RAIL - Back On Track Forum

Save that picture showing the (returned) link up to the airport, for it will surely disappear again. 

Quote from: Fares_Fair on January 19, 2024, 13:03:30 PMSave that picture showing the (returned) link up to the airport, for it will surely disappear again. 

The planned passenger train line, from Beerwah to Maroochydore, in green. Picture: TMR

https://x.com/railbotforum/status/1748186321619964190?s=20

TMR must think the media and punters are mugs at times!

Some feedback received from a concerned citizen.

QuoteIt would be good to just see the junction constructed on the NCL ...

Reading the TMR stuff being used for misleading the media and the public, it has no detail so nothing actually been or being done of any substance.

Is there anyone in TMR competent in other than roads ?

Roads of course includes busways, psuedo-Metro, etc ..!!!!

Can't even do bike stuff ..!!

All that is done is to 20th century standards ..!!!

No wonder rail fail is continuing ... as is mode shift fail ...!!

====

Interesting article published at the Sunshine Coast News: Govt urged to 'put our money where its mouth is' for heavy rail project https://www.sunshinecoastnews.com.au/2024/01/19/dithering-and-delays-govt-panned-for-slow-progress-on-rail-project/  This is about the ongoing delays with the Direct Sunshine Coast Rail Line (DSCRL).

But what needs to be pointed out is that for the DSCRL to be successful the track amplification north of Beerburrum to Beerwah (cut back from Landsborough) also needs to be actually started and completed.

This should have been completed to Landsborough in 2012, but here we are in 2024 still dithering around.  The single track Sunshine Coast line is a major embarrassment for Queensland, a major constraint on rail freight to and from Central and North Queensland,  and restricts interurban passenger services.

The ongoing failure is a testament to the neglect the Sunshine Coast Region has suffered over the years.

====

If the state government is to be believed -- and let's face it, we can't --the rail component of the 13km Beerburrum to Beerwah duplication will be 'shovel ready' this year (is that January or December?) and will be completed by 2027. To have the Direct Sunshine Cost Line built to Maroochydore by the time the Olympics roll around in 2032, that 37km project now will have to proceed at the same time B to B is being built.

In reality, we have a 50km rail construction project on our hands ... and this at the same time as work will proceed on the $14.2 BILLION Lake Borumba Pumped Hydro Project near Imbil, requiring a construction workforce of 2200. Another 250 workers will be needed to reconstruct the dam wall at Lake Macdonald (Cooroy), Noosa's domestic water supply.

Is there enough concrete, reinforcing steel, workers and support services to do all these projects concurrently? Oh, and potentially build a new Olympic Stadium, or upgrade The Gabba?

For the B to B works, a joint venture partnership has been formed, comprising John Holland Queensland and Seymour Whyte, with SMEC Australia and WSP Australia as joint venture designers -- all solid companies, but they can't work miracles.

Pretty sure you'll find that the delays all comes back again to rollingstock uncertainty with CRR.

Bring it forward and you have this new bit of duplicated realigned line only to run the same 90 minute frequency due to fleet issues (remember NCL/MBRL will be NGR/QTMP rollingstock only so all the rollingstock will be allocated for CRR/sectorisation along with refurbs for a large portion of the fleet yet to be undertaken) and CRR plans/services. It becomes a liability exposing poor planning and the opposition uses it as ammo. Delay it long enough until you get the new trains and retire some old ones then when it opens you can ramp up the frequency straight away along with then modifying/giving extra time to be able to ramp up the bus network. You can drip feed projects similar to MBRL such as bridge works etc as to say we are coming and to deflect and to keep the public under control.

Quote from: Stillwater on January 28, 2024, 03:23:00 AMIf the state government is to be believed -- and let's face it, we can't --the rail component of the 13km Beerburrum to Beerwah duplication will be 'shovel ready' this year (is that January or December?) and will be completed by 2027. To have the Direct Sunshine Cost Line built to Maroochydore by the time the Olympics roll around in 2032, that 37km project now will have to proceed at the same time B to B is being built.

In reality, we have a 50km rail construction project on our hands ... and this at the same time as work will proceed on the $14.2 BILLION Lake Borumba Pumped Hydro Project near Imbil, requiring a construction workforce of 2200. Another 250 workers will be needed to reconstruct the dam wall at Lake Macdonald (Cooroy), Noosa's domestic water supply.

Is there enough concrete, reinforcing steel, workers and support services to do all these projects concurrently? Oh, and potentially build a new Olympic Stadium, or upgrade The Gabba?

For the B to B works, a joint venture partnership has been formed, comprising John Holland Queensland and Seymour Whyte, with SMEC Australia and WSP Australia as joint venture designers -- all solid companies, but they can't work miracles.

I think the Labor State Government is on the way out Mr Stillwater.  Not to say the incoming Government will probably be much chop, but at least they have committed to rail to Maroochydore.  We still don't know what the Miles' Government is going to do. We will be lucky if the half-baked duplication to Beerwah is actually completed by 2032 if Labor remain.

Sunshine coast line will have to be staged for the reasons outlined above by other members.

For 37 km, costs would be tracking closer to $4.5 - $5 billion mark.

Will probably open as a one or two station spur initially to Caloundra.

Quote from: SurfRail on January 16, 2024, 18:37:42 PMIt's easier for Perth but the suggestion it can't or shouldn't be done here I just don't understand.

The difficulty is Caboolture to Petrie, where traffic volumes will justify quad track.

I'm not suggesting it shouldn't be done, I'm suggesting it can't without track amplification south of Beerwah somewhere. Whether that's a triple from Petrie to Beerwah—maybe not all the way, maybe Petrie-Caboolture, or a quad south of Petrie, or some combination of the above, I'm not 100% certain.

Look at the frequency on the Central Coast & Newcastle line to see what you might get on an dual-track interurban line shared with long distance and freight. 2tph off-peak (admittedly, on different stopping patterns, which is probably not good for capacity).

Also the NCL has max rollingstock speeds. You can get a passenger train between 100-1
160kph but you then get a freighter at 80-100kph max due to signal spacing and max rollingstock speeds (loco or wagon) which eats right into your spacing. A similar problem will exist post CRR where freighters and passenger trains can close up a little bit more but you are still going to be limited by the freights who are running restricted.

Quote from: #Metro on January 28, 2024, 10:02:41 AMSunshine coast line will have to be staged for the reasons outlined above by other members.

For 37 km, costs would be tracking closer to $4.5 - $5 billion mark.

Will probably open as a one or two station spur initially to Caloundra.

Why does a $5b project need to be staged?
It doesn't happen interstate, and its not like other states are in a better/worse position.

Sunshine Coast News --> Government still keen on interchange upgrade despite setback as transport group pushes rail remedy

QuoteThe state government says a proposed overhaul of one of the Sunshine Coast's busiest interchanges is still high on its agenda but it can't say how, when or even if it will be completed.

Plans for Stage 1 of the Mooloolah River Interchange Upgrade were cast into disarray in November, when the federal government announced it would essentially withdraw a $160 million commitment towards it. ...

... A spokesperson for transport advocacy group Rail Back on Track, Jeff Addison, said traffic woes could be significantly alleviated if planned rail projects were fully funded and completed in a timely manner. ...

Sent to all outlets:

Business case for the Direct Sunshine Coast Rail Line (DSCRL) - what's the outcome?

11th February 2024

Greetings,

We understand the business case for the Direct Sunshine Coast Rail Line (DSCRL) https://www.tmr.qld.gov.au/projects/direct-sunshine-coast-rail-line-planning ( why not call it what it really is - the 37km branch line from Beerwah to Maroochydore)  was finished in 2023.  When will the good citizens of the Sunshine Coast, and Queensland generally, know the outcome?

Don't forget we are still waiting for real progress - rails and sleepers on the ground for the 13km Beerburrum to Beerwah track duplication (cut back from Landsborough).  In reality we have a 50km rail construction project to mount.   Time is moving on, continuing delays with both projects means it is looking less likely these projects will be completed by 2032 unless the Government gets cracking. 

What is the outcome of the business case for the DSCRL Premier Miles?  We all would like to know thanks. Will the business case be published soon?

Best wishes,
Robert

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

Facebook ...

Note well ...

Beerburrum to Landsborough by 2012

Beerwah to Caloundra by 2015

Caloundra to Maroochydore by 2020

Gympie Tunnel Business Cases the highest priority!!!

Imagine if a motorway project took this long and had these sort of delays.

Quote from: OzbobNote well ...

Beerburrum to Landsborough by 2012

Beerwah to Caloundra by 2015

Caloundra to Maroochydore by 2020

Sent to all outlets:

Re: Business case for the Direct Sunshine Coast Rail Line (DSCRL) - what's the outcome?

12th February 2024

Good Morning,

The worthless promises by a succession of Queensland State Governments have resulted in much neglect of rail and public transport generally for the Sunshine Coast.   Will the Direct Sunshine Coast Rail Line (DSCRL) and the long overdue track amplification (duplication) of the railway north of Beerburrum actually go ahead this year?  Let alone for completion by 2032.  On previous form, it is no surprise many are very doubtful.  We have learned to ignore TMR plans, visions, redacted business cases.  It is a rolling public relations fiasco designed to deceive.

Consider these snapshots from the past with these firm commitments:

Beerburrum to Landsborough by 2012

Beerwah to Caloundra by 2015

Caloundra to Maroochydore by 2020





Nothing.

It is up to you Premier Miles.  What is your message?

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

Quote from: ozbob on February 10, 2024, 22:35:47 PMSent to all outlets:

Business case for the Direct Sunshine Coast Rail Line (DSCRL) - what's the outcome?

11th February 2024

Greetings,

We understand the business case for the Direct Sunshine Coast Rail Line (DSCRL) https://www.tmr.qld.gov.au/projects/direct-sunshine-coast-rail-line-planning ( why not call it what it really is - the 37km branch line from Beerwah to Maroochydore)  was finished in 2023.  When will the good citizens of the Sunshine Coast, and Queensland generally, know the outcome?

Don't forget we are still waiting for real progress - rails and sleepers on the ground for the 13km Beerburrum to Beerwah track duplication (cut back from Landsborough).  In reality we have a 50km rail construction project to mount.   Time is moving on, continuing delays with both projects means it is looking less likely these projects will be completed by 2032 unless the Government gets cracking. 

What is the outcome of the business case for the DSCRL Premier Miles?  We all would like to know thanks. Will the business case be published soon?

Best wishes,
Robert

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

I raised questions on the lack of action with my local Labor MP for #Nicklin, Robert Skelton on his MP Facebook page.
His reaction was to block me.

The costs for the Mooloolah River Interchange Upgrade (Stage 1)  ( see > https://railbotforum.org/mbs/index.php?msg=280418 ) has increased to $750 million from original $320 million.

I think we can expect the cost of DSCRL will similarly increase above the $3.2 billion as well, by a very significant amount. 

Quote from: ozbob on February 12, 2024, 12:47:16 PMThe costs for the Mooloolah River Interchange Upgrade (Stage 1)  ( see > https://railbotforum.org/mbs/index.php?msg=280418 ) has increased to $750 million from original $320 million.

I think we can expect the cost of DSCRL will similarly increase above the $3.2 billion as well, by a very significant amount. 

Yes, they promised it and have done nothing for almost 20 years.
It was originally costed at $1 billion on 28 April 2005 when it was last announced for construction.

Quote from: ozbob on February 12, 2024, 12:47:16 PMThe costs for the Mooloolah River Interchange Upgrade (Stage 1)  ( see > https://railbotforum.org/mbs/index.php?msg=280418 ) has increased to $750 million from original $320 million.

I think we can expect the cost of DSCRL will similarly increase above the $3.2 billion as well, by a very significant amount. 

To be fair. The MSI was overengineered within an inch of its life so not surprise the costs was under-estimated.

It would be interesting to see what the revised BCR (benefit-cost-ratio) is now that the costs have more than doubled. Would it be a negative BCR? The revised business case should have the answer.

Quote from: Stillwater on February 12, 2024, 16:48:29 PMIt would be interesting to see what the revised BCR (benefit-cost-ratio) is now that the costs have more than doubled. Would it be a negative BCR? The revised business case should have the answer.

I understand that they were having difficulty getting a positive BCR.

https://x.com/ozbob13/status/1761485590149890426?s=20

Couriermail --> Final stop, Caloundra: Sunshine Coast Coast rail gets $2.75bn boost to take it halfway $

QuoteThe state government will pour nearly $3bn into building a critical rail line into the heart of the Sunshine Coast but has conceded the cash will only get the tracks as far as Caloundra for the 2032 Olympic and Paralympic Games.

Premier Steven Miles will on Sunday unveil a long-awaited blueprint for the direct Sunshine Coast rail line, revealing the project will be built in three stages – from Beerwah to Caloundra, then Birtinya, before ending in Maroochydore.

Only the first section to Caloundra can be built in time for the 2032 Games, though this is contingent on the federal government coming on board with an extra $1.1bn on top of its existing $1.6bn commitment.

This is because a detailed business case has found Stage 1 will cost a whopping $5.5bn at least and up to $7bn at the highest end of estimates – more than double the $3.2bn initially earmarked by the Morrison government in 2022.

The state government will set aside $2.75bn – the same cost of demolishing and rebuilding the Gabba – as its share for Stage 1.

The cash will go toward building the 19km dual track from Beerwah to Caloundra and reserving the updated rail corridor all the way to Maroochydore. ...

Facebook ...

We knew this would be the outcome.  And even now, there is no guarantee it will even be started to Caloundra as it is contingent on more Federal funding.

 

Another half baked Queensland project. Just like the Gold Coast line extension, if it is built to Caloundra, future extensions will go nowhere fast.

https://x.com/ozbob13/status/1761512970444755380?s=20

So we have Sunshine Coast Stadium as an Olympics venue, and the Sunshine Coast Athlete's Village in Maroochydore, with no rail access by 2032. These Olympics are going to turn out to be a bloody international embarassment!

Agree that rail should go all the way through.

But what's the relationship between the athletes village and having rail access?
Are you saying athletes will catch the train to events?

Insane that it could potentially cost $7b for not even halfway.

Exactly as predicted:
- Double the cost for half the project or less.

This really highlights that long wish lists of expensive heavy infrastructure - both road and rail - are going nowhere fast.

We probably need to recalibrate our approach to be less reliant on high cost megaprojects.

There is still scope for the project price to escalate further and even more delays as it has not even started yet, and now needs yet another round of funding negotiation with the Feds.

The WA authorities Transperth and the PTA generally build rail at half the per-km cost we do, and usually do the whole line with no compromise to service speed or frequency from day 1.

We really need to work out what their secret sauce is. Short of that, BRT will have to run off the rail spur from Caloundra to Maroochydore as a stop-gap measure.

And can we enquire what the Day 1 train frequency will be? Half hourly all day is my guess?

This is within Fares Fair's prediction as well. He said constructing to Maroochydore within the time given is practically impossible when comparing the amount of time it took to build the Redcliffe line. Even if they had the money they wouldn't be able to build the line to Maroochydore by 2032 anyway.

Kawana would be a better stage 1 goal than Caloundra, I reckon

Quote from: #Metro on February 25, 2024, 08:22:04 AMExactly as predicted:
- Double the cost for half the project or less.

This really highlights that long wish lists of expensive heavy infrastructure - both road and rail - are going nowhere fast.

We probably need to recalibrate our approach to be less reliant on high cost megaprojects.

There is still scope for the project price to escalate further and even more delays as it has not even started yet, and now needs yet another round of funding negotiation with the Feds.

The WA authorities Transperth and the PTA generally build rail at half the per-km cost we do, and usually do the whole line with no compromise to service speed or frequency from day 1.

We really need to work out what their secret sauce is. Short of that, BRT will have to run off the rail spur from Caloundra to Maroochydore as a stop-gap measure.

And can we enquire what the Day 1 train frequency will be? Half hourly all day is my guess?

That's weird that WA's infrastructure projects cost less to build than on the East Coast considering their isolation as well.

They can't pump out infrastructure fast if they don't have the trains for it. We've seen and experienced this with CRR preventing train frequency increases now. We have rollingstock for increases on lines now (we saw this with translink pushing for 4tph on MBRL-Springfield) but not when CRR opens. Given the state has only ordered a few trains it doesn't really help when you factor in the EMU's still have to be retired and other rollingstock is on the cusp of forced retirement. The only trains that would be running on the line would be NGR/QTMP.

In terms of funding it would not surprise me if other non public projects are included into it such as stabling, AWS removal (Caboolture-Beerwah has been ETCS territory coming up on nearly 5 years now not that it's heavily mentioned). Who knows it might even include the Dakabin-Petrie triple/Dakabin stabling yard/anzac ave bridge replacement project and new rollingstock purchases. Not sure of the full reason but from what I've heard some of the cost increases came after more detailed geo technical works discovered the ground quality was even worse than they expected (sandy/wetlands/both) so the corridor needed to be raised and widened which has further flood mitigation impacts but also fire mitigation has also widened the corridor especially east of beerwah (not flat either). Land resumptions was also another factor being under budgeted at the time as land value increases. Some overpass projects have also ballooned. IIRC the SCUH had similar problems with its budget blowing out due to many factors but the two big ones were rising construction costs and ground quality. It was feared overtime the site would slowly sink and be more prone to flooding so some hefty resources went into stabling the site.

Yeah I wonder if WA is cheaper than the east coast because the construction sector there is its own little bubble and they have their own local network of suppliers of materials, with very little crossflow across the Nullabor.

Therefore limited demand from the hot east coast market.

There's so much demand on the east coast that suppliers and builders can name their price.
In Perth I don't think they can.

Government Statement

https://statements.qld.gov.au/statements/99782

Direct Sunshine Coast Rail Line on track for delivery

25th February 2024

JOINT STATEMENT

Premier
The Honourable Steven Miles

Deputy Premier, Treasurer and Minister for Trade and Investment
The Honourable Cameron Dick

Minister for Transport and Main Roads and Minister for Digital Services
The Honourable Bart Mellish

. The Miles Government is investing in region-shaping infrastructure to directly connect the Sunshine Coast's growth areas to South East Queensland's rail network.

. The Direct Sunshine Coast Rail Line will provide a fast, reliable and sustainable connection between the Sunshine Coast, Moreton Bay and Brisbane.

. First stage cost estimate is $5.5 billion to $7 billion.

. Business case has been submitted to Infrastructure Australia for assessment.

. Initial Queensland Government commitment of $2.75 billion will require matching funding from the Federal Government to enable construction by 2032. The Federal Government has already committed $1.6 billion.

. Will help to unlock more than 3000 affordable homes on the Sunshine Coast.

A new heavy rail connection is tracking towards construction on the Sunshine Coast, that will make a trip to Brisbane at least 45 minutes faster than a car.

The Miles Government is committing an initial $2.75 billion to deliver Stage 1 of the Direct Sunshine Coast Rail Line project, which includes protection of the updated rail alignment all the way to Maroochydore.

The first stage will see a 19 km dual track built from Beerwah to Caloundra, the longest spur line in the south-east passenger network.

Staged delivery will see the line ultimately run to Birtinya and Maroochydore. This will deliver faster rail to the Sunshine Coast, with trains able to reach speeds of 140km per hour on some sections of the track.

The Beerwah to Caloundra stage could be operational in time for Brisbane 2032, subject to a matched funding agreement from the Federal Government.

The Sunshine Coast is one of the fastest growing regions in the state, and is forecast to be home to 600,000 people by 2046.

Modelling shows most of the population growth will be concentrated along the first stage of the rail line, around Caloundra South (Aura).

Stage 1 of the Direct Sunshine Coast Rail Line will be a significant enabler for new housing, including supply for 50,000 people at Caloundra South and up to 100,000 people at Beerwah East.

It's expected the initial stage of the project will accelerate the delivery of more than 3,000 affordable and diverse homes already planned within the region.

The funding envelope for Stage 1 is expected to be between $5.5 billion and $7 billion, with final costs to be confirmed at the completion of the procurement phase.

A 'funding envelope' is an approach taken on other similar projects around the world, allowing costs to be finalised when contracts are executed.

It's expected that Stage 1 of project will support 2,200 good jobs in the region.

Quotes attributable to Premier Steven Miles:

"A direct rail connection to the Sunshine Coast will unlock thousands of homes in the growing Sunshine Coast region and accelerate the release of new, affordable developments.

"Without the rail line, that development would bring an unmanageable level of congestion to the local road network, making this connection essential for new housing to be brought forward.

"The Direct Sunshine Coast Rail Line is another record investment in Queensland's rail network from our government, building on the multi-billion dollar rail revolution currently underway.

"Through to Cross River Rail, we are removing the bottleneck in Brisbane's CBD and creating opportunities to provide better rail services to some of South East Queensland's fastest growing regions.

"With better, more connected rail options available we hope commuters will leave the car at home, reducing congestion and lowering transport emissions on the path to net zero".

Quotes attributable to Deputy Premier and Treasurer Cameron Dick:

"The Direct Sunshine Coast Rail Line will transform South East Queensland.

"The Sunshine Coast has a growing economy and approximately 11 million annual visitors who currently rely on private vehicles, so this project will make it easier and faster to work, holiday, or travel to see friends and family.

"The Miles Government that can deliver this transformation, thanks to the strength of our budget and the capacity enabled by our investment in Cross River Rail.

"We look forward to the Federal Government hopping on board to match our commitment, so we can deliver this project, not just for 2032 but for decades to come."

Quotes attributable to Transport and Main Roads Minister Bart Mellish:

"Direct Sunshine Coast Rail will revolutionise public transport - making a trip to from Caloundra to Brisbane at least 45 minutes faster than a car.

"For the first time, residents in the region will have a direct, fast and reliable connection to the South-East."

"Direct Sunshine Coast Rail will not only help ease congestion, but also help unlock future housing development on the Sunshine Coast.

"Sunny Coast residents will also get another first - a direct rail journey to the AFL or the Ekka, thanks to Cross River Rail. No station change needed. Suncorp Stadium will also be just a short walk from Roma Street.

"The project will also deliver cleaner and greener transport for a more sustainable Brisbane 2032 Olympic and Paralympic Games, and provide a lasting legacy for these communities."

Quotes attributable to Member for Caloundra Jason Hunt:

"Expanding the South East Queensland rail network with this direct line will benefit Queenslanders well into the future.

"This rail line will connect people on the Sunshine Coast to Moreton Bay and Brisbane for work, medical appointments, sporting and cultural events.

"We are committed to maintaining the liveability of the Sunshine Coast region. Direct Sunshine Coast Rail will help to support sustainable growth that ensures that we spend less time in traffic, and more time doing the things that we love.

Fast facts:

The Direct Sunshine Coast Rail Line is a proposed 37.8km rail extension between Beerwah and Maroochydore to increase public transport opportunities and improve connectivity to Moreton Bay, Brisbane and beyond.

The detailed business case has determined an optimal realignment of the corridor between Beerwah and Maroochydore, which enables rail speeds of up 160km/h. The current trains can and do travel 140km/h, their maximum speed.

The realignment aims to minimise environmental impact and reduce curves in the line to allow for faster train speeds. The new corridor will be protected in 2024.

Over 80% of community feedback received during community consultation in 2023 were supportive of Direct Sunshine Coast Rail, helping inform the business case.

For more information, visit www.tmr.qld.gov.au/directsunshinecoastrail.

ENDS

Sent to all outlets:

Re: Business case for the Direct Sunshine Coast Rail Line (DSCRL)

25th February 2024

Greetings,

Thank you Premier Miles for detailing the outcome of the Business Case for the DSCRL. 

Direct Sunshine Coast Rail Line on track for delivery
https://statements.qld.gov.au/statements/99782

We note that the proposed branch line from Beerwah to Maroochydore (DSCRL) is going to be built in three stages – from Beerwah to Caloundra, then Birtinya, before ending in Maroochydore.  Business case has found cost for stage one to Caloundra in the range 5.5$Billion to 7$Billion.

It is anticipated that only stage one will be completed prior to 2032, and that depends on more funding from the Federal Government.

It is disappointing that the original time-lines for this project keep get pushed back.  We are however, grateful, that there is a chance for stage one prior to 2032.

Best wishes,
Robert

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

Quote from: ozbob on February 10, 2024, 22:35:47 PMSent to all outlets:

Business case for the Direct Sunshine Coast Rail Line (DSCRL) - what's the outcome?

11th February 2024

Greetings,

We understand the business case for the Direct Sunshine Coast Rail Line (DSCRL) https://www.tmr.qld.gov.au/projects/direct-sunshine-coast-rail-line-planning ( why not call it what it really is - the 37km branch line from Beerwah to Maroochydore)  was finished in 2023.  When will the good citizens of the Sunshine Coast, and Queensland generally, know the outcome?

Don't forget we are still waiting for real progress - rails and sleepers on the ground for the 13km Beerburrum to Beerwah track duplication (cut back from Landsborough).  In reality we have a 50km rail construction project to mount.  Time is moving on, continuing delays with both projects means it is looking less likely these projects will be completed by 2032 unless the Government gets cracking. 

What is the outcome of the business case for the DSCRL Premier Miles?  We all would like to know thanks. Will the business case be published soon?

Best wishes,
Robert

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

Quote from: HappyTrainGuy on February 25, 2024, 09:37:51 AMThey can't pump out infrastructure fast if they don't have the trains for it. We've seen and experienced this with CRR preventing train frequency increases now. We have rollingstock for increases on lines now (we saw this with translink pushing for 4tph on MBRL-Springfield) but not when CRR opens. Given the state has only ordered a few trains it doesn't really help when you factor in the EMU's still have to be retired and other rollingstock is on the cusp of forced retirement. The only trains that would be running on the line would be NGR/QTMP.

In terms of funding it would not surprise me if other non public projects are included into it such as stabling, AWS removal (Caboolture-Beerwah has been ETCS territory coming up on nearly 5 years now not that it's heavily mentioned). Who knows it might even include the Dakabin-Petrie triple/Dakabin stabling yard/anzac ave bridge replacement project and new rollingstock purchases. Not sure of the full reason but from what I've heard some of the cost increases came after more detailed geo technical works discovered the ground quality was even worse than they expected (sandy/wetlands/both) so the corridor needed to be raised and widened which has further flood mitigation impacts but also fire mitigation has also widened the corridor especially east of beerwah (not flat either). Land resumptions was also another factor being under budgeted at the time as land value increases. Some overpass projects have also ballooned. IIRC the SCUH had similar problems with its budget blowing out due to many factors but the two big ones were rising construction costs and ground quality. It was feared overtime the site would slowly sink and be more prone to flooding so some hefty resources went into stabling the site.

Quote from: Gazza on February 25, 2024, 09:41:56 AMYeah I wonder if WA is cheaper than the east coast because the construction sector there is its own little bubble and they have their own local network of suppliers of materials, with very little crossflow across the Nullabor.

Therefore limited demand from the hot east coast market.

There's so much demand on the east coast that suppliers and builders can name their price.
In Perth I don't think they can.

I wonder if the TMR quote includes overall and projected operational costs on top of the infrastructure costs. e.g. New trains and the cost to operate them across the new line?

WA may have a different methodology of calculating these costs without adding projected operational costs?

WA may also have the trains ready to go unlike here which can reduce the overall cost of the project if projected operations is included.

Plus they have a cheaper operational model being driver only. But this may be also the aim here in Qld by 2032.