Kuraby to Beenleigh capacity improvement (Logan - Gold Coast Faster Rail)

[ozbob]

Gold Coast Rail Line Capacity Improvement Project (Kuraby to Beenleigh)

https://www.tmr.qld.gov.au/projects/gold-coast-rail-line-capacity-improvement-project-kuraby-to-beenleigh

Gold Coast rail line and station improvements: Kuraby to Beenleigh

https://www.infrastructureaustralia.gov.au/map/gold-coast-rail-line-and-station-improvements-kuraby-beenleigh

[kram0]

So like most rail projects here in Queensland, it's a slow train to construction. These has next to no chance of being ready in time for CRR.

[verbatim9]

As illustrated are the identified sections that most people agree upon for the urgent need of realignment.
TMR can achieve this with elevated rail or tunneling.

[verbatim9]

TMR can realign the Sunnybank section along with the Coopers Plains level crossing removal.

[ozbob]

https://statements.qld.gov.au/statements/93112

Logan-Gold Coast rail plan for faster, more frequent trains
3rd September 2021

Minister for Transport and Main Roads
The Honourable Mark Bailey

Community feedback is being sought on a proposal for a multi-billion dollar overhaul of the southern rail network to support increased train services between the Gold Coast, Logan, and Brisbane.

Details have been released as part of community consultation starting this month on a plan being considered by the State and Federal Governments.

The proposal would see more tracks laid, and level crossings removed to support faster, more frequent train services.

The Logan and Gold Coast Faster Rail project proposes to double the number of tracks between Kuraby and Beenleigh from two to four, adding about 20km of new tracks.

Details for the Logan and Gold Coast Faster Rail project are being released for public comment and feedback as a business case is developed to determine a cost for the faster rail plan.

The project is in the early stages of planning and still requires funding from both levels of government to be built.

The proposal will also investigate straightening curved sections of the rail line, which would reduce wheel noise impacts on residents and allow trains to travel at higher speeds, reducing travel times.

Under the current proposal, five level crossings will be upgraded or removed, and nine stations also upgraded to improve local road congestion

New signalling technology to be installed between Varsity Lakes and Salisbury will allow more trains to run more often.

Transport and Main Roads Minister Mark Bailey said having four tracks between Kuraby and Beenleigh would provide more capacity for express and all-stops trains.

"We're planning to double the number of Beenleigh and Gold Coast services over the next 20 years, so this is about building capacity on the line to do that," Mr Bailey said.

"At the moment, trains between Kuraby and Beenleigh share a single track in each direction, so that limits the number of peak services we can run.

"Investing in better, more well connected public transport services like this is part of Queensland's Covid-19 economic recovery plan."

Mr Bailey said the plan presented options for dealing with local traffic congestion around key rail crossings at Woodridge, Kuraby, Bethania, Holmview, and Beenleigh.

"Our government has shown its vision and commitment to investing in transformative rail projects that deliver improve services for Queenslanders," he said.

"The work underway on Cross River Rail is a shining example of how we're delivering on those commitments.

"The Logan and Gold Coast Faster Rail project will mean faster, more frequent journeys by train between Brisbane and the Gold Coast, something that will be critical for the 2032 Olympics.

"It also means better train stations and access to parking for commuters between Kuraby and Beenleigh, and congestion-busting improvements to level crossings."

Mr Bailey encouraged residents to have their say in the upcoming community consultation.

"Community consultation starts today, with an online interactive map and survey for community members to offer their feedback," he said.

"This is a chance to help refine the rail corridor and stations between Brisbane and the Gold Coast and deliver the best project outcomes for the community."

Community consultation runs until Friday 29 October 2021.

TMR is completing a Business Case for Logan and Gold Coast Faster Rail.

The Australian Government and Queensland Government have committed $356.2 million in pre-construction funding for the project.

Further decisions on additional funding and project delivery timeframes will be made once the business case is completed.

For more information on the Logan and Gold Coast Faster Rail project: www.tmr.qld.gov.au/logangoldcoastrail.
email logangoldcoastrail@tmr.qld.gov.au or call 1800 957 066.

[ozbob]

https://www.tmr.qld.gov.au/projects/Logan-and-Gold-Coast-Faster-Rail

Logan and Gold Coast Faster Rail

We're planning to connect our growing communities with more frequent and reliable train services between Brisbane, Logan and the Gold Coast.

South East Queensland (SEQ) has experienced significant growth over the last 2 decades. This growth is expected to continue with an extra 1.2 million people living in the region by 2036. To harness this growth and support our region's thriving communities we must keep evolving the rail network so that it plays a bigger role in moving people around SEQ.

To support growing population and rail patronage demand between Brisbane, Logan and the Gold Coast, we need to double the number of Beenleigh and Gold Coast train services over the next 20 years. The rail line between Kuraby and Beenleigh is a key capacity bottleneck on the rail corridor.

The Queensland Government, together with the Australian Government, is planning to increase the number of tracks between Kuraby and Beenleigh from 2 to 4 tracks, with modernised rail systems, station upgrades and level crossing removals. Currently, trains between Kuraby and Beenleigh share a single track in each direction, limiting the number of peak services that can run. All-stop Beenleigh trains need to be held to 1 side for approximately 4 minutes to allow Gold Coast express trains to pass through during peak periods.

Additional tracks will require a wider corridor and track straightening in some areas.

[ozbob]

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[ozbob]

   

[Gazza]

So aside from Trinder park, it looks pretty minor.

Here is how I would do things:

Fully put the express tracks on a viaduct and skip Bethania, and the LX. You could even put all 4 tracks on the viaduct and move the station.

[Gazza]

Next, the long term vision would be to tunnel under Woodridge. Given they have said the project is multi billion, a straight tunnel with no stations could be cost effective and less disruptive.

[Gazza]

Finally, beyond Kuraby there are several possible ways to get to the CBD faster, however a couple of the options would make it harder to access Clapham without turning back at Roma St.

The option requiring the least tunneling would go under Sunnybank, then on the surface at the edge of QSAC, with another tunnel into Dutton park.

[aldonius]

I don't want to party-poop, verbatim9, but that line you've drawn for Pinelands isn't entirely doable. I don't think any Qld government has the intestinal fortitude to do skyrail, and if you want to tunnel that you need to go fairly deep (and therefore start and finish further north and south) to get solidly under the creek.

[Gazza]

There is an interactive map on the website. I urge everyone to drop pins asking for the things we want for a decent upgrade

[nathandavid88]

This is actually a lot more extensive a proposal that I was expecting, especially quadding it and realigning the Trinder Park curves!

I wonder how the quad section will tie in with the existing triplicate stretch.

[verbatim9]

I don't want to party-poop, verbatim9, but that line you've drawn for Pinelands isn't entirely doable. I don't think any Qld government has the intestinal fortitude to do skyrail, and if you want to tunnel that you need to go fairly deep (and therefore start and finish further north and south) to get solidly under the creek.

It needs fixing regardless. Some of it can be incorporated into the level crossing removal which is also under investigation under a different project.

They could kill two birds with one stone. The Sunnybank level crossing and the Coopers Plains one.

The best idea would be driven tunnel as this method would create minimal disruption to the network. It would also provide opportunity for TMR to recoup costs, as they could sell off the surface land inbetween Mains Road and Cooper Plains, once the tunnel is operational. This would be a win for the community and the travelling public along that line.

[timh]

This is actually a lot more extensive a proposal that I was expecting, especially quadding it and realigning the Trinder Park curves!

I wonder how the quad section will tie in with the existing triplicate stretch.

Yeah I'm impressed. Yes there could be more curve straightening but frankly given their track record, I'm amazed the current administration is committing to a full Quad track with the little curve straightening they are doing.

Gazza I'm with you about the Bethania viaduct, but I think the Woodridge tunnel is probably unrealistic.

It seems though that anything north of Kuraby will be out of scope for this project, which is a shame. The triple track section will then become the bottleneck in future, ESPECIALLY once a potential Flagstone/Beaudesert line opens!!

I have added a bunch of feedback on that interactive map.

[verbatim9]

https://railbotforum.org/mbs/index.php?topic=14087.msg250542.msg#250542

^^Feedback is now open for aspects of the new Loganlea station and park n ride for up to 400 vehicles

Good news, Loganlea station will also have two island platforms

[ozbob]

Sent to all outlets:

Logan and Gold Coast Faster Rail proposal welcome!

4th September 2021

RAIL Back On Track strongly supports the Government's proposal for faster and more frequent trains on the Gold Coast railway line ( Logan-Gold Coast rail plan for faster, more frequent trains 3rd September 2021 https://statements.qld.gov.au/statements/93112 ).

We are delighted that the proposal includes level crossing removals, a track capacity upgrade from two to four tracks including a straightening of the line generally, and station upgrades. This is a comprehensive plan and is on the right track!

*Logan and Gold Coast Faster Rail will deliver:

double the capacity of the Gold Coast Rail Line
approximately 20km of new tracks and rail systems between Kuraby Station and Beenleigh Station, increasing the corridor from 2 tracks to 4 tracks
new train signalling technology between Salisbury and Varsity Lakes
7 station upgrades and 2 station relocations to improve accessibility, safety and amenity, including platform straightening, and new pedestrian bridges
a new Loganlea Station will be delivered as a part of the Loganlea Station Relocation and Park 'n' Ride Expansion project
a new Trinder Park Station relocated to the straightened section of track to improve train speeds and connectivity to the rail network
5 level crossing removals at Kuraby, Woodridge, Bethania, Holmview and Beenleigh
Park 'n' Ride upgrades, including a new multi-story Park 'n' Ride at Beenleigh Station with an integrated bus interchange
extension of the cattle siding at Holmview
duplication of the rail tunnel under Beenleigh Town Square
dedicated active transport facilities and paths along the corridor.

* https://www.tmr.qld.gov.au/projects/Logan-and-Gold-Coast-Faster-Rail

RAIL Back On Track has long highlighted the need for this track capacity upgrade and particularly the problem with the level crossings. As train frequency increases the level crossings become a lot more dangerous and congestion causing. Again steps in the right direction.

There will be extensive community consultation/feedback with regards to this project. This commences from 7th September 2021 and is detailed at https://www.tmr.qld.gov.au/projects/Logan-and-Gold-Coast-Faster-Rail

We would encourage all citizens to be involved.

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

[ozbob]

https://twitter.com/railbotforum/status/1433857533635022850

[ozbob]

Facebook ...

[SteelPan]

What about a plan to also extend quading tracks Beenleigh to Varsity Lakes [hopefully Coolangatta] - hence allowing both "local services"and "intercity expresses/limited stop" trains?. This would appear crucial for the Gold Coast line.

[SurfRail]

Why?  South of Beenleigh can already be operated at 17tph with the current signalling system, and there is a practical limit of probably 12 given the need for everything from Coopers Plains and south to go via CRR.  I see no need for skip-stop or express services at that headway.

[SurfRail]

The new Loganlea station should be built with all 4 platforms to get it right the first time but the indication is it might only have a single island.

They should reconstruct Beenleigh to a 4 platform layout as well.

The scope should really be widened to enabling 4 tracks from Yeerongpilly to Beenleigh, including making the dual gauge work in properly, up-up-down-down running with only 2 platform faces at stops not served by Gold Coast trains, removing redundant platforms and provisioning for a grade sep crossing at Salisbury.

[Arnz]

You could run local Beenleigh to Varsity shuttle services as soon as next week, without impeding on the existing services or requiring extra tracks south of Beenleigh.

All that is needed is trains and crews to operate the local services.

[nathandavid88]

The new Loganlea station should be built with all 4 platforms to get it right the first time but the indication is it might only have a single island.

Looking at the available documents for the Loganlea Station relocation, I think the reasoning is that the intention is to start building the new Loganlea station next year, while this upgrade is obviously going to take a bit longer to eventuate. The latest newsletter shows that they have included the provision for the second platform and track pair, so with that I'm not opposed to a "half now, half later" approach.

[Cazza]

Having looked at it a bit more, the main issue I see is that they are spending all this money to double the track capacity (which don't get me wrong, is a great and much needed improvement) but there isn't really any improvements to speed and overall travel time (aside from the Trinder Park curve). The Brisbane - GC corridor is the busiest intercity corridor in the country and the travel time is a massive deterrent for people commuting by train and therefore choosing the car instead.

It currently takes 65 mins from Roma St to Helensvale. Ideally, trains would be able to do that in 45 mins or less (even with the new stations at Pimpama and Hope Island). There are multiple sections where trains have to slow to 50km/h or lower. Apart from high up in the Swiss mountains, where else in the world is it acceptable for an inter-city express line (serving a population of 2 million+ people) to slow down to 50km/h or less nearly 10 times between Park Rd and Beenleigh? (from what I can tell on Google Maps/street view)

This is why I suggested someone making a map of all the line speeds so we can easily identify where the slow points are and go from there. I can already tell on the interactive map that multiple people are mentioning the lack of of track straightening, I will be doing the same and I encourage others to do so as well.

[ozbob]

Not sure where we would get those speed limits.

https://www.queenslandrail.com.au/business/acccess/Documents/Brisbane%20Metropolitan%20System%20Information%20Pack%20-%20Issue%203%20-%20October%202016.pdf

Only gives maximum permitted speeds (general) not the variable section speed limits.

[Gazza]

I went out this arvo, using sections of roads next to the line, overbridges etc to see what speedboards i could spot.

This is by no means comprehensive, but it seems to be like this:

[Cazza]

Great work Gazza! If they were really committed, they could smash out that whole section from Kingston to Kuraby by tunnel and have a new station in the more logical location right underneath Logan Central. There could be a strong argument for a large investment like that, given how much love the M1 has gotten over the years. It's about time the rail line got the same kind of monetary attention!

[Gazza]

I was thinking along those lines, excuse the pun.

For a tunnel, there are a few ways to do it.

-Cheapest option is a non stop tunnel, and leave the old alignment alone, but you would still be left with Trinder park needing an upgrade and dealing with the level crossing next to it. Not a horrible outcome because you still have Woodridge station, plus the future Slacks Creek busway station each is only 3km apart.

-Next most expensive option is to have a tunnel and station at Kmart, and link with Logan Central bus station, so GC trains would stop at Logan Central, and Beenleigh trains would stop at Woodridge and Trinder Park.

-Most visionary option would be a quad track tunnel. Completely decommission the old alignment, and have stations at both Logan Central and Compton Road.

[BrizCommuter]

Whilst it is great to see non-mediocre infrastructure plans in SEQ, this plan is heavily flawed thanks to the 3 track bottleneck between Salisbury and Dutton Park after CRR opens. This is limited to 24tph in the peaks. Allowing 6tph for the future Salisbury to Beaudesert Line, this leaves 18tph for Beenleigh/Gold Coast. With the previously proposed 3rd track/platform at Loganlea, additional turnback on the Gold Coast Line (? at Helensvale), and improved signalling it would have been possible to operate all of that 18tph - 6tph Loganlea, 6tph Gold Coast semi-express, 6tph Gold Coast express (as well as contra-peak and off-peak 4tph Gold Coast and 4tph Loganlea services) without additional tracks.

So building 4 tracks between Kuraby and Beenleigh isn't a great use of money, when its effectiveness is limited by the disastrous 3 track stuff up between Salisbury and Dutton Park.

[Cazza]

So you bag them out for doing nothing, then bag them them for doing something?

Of course the 3 track section further north will limit capacity, but that will inevitably be a separate project, most likely tied in once the Flagstone or Beaudesert line starts being overhauled for commuter use. It would be difficult, expensive and time consuming to try and smash out the entire Park Rd-Beenleigh section in 1 hit, a staged approach is much more sensible.

Sure, it isn't ideal that the track hasn't been straightened out in locations other than Trinder park (which is something we should really be pushing for, both as a group and with individual feedback) but we really need to be supportive of any infrastructure funding that goes into significantly improving the transport network.

With over 3/4 of TMRs bugdet over the next 4 years going into roads, we need to get behind and support these investments, even if they aren't picture perfect.

[SteelPan]

Why?  South of Beenleigh can already be operated at 17tph with the current signalling system, and there is a practical limit of probably 12 given the need for everything from Coopers Plains and south to go via CRR.  I see no need for skip-stop or express services at that headway.

Why not?

[nathandavid88]

With the previously proposed 3rd track/platform at Loganlea, additional turnback on the Gold Coast Line (? at Helensvale), and improved signalling it would have been possible to operate all of that 18tph - 6tph Loganlea, 6tph Gold Coast semi-express, 6tph Gold Coast express (as well as contra-peak and off-peak 4tph Gold Coast and 4tph Loganlea services) without additional tracks.

Isn't what you suggest the exact sort of short sighted, band-aid solution that we usually rally against? Better to build it once and build it right than just keep adding band-aids?

I feel there could be less of a push to upgrade the 18tph bottlenecked sections if there was only a 18tph limit beyond that from Kuraby and Beenleigh. However, if a Kuraby to Beenleigh upgrade is built with a higher future capacity built in (a rare example of future proofing something), that gives the Government the ability to spruik a Park Road to Kuraby quad project as straight away benefiting Park Road to the Gold Coast, and Park Road to Beaudesert if it's bundled in with that project too.

[Gazza]

For the bit that is still problematic north of Kuraby, I see 3 options:

The green option is straightening the existing line. This option allows the best utilisation of Clapham stabling, but the least advantages in terms of servicing new areas.

The purple eastern option turns after Kuraby, follows the gateway, with a single station at Upper Mt Gravatt. To be honest i dont favour this option because it would require a lot of tunnelling to fit a station at Upper Mt Gravatt for the sake of an interchange with the 'Metro'.

Im warming to the orange option. After quadding from Kuraby to Runcorn, This would include a 3km tunnel from Runcorn to Kessels Road, but with a major undeground station at Sunnybank near the intersection of Mains Rd and McCullough st, on the site of the Tavern. This option brings new rail access to new areas.
After Kessels Rd the line surfaces, with a station serving QE2 and Griffith Uni Nathan.
After that it follows the M1 with a short tunnel from Greenslopes to Dutton Park.

Under this scenario the triple track from Runcorn to Coopers Plains becomes a bit of a stranded asset, however the triple north of that point would still benefit the line to Beaudesert.

[SurfRail]

Why?  South of Beenleigh can already be operated at 17tph with the current signalling system, and there is a practical limit of probably 12 given the need for everything from Coopers Plains and south to go via CRR.  I see no need for skip-stop or express services at that headway.

Why not?

Because it achieves nothing useful.  The problems are north of Beenleigh.

If we need more cspacity than a 6 car train every 5 minutes, there are 2 better options:
- Move to 9 car trains by adding 3 cars to a good proportion of the NGR fleet, extend platforms at all stations Beenleigh and south plus Loganlea and anywhere else GC trains will stop.
- Build proper HSR.

[BrizCommuter]

With the previously proposed 3rd track/platform at Loganlea, additional turnback on the Gold Coast Line (? at Helensvale), and improved signalling it would have been possible to operate all of that 18tph - 6tph Loganlea, 6tph Gold Coast semi-express, 6tph Gold Coast express (as well as contra-peak and off-peak 4tph Gold Coast and 4tph Loganlea services) without additional tracks.

Isn't what you suggest the exact sort of short sighted, band-aid solution that we usually rally against? Better to build it once and build it right than just keep adding band-aids?

I feel there could be less of a push to upgrade the 18tph bottlenecked sections if there was only a 18tph limit beyond that from Kuraby and Beenleigh. However, if a Kuraby to Beenleigh upgrade is built with a higher future capacity built in (a rare example of future proofing something), that gives the Government the ability to spruik a Park Road to Kuraby quad project as straight away benefiting Park Road to the Gold Coast, and Park Road to Beaudesert if it's bundled in with that project too.

There is no point having a band aid if there isn't a cut to put it on. Whilst I'm doing a bit more number crunching, this is a very poor use of funds due to the 24tph bottleneck north of Salisbury. Unless of course there is some secret plan north of Salisbury we don't know about?

[timh]

With the previously proposed 3rd track/platform at Loganlea, additional turnback on the Gold Coast Line (? at Helensvale), and improved signalling it would have been possible to operate all of that 18tph - 6tph Loganlea, 6tph Gold Coast semi-express, 6tph Gold Coast express (as well as contra-peak and off-peak 4tph Gold Coast and 4tph Loganlea services) without additional tracks.

Isn't what you suggest the exact sort of short sighted, band-aid solution that we usually rally against? Better to build it once and build it right than just keep adding band-aids?

I feel there could be less of a push to upgrade the 18tph bottlenecked sections if there was only a 18tph limit beyond that from Kuraby and Beenleigh. However, if a Kuraby to Beenleigh upgrade is built with a higher future capacity built in (a rare example of future proofing something), that gives the Government the ability to spruik a Park Road to Kuraby quad project as straight away benefiting Park Road to the Gold Coast, and Park Road to Beaudesert if it's bundled in with that project too.

There is no point having a band aid if there isn't a cut to put it on. Whilst I'm doing a bit more number crunching, this is a very poor use of funds due to the 24tph bottleneck north of Salisbury. Unless of course there is some secret plan north of Salisbury we don't know about?

Not secret. Take a look at the SEQ Regional Transport Plan. Right up the top of the list of priority actions for the Metropolitan Area is A3.02 - Beenleigh Rail Line (Dutton Park to Salisbury) Corridor Planning

"Undertake planning for the Dutton Park to Salisbury rail corridor to determine and preserve corridor
requirements for future upgrades."

It is clearly on their radar and something which will be upgraded in the future.

Sent from my SM-G780F using Tapatalk

[BrizCommuter]

Just published a now rare post:
https://brizcommuter.blogspot.com/2021/09/kuraby-to-beenleigh-capacity.html

[Gazza]

But isn't it worth it because you'll get the time savings, plus the capacity and flexibility of a quad? ....And there is no need to make compromises around Bethania, which is what happens if you terminate services at Loganlea.
Certainly, I feel that putting places like Edens Landing onto a two tiered GC pattern is silly, and if you have to run 3 tiers, that's probably much higher running costs.

It may not be able to be used fully on day 1, but if the ultimate solution is a quad from Dutton Park to Beenleigh, then great! We've got the ultimate solution!

Also, I've always wondered if the current GC expresses are sandbagged a bit? I feel as though they could to the run south of Kuraby a bit faster (despite the curves) but do not, purley to ensure they don't clash on approach to Beenleigh. With a full quad, trains can flog it a bit more I reckon.