Building Queensland - BQ

[Gazza]

But, does the full160 km/h double track alignments have to be built to get a decent benefit?

Could you say duplicate to Landsborough, and then also Palmwoods to Nambour, but leave out the tunneled sections around Mooloolah and Eudlo?

[Stillwater]

Freight Rail is the key to SCL duplication, not passenger rail, although it benefits from any investment in faster, more efficient freight operations.  The NCL delivers a revenue stream for the state and it should be protected and enhanced.

[Fares_Fair]

But, does the full160 km/h double track alignments have to be built to get a decent benefit?

Could you say duplicate to Landsborough, and then also Palmwoods to Nambour, but leave out the tunneled sections around Mooloolah and Eudlo?

Yes, IMHO.
The faster the track, the more trains you can run.

and

I would say not, Gazza.
The literally most tortuous section of track is between Mooloolah and Palmwoods.
Failure to address those literal 'S' bends leave the Achilles heel of the entire North Coast Line intact.

[#Metro]

What is the maximum speed for freight? I can't imagine that it would be more than 100 to 110km/hr, and thus this would be limiting the line speed overall.

[petey3801]

What is the maximum speed for freight? I can't imagine that it would be more than 100 to 110km/hr, and thus this would be limiting the line speed overall.

100km/h max for freight.

[Fares_Fair]

G'day Petey,

What is the limitation on freight that it is set at 100kph?
Is it the locomotives?
Could it be faster with a better track?

[Gazza]

Very few freighters run above 120 anywhere in the world.
I think it just comes down to the increasing energy requirements to run a long freight train much faster, and of course stopping a 1km+ long train (increased separation needed)

Im not sure how a narrow gauge freighter would go at 160 anyway...its not like they have a tilt mechanism to help it around corners without slowing .

Faster trains may only really help in the overnight hours where they dont have to mix it with (hopefully more frequent) passenger trains.

But also, you could build a faster freight loco, but there are very few places from here to cairns where you could let rip.

I think designing the NCL to 160 is a bit of gold plating, because it would only be the tilt that could do that speed.

The stations are too close for passenger services to do this

[Arnz]

It should at least be re-aligned and rated to 140km/h the whole way to Glasshouse Mtns at the minimum.  Preferably to Landsborough with most of the existing alignment between Glasshouse Mtns and Landsborough re-rated from 120km/h to 140km/h.

The existing 120km/h section between Glasshouse Mtns and Landsborough only needs the 2nd track next to the existing track, only requiring a bit of curve easing just north of Glasshouse Mtns station and possibly re-rated from the existing 120km/h to 140km/h for MUs.

There is a separate speed board for Tilt Trains north of Caboolture.  It is 160km/h between Caboolture and Beerburrum, and 160km/h between Beerwah and Landsborough.

[petey3801]

As Gazza said, freight speeds above 120km/h are very rare around the world, for numerous factors.
In QLD, best reasons I could come up with would be a combination of locomotive/rollingstock build specs as well as the higher axle loadings meaning higher speed limits are unfeasible due to track standards required and maintenance factors. Those are, however, only my educated guesses (passenger rollingstock has much lighter axle loadings than freight locomotoves/rollingstock, generally speaking).

[Stillwater]

Just spotted these words on the Building Queensland website, amid the project summary for the Beerburrum-Nambour rail upgrade:

* A range is provided by Responsible Agency as a number of options are still being considered. An estimate will be provided once the Business Case is complete.

Would an RTI request reveal the options under consideration?

http://buildingqueensland.qld.gov.au/projects/beerburrum-to-nambour-rail-upgrade

[Fares_Fair]

^ That information, I believe will be found in the South East Queensland Capacity Improvement Study.
I have (again) requested it on 4 June and am awaiting a response which is due any day now.

Interestingly, the website notes Beerburrum to Landsborough as 20km in length.
It's actually 17km long.
That suggests construction of an extra 3km somewhere beyond Landsborough.

Secondly, the budget range is interesting too.

$600 - $700 million (depending upon options, as you noted SW)
When the 17km Beerburrum to Landsborough section was announced by Campbell Newman on 13 January 2015, the cost was $532 million.
Therefore it allows for around $68 - $168 million for the upgrades (depending upon options) from 3km north of Landsborough to Nambour.

[Gazza]

^ That information, I believe will be found in the South East Queensland Capacity Improvement Study.
I have (again) requested it on 4 June and am awaiting a response which is due any day now.

Interestingly, the website notes Beerburrum to Landsborough as 20km in length.
It's actually 17km long.
That suggests construction of an extra 3km somewhere beyond Landsborough.

Secondly, the budget range is interesting too.

$600 - $700 million (depending upon options, as you noted SW)
When the 17km Beerburrum to Landsborough section was announced by Campbell Newman on 13 January 2015, the cost was $532 million.
Therefore it allows for around $68 - $168 million for the upgrades (depending upon options) from 3km north of Landsborough to Nambour.

The extra 3km would get you as far as where the first new tunnel portal would be.

[Stillwater]

Thanks Gazza, makes sense.

[ozbob]

Infrastructure Pipe Line Report -->

Building Queensland recently released its first Infrastructure Pipeline Report, giving the green light to $6.5 billion in infrastructure projects

>> http://www.iseekplant.com.au/blog/2016/07/04/infrastructure-pipeline-report-important-document-qld/

The report was compiled with the aim of assisting the Queensland government with its decision-making process for infrastructure projects. 16 projects were identified as a priority by Building Queensland, and four of them are ready for investment consideration by the government, including:

• The Gold Coast Pacific Motorway (Mudgeeraba to Varsity Lakes)
• Cunningham Highway (Yamanto Interchange to Ebenezer Creek)
• Cross River Rail through the CBD in Brisbane
• European Train Control System in the Brisbane rail network through the inner city area

Alan Millhouse, board chair of Building Queensland, said that when a proposal is included in the Infrastructure Pipeline it's a recommendation from Building Queensland that the proposal should move forward ...

[ozbob]

Explainer: what is 'value capture' and what does it mean for cities? https://t.co/twjNs7Zene via @ConversationEDU

— Urban Melbourne (@UrbanMelbourne) July 27, 2016

[ozbob]

Building Queensland Update:

Building Queensland has now released an additional 15 proposal summaries to provide further visibility of infrastructure proposals under development. These summaries highlight the range of infrastructure sectors Building Queensland is actively involved in, including economic and social infrastructure.

Building Queensland will continue to work closely with agencies to improve the development of proposals through the adoption of our Business Case Development Framework.

These proposals, along with new initiatives that arise over the coming six-month period, may be considered for inclusion in the update to the Infrastructure Pipeline Report scheduled for release in December 2016.

As an independent entity we objectively appraise projects on their merits and have an obligation to present this information under the Building Queensland Act 2015.

[ozbob]

Couriermail --> Editorial: Time to cut the red tape and get Queensland moving

YOU have to spend money to make money – it's both a cliche and a sound economic theory.

Queensland's economy has never been an easy one to manage. Ours is a vast state with many needs, an uncertain climate, a widely disparate population, and a historic tendency to throw too many eggs into one basket at any given time.

For much of the past decade the state has been a powerhouse for Australia, thanks to our natural resources and the mining boom. But that's cooling now and it's beyond time to carefully examine and invest in the projects that must come next.

There's no easy way forward for Queensland. The end of the mining boom was always going to present a puzzle of how to repower the economy, and too often there's been a lack of government focus from both sides of politics.

It's a truth that constant management and stewardship are needed. Too many projects that should have already commenced are bound up in political squabbles, funding debates, red tape, or simply haven't been identified.

According to Infrastructure Partnerships Australia, there are "just" 13 major projects in the environmental assessment stage to potentially provide jobs and vital development. According to the State Government, that represents $20 billion worth of investment and puts the state in a better place than it was in two years ago.

Both sides of the argument would say exactly what they're saying, and that's because there's truth in both arguments.

Some pieces of infrastructure development are absolutely vital: Brisbane's Cross-River Rail is necessary to keep trade moving, and Townsville's new stadium will bring huge tourism benefits to the north. Yet neither of them is actually on any sort of table at the moment ...

[SteelPan]

WHO Cares Jackie....Who Cares!  Another govt term...another plan/report/study/expert group!  YAWN!

[ozbob]

Dep Premier @jackietrad unveils $70mil jobs pkg "to get less mature infrastructure projects" ready @7NewsQueensland pic.twitter.com/MrnG1FfUct

— Simon Love (@SimoLove) September 9, 2016

[ozbob]

Media Statements
Deputy Premier, Minister for Infrastructure, Local Government and Planning and Minister for Trade and Investment
The Honourable Jackie Trad

Friday, September 09, 2016

$70 million Local Jobs Boost

Queensland councils will be in a stronger position to deliver priority infrastructure and better protect their communities from natural disasters following the release of more than $70 million in State Government funding.

Deputy Premier and Minister for Infrastructure, Local Government and Planning Jackie Trad said the package consists of $50 million of fast tracked local government grants and $20 million to get emerging local infrastructure projects investment ready.

"This $70 million will allow us to get local projects built faster by cutting red tape and streamlining the application process," Ms Trad said.

"The grants will assist local councils with the cost of constructing and upgrading essential community infrastructure and be vital in the creation of jobs in areas with the greatest need.

"It will also provide councils with funding to deliver disaster mitigation infrastructure and reduce their community's vulnerability to natural disasters.

"At the same time, our $20 million Maturing the Infrastructure Pipeline Program kicks off to target the infrastructure projects needed to support economic growth.

"Through this program, the Palaszczuk Government will assist councils with project evaluations and attracting private sector investment so that we can get local infrastructure projects off the ground faster.

"This is all about helping councils to identify and deliver vital infrastructure now and into the future."

The $50 million grants package includes the Local Government Grants and Subsidies Program, Community Resilience Fund and Natural Disaster Resilience Program. Other eligible organisations including not for profits can also apply for the Natural Disaster Relief Fund.

All three funding programs offer up to 60 per cent of the total eligible cost of council projects, and councils will need to deliver the projects within twelve months of grant approval.

A new assessment approach will see a shorter turnaround between councils submitting their expressions of interest to the approval stage. This will mean economic activity will be fast tracked.

The $20 million Maturing the Infrastructure Pipeline Program is part of the $2 billion State Infrastructure Fund which adds to the Government's capacity to plan and build the infrastructure needed to support economic growth and liveability into the future.

For further information visit http://www.dilgp.qld.gov.au/local-government/grants/current-programs.html and http://www.dilgp.qld.gov.au/infrastructure/state-infrastructure-fund.html

ENDS

[ozbob]

16th January 2017

Media Release
Deputy Premier, Minister for Infrastructure, Local Government and Planning and Minister for Trade and Investment
The Honourable Jackie Trad

Palaszczuk Government welcomes release of second Building Queensland Pipeline

The Palaszczuk Government has welcomed the release of Building Queensland's second Infrastructure Pipeline Report, an independent analysis of Queensland's priority infrastructure projects.

Deputy Premier and Minister for Infrastructure, Local Government and Planning Jackie Trad said the release of the second Infrastructure Pipeline Report demonstrated the ongoing commitment to transparency and efficiency in infrastructure delivery.

"We know that building infrastructure is integral to delivering jobs and growing productivity across Queensland," Ms Trad said.

"The Pipeline allows the Government to make informed decisions about which projects to investigate further and which projects to fund.

"Building Queensland's arm's length expert advice provides confidence that public money is being spent wisely.

"We have already committed funding to five projects from the first Building Queensland pipeline, including our number one infrastructure project Cross River Rail, vital M1 upgrades and the European Train Control System.

"This update to the Pipeline affirms the need for the Beerburrum to Nambour Rail Upgrade Project, a major priority for the Sunshine Coast community which will provide a more integrated and effective transport system and improve connectivity in South East Queensland."

An additional 19 proposals have been recommended in the Pipeline for further development including upgrades for the Port of Townsville, a new correctional precinct for Southern Queensland and a number of road and dam upgrades.

"Building Queensland will undertake a thorough analysis of these projects and they will be further considered in subsequent updates," Ms Trad said.

"We are committed to following proper process and ensuring infrastructure development and prioritisation is done properly, for the benefit of all Queenslanders.

"It is essential that we are investing in projects that will both sustain the construction industry and create a lasting legacy for local communities throughout the state."

The full report is available at www.buildingqueensland.qld.gov.au           

ENDS

[ozbob]

December 2016 Pipeline

>> http://buildingqueensland.qld.gov.au/pipeline/

Email from BQ

From the CEO

Building Queensland's second Infrastructure Pipeline Report released today.

Building Queensland has today released its second Infrastructure Pipeline Report to assist the Queensland Government in making its major infrastructure decisions. The Report provides our independent advice on unfunded infrastructure proposals under development by Queensland Government agencies, including government-owned corporations and statutory authorities.

Twenty priority infrastructure proposals across 11 different asset classes have been identified in the second edition of the Report. These range from proposals at Strategic Business Case stage, right through to those ready for investment consideration by Government. With the recent completion of the Beerburrum to Nambour Rail Upgrade Business Case, this proposal is now ready to be considered as part of the Budget process.

The remaining 19 proposals are under development utilising Building Queensland's Business Case Development Frameworks.

Of the projects identified as priorities in the inaugural Report in June 2016, five projects have already secured a partial or full funding commitment from the Government, including the Cross River Rail and European Train Control System - Inner City projects.

In delivering independent advice to government, Building Queensland is focused on providing industry and the community with visibility of infrastructure proposals currently being considered.

Building Queensland has also published an additional 24 proposal summaries alongside those priorities included in our Report, where we are leading the preparation of the Business Case or are assisting an agency in developing a proposal.

The full Report and the additional proposal summaries can be viewed on Building Queensland's website.

Regards,

David Quinn
Chief Executive Officer

[ozbob]

Sent to all outlets:

16th January 2017

RAIL Back On Track Welcomes second Building Queensland Pipeline

Greetings,

Some welcome news with the release of the second Building Queensland Pipeline ( http://buildingqueensland.qld.gov.au/pipeline/ )

" With the recent completion of the Beerburrum to Nambour Rail Upgrade Business Case, this proposal is now ready to be considered as part of the Budget process. "



We have been lobbying for this critical rail upgrade since 2009, when it was unexpectedly stopped.  It is now 7 years on.  This project must be commenced as soon as possible.  The Sunshine Coast Line is an important freight and passenger corridor.   It is presently back in the 19th Century.

We also hope that the Business Case for the Beerburrum to Nambour Rail Upgrade will be made publicly available in due course.

Best wishes
Robert

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

Reference:

The Sunshine Coast Case : Rail duplication Beerburrum to Nambour
https://railbotforum.org/mbs/index.php?topic=6647.msg67212#msg67212

[SteelPan]

< I wish all of it EVERY Success!

but.......  you know........

[ozbob]

Couriermail --> Queensland infrastructure: Two-thirds say politicians not doing enough

INFRASTRUCTURE critical for the state's growth is being planned poorly, according to two in three Queenslanders.

An exclusive poll has revealed widespread dissatisfaction over the co-ordination of vital projects.

The survey results come as Premier Annastacia Palaszczuk and Prime Minister Malcolm Turnbull engage in a battle of wits over funding for the $5.2 billion Cross River Rail project for Brisbane.

The research, commissioned by Infrastructure Partnerships Australia, the Infrastructure Association of Queensland and the Property Council, found 62 per cent of Queenslanders believed investment in, and development of, infrastructure was poor or very poor.

Dissatisfaction was greatest in the state's north at 67 per cent, with 62 per cent of those in the southeast unhappy.

"Whether it is through road and rail congestion, or just a general lack of activity in the economy, the shortage of investment in infrastructure is impacting Queenslanders,'' Property Council Queensland executive director Chris Mountford said.

The poll of 1000 people revealed deep concern over the failure of all levels of government to address the need for economy-boosting projects.

The Federal Budget ignored Ms Palaszczuk's call to match her Government's $850 million commitment towards the $5.4 billion CRR tunnel and stations plan.

Infrastructure Australia says it needs more details from the State Government before it can advance the business case submitted nearly a year ago.

Premier Annastacia Palazsczuk and Prime Minister Malcolm Turnbull have come to blows over Cross River Rail funding.

Infrastructure Minister Jackie Trad yesterday disputed any suggestion the state was not doing enough.

"We are implementing a four-year, $40 billion capital program which will support more than 31,000 jobs this year alone," Ms Trad said.

"We have a real plan for infrastructure, and construction is under way right across the state, but we need to make sure all levels of government work together, and unfortunately the Federal Budget was a severe disappointment."

Mr Mountford said infrastructure was the key challenge facing the Queensland Government as it prepares next month's State Budget.

"For too long, the State Government has delivered the infrastructure Queensland can afford rather than the infrastructure the state needs,'' he said.

Infrastructure partnerships Australia chief executive Brendan Lyon said: "Our polling shows that people across Queensland can see that the status quo just is not working.

"Infrastructure investment should be the cushion for Queensland jobs, against the collapse of private resources projects, delivering a short-term benefit through employment and long-run benefit through better transport, hospitals and schools.''

Infrastructure Association of Queensland chief executive Steve Abson said the state was staring down the barrel of a $2 billion funding gap in paying for identified project needs.

"Tremendous achievements in the past included the creation of a new coal seam gas industry in ''record time'' and the road tunnel network across Brisbane.

"On the flipside, we've seen multibillion-dollar projects delayed through changes in government, significant delays to job-creating projects through lack of co-ordination and threats of significant contracts being cancelled after being let.''

[ozbob]

Couriermail --> Editorial: Labor mediocrity on show with Adani and Cross River Rail fails

QUEENSLAND has long prided itself as a frontier state. Far from the purview of the federal government and distinct from the Sydney-Melbourne duopoly, this vast and diverse state has forged ahead regardless through its unique entrepreneurial spirit.

Few challenges have been viewed as too tough.

Labor premier William Forgan Smith built the Story Bridge during the Great Depression to create jobs.

Sir Joh Bjelke-Petersen opened up coalmining opportunities to spawn a generation of prosperity.

And the Beattie government attracted major companies to Queensland through a raft of tax agreements, much to the chagrin of leaders in other states.

Sadly, the pioneering zeal that has served us so well appears to be fading, disparaged as an anachronistic, colonial approach.

In its place has emerged a process-driven and mulish mindset where sectional interests hold great sway and performing well at the blame game is a prerequisite in politics.

The stalled Carmichael coalmine and the limbo land in which the Cross River Rail project finds itself are just two examples. But they are also the two most critical projects on the to-do list of the Palaszczuk Government.

Indian miner Adani's announcement that it was postponing an investment decision on the Carmichael mine amid a factional brawl within Labor is a bitter blow for regional Queensland.

No other issue has so greatly exposed Premier Annastacia Palaszczuk's lack of gravitas within her own ranks.

Months of negotiations with Adani representatives over royalties were scuttled by an 11th hour intervention by Deputy Premier and Left faction leader Jackie Trad.

In truly unruly scenes, Left faction ministers publicly condemned the proposal before a Cabinet discussion took place and restated Labor's pre-election rhetoric opposing taxpayer-funded aid for Adani.

Ms Palaszczuk will wear the Carmichael delay like an albatross around her neck at the next Queensland election.

The Government has flicked the switch to salvage mode – both for itself politically as well as the Carmichael mine – by talking about region-wide royalty agreements for all future miners in the Galilee Basin and other areas.

However, this will not shift what will be the pervading atmosphere in regional Queensland from now until the election that inner-city Left MPs scuttled their employment prospects.

The disconcerting thing about the Adani delay is the deal that was on the table seemed nothing special.

Royalty relief in the early years while the mine builds up production, which would have been caught up at a later time, seemed sensible.

In fact, the deal seemed downright judicious for a state facing a dearth of major investment opportunities and stubbornly high unemployment.

Would Forgan Smith, Bjelke-Petersen or Beattie have surrendered so meekly in the face of some internal discord? Unlikely.

Yet despite enjoying similar popular appeal, Ms Palaszczuk has wilted at the sight of a fight, surrendering the pursuit of the great good of job creation in the face of the self-serving incursion of her deputy.

Meanwhile, Ms Trad should be focusing on her infrastructure portfolio, given she has so far proved as incapable as her predecessors of pushing forward the Cross River Rail project.

Ironically, her hand in scuttling an Adani deal may have only made affording the significant ongoing costs of a new underground passenger rail link into Brisbane's CBD more difficult.

Different incarnations of the 10.2km rail link between Bowen Hills and Woolloongabba have been bandied about for years to avoid the crunch point when rail demand exceeds the ability to deliver services.

Yet while untold millions of dollars have been spent by successive governments keeping transport planners employed to scribble lines on maps, commuters have been kept waiting.

It is worth noting that a previous foot-stamping episode ensured that the entire portfolio responsibility for Cross River Rail was brought under Ms Trad, yet this has so far delivered naught.

The Federal Government is either not enamoured with the project's business case or is playing politics with the timing of any commitment they might make.

If Cross River Rail, the state's "No.1 infrastructure project", is as critical as the Palaszczuk Government purports, then surely it is incumbent on it to lock in an alternative funding arrangement.

Not only has Ms Trad failed to convince Canberra of the merits of Cross River Rail, she has so far failed to convince her colleagues of alternative funding arrangements.

If the Government goes to the next election with little more than a blueprint to bemoan the lack of federal funds for the project, then it would be rightly chastised by voters.

Past governments, those that embraced Queensland's frontier mindset and entrepreneurial spirit, would have struck a deal on the Carmichael mine and found a way to fund Cross River Rail.

All the Palaszczuk Government has done is combobulate an argument that others are to blame while celebrating its own mediocrity.

[ozbob]

Melbourne Age --> Are we choosing the right transport projects?

Assumptions by our original road builders are still directing traffic, writes Tony Morton.

Level crossing elimination is among the most popular major transport initiatives by a Victorian government over the past three decades. Level crossings on main roads are a Melbourne anomaly: even Sydney removed all but a handful of crossings by the 1980s.  Among experts, including those inherently cautious about ascribing merit to large projects, there's been little resistance to the idea that level crossing removal is a good thing.

Yet the "business case", just released by the Level Crossing Removal Authority, reports that the current project to remove 50 level crossings in Melbourne has a benefit-cost ratio (BCR) of just 0.8, based on a conventional cost-benefit analysis.

What has happened here? Is it really a waste of effort to remove level crossings?  Or alternatively, will this turn out to be just another evidential black mark against the way we currently do cost-benefit analysis?

Granted, capital cost figures for current grade separations are steep in comparison with equivalent projects in the past. Partly this can be explained by the fact that as urban infrastructure develops over time, it becomes ever more awkward to dig trenches through established areas. Hence the renewed attention to elevated "skyrail" alternatives, which, however, have not proved to be exactly "cheap" themselves. There's a clear need for these and other capital projects to be transparently benchmarked against Australian and international best practice.

But it's on the "benefit" side of the ledger that the Public Transport Users Association and others believe conventional cost-benefit analysis gets it especially wrong. Even a large project with likely budget overruns can be justified when it fills an evident need, yielding quantifiable benefits that can be counted on to exceed costs beyond any reasonable margin of error. But the way we quantify benefits for transport projects has long been vulnerable to systematic errors, and many of these have worked against the public interest.

For decades, planners have used cost-benefit analysis to justify new roads by projecting travel time savings that were never realised in practice. In 1996, for example, Melbourne's CityLink motorway was projected to reduce the total time spent in traffic in Melbourne by 1.4 per cent by 2011, relative to doing nothing. Most of this would be due to drivers shifting to CityLink from existing arterial roads.

But by 2005 (as RMIT's John Odgers found) the total time spent in Melbourne traffic was already exceeding, by 1.8 per cent, the figure projected for 2011 in the "do nothing" scenario. Most of this increase was occurring on the arterial roads that feed CityLink. So the new road was increasing arterial road congestion, not reducing it.

At the same time, rail projects have suffered the opposite fate. Perth's astounding rail renaissance over the past quarter-century, beginning with the Joondalup line in 1991, was almost strangled at birth by a 1980s cost-benefit analysis. Modelling found the new line would attract few people out of cars and would gain patronage largely at the expense of existing bus services.

Over the next 15 years, patronage on the entire Perth public transport system nearly doubled, and this spread-out car-dependent city saw a mode shift away from cars to public transport, over a period when every other Australian capital city saw the opposite. This was before Perth built its 70 kilometre Mandurah line, which has seen patronage nearly double again since.

Perth's projects went ahead because planners ultimately relied for their evidence on international experience with good public transport, not on the vagaries of computer models. Yet the old modelling approach persists with only slight modifications. It marches on, boosting the benefits of new roads and denying those of new rail lines, to this day.

So it is with the level crossings business case. The low BCR emerges, it turns out, because the modelling assumes a 25 per cent growth in overall car travel in the next decade, and a massive 60 per cent growth to 2046. Meanwhile, it assumes public transport increases from 10 per cent of all trips today to just 13 per cent by 2031. In other words, any benefits from level crossing removal are simply assumed to be swamped by growth in car travel and congestion.

Of course car travel has grown strongly in the past, and one key reason has been the generous provision of new road capacity. This is the phenomenon of "induced travel", where new roads actually create their own traffic. But if project-assessment models fail to account properly for induced traffic (and current models do not), they will attribute all growth wrongly to "natural increase". This is one of many flaws in today's models.

Our transport system needs to evolve to cater for population growth and more efficient movement of people and goods. But we kid ourselves if we suppose that growth in vehicle-kilometres can be extrapolated indefinitely into the future. There is good news here: over 5 years between 2006 and 2011, with very little in the way of inducement, the share of travel to work in Melbourne by public transport increased by more than 2 percentage points at the expense of car travel. Measures such as new rail lines and level crossing removals will allow this trend to continue in future. But our assessment models currently struggle to acknowledge this is even possible.

There's plenty more to quibble with on the margins of project assessment. The correct "discount rate" to use when valuing benefits in the future is the subject of argument; reducing this from 7 per cent to 4 per cent lifts the BCR for the level crossings from 0.8 to 1.3. There's the peculiar guideline by which public transport users' time is given 90 per cent of the value of motorists' time. And not all of those 50 grade separations are equally meritorious: there might be better ones to shift up the priority queue.

However, the focus must remain on the larger issue: ensuring the ingredients of a more liveable city aren't foreclosed by out-of-date assumptions invented by road builders from the last century.

Tony Morton is president of the Public Transport Users Association.

Our research program is looking at how cost benefit analysis could be improved https://t.co/PoQtDrN6tl https://t.co/VgeAUEukan

— Infrastructure Vic (@infravic) May 26, 2017

[#Metro]

Models allow answers to be found provided a set of values and input circumstances.

At the end of the day they are guides to assist decision making. They are the second best thing after accurate clairvoyants (which don't exist BTW).

There is no "right" discount rate. Many discount rates is that this reflect a subjective judgement the people elected need to make

about how they value future benefits as opposed to benefits now. Usually, a standard rate is chosen and applied across government for

consistency. There are multiple ways to arrive at the "rate" depending on your view.


Example, NZ Treasury http://www.treasury.govt.nz/publications/guidance/planning/costbenefitanalysis/currentdiscountrates


A BCR tells you about how efficient a project is in converting dollars into benefits. For example, if we build a skyrail and remove a level crossing, that will have a BCR.

Now, if I buy rare diamonds and throw that into the concrete mixer, the cost base will inflate massively causing the BCR to drop because I am being inefficient. The benefits in both scenarios are the same however.

It is not clear why the cost base is what it is, but I suspect that if provision is made for the future (i.e. infra built for 4 tracks eventually) then that generates a cost now but no benefit until some point in the distant future, and thus that might penalise the BCR. (I am speculating here).

UPDATE: It is possible to retroactively calculate a BCR once a project is complete and in operation. At that point there is certainty about the costs, and probably a better idea of the benefits too. But they are very rarely done nowadays. I can only speculate as to why retroactive BCRs are not done- would probably show most projects not performing as well as projected.

There is some interesting info by Flyvbjerg which generally shows that most infra projects blow out by 50% and are delayed.

[ozbob]

19th July 2017

From the CEO

Building Queensland releases state's
top infrastructure proposals

Building Queensland identified 23 priority infrastructure proposals for the Queensland Government to consider in our June 2017 Infrastructure Pipeline Report, released today.

This third Report is Building Queensland's independent assessment of unfunded infrastructure proposals under development by Queensland Government agencies, including departments, government-owned corporations and nominated statutory authorities.

The 23 priority infrastructure proposals identified in the Report cover both social and economic infrastructure. These range from proposals in the Strategic Business Case stage, right through to those ready for investment consideration by government.

Of the two proposals recommended for investment consideration, already one—the Smithfield Transport Corridor Upgrade—has been funded since our Pipeline was presented to government. A further eight proposals in the Detailed Business Case stage are scheduled to be completed in the next 12–18 months.

Since our first Infrastructure Pipeline Report was released in June 2016, the state  government has fully or partially funded eight proposals Building Queensland has recommended as priorities for the state. These are:


    Cross River Rail (Transport—Rail)
    European Train Control System (ETCS)—Inner City (Transport—Rail)
    Burdekin Falls Dam—Saddle Dam & Monolith Improvement Project (Water)
    Pacific Motorway—Mudgeeraba to Varsity Lakes (Transport—Road)
    Port of Townsville Channel Capacity Upgrade (Transport—Ports)
    Financial System Renewal (Health—ICT)
    Laboratory Information System (Health—ICT)
    Smithfield Transport Corridor Upgrade (Transport—Road).

The application of Building Queensland's Business Case Development Framework is increasing the rigour of proposals we are assessing for inclusion in the Pipeline. We commend our partners across government for their efforts in working with us to apply the Framework in developing proposals for the Infrastructure Pipeline.

In delivering independent advice to government, Building Queensland is focused on providing industry and the community with visibility of infrastructure proposals currently being considered.

Building Queensland has also published additional proposal summaries alongside those priorities included in our Pipeline Report, where we are leading the preparation of the Business Case or are assisting an agency in developing a proposal.

The full Report and the additional proposal summaries can be viewed on Building Queensland's website.

Regards,

Damian Gould
Chief Executive Officer

[ozbob]

Couriermail --> Bundaberg Hospital and Gold Coast rail line in billion-dollar pipeline for Building Queensland

A NEW hospital for Bundaberg and an extra track to ease congestion on one of the southeast Queensland's busiest rail routes are among new projects worth billions of dollars being considered by the State's infrastructure body.

Seven new projects have been added to the Building Queensland (BQ) infrastructure pipeline, meaning work will begin on business cases.

The pipeline, due to be released by State Development Minister Cameron Dick tomorrow, now includes a new Bundaberg Hospital to replaced an ageing, flood-risk, facility with limited capacity.

Just how much that could cost is yet to be determined, as is the cost of a Gold Coast rail line between Kuraby and Beenleigh.

"The current track configuration of the Gold Coast rail line is limiting the ability for express trains to effectively pass all stops during peak periods," BQ's report states.

"This is limiting the capacity of the corridor and impacting on service reliability."

BQ will investigate several options to fix the problem, including development of a third track, and plans to preserve a corridor for a fourth to be built in the future.

The $670 million stage three of the Gold Coast light rail project – from Broadbeach to Burleigh Heads – is also in line for a detailed business case.

Plans for a new school in Logan and a new special school in the southeast will also be investigated by BQ, as will the multibillion-dollar Brisbane Live entertainment precinct proposal to transform Roma St alongside Cross River Rail.

State Development Minister Cameron Dick (pictured) said the Government had committed to funding 18 proposals from Building Queensland's Infrastructure Pipeline, which have received funding commitments since June 2016.

"With seven new proposals added to the pipeline, including projects like Brisbane Live and Bundaberg Hospital, the Government is committed to supporting growth without compromising quality of life," he said.

Mr Dick will also today release the latest State Infrastructure Plan off the back of the Government's pledge to spend $45.8 billion on infrastructure over four years.

It lists among future priorities the need to "secure transport, port facilities, water infrastructure and community amenities to unlock thermal coal in the Galilee and Surat basins, bauxite deposits near Aurukun and under explored gas reserves in the Cooper Basin".

The Government confirmed this did not mean any change to its resolve not to publicly fund the railway line miner Adani needs to get its Carmichael coal mine off the ground.

BQ Pipeline > http://buildingqueensland.qld.gov.au/pipeline/  (not yet updated)

[ozbob]

Now available ..

http://buildingqueensland.qld.gov.au/pipeline/

View the June 2018 Infrastructure Pipeline Report

> http://buildingqueensland.qld.gov.au/wp-content/uploads/2018/07/June-2018-Pipeline-Report.pdf

[ozbob]

From the CEO BQ

June 2018 Infrastructure Pipeline Report released

Building Queensland has identified seven new priority proposals in the June 2018 Infrastructure Pipeline Report released today, with a further nine progressed out of the pipeline having received funding commitments.

The Infrastructure Pipeline Report is about providing analysis that allows the government to make informed decisions on infrastructure projects. Good projects that are supported by detailed investigations and assessments are flowing through the pipeline having received funding commitments.

The June 2018 update of the report shows there is a sustainable pipeline of proposals under development by the Queensland Government. A broad range of social and economic infrastructure proposals are at various stages of development in the pipeline.

Almost half of the new proposals are from the transport sector, reflecting the importance of road and rail infrastructure in delivering economic benefits. These include upgrades to the Gold Coast Rail Line and Centenary Motorway, along with the Gold Coast Light Rail extension to Burleigh Heads. Social infrastructure proposals from Health and Education have also been added, along with Brisbane Live.

For the first time, Building Queensland is including a second part in the report that is dedicated to the detailed business cases we are leading that have funding commitments for delivery from the Queensland Government. The inclusion of this new section on detailed business cases underway provides full visibility of our work program demonstrating the government's commitment to implementing infrastructure priorities identified by Building Queensland.

Projects in Part 2 have funding commitments for delivery and therefore are not in scope for inclusion in the pipeline. Once complete, the analysis will enable government to make informed investment decisions regarding the timing of delivery, and the most appropriate procurement and delivery models.

Since the release of our first Infrastructure Pipeline Report in June 2016, the government has allocated funding to 18 priority proposals. Many of these are in the process of being procured and delivered.

The Queensland Government's commitment to fund these projects demonstrates the value of the pipeline in signalling Queensland's infrastructure priorities to all levels of government. It also provides industry with visibility of the pipeline of projects which Building Queensland considers to be the state's infrastructure priorities.

Building Queensland develops all Queensland Government detailed business cases for infrastructure projects with an estimated capital cost of delivery over $100 million, working closely with departments, government-owned corporations and statutory authorities. Funding decisions to develop business cases and ultimately procure and deliver infrastructure projects are made by the Queensland Government.
View the Infrastructure Pipeline Report.

Regards,
Damian Gould, Chief Executive Officer

[ozbob]

Couriermail --> Major infrastructure projects set to transform Brisbane into a world-class destination

BRISBANE is on the brink of something big. Very big.

A generational investment in infrastructure will transform Queensland's capital over the coming decade.

A host of major projects are underway or at an advanced stage of planning, which not only will help drive the state's economy and create thousands of jobs, but also enormously boost the city's appeal and amenities as a place to live and visit.

The highlights include:

● The Queen's Wharf precinct – a $3.6 billion complex featuring a casino-resort, five hotels, 2000 apartments, 50 bars, cafes and restaurants, retail centres, boardwalks, parks and public spaces.

● Brisbane Live! – a $2 billion entertainment district linked to the new Roma St underground station, including world-class indoor music and sports arena and other venues, cinemas, dining and bars with scope for future hotel, apartment, commercial and educational developments.

● The $1.5 billion development to reinvigorate and expand the Eagle St Pier stretch of the waterfront and, further along the river, the redevelopment of the historic Howard Smith Wharves.

●There will be an inevitable expansion of the popular South Bank Parklands, and additions to the adjacent cultural precinct and on through Kurilpa Point. All of these will reshape the city.

The completion of a second runway at Brisbane Airport and the new Brisbane International Cruise Terminal to accommodate super liners, will bring many more visitors.

Major public transport initiatives – the $5.4 billion Cross River Rail and $1 billion Brisbane Metro – will change how we get around.

As important as each of these is in its own right, the greater power of these multi-billion dollar game-changers is the potential to trigger further improvements around the city and the region.

It is encouraging to see the bigger picture vision beginning to be realised with the Palaszczuk Government seeing the new Cross River Rail underground station at Woolloongabba as the catalyst for a revamp of the precinct around The Gabba stadium.

It will bring not only a new lease of life to the iconic venue, but also facilitate the creation of a vibrant new 6.5ha site.

The concept includes easy direct pedestrian access from station to stadium, parks and public spaces, government offices and commercial development and, importantly, up to 300 affordable homes for essential workers such as nurses, teachers and emergency services personnel.

This sort of strategic expenditure of taxpayer money can, and should, be used to inspire private sector investment. In this case, the Government estimates it has the potential to attract $1.5 billion of private money.

Premier Annastacia Palaszczuk says it unlocks a "unique" opportunity. We hope not. We want to see this sort of approach replicated many more times.

Kudos to former Brisbane Lord Mayor Jim Soorley and his late town planning chief Trevor Reddacliff who, in the early 1990s, had a vision of what the city could become and set about implementing it with a massive urban renewal program, starting in places such as New Farm, Teneriffe and Fortitude Valley, as well as rediscovering the river with the introduction of the CityCats.

The pebbles of imagination they tossed have now rippled into an exciting strategic network of existing and future precincts across the city.

From the Kelvin Grove Urban Village to the Boggo Road health, science and education hub; from Bulimba village to Newstead – reinvented from an industrial wasteland to thriving commercial centre and night-life destination.

Still to come are the $1 billion Herston Quarter – a health, wellbeing, commercial and residential centre adjacent to the state's largest hospital – and the $2 billion Millennium Square "city within the city'' including a state-of-the-art multimedia hub at Bowen Hills.

Each stage and each station of Cross River Rail and Metro – both the current projects and future expansions – offers fresh opportunities for yet more of these precincts.

After some years of infrastructure inertia and political squabbling, the Queensland Government and Brisbane City Council have arrived at a shared vision of the city's potential.

If the federal government can now be convinced, the realisation of that vision can be accelerated.

There is no more exciting place to be right now.

[ozbob]

Building Queensland's 2017-18 Annual Report

Building Queensland continues to perform a key role in helping government make informed infrastructure decisions.

Building Queensland's recently released annual report shows a sizeable increase in the volume of business cases undertaken by Building Queensland, with 11 detailed business cases completed in the 2017-18 reporting period.

The analysis and recommendations underpinning the projects led by Building Queensland has positioned government to make informed, evidence-based infrastructure decisions, including funding approvals and other actions to address the service needs. The Lower Fitzroy River Infrastructure Project is an example of a project that is now progressing for implementation after receiving state and federal funding approvals. Building Queensland's business case for the Lower Fitzroy River Infrastructure Project demonstrated an opportunity to supplement urban water supplies and enhance agricultural and industrial development in the Fitzroy Basin and Gladstone region. For the Townsville Eastern Access Rail Corridor Detailed Business Case, Building Queensland concluded that the costs of proceeding with a new line at this time would significantly outweigh the benefits. Recognising the strategic importance of the freight line, Building Queensland recommended the government preserve the rail corridor. The government's acceptance of Building Queensland's advice will reduce the risks associated with the delivery of the project when it is needed.

To help the Queensland Government progress priority proposals in the planning stages, Building Queensland produced two updates to the Infrastructure Pipeline Report. In the 12 months since the June 2017 Infrastructure Pipeline Report, the Queensland Government committed funding to 11 projects considered to be priorities by Building Queensland. A further 14 proposals were added to the infrastructure pipeline. Importantly, in our June 2018 pipeline report a new section was added featuring detailed business cases Building Queensland is leading that have funding commitments from the Queensland Government for delivery. The inclusion of this section provides full visibility of Building Queensland's work program.

Looking forward, Building Queensland is well progressed in developing business cases for the Bruce Highway, M1 Pacific Motorway, Gold Coast Light Rail Stage 3A, Logan Hospital Expansion Inner City South State Secondary College, Nullinga Dam and the Cross River Rail Precincts - Roma Street.

As more business cases are completed and considered by government, the information underpinning government's decisions will be made available on our website.

[ozbob]

http://buildingqueensland.qld.gov.au/pipeline/

December 2018 Infrastructure Pipeline Report is now available:

>> http://buildingqueensland.qld.gov.au/wp-content/uploads/2019/01/December_2018_Pipeline_Report.pdf

[SurfRail]

"Gold Coast Rail Line Capacity Improvement—Kuraby to Beenleigh" on page 23

Does not appear to recommend anything as revolutionary as a new route.

[verbatim9]

"Gold Coast Rail Line Capacity Improvement—Kuraby to Beenleigh" on page 23

Does not appear to recommend anything as revolutionary as a new route.

I guess they will realign some sections. Might get a 10min improvement plus Cross River Rail time savings? Total time savings up to 20mins?

Targeted track realignments to improve travel time

[kram0]

I cannot see them realigning any part of this track with the exception of very minor works. All i can see happening is a third track which if they are smart should be commissioned at the same time as CRR. They should also look at a rebuild of Beenleigh station to allow for more flexibility.

[SurfRail]

My preferred layout would be to do a proper Sydney style upgrade of Beenleigh.  Knock the whole thing flat, including the bus station.

2 new island platforms with a double turnback at the southern end in place of the existing single.  Proper concourse on top with a bit of retail and fare gates.  Eliminate all platform curvature by moving the site a few hundred metres south.  Better linkage to the shops on the eastern side with an overpass of the yard.  Reconfigure the yard to allow access from the south.  Proper bus interchange on the western side.  100% DDA compliant.

Operationally it would be up-up-down-down.  All Gold Coast services on the outer platforms, terminating Beenleigh on the inner outbound platform, enter turnback, leave from inner inbound platform.  It just means access to the yard would be more finicky, but not much more so (trains would come out of the yard towards the south onto the southbound running line, then cross into the turnback track, then onto the Beenleigh starting platform.  Reverse arrangement for trains entering the yard.  There shouldn't be an issue given the additional turnback space and platform faces as there is no stowing or holding trains on a running track which would block a Gold Coast train in either direction.

[kram0]

My preferred layout would be to do a proper Sydney style upgrade of Beenleigh.  Knock the whole thing flat, including the bus station.

2 new island platforms with a double turnback at the southern end in place of the existing single.  Proper concourse on top with a bit of retail and fare gates.  Eliminate all platform curvature by moving the site a few hundred metres south.  Better linkage to the shops on the eastern side with an overpass of the yard.  Reconfigure the yard to allow access from the south.  Proper bus interchange on the western side.  100% DDA compliant.

Operationally it would be up-up-down-down.  All Gold Coast services on the outer platforms, terminating Beenleigh on the inner outbound platform, enter turnback, leave from inner inbound platform.  It just means access to the yard would be more finicky, but not much more so (trains would come out of the yard towards the south onto the southbound running line, then cross into the turnback track, then onto the Beenleigh starting platform.  Reverse arrangement for trains entering the yard.  There shouldn't be an issue given the additional turnback space and platform faces as there is no stowing or holding trains on a running track which would block a Gold Coast train in either direction.

That would be a great layout for long term operations. Now if only we had a government with half a brain to look at the long term vision and deliver the above.