Cross River Rail Project

[somebody]

Or something like the expresses on the Ipswich line? Theres nothing stopping them interchanging at Roma St, which when services are coming every 5 minutes, won't be hard. Are you also going to claim that all those coming from Beenleigh/GC are now instantly going to be working near Albert St and Roma St stations? What about those who used to use Central or Fortitude Valley?

What about them?  Those that work near Central (not many here) would probably walk from Albert St.  Those for Fortitude Valley would interchange at Roma St.

It would be nothing like the expresses on the Ipswich line.  Everyone has a single platform to go to for the Ipswich Line, as compared to two different stations on the other side of the city.  This really is a straw man.

[Golliwog]

So what, the entire Beenleigh/GC line should be using CRR?

[somebody]

Definitely.  Obviously not including Yeronga.

Haven't I banged on about that a lot before?

[colinw]

So what, the entire Beenleigh/GC line should be using CRR?

Absolutely it should.  Leave the capacity via South Brisbane for much improved Cleveland and Tennyson services, and possibly Browns Plains / Flagstone as well. There will be ample opportunity to connect with an upgraded Cleveland line service at Boggo Road / Park Road, and an upgraded Tennyson / Corinda service at Yeerongpilly.

Splitting services from a single line via multiple routes is confusing, and dilutes effective service frequency due to branching effect.  Better to have a consistent route and enforce the change.

[Golliwog]

Ok, my bad. Last I checked on here, I thought the concensus was running GC and Beenleigh expresses via CRR and have a short running (ie: Kuraby starter) to remain on the old alignment. I don't use the Beenleigh line so didn't quite realise how far out Kuraby was.

[O_128]

The only kind of service I would consider running Dow CRR would be Gold Coast trains express beenleigh to yerongpilly then all stop then crr all stops. beenleigh all stops and then Tennyson all stops. Upgrade the cleveland line to 15min or better. We don't want to end up like sydney with a million different service patterns as its confusing like the eastern busway. KISS

[Stillwater]

The virtual tour reveals the enormity of the construction task: http://www.crossriverrail.qld.gov.au/EIS/index.php?option=com_content&view=article&id=90&Itemid=142

[O_128]

The virtual tour reveals the enormity of the construction task: http://www.crossriverrail.qld.gov.au/EIS/index.php?option=com_content&view=article&id=90&Itemid=142

The video really summed it up - Catalyst for the development of gabba, ekka, bogga and yerongpilly. Yerongpilly in the new location can support a TOD. Where is the funding for this though?

Also When you work it out roughly 9 billion seems about right 2 10km tunnels works out to be 450 million per km plus stations etc.

[Golliwog]

Their planned service patterns for the rail network with CRR are shown on page 56 of the EIS. They have 3 service patterns on the Beenleigh/GC line. 11 trains starting at Varsity Lakes going all stations to Beenleigh, then Kuraby, Y'pilly, CRR. 6 trains starting at Beenleigh running all stations to Kuraby, then switching onto the express track with the VL trains and stopping the same as them. Lastly 7 trains starting at Kuraby stopping all stations via the current alignment. These are all for a 1 hour period in the morning peak. At the same time there are 7 all stations trains from Cleveland and another 5 from Manly. This is for 2021, and all services are 6 car units.

In 2031, this switches to 8 9 car IMU services from VL stopping only at 7 stations before CRR (names aren't marked for all) with another 8 9 car IMU services from VL stopping all stations from VL to Loganlea, then joining the other VL expresses. Starting at Loganlea are 7 HCSMU's (high capacity SMU?) stopping all stations via the current alignment. Starting at Flagstone Ck are 6 6 car IMU services which stop all stations on their line and are shown joining at Y'pilly then using CRR (I think). Cleveland has 9 HCSMU services stopping all stations.

[O_128]

people won't be happy about a drop in service for more capacity. Chances are VL will need 11 HCIMUs not 8

[Golliwog]

people won't be happy about a drop in service for more capacity. Chances are VL will need 11 HCIMUs not 8

But they get 16, just 8 of them are slightly less express. I'm more surprised about the drop in frequency on the Cleveland line given they are putting in HCSMU which from the way they talked earlier in the EIS involved reduced seating. Last I checked, the train ride to Cleveland isn't a short one.

[Stillwater]

Eeek!  What is this supposed to mean?  (See underlined words).  The first sentence doesn't make sense.

From page 5-254 of the CRR EIS

Northern/North Coast corridor

By 2031, very little anticipated freight demand on the North Coast Line could be accommodate on rail
as the North Coast. The exclusion of the North West Transport Corridor (between the Ferny Grove line
and Roma Street station) in the Without Project case results in all North Coast passenger services
operating on the existing passenger network between Strathpine and Bowen Hills. Consequently,
freight services cannot operate during the peak period of passenger operations, as passenger
services are expected to operate at 20 trains per hour.

North Coast freight services are generally intermodal services, which operate primarily during the hours of passenger operations due to terminal operating hours.

Therefore, unless passengers services were operated at a lower frequency than the assumed service
plans it would only be possible to accommodate rail freight before and after passenger rail operations.
This would provide a very small window across the week for rail freight. This highlighted in Error!
Reference source not found. with only 16 rail freight services per week possible between Wooloowin
and Roma Street.

Also, can anyone point to references in the EIS concerning train stabling?

[somebody]

Their planned service patterns for the rail network with CRR are shown on page 56 of the EIS. They have 3 service patterns on the Beenleigh/GC line. 11 trains starting at Varsity Lakes going all stations to Beenleigh, then Kuraby, Y'pilly, CRR. 6 trains starting at Beenleigh running all stations to Kuraby, then switching onto the express track with the VL trains and stopping the same as them. Lastly 7 trains starting at Kuraby stopping all stations via the current alignment. These are all for a 1 hour period in the morning peak. At the same time there are 7 all stations trains from Cleveland and another 5 from Manly. This is for 2021, and all services are 6 car units.

In 2031, this switches to 8 9 car IMU services from VL stopping only at 7 stations before CRR (names aren't marked for all) with another 8 9 car IMU services from VL stopping all stations from VL to Loganlea, then joining the other VL expresses. Starting at Loganlea are 7 HCSMU's (high capacity SMU?) stopping all stations via the current alignment. Starting at Flagstone Ck are 6 6 car IMU services which stop all stations on their line and are shown joining at Y'pilly then using CRR (I think). Cleveland has 9 HCSMU services stopping all stations.

Could be worse.  But why no Cleveland express?  Why no via Tennyson trains?  VL all stations to Loganlea?  I can see that being about as popular as a punch in the face.

What about off peak?

[Cam]

Rocklea and Salisbury could both be amalgamated into a new station in the vicinity of Beaudesert Road

Great idea provided that services to/from this new station use CRR.

[Golliwog]

This is just their proposed train scheduling for their cost/benefit analysis. What QR actually does may be different, though I would expect them to have talked to QR about what they expect to do.

Via Tennyson isn't included as I wouldn't expect them to go into the city, just a shuttle between Corinda and Yeerongpilly. Also, no definite plans about bringing them back, but it has been allowed for by leaving the 2 existing platforms at Yeerongpilly.

[Cam]

Why do Kuraby services need to use CRR? I thought the point was to have the longer runs use the tunnel, then have a short starter run all stops along the via South Bank route?

Because, assuming CRR is executed with a modicum of competence, it should be about 10 minutes faster from Yeerongpilly to the CBD.  Similarly, the walking time is better from Albert St than Central to most of the CBD.  If the Kuraby trains are to be deprived of this benefit, that can only reduce their competitiveness with the car.

Most commuters from Moorooka to Kuraby will be changing at Yeerongpilly if the Kuraby services don't use CRR. As has been mentioned the route about 10 minutes faster to the CBD.

EDIT: I did state that the location of Albert St Station would be better for most commuters but I've now seen that the proposed location of the Albert St Station is further south than I had previously thought it was to be. It is to be located between Mary & Alice Streets. I would have thought that a more central location would be between Elizabeth & Mary Streets.

[ozbob]

From Brisbanetimes click here!

Rail crisis has loomed since 2005: Emerson

Rail crisis has loomed since 2005: Emerson
Tony Moore
September 1, 2011 - 5:35AM

The state Labor government has known since 2005, "if not before", that 2016 would be the crisis year for Brisbane's rail services, Shadow Transport spokesman Scott Emerson said yesterday.

However Brisbane will not get a new river rail crossing until 2020 and the government is counting on timetable improvements and extra carriages to bridge the gap.

Major rail studies and former premier Peter Beattie had made it clear that Brisbane needs a new river crossing of its rail lines by 2016.

Brisbane's only rail crossing is the Merivale Bridge at South Brisbane.

But the Cross River Rail project won't be completed for another nine years. This was confirmed in the draft environmental impact statement released on Tuesday, though made public in February by Premier Anna Bligh.

However that timeline is against the advice of the government's own rail planning.

The 2016 deadline is made clear in the 2008 Inner City Rail Capacity Study which said:

"Capacity constraints on this part of the network mean that one new two-track corridor will be required by 2016 and another two-track corridor by 2026.

"This includes one corridor (or two additional tracks) from the south by 2016, and

another corridor (or two additional tracks) from the west by 2026."

The two tracks to the south are now being developed as the Cross River Rail project, which is waiting on funding from the federal government.

As premier in April 2005, Peter Beattie said: "Estimates suggest the Merivale Bridge and CBD rail tunnels will approach capacity by 2016."

Last night the state government said it would have to rely on timetable improvements and extra rail carriages to cope with the increasing public transport demand until 2020.

Transport Minister Annastacia Palaszczuk was not available for interview.

Mr Emerson said it was clear the underground rail project was needed by 2016 and that the project would not be ready until 2020 "at best".

"What we have now is a plan that will not deal with the crisis by 2016 and is, in any case, unfunded," Mr Emerson said.

Morning peak train passengers have increased from 53,000 in 2008, to 63,000 in 2011 and are predicted to increase to 80,000 by 2016.

Mr Emerson would not detail the Liberal National Party's plan to address the problem if it won office at the next state election.

He would not say whether the LNP backed the existing Cross River Rail project.

"We recognise that there is a problem that is rapidly approaching," Mr Emerson said.

"That is the crisis in terms of crossing the river at the Merivale Bridge - we are very much aware of that - and we recognise that by 2016 every report says that is the crisis year.

"There needs to be a solution to deal with that."

LNP leader Campbell Newman initially backed Cross River Rail in July 2010, then in March called for it to be scrapped and replaced with an inner-city subway system, linked to busways.

In March Ms Palaszczuk said this would not solve the core issue of the extra river rail crossing.

Rail Back on Track spokesman Robert Dow said work should have started in 2011, as the government first suggested in 2009.

"Our point of view is that they should be digging tomorrow, because we've seen the urgency in getting that capacity to the network," Mr Dow said.

"We have almost reached capacity in the morning peak – there's a little bit of room, but not much," he said.

"There's a little bit more room in the afternoon peak.

"But with the projected loadings over the next two years they are going to hit the wall at 2016.

"And there is going to be no more room for capacity growth during the peaks."

Mr Dow said the crucial question was what will happen between now and 2020 when the Cross River Rail opens, if funding sources can be identified."

The 18km proposal includes 10 kilometres of underground tunnels and four new underground rail stations.

The Cross River Rail project report says it could boost the number of trains through the CBD from 84 trains per hour to 132 trains per hour, "in its ultimate mode of operation".

Read more: http://www.brisbanetimes.com.au/queensland/rail-crisis-has-loomed-since-2005-emerson-20110831-1jm5g.html

[O_128]

Why 2020? A 2 year delay should mean 2018. And I don't get why they dont dig the station shafts now?

[Gazza]

I want clarification too... If it is now up for  a 2020 completion then that means even originally they weren't going to have it ready for the 2016 "meltdown".

[ozbob]

It was the ICRCS that put out 2016 as a threshold date for rail congestion.  CRR was never going to be built by 2016 as far as I am aware, 2018 was its date,  and frankly if it is in operation by 2020 it would be some sort of miracle!

[Stillwater]

Yep.  And as we have seen in circumstances where the government has made firm promises about timing and funding (duplication to Landsborough, CAMCOS to Caloundra by 2015 were iron-clad promises), these things are moving feasts, based on the flow of funding availability.  Even digging pits for railway stations costs a lot of money, which the government clearly does not have.  The business case is the make-or-break document.  It has not been produced, but is likely to show a none-too-flash benefit-cost ratio for a $9 billion project.

As the Connecting SEQ 2031 document shows, the government recalibrates is rollout of major infrastructure as self-imposed timelines approach and are put back ... and put back.  Yet they still 'remain committed' to projects.

Let's not forget that the CRR promise is a project for which the state government is seeking to commit another level of government that has not yet signed up to construction.

It is easy for me to 'promise' to build you a house on the basis that Mr and Mrs Ozbob will pay for it!

[ozbob]

From earlier in this thread ...

http://railbotforum.org/mbs/index.php?topic=2034.0

I am sure readers will find this interesting, to say the least ..   

http://statements.cabinet.qld.gov.au/MMS/StatementDisplaySingle.aspx?id=40383

===========================

Premier & Trade
The Honourable Peter Beattie

Thursday, April 14, 2005

First Class Berth For City Rail In Infrastructure Plan

Premier Peter Beattie has revealed the South East Queensland Infrastructure Plan will include an investigation of a new Brisbane River rail crossing and an expanded inner-city rail system.

Mr Beattie said the project was just a taste of the Infrastructure Plan, to be released on 27 April.

"This $4.5 million investigation could lead to a second rail bridge over the Brisbane River, or a tunnel under the river, plus new stations and tracks," Mr Beattie said.

"It could possibly even lead to a new inner-Brisbane network of tunnels.

"We will need a second rail crossing of the Brisbane River at some future date, to meet demand from the one million extra people who will live in the region in the next 20 years - not to mention the extra tourists and business travellers.

"Estimates suggest the Merivale Bridge and CBD rail tunnels will approach capacity by 2016.

"We are talking about a huge investment of dollars and thousands of jobs for skilled workers.

"A river tunnel alone would cost well over $2 billion, while a bridge would cost well over $1 billion.

"It is imperative that the planning, feasibility and design work are spot-on.

"You could not have a tunnel unless you expanded the inner-city underground rail system."

The investigations will commence in 2006-07 and take an estimated three years.

"The rocketing popularity of the Citytrain network is driving planning for more rail services," Mr Beattie said.

"Last year, through our Smart State Building Fund, the Government announced a $247 million expansion of track and rail services on the Beenleigh-Gold Coast line.

"Add to this $123M for track duplication and extension of the rail line to a new station at Reedy Creek, which the government announced last month.

"Ultimately, many of these extra trains roll into Roma Street across the Merivale Bridge.

"I love this extra demand for rail, because it is a safe and environmentally friendly way to travel, and the more it is used the more we can invest in a world-class service for Queenslanders," Mr Beattie said.

The Merivale Bridge opened on 18 November 1978, to meet the needs of electrification of the Citytrain network which commenced in 1979.

"Back then, locomotives hauled passenger carriages," Mr Beattie said.

"Today about 90,000 passenger services and 3,000 freight services cross the bridge in each direction every year.

"The fact we are talking about another rail crossing 27 years after the Merivale Bridge was opened underlines the government's determination to plan smartly for the escalating popularity of South-East Queensland."

14 April 2005

[ozbob]

The CanDo LNP - Building Queensland's Future Together - Discussion Paper

http://candoqld.com.au/policies/the-cando-lnp-building-queenslands-future-together-discussion-paper

CRR Extract http://www.scribd.com/fullscreen/63687611?access_key=key-ur9yv6sajujg62xk65f

[dwb]

Mr Emerson said it was clear the underground rail project was needed by 2016 and that the project would not be ready until 2020 "at best"

Trying to have their cake and eat it to.

Do they support or not? A new study will take another 3yrs... then business case, then funding... so um, what do they propose? Another toll road? Oh yeah, East West Link will solve everything. Let's not worry about any more bus or rail infrastructure, or even walking or cycling, we've got roads after all.

[dwb]

Mr Emerson said it was clear the underground rail project was needed by 2016 and that the project would not be ready until 2020 "at best"

Trying to have their cake and eat it to.

Do they support or not? A new study will take another 3yrs... then business case, then funding... so um, what do they propose? Another toll road? Oh yeah, East West Link will solve everything. Let's not worry about any more bus or rail infrastructure, or even walking or cycling, we've got roads after all.

Sorry no, that was silly of me to suggest East West Link will solve everything, CLEARLY Kingsford Smith Drive Upgrade will solve everything. My faith in the LNP restored. Glad I read that SEQCOM discussion paper.

[O_128]

Surely the gov can scrape 1 billion together and get the station shafts done, then when the rest becomes available shove the boring machines in and get on it. CRR has to be the biggest incompetence by this incompetent government of all, I remember reading in 08 how a study was being done. So why is there no business case and why did they commission the icrcs if they weren't going to listen to it.

[SurfRail]

I don't know how upgrading South Brisbane or South Bank is going to do anything.  Making platform 2 the peak-flow track and playing with the crossovers around Park Road might assist somewhat, but doesn't avoid the problem you have with the XPT and the sheer number of facing moves.

[dwb]

Surely the gov can scrape 1 billion together and get the station shafts done, then when the rest becomes available shove the boring machines in and get on it. CRR has to be the biggest incompetence by this incompetent government of all, I remember reading in 08 how a study was being done. So why is there no business case and why did they commission the icrcs if they weren't going to listen to it.

Presumably they will tender the construction and the tenderer will have the opportunity to improve the design and construction approach. This may mean moving stations/alignment, just as happened with Airport link/Northern Busway.

Why would you spend lots of money digging big holes in the ground if they might be in the wrong place, at the wrong depth?

Also, do you know it is actually expensive to build a big hole and keep it there when there is no building there... just look at the ongoing costs for the Vision site in the city.

[O_128]

I don't know how upgrading South Brisbane or South Bank is going to do anything.  Making platform 2 the peak-flow track and playing with the crossovers around Park Road might assist somewhat, but doesn't avoid the problem you have with the XPT and the sheer number of facing moves.

Isn't Park road grade separation needed regardless of CRR?

[paulg]

This project is just so crucial, I really hope the LNP recognise the importance of it. We can't afford any additional politics-driven delays.

I think the reference design they have produced is really superb, and will transform the city.

Cheers, Paul

[somebody]

I don't know how upgrading South Brisbane or South Bank is going to do anything.  Making platform 2 the peak-flow track and playing with the crossovers around Park Road might assist somewhat, but doesn't avoid the problem you have with the XPT and the sheer number of facing moves.

Isn't Park road grade separation needed regardless of CRR?

If CRR goes ahead, then the issues here will be substantially reduced.  I'm not sure if it would be needed, in fact.  I'd be more worried about grade separation at Roma St West.

[Stillwater]

Even the LNP realises there is no money for a 'big fix'.  It costs a couple of million bucks to set up another committee to look at things, compared with the billions for the actual project cost.  Usually the committee trawls back through the numerous prior committee reports, and updates the numbers, to say roughly what was said before.

Fair dinkum, governments faced with big decisions are a bit like the cancer sufferer, told that he/she has six months to live, who visits doctor after doctor to be told roughly the same advice; yet forever lives in hope that a quack will tell them they will live forever.  What crisis? state Labor says.  The cancer may gnaw our bones, but she'll be right at least until 2020.  And there is that big cure coming down the track in 2031.  I'm hanging out for that.

The ALP, and the LNP it would seem, are positioning themselves to say: 'When it comes to CRR, we have a committee looking into that.  It would be premature to pre-empt the committee's findings and, as a responsible Minister, I won't be doing that.  We wait to see what they recommend and I want them to do a thorough job (ie, take as long as they like and drag things out because, geewhizz, we don't have the money).  There are, however, positive things we can do right now (ie, tinker at the edges) and we will pursue those with vigour."

Pollie spin one way, other pollie spin other way.  Forever spin.

Back to reality, I am intrigued by the hint of 'new lines other than the core lines' in the LNP website spiel.  And is the LNP setting us up for a solution involving a duplicated Merivale Bridge?

[dwb]

And is the LNP setting us up for a solution involving a duplicated Merivale Bridge?

But does that really solve anything? There's a merge at the end of the bridge and then the two most congested stations in the network. Doh

[O_128]

And is the LNP setting us up for a solution involving a duplicated Merivale Bridge?

But does that really solve anything? There's a merge at the end of the bridge and then the two most congested stations in the network. Doh

Not to mention that the ekka and gabba will be demanding rail stations in 20 years. Either now or in 20 years CRR needs to be built not a half assed bridge on the most indirect alignment humanly possible.

[ozbob]

From the Brisbanetimes click here!

LNP unclear on cross-river rail

LNP unclear on cross-river rail
Daniel Hurst
September 1, 2011 - 1:43PM

The Liberal National Party has signalled it will go to the next state election without a clear decision on Brisbane's $8 billion cross-river rail project.

But it says its plans to provide extra platforms at South Brisbane and South Bank railway stations will provide "breathing space" for a decision on the big-ticket state government project.

An infrastructure discussion paper issued today by LNP leader Campbell Newman recognises that steps must be taken to address the capacity crisis looming on Brisbane's railway network in 2016.

Although the party has proposed stop-gap measures to upgrade the South Brisbane and South Bank railway stations, it is undecided on the cross-river underground rail project planned by the government.

Mr Newman initially backed cross-river rail in July 2010, then in March called for it to be scrapped and replaced with an inner-city subway system, linked to busways.

An LNP government would set up an expert committee after the state election to provide advice on the best "value for money" options to deal with passenger needs.

"This assessment would include the existing cross-river rail proposal as well as examining alternatives," the document says.

"Those alternatives could include developing integrated networks that adapt various modes of transport such as greater use of light rail and the establishment of rail lines independent of the 'core' line."

Robert Dow, of commuter lobby group Rail Back on Track, said he welcomed the document "in the sense that it's a policy of sorts" but more detail was needed.

Mr Dow said he was worried the proposed review of whether to push ahead with cross-river rail after an election would delay the critical project even more.

"Cross-river rail we think it really is getting to crunch time in terms of moving it forward," he said.

Opposition transport spokesman Scott Emerson said the plan to provide extra platforms at South Bank and South Brisbane would prevent trains from having to wait to get across the Merivale Bridge, the CBD's only rail crossing.

This would give an extra five years before the capacity crisis point was reached, he said.

"The reality is we've got to deal with 2016 and the government has failed to deal with the crisis date of 2016," he said.

Asked whether voters should be told the party's position on cross-river rail when they head to the ballot box, Mr Emerson said the priority was dealing with the 2016 capacity "crisis point".

"What we've said is that the moment we get in we start to work on the two stations and we assess the cross-river rail project and any other alternatives that could give value for money," he said.

Mr Emerson said the government's looming upgrade of South Brisbane station was merely a facelift.

Treasurer Andrew Fraser said the LNP's plan was vague.

Read more: http://www.brisbanetimes.com.au/queensland/lnp-unclear-on-crossriver-rail-20110901-1jnbx.html

[O_128]

As much as I hate the labor gov if it means that CRR will go through then I will have to vote for 3 more years of incompetency and contempt for the public. I hope the general public realise that "breathing space" means dwell times and longer journeys!

[dwb]

What a joke.

And sorry, is LNP talking about light rail now???

Talk about confused! Sounds like they don't know what either up or down is...

As much as I hate the labor gov if it means that CRR will go through then I will have to vote for 3 more years of incompetency and contempt for the public. I hope the general public realise that "breathing space" means dwell times and longer journeys!

Either way, you're going to get incompetency and contempt for the public.

[somebody]

Extra platforms?  WTF?  There are already 3 at both stations, one more than what there is tracks over the bridge.  Sth Brisbane cannot use the third platform in the PM AIUI, but I don't see how that's really an issue.

An expert committee?  What do they call the ICRCS and later efforts by the Cross River Rail team?

Basically, what they are saying is that they plan to dither and delay.

Would it violate RailBoT's apolitical policy to criticise the extra platforms?

[ozbob]

Being critical of a plan is not being political, it is being reasonable.

I have no idea at this stage of the detail behind the 'more platforms' at South Brisbane and Southbank.  I have this vision though of a PB 15 with a nice consist of wooden passenger carriages about to the head of to Southport and Tweed Heads.  The XPT is going to be shunted out of peak, so that alone will give some improvements.  Is the purpose to have some services terminating at South Brisbane like prior to Merivale Bridge?  I am quite fascinated by this and the detailed reasoning which hopefully will be forthcoming.

Lines other than core?  Is this a cryptic reference to Tennyson, Exhibition and Doomben??  

[paulg]

Hi all,
I am still utterly perplexed by the Yeerongpilly Station design. They are resuming properties on the eastern side of the existing corridor to build new platforms for Kuraby trains, and leaving the existing platforms completely unused.



The only possible use for the old platforms would be for Tennyson trains, but there are no plans (even in 2031) for any Tennyson passenger services. Why not use the old platforms for Kuraby trains (and Tennyson trains too if services were ever restored) They are proposing an expensive viaduct south of Moorooka station to take the CRR lines over to the western side of the corridor. You could eliminate that viaduct, reconfigure Moorooka so that the Kuraby Line platforms are on the western side of the CRR lines, and then tie the Kuraby lines in to the existing platforms at Yeerongpilly. Far less expensive, far less community disruption at Yeerongpilly (reduced resumption), and no reduction in serviceability.

Cheers, Paul