Mate" part of CRR's website) seems highly suspicious that something is not right in service planning.

I completely agree. If there was a fantastic plan, why not show it off? Most of the social media is of glossy pictures of stations, and focussing on station design at the expense of good operational planning is a very literal case of mistaking the destination for the journey.

Quote from: MTPCo on June 27, 2020, 19:36:15 PM

Quote from: BrizCommuter on June 27, 2020, 18:38:24 PM
I don't think running all Southbound Mains services via CRR will work, as there is insufficient counter peak capacity between Dutton Park portal and Clapham Yards (as all ex-CRR services plus Salisbury locals would have to share a single track).

Yes, but this is on the assumption (which may be perfectly valid) that there are trains to Salisbury from the surface tracks at South Bank. In the AM peak, there is one outbound track available southbound of the portal. This would need to carry all trains coming out of CRR until at least Clapham, as a mix of all-stations, express, and empty services. Local services could easily be formed by the trains coming out of CRR, with no services coming from the surface tracks. Indeed, every train coming from South Bank towards Salisbury would also reduce the capacity of CRR by 1tph southbound in AM peak (which is true regardless of whether the split occurs or not). There would be no difference in passenger outcome aside from the lack of direct seat journey, as all outbound trains during the AM peak headed south will need to operate at all-stations speed until at least Clapham yard.

There also is no infrastructure provision to facilitate Salisbury trains in the updated track alignments. The most obvious way to do this would be to use the new middle platform (new as in it was previously the Down platform) to turn trains around, but there is no crossovers shown to allow that, and none exists currently.

Again, it's entirely possible that this is the plan, but the infrastructure does not show that intention. For these reasons I believe that everything on the northern Mains will go into CRR, with any southbound service south of Park Road being formed by this group of trains, with nothing coming from South Bank towards Dutton Park. If they have explicitly stated that there will be a direct connection, I have missed it and would appreciate if you were able to point it out.

In any case, I have updated the diagrams to show what the default "split" operation may look like.

One thing that would be worth noting is that in that "split" configuration, there would be no growth in capacity to the north of the city beyond what ETCS2 would have provided in terms of trains per hour (notwithstanding any longer train provision). The northern Mains (Cab/Nam/K-R) would be limited to 24tph, the same as with ETCS2, and the northern Subs (FG/SHC/APT/DBN) would have no change to their current provision and thus no change in capacity either.

The 2017 business case refers to being able to run up to 30tph on the northern Mains by virtue of the grade separation and additional platforms at Wooloowin and Northgate, making use of the third tracking north of there and understanding that plain line (express) headways are much shorter than stopping headways. While the Northgate and Wooloowin upgrades could happen in this configuration as presented, the magnitude of the crossings would likely make it untenable.

Quote from: BrizCommuter on June 27, 2020, 18:38:24 PM
The lack of published rail operation plans (other than the spin in the "Check Mate" part of CRR's website) seems highly suspicious that something is not right in service planning.

I completely agree. If there was a fantastic plan, why not show it off? Most of the social media is of glossy pictures of stations, and focussing on station design at the expense of good operational planning is a very literal case of mistaking the destination for the journey.

The 2017 am peak service pattern was the last operational plan that was publicly published, and this showed 6tph Salisbury/Inner-Beenleigh Line services running via South Brisbane. The "Check Mate" section of CRR's website mentioned 7tph on the inner-Beenleigh Line - I just noticed that all frequency claims have now been dropped from this section ( alarm bells!!! ) . As you mentioned this service pattern causes severe issues on the single counter-peak track, especially between Dutton Park and Clapham Yards. Thus it would not surprise me if the operational constraint of 3 tracks in this section will force all trains from the Gold Coast/Beenleigh Line corridor to run via CRR, forcing a change at Park Road/Boggo Road for many passengers. The lack of reversing facilities are also mysteriously missing off the CRR plans which stop before the junction with the interstate line.

This then begs the question as to service patterns via South Bank, and where these services will be turned back as the Cleveland Line is looking like it will continue to be an 8tph basket case too?

The government, TMR, and QR all need to come clean on what the proposed service patterns will be.

Thanks Briz and MTPCo for shining yet more light on the lack of operational clarity.

I will write to CRR today with our concerns about the lack of a current operational plan. 
People have written before, it seems they ignore most feedback and legitimate questions.

Quote from: BrizCommuter on June 27, 2020, 20:47:04 PM
This then begs the question as to service patterns via South Bank, and where these services will be turned back as the Cleveland Line is looking like it will continue to be an 8tph basket case too?

Again, we can't be certain, but following a logical cascade of decisions:

- If we assume that all services from the northern Mains use CRR, then we know that nothing can head from South Bank to Fairfield in the AM peak. This gives rise to two possible scenarios:
      1. Strict sectorisation is adhered to, meaning that everything south of Park Road goes through CRR and there are no services using the Beenleigh line to access South Bank. This means that the only services using South Bank (as a proxy for the surface tracks)
          would be the Cleveland line.
      2. Variable routing is introduced. This could mean that, by way of example, the AM peak sees inbound trains from the Beenleigh line (where they start isn't really crucial, so let's call them "South Locals") using the surface tracks via South Bank while the
          balance go via CRR (you could, theoretically, have 24tph on the middle road to CRR and 8tph South Locals on the dual gauge to South Bank, as an example, notwithstanding any upstream constraints like signalling etc). However, the contra-peak South
          Locals could not operate via South Bank and would instead be formed by trains coming out of CRR. Thus depending on the time of day the South Locals change which sector they belong to. Because of the poor network legibility this would create, I tend to
          think that scenario 1. would be more likely.

- If we assume that the split does occur on the north, and there are 12tph using each of CRR and the city Mains from the northern Mains, and 22tph (8 each of Ferny Grove and Shorncliffe/Northgate, 4 Airport, and 2 Doomben). This means that 12tph come out of the tunnel at Dutton Park, leaving up to 12tph for South Local services. These could then operate via the surface tracks all day without changing sectors - this is scenario 3. However, it would be subject to all the problems we have previously discussed (flat junction conflicts, capacity exhaustion from day one).

I think those are the three broad scenarios that are possible, but I think scenario 1. is the most likely. This is in part due to revisiting the Change 4 alignments again today to compare the changes. Change 4 was much more obvious in its intent, as there were no crossovers in place to allow the "split" paradigm to occur, and only five tracks through the Mayne North region which forced the operations I have described (all northern Mains into CRR; all northern Subs into the city Mains; only Ferny Grove via the city Subs) to occur. My feeling is that Change 4 was the "bare bones" trackwork to make their intended operation work, while Change 7 has been refined to allow for redundancy and alternative routing in the case of incidents while still prioritising the Change 4 implied operating plan.

I was also considering the other operational implications of the "split" paradigm on the current infrastructure, and realised that freight traffic would be very poorly served in this configuration, especially from the north. Travelling south via the northern Mains the freight trains would have the severe flat junction conflict at Mayne North to contend with. Given that they would be needing to harmonise amongst express trains from two sectors to begin with, having to cross another group of trains across the 300m wrong road section would seem a recipe for disaster. Again, that's not to say that it isn't what they're planning, but it would be extremely surprising.

Finally, it seems like it would be possible to start services at Yeerongpilly with the Change 7 infrastructure. They would need to run through into Clapham yard, however, but it would theoretically be possible.

Quote from: ozbob on June 28, 2020, 01:07:52 AM
Thanks Briz and MTPCo for shining yet more light on the lack of operational clarity.

A pleasure, ozbob.

To:

info@crossriverrail.qld.gov.au

cc:

community@crossriverrail.qld.gov.au
Transport@ministerial.qld.gov.au
statedevelopment@ministerial.qld.gov.au
Queensland Rail CEO

CRR rail service plan

28th June 2020

Greetings,

Could you please advise where we can locate the current operational train service plan for Cross River Rail?

Members of RAIL Back On Track are concerned with the lack of details available on how the SEQ rail network will operate when CRR is commissioned.  Recent forum discussion is at https://railbotforum.org/mbs/index.php?topic=2034.msg237086#msg237086

A recent blog post by BrizCommuter: Cross River Rail - Mayne Capacity Constraints
https://brizcommuter.blogspot.com/2020/06/cross-river-rail-mayne-capacity.html

raises a number of concerns:

Why was the grade separated junction at Mayne for Mains/CRR tracks removed from the plans?

Why are the proposed rail operations for Cross River Rail being kept a secret? Surely this is one of the most crucial parts of a project that is designed to increase rail capacity?

Why is there no mention of the track layout changes at Mayne in the Request for Project Change 7? Is the Coordinator-General even aware of these changes?

What are the long term plans for connecting Cross River Rail to the Trouts Road Line / North West Transportation Corridor, and is this route safeguarded for rail transport?

As a member commented recently " Most of the (CRR) social media is of glossy pictures of stations, and focussing on station design at the expense of good operational planning is a very literal case of mistaking the destination for the journey. "

What are the current proposals for am peak, pm peak, counter peak and daytime off-peak rail service patterns?

Thank you.

Robert Dow
Administration
admin@backontrack.org
RAIL Back On Track https://backontrack.org