Discussion paper: Western Electrification

[ozbob]

A discussion paper on electrification of the western line.

Provided by RAIL Back On Track member mufreight.  Thanks!

---------------
Western Electrification Extension

The electrification west of Rosewood should be undertaken initially as far as Gatton where there is now the Gatton University and it is proposed that the new super jail will be built.  The commuter needs of these two facilities alone would justify electrification without the increasing growth of residential development now occurring in the corridor between the present extent of the electrification at Rosewood and Toowoomba.

To electrify west of Grandchester will require either the reconstruction of the existing tunnel through the Little Liverpool Range between Grandchester and Laidley to provide clearance for the electrification, a major project in itself that would require the closure of the line possibly for a period of months to enable the work to be carried out or alternatively the opportunity could be taken to upgrade and straighten the alignment between Laidley and Grandchester and build a new tunnel to the required clearances for electrification with no interference with existing operations.   The length of the single track section could at the time of the construction be reduced to little more than the actual tunnel section so as to reduce possible delays.

The second option would result in faster transit times over that section and the tunnel section could be readily duplicated should future traffic needs so demand.

To enable the maximum utilisation of the extended electrification there would be a need to also include in this upgrade the extension of four tracks from Corinda to Darra, (it is presently proposed to construct a third line from Corinda to Darra to accommodate the need for extra train paths over that section with the construction of the Springfield line from Darra). 

A third bi-directional line would also be required from Darra to Booval with the provision of four lines from Booval to Ipswich.

These track arrangements would allow for the operation of all stations services between Brisbane and Ipswich on a 20 minute off peak heading (presently a 30 minute heading) down to a 5 minute heading during the peaks together with an hourly service express between Brisbane and Ipswich then all stations to Gatton with no disruption to existing freight traffic flows which would benefit from the improved alignment and transit times through the Grandchester Laidley section and the increased line capacity between Ipswich and Corinda.

At the present time Darra station has four platform faces, two of which are used for through services and the third for the five services presently timetabled to originate from that station to Brisbane and seven services that are presently timetabled to terminate there from Brisbane, the fourth platform face is presently unused.

Although it will be more expensive to rebuild Oxley to accommodate four tracks rather than the three as is presently proposed such cost will not be excessive when compared with the benefits that can be gained. 

Oxley Station.  If the four tracks through this location were to be provided with platforms due to space limitations the road over rail overpass at the western end of Oxley station (Seventeen Mile Rocks Road) will require some reconstruction on the southern side to accommodate the fourth track, however if the two additional tracks are built on the northern side of the existing station and no platforms are provided for the express lines then the road overpass has sufficient space for the additional two tracks on the northern side of the existing running lines.

On passing through the underpass one of the additional tracks would revert to the southern side of the existing running lines to Darra. 

The rail over road underpass at the eastern end of Darra station will need the addition of a further two tracks, one on each side of the existing running lines. 

The road over rail overpasses at Cliveden Avenue (between Corinda and Oxley) and at Harcourt Road (between Oxley and Darra) already have provision for four tracks, one on each side of the existing running lines.

Continuing west of Darra to Wacol the Centenary Highway overpass has provision for four tracks although initially it is only proposed to add a third bi-directional line.  The rail over road bridge connecting Wolston Road and Sanananda Street?s at Wacol would require the provision of a third line but again it would be prudent to provide for the future provision of a fourth track at that time.  It would be logical for the third line to be constructed on the southern side of the existing line with the existing inbound line between Wacol and Darra becoming the bi-directional express line.

Wacol station at present has two single faced side platforms and the third platform face and line if built on the southern side of the existing outbound platform could then have the station office and facilities relocated on to it by use of the now somewhat redundant yard at that point, this would give passengers catching trains in either direction access to staffed ticketing facilities as at the present time Ipswich bound passengers do not have access to either staffed ticketing facilities, toilets or even a drinking fountain.

At the time of this construction at Wacol which could be carried out with no disruption to existing rail operations, consideration could also be given to the extension of Progress Road as a road over rail overpass to connect with Wacol Station Road and thus eliminate the existing level crossing which has an unfortunately tragic history.  Again logic would suggest that such an overpass should be constructed with provision for the future construction of a fourth track on the northern side of the existing running lines.

The next section between Wacol and Goodna poses some difficulties at Gailes station due to the width of the rail reservation, but again logic would indicate that the third line should be constructed on the southern side of the existing running lines as far as Goodna.  A new bridge would be required to carry the third line over Woogaroo Creek as would be the widening of the existing rail over road underpasses at Ayard Street (east of Goodna station) and the Queen Street extension (west of Goodna station).

Goodna to Redbank poses no major construction difficulties although the opportunity could be availed of to ease the curvature of the reverse curve (between Lower Street and Lower Cross Street?s) and remove the existing speed restriction.  The abutments of the existing bridge over Goodna Creek have provision for four lines although the girders are only in place for the existing two running lines.  The Road over rail overpass at the eastern end of the Redbank station platforms was built with provision for four tracks however the present station building and car park would need considerable reconstruction to enable the construction of a fourth track on the northern side of the existing lines at this point hence consideration should be given to the relocation of the Redbank station about 150 metres to the West into the area of the existing somewhat disused sidings currently used to store surplus container rolling stock.  Such a move would enable the consolidation of the station office and all passenger facilities on to one platform serving both Brisbane and Ipswich bound passengers and allow for an increased number of commuter car-parking spaces.

Redbank to Riverview would require the construction of a substantial bridge over Six Mile Creek, the construction of this bridge on the northern side of the existing running lines would enable the easing of the curvature and speed restriction on the curve to the east of this location.  Again logic would indicate that that this structure should be constructed for two tracks thus making provision for the future inclusion of a fourth line.  The new bridge would carry the new bi-directional line and the inbound line with the outbound line being carried on the existing bridge again making provision for the future construction of a fourth line.

At Riverview the new line would remain on the southern side of the existing running lines and would require the construction of a new platform face making the existing southern side platform into an island platform which would cater for both inbound and outbound services and at the time of the reconstruction consideration should be given to making the station more passenger friendly by the raising of the platform level to the same as the floor level of the rolling stock and the provision of a pedestrian subway and ramps rather than stairs for access to the platforms to cater for the needs of the large numbers of aged and infirm potential passengers from the nearby aged care facility who find difficulty negotiating the present pedestrian overbridge and accessing the carriages due to the height disparity.

From Riverview the new line will require a new overpass to carry the line over Endeavour Road, again it would be logical to construct a new double track bridge on the original alignment which would then carry both the inbound and outbound local lines with the third track using the existing bridge leaving provision for the construction of a future fourth track.

The rail underpass under the Warrego Highway has provision for four tracks and Dinmore station has an at present unused third platform face on the southern side of the existing running lines which would then require new pedestrian access again by subway and ramps rather than by pedestrian overbridge and stairs so as to make it more user friendly.

The River Road overpass would require extension on its southern end to accommodate the third track at this point the third track would then be constructed on the southern side of the existing running lines from Dinmore to Ebbw Vale station where a new island platform would be built again both modernising the station facilities. The provision of a pedestrian subway and ramps would make this station more user friendly. Additional commuter car parking spaces could be provided on the northern side of the present running lines on the site previously used by the brick and pipe works which could be accessed from the southern side by a limited height vehicular underpass under the running lines and from the northern side by the extension of Vale street.

The new third track would continue on the southern side of the existing running lines crossing Byrne Street with a new single track rail over road bridge to Bundamba station where a third platform face is already partially constructed and which if completed would create an Island platform to accommodate both local service tracks and the existing pedestrian subway could be extended and a ramp be provided to access the platforms. 

The third track would remain on the southern side of the existing running lines to a point east of Bundamba Creek with a new double track being built across Bundamba Creek on the northern side of the existing running lines which would carry the bi-directional express line and leaving provision for a future fourth track.

West of the Bundamba Creek crossing to Booval the third track would be constructed on the southern side of the existing running lines, the road overpass at Dudleigh Street has provision for four tracks and the road underpass at Bergin Street at the eastern end of Booval would require extension to accommodate the third track.

The station at Booval would require extensive reconstruction possibly requiring the realignment of Yates Street, if this were to be done a new island platform could be constructed and would consolidate the station office and facilities on the one platform giving access to commuters travelling in either direction.  Passenger access would be improved by the provision of a pedestrian underpass and ramps rather than stairs.

From Booval to East Ipswich the new third track should be constructed on the southern side of the existing running lines.  The Cook Street overbridge has provision for four tracks and the East Ipswich station should be rebuilt as an island platform serving the new track and the existing outbound (Ipswich) line which would become the inbound (Brisbane) track.  To rebuild this station and accommodate the third track would entail the resumptions of the back yards of some five houses and one complete house and yard.  A new station office and passenger facilities would be constructed on the island platform with access to the station by ramps and a pedestrian subway removing the need for lifts for disabled access. 

From East Ipswich to Ipswich the third track would be constructed on the southern side of the existing running lines.  The Chermside Road overpass has provision for four tracks and earthworks would be required to make provision for the construction of both the third and fourth tracks and the Marsden Parade underpass would require widening. 

At the time of this construction work the opportunity could be taken at each station to raise the platform heights or lower the running tracks so as to remove the height disparity between the platforms and carriage floors and thus make them more passenger friendly.   As an example Ipswich station would be considerably improved by the lowering of tracks in platforms 1 and 2 to bring the platform height to the same height as the carriage floors thus catering for the older and infirm passengers.

The construction of the fourth line between Ipswich and Booval would allow for better integration of freight and express commuter services.  There is no normal operational need for platforms at any of the intermediate stations between Ipswich and Darra with the possible exception of Redbank with its larger passenger number as a consequence of the railway workshops and other industrial works in the vicinity added to the residential commuters from the area.  Considerable savings could be made by not constructing platforms to serve the bi-directional through road.

With the electrification extended it would be possible for the express services to operate on an hourly headway and they could be through routed to either Landsbrough or Nambour thus providing an upgraded service on the northern line as well and ensuring the maximum utilisation of the rolling stock.

Off peak services between Brisbane and Ipswich could operate on a 20 minute headway using 3 car sets instead of the existing 30 minute headway using presently under utilised 6 car sets with additional capacity being provided by the express services over the Brisbane ? Ipswich section, these services would be tabled to stop at the intermediate stations of Redbank (industrial hub) Darra (passenger interchange for the proposed Springfield line)  Corinda (passenger interchange for bus connection to Beenleigh line and Princess Alexandra Hospital) Indooroopilly (commercial hub) and Toowong (commercial hub and bus connection to University of Queensland).

It would be anticipated that the increased convenience as a consequence of the increased frequencies of the all stations services and the reduced running times for the express services that there would be a further increase passenger numbers as the improved service proved to be a more attractive alternative than private cars.

The construction and electrification of the additional trackage between Corinda and Redbank could be accomplished within 2 years, the extension of the electrification from Rosewood to Gatton and the construction of the new single track tunnel through the Little Liverpool range could be completed and commissioned within three years.

On the completion of electrification works to Gatton and their commissioning it may well prove expedient to continue the electrification as far as Helidon until such time as a new rail line is built up the main range.

Running times for express services between Brisbane city and Ipswich with the proposed stops would come down to 38 minutes as against the existing all stations timing of 52 minutes.  A running time between the Brisbane city and Gatton of 65 to 70 minutes is more than feasible using equipment currently in use, (a sub 60 minute timing would be possible) allowing for the realignment between Grandchester and Laidley and a new tunnel through the Little Liverpool Range.

As an interim move to both test and encourage the demand for such a service a commuter service could be operated between Gatton and Brisbane providing three or four return services a day by utilising a car set comprised of now surplus air-conditioned sitting cars and a power car previously used on the Lander services hauled by a pair of back to back 1720 class locos so as provide a cab leading in both directions and to remove the necessity for loco turning facilities to improve turn round times.  Such a service would of necessicity be slower than the proposed times for the electric service operating with the benefit express track between Corinda and Ipswich but it would provide additional seating capacity and a shorter travelling time in the peak hours between Brisbane City and Ipswich

The additional track between Darra and Ipswich has been as far as possible kept to the southern side of the existing running lines with the intention of simplifying the track work for the all stations trains.

Where new platform construction has been required it has where possible been proposed that the platforms become island platforms so that the office and facilities (toilets) can serve passengers for trains operating in both directions and simplify security and passenger access arrangements.

mufreight Jan 2008

[Mozz]

Wow - some considerable research and work has gone into this paper - as a former Ipswichian now residing at Oxleytown I am very familiar with this line and support the furtherance of research and planning into leveraging of existing rail infrastructure investment and enhancement of the investment for the benefit of the residents of Queensland.

Rail is an efficient public transport solution if not the most efficient. With peak oil coming rapidly investment now into rail and other public transport infrastructure will benefit us into the future. If public transport use has skyrocketed with petrol going from 90c to 130c per litre in the last couple of years - imagine the impact of prices over 200c per litre in a couple of years time.

Infrastructure planning and implementation takes considerable time - just a third line from corinda to darra (then onto redbank) has been some 2-3 years in the planning and probably another 3-5 years for the delivery. Ordering the last batch of new electric trains from announcement to delivery is something in the vicinity of 3-4 years and in this time frame utilisation grew somewhere between 9 and 15% each and every year.

One of the primary reasons I am a member of this forum is to promote proactive rather than reactive approaches to public transport solutions.