Cross River Rail Project

[kram0]

I think any conflict should be avoided where possible and flyovers or cutouts be built to eliminate this. If you go to page 84 of the full cross river rail business case, it looks like it is depicting the southbound sub track going under all tracks before coming up in the Mayne yard to then head towards the CRR tunnel and or Roma Street. The business case does not go into a great lot of detail, but this is what it looks to show. Thoughts?

http://buildingqueensland.qld.gov.au/wp-content/uploads/2017/08/Building-Queensland-Business-Case-LR.pdf

[SurfRail]

From that diagram, I can't see anything different in broad concept to what I laid out for CRR access, although it differs in the operating model to what I was suggesting.

The operating model in the business case seems to seriously underestimate demand from FG and Shorncliffe, and overestimate demand from Kippa-Ring.  It seems to assume that FG, Northgate/Shorncliffe, Airport and Doomben will all share the same track pair and that the mains will be exclusively for Kippa-Ring.  This leads to only 12 trains per hour via CRR north, and 22 trains per hour via the subs.  I guess that creates growth for Caboolture and Sunshine Coast services later, especially once Trouts Rd happens, but it doesn't do anything to unpack all the lines and junctions that are baked into the subs as they current stand.

Reading into the 2036 model I am operating under the assumption it is meant to provide for something like the following 6 services in the off-peak, all capable of 15 minute headways.  That would mean the minimum headway for each track pair would be a train every 7-8 minutes for most of the time except later in the evenings.

1 - Gold Coast to Caloundra (all Varsity Lakes to Beenleigh, Loganlea, Altandi, Salisbury, Boggo Rd, all to Albion, Eagle Junction, Northgate, Petrie, Caboolture, all to Caloundra)

2 - Beenleigh to Caboolture (all Beenleigh to Salisbury, Boggo Rd, all to Albion, Eagle Junction, Northgate, Petrie, all to Caboolture)

3 - Ipswich to Kippa-Ring (all Ipswich to Darra, Indooroopilly, Milton, all to Bowen Hills, Eagle Junction, Northgate, Petrie, all to Kippa-Ring)

4 - Redbank Plains to Kippa-Ring (all Redbank Plains to Bowen Hills, Eagle Junction, Northgate, all to Kippa-Ring)

5 - Cleveland to Airport (all Cleveland to Manly, Morningside, all to Airport)

6 - Manly to Shorncliffe (all stations)

7 - Ferny Grove to Flagstone (all stations)

The following would be less frequent:

8 - Doomben to Roma Street (all stations) - only at 30 minute headways but presumably similar to current hours on other lines.

9 - Rosewood Shuttle - 30 minute headways, with some Ipswich services continuing to Rosewood in peak

10 - Blackall Range Shuttle - 30 minute headways Beerwah to Nambour, hourly frequencies to Cooroy and less frequently to Gympie North, with peak services extending to Brisbane via the Caloundra pattern in peak.

[matlock]

Interestingly though, the CRR business case doesn't include Trouts Road in its future 2036 modelling. It does anticipate Flagstone though.

[kram0]

I would be surprised if we see Trouts Road developed in the next 10 years. It is still very much unknown if it will have rail as each government has there own agenda. We can only hope.

[HappyTrainGuy]

Any CRR/Trouts Road connection I've heard will be going via Maynes northern yard. Most likely a tunnel from Everton Park to Albion via Alderley. Very expensive hence why no one wants to make a hoot about it. CRR will have 2 northern junctions (Albion and Bowen Hills on the exhibition section of line) with Albion being the main direct connection for all CRR traffic to/from the mains. The current mains Bowen Hills-Albion will become a loop ie freight trains/out of service trains/other traffic such as Springfield/Ipswich/city/whatever services. If Trouts road eventually goes ahead the Albion junction will go with CRR trains going via the Bowen Hills junction. The northern yard rails will be removed for the tunnel and reinstated once Trouts road reopens - depending on budget there would be only 1 conflicting movement with northbound freight/traveltrain but if the copy the CRR portal at Normanby that will avoid conflicts for all CRR traffic. And 9 car services are intended to replace stopping patterns/increasing the frequency/other railway lines. The sectors/running patterns/stopping patterns will also change once CRR/Trouts road goes in for the northside. All of course dependent on a few other things such as feeder buses, rollingstock money .

[SurfRail]

Running a tunnel from Mayne North yard makes no sense.  It would be just as indirect as the Ferny Grove line is already.  I don't think that is a credible idea honestly.  Likewise the current mains being used only for positioning (where do the Kippa-Ring trains go)?

Has to connect to the Ekka Loop directly to tick all the boxes.

[HappyTrainGuy]

Running a tunnel from Mayne North yard makes no sense.  It would be just as indirect as the Ferny Grove line is already.  I don't think that is a credible idea honestly.  Likewise the current mains being used only for positioning (where do the Kippa-Ring trains go)?

Has to connect to the Ekka Loop directly to tick all the boxes.

Sorry, was in a half state of sleep after working OT.

CRR has massive change with the Mayne stabling yard and track configuration in the area. Kippa Ring trains will have new a Down Main that connects to the Down CRR and rejoins around the breaky creek bridge.

The current Down Main would become a freight loop/stabling access road from the balloon loop to just before the bridge over breaky creek. I can't exactly recall everything but from what I can recall (wouldn't surprise me if its constantly changing) CRR works has the UP CRR and Down CRR taking a dive near the footbridge/hole in the wall into a cut and cover tunnel. Prior to it taking a dive the track config will all change around the old Campbell Street level crossing. Up CRR, Down CRR, Down Exhibition/Mayne stabling access roads. The access road will lead into the Mayne depot and far western yards. Exhibition down would also lead into the yard you can see from the current mains along with it having track that will then cross over the Up/Down CRR lines and rejoin the current Up/Down Mains. The current balloon loop is going to be removed. Up Main is going to be untouched and only have conflicts with trains starting arvo peak runs (same as with the balloon loop). The current Down Main will now cross over the two CRR lines and go between one of the pillars before connecting with the Down CRR and traverse along the far western side of the northern yard. Prior to joining the Down CRR the Down Main will split and run straight into the southern entrance of the new northern stabling yard (for example this will be for all Caboolture/Kippa Ring/Springfield/Ipswich etc services). The Down Main will then connect back to its current track just before or after the bridge over breaky creek. Heading city bound the Up Main continues as normal. Not long after the bridge there will be a new junction onto the old Down Main. This will be to access the stabling yard from the northern end and where freight trains cross. Its also where freight trains will continue and rejoin the Down Main. Near where the EMU rolled in 96 will be the junction for the Up CRR.

So when CRR goes through it should be Up Sub, Down Sub, Up Main, Up CRR, extra line (freight/stabling access), stabling yard, Down CRR/Down Main.

[ozbob]

Queensland Parliament Hansard
https://www.parliament.qld.gov.au/documents/hansard/2018/2018_03_06_DAILY.pdf

6th March 2018

Ministerial Statements

Cross River Rail

Hon. JA TRAD (South Brisbane—ALP) (Deputy Premier, Treasurer and Minister for Aboriginal
and Torres Strait Islander Partnerships) (10.21 am): The Palaszczuk government is getting on with the
job of delivering Cross River Rail. Last month it gave me great pleasure to announce the company
short-listed to bid for Cross River Rail's two major packages of work—the tunnels, stations and
development public-private partnership and the rail, integration and systems alliance. This is yet
another major milestone in the delivery of Cross River Rail. The short list of bidders is an outstanding
list of highly reputable major national and international firms from the construction, engineering, finance
and design sectors. Initially almost 90 registrations were received for the expressions of interest phase.
The Cross River Rail Delivery Authority conducted a rigorous evaluation process and we now have a
short list of three PPP consortia for the tunnels and stations and two short-listed for the rail, integration
and systems alliance.

The strong industry response and quality of bidders points to a highly competitive bid process
that will drive cutting-edge innovation and ultimately strong value for money for Queensland taxpayers.
During the competitive bid process even more opportunities will emerge for local companies to pitch for
supply chain contracts throughout the life of the construction phase. The short-listed consortia must
detail in their bids plans for sourcing from local and regional Queensland suppliers and manufacturers,
fulfilling our commitment that Cross River Rail will support jobs for thousands of Queenslanders. This
includes 7,700 jobs that our economic advisers KPMG estimate will be generated over the five years
of construction. This equates to an average of 1,547 jobs being generated each and every year of
construction, peaking at 2,932 jobs in the fourth and busiest year.

As one of Queensland's most important job generators, the project will also trigger 40 years of
economic development. That is because by unlocking the bottleneck at the core of our transport network
Cross River Rail will accelerate a range of wider economic benefits. Our city will be home to new
world-class urban regeneration, such as the redeveloped Roma Street precinct including the exciting
Brisbane Live proposal or a new and improved precinct around our iconic Gabba stadium. These
precincts will attract strong investment which will underpin the creation of even more job opportunities.
I also note that we are doing all of this without any assistance from the Commonwealth government.

We are doing it while retaining our income-generating assets and not participating in their asset
recycling scheme.

This government is getting on with the job of delivering the infrastructure that Queenslanders
need. Our investment in Cross River Rail is all about delivering critical transport infrastructure for our
growing region while creating jobs now and enterprises of the future.

[v6hilux]

All the "soap boxes" are coming out!

http://statements.qld.gov.au/Statement/2018/3/9/statement-from-transport-and-main-roads-minister-mark-bailey

[BrizCommuter]

BrizCommuter is predicting Cross River Rail Fail. Why? Read on!
https://brizcommuter.blogspot.com.au/2018/03/will-qrs-rail-fail-impact-cross-river.html

[ozbob]

BrizCommuter is predicting Cross River Rail Fail. Why? Read on!
https://brizcommuter.blogspot.com.au/2018/03/will-qrs-rail-fail-impact-cross-river.html

Thanks.  Not looking good at all is it?

Sent to all outlets.

https://twitter.com/Robert_Dow/status/972280921784172545

[Stillwater]

BrizCommuter, let's hope your reasoned thinking gets to the eyes and ears of those who matter in TMR and QR.

[Cazza]

We can only hope...

[BrizCommuter]

Cazza's photo is pretty much where the Queensland authorities are, and and still heading!

[v6hilux]

let's hope your reasoned thinking gets to the eyes and ears of those who matter in TMR

TMR what a F&%^ing joke!

Glorified Truck, Bus and Taxi Drivers taking control of Rail related decision making for the greater QLD community.

We, on the rail, are all F%$#ed! Honestly, do these Government desk jocky
clowns have any idea about rail?

Watch this space!
 

[v6hilux]

Sorry for the negativity above.

Anyway, some nice plans are starting to appear - online;
https://edqdad.dsdip.qld.gov.au/developmentAssessments/view/front/977/

[ozbob]

Couriermail --> Brisbane Metro is the right solution to problem of bus congestion


A map showing Brisbane Metro and Cross River Rail alignment.

INFRASTRUCTURE Australia's decision to list the proposed Brisbane Metro as one of the nation's high-priority projects is certainly a welcome development.

The city's dedicated busway network, which was built under the Beattie government, was a visionary project that commuters have voted to support through enduring patronage growth.

Yet the busways have become a victim of their own success in recent years, with bottlenecks that are severely harming the efficiency of bus travel.

This problem is driving people back into their cars. It is particularly bad for commuters from Brisbane's southern suburbs who are forced to queue for extended periods in the tunnel before the grossly inadequate Cultural Centre station, which reached capacity in 2013.

The genesis of Brisbane Metro was far from a textbook example of planning to future-proof the city.

An artist's impression of the Brisbane Metro system.

Amid a concerted election challenge from energetic Labor mayoral candidate Rod Harding in 2016, Lord Mayor Graham Quirk rushed out an ill-defined subway system to counter his opponent's light rail plan.

That project has morphed into the $1.2 billion Brisbane Metro, which involves revamping the existing busways to integrate elongated buses and building a new underground Cultural Centre station.

Unlike either of the two proposals first outlined amid the maelstrom of the council election, Brisbane Metro is the right solution to the right problem.

Recognition by Infrastructure Australia, the Commonwealth's independent assessor of public projects, should be a harbinger for a funding deal between all three levels of government.

According to IA, the Metro shot straight from the drawing board to high-priority status because of a predicted public transport boom.

"Demand for public transport is increasing, driven by employment growth centred on the inner city, while most population growth is occurring in middle-ring and outer suburbs," IA's latest report stated.

"In 2016, an average of 368,000 passengers boarded buses each day in Brisbane. This is projected to grow to 581,000 passengers each day by 2031, a 58 per cent increase."

This will come as no surprise to anyone who commutes regularly around Brisbane or the wider southeast corner.

What a shame IA didn't accept the same argument last year when assessing Cross River Rail, which will provide a second southern rail crossing into Brisbane's CBD and prevent a choke point when demand exceeds the system's ability to supply.

The body surmised the benefits of the $5.4 billion inner-city rail project had been "significantly overstated" because they included predicted patronage growth never achieved anywhere in the world.

Never mind that IA's assessment included several comical errors, including a map that put the Brisbane CBD on the wrong side of the river and the invention of a new suburb called "Hill Gate".

What was most irksome was the claim that CRR wouldn't produce a positive benefit/cost ratio because it gave the Turnbull Government the perfect excuse not to financially back the project.

This has forced the Palaszczuk Government to go it alone on CRR, a move that will strip vital funding from other infrastructure projects across the state and force up the state's already burgeoning debt.

While IA's support for Brisbane Metro is welcome, it should be pointed out that the project's benefit/cost ratio is only so positive because it solves a problem that's been allowed to escalate for years.

If the same approach was taken with CRR, the project's already formidable costs would soar and the flow-on price of crippling congestion would be enormous.

[ozbob]

Brisbanetimes --> Brisbane Metro a 'high priority' on national infrastructure list

The Brisbane Metro has been listed as one of just six projects listed as a "high priority" in Infrastructure Australia's latest priority list, boosting its chances of receiving significant federal funding.

It was the only Queensland project in the top tier list, with the Beerburrum to Nambour rail upgrade appearing in the "priority projects" list.

Both the metro and the Sunshine Coast rail upgrades were, according to Infrastructure Australia, national priorities and "investment-ready".

They were among $1.7 billion worth of Queensland projects slated as national priorities in the latest Infrastructure Priority List, released on Tuesday.

It came after Infrastructure Australia approved the business cases for the $940 million Brisbane Metro and the $750 million Sunshine Coast rail duplication.

Infrastructure Australia chief executive Philip Davies said the list prioritised opportunities which would relieve the pressure on major bottlenecks and reduce congestion.

Mr Davies described the Brisbane Metro as a "transformative project", and it was listed as a high priority project.

"Currently, Brisbane's South East Busway is subject to significant delays and long queues of buses awaiting access to Victoria Bridge," he said.

"Passengers are experiencing travel times of up to 50 per cent longer than scheduled, something which will be exacerbated as the population of the inner-city is expected to grow by around 2 per cent per year to 2041."

The Beerburrum to Nambour rail upgrade was listed as a priority project, after being moved up from the list of initiatives, following approval from the Infrastructure Australia board.

Two M1 Pacific Motorway proposals - Eight Mile Plains to Daisy Hill and Varsity Lakes to Tugun - were added to the list as priority initiatives.

"These proposals will be critical to providing significant additional capacity between the Brisbane CBD and population growth areas in the southern Gold Coast and northern New South Wales, and resolving safety issues along the route," Mr Davies said.

He said there was a big focus this year on supporting public transport connections in cities and regions.

"One such proposal is the new initiative to improve rail network capacity on the Brisbane to Gold Coast rail line," Mr Davies said.

Infrastructure Australia said Brisbane Metro would complement the Queensland government's Cross River Rail project, by providing an interchange between the bus and rail networks south of the CBD and at Roma Street.

However, Cross River Rail continued to languish as a high priority initiative, but not a priority project, with the "next steps" listed as business case development.

"Projects" are advanced proposals that have had a full business case assessment by Infrastructure Australia and have been positively evaluated to address a nationally significant problem.

"Initiatives" are proposals that have been identified to potentially address a nationally significant problem, but require further development and assessment and determine if they are the most appropriate solution.

In mid-2017, Infrastructure Australia argued the benefits of Cross River Rail were "significantly overstated" and its $5.4 billion cost was likely to exceed its benefits.

But Deputy Premier Jackie Trad hit back, slamming the draft evaluation summary as flawed.

"We have been backwards and forwards with Infrastructure Australia since they've had the business case and supplied additional information at their request," Ms Trad said last year.

"None of that information has been included in their analysis of the business case. This is incredibly disappointing."

The Palaszczuk government has vowed to fund Cross River Rail without federal government help.

The other high priority projects on IA's high priority list were the Western Sydney Airport, M4 Motorway upgrade, Sydney Metro: City and Southwest, and WestConnex (all Sydney) and Melbourne's M80 Ring Road upgrade.

[Derwan]

So... does it really matter what IA says/thinks considering CRR will be fully-funded by the state?

[ozbob]

https://twitter.com/PatrickCondren/status/978419334627262465

[matlock]

So... does it really matter what IA says/thinks considering CRR will be fully-funded by the state?

It does make the QLD government look a bit more inept. But at the same time, in a year or so Labor *should* be in power federally so at that point federal funding for CRR becomes much more likely.

[ozbob]

^ yep! 

[ozbob]

Brisbanetimes  --> Trad slams snub of Cross River Rail by Infrastructure Australia

Queensland's deputy premier says Infrastructure Australia's decision to back two major Queensland transport projects ahead of Cross River Rail is politically motivated.

Jackie Trad criticised the independent statutory body's decision to list Brisbane Metro and the Beerburrum-to-Nambour rail upgrade ahead of Cross River Rail, which the Queensland government considers to be the state's number one infrastructure priority.

"We dispute Infrastructure Australia's assessment - the same transport modelling that was used for Brisbane Metro was used for Beerburrum-to-Nambour was used for Cross River Rail," Ms Trad told ABC radio on Tuesday.

"It's the same modelling, it's the same maths; Infrastructure Australia is just choosing to assess them differently and I say it's because they're playing to the tune of their political masters."

The Brisbane City Council's $944 million metro project is listed as a high priority project, putting it in pole position to secure federal funding, while the $722 million Beerburrum rail link is listed as a priority project.

Both projects have the support of Liberal National Party figures, with Deputy Prime Minister Michael McCormack, the federal infrastructure minister, praising their inclusion.

The Labor-backed $5.4 billion Cross River Rail is still listed as a high priority initiative, however, Infrastructure Australia last year criticised its business case and called for a new one to be drawn up.

Ms Trad said the state government had already provided ample information to support the project, and warned delays would cost taxpayers.

"If we wait until 2030 our population in south-east Queensland will have again increased and the cost of building the project when Infrastructure Australia says we should build it is an additional $1 billion," she said.

IA boss Philip Davies said the rail duplication had "national significance" for both freight and passengers, and that Brisbane Metro was the best short-term solution for the city.

"It's really making the best of the existing transport system in Brisbane," he told ABC radio.

"This isn't a competing project with Cross River Rail, this is very much a complementary project and the planning takes that into account with interchanges between the bus and the rail network in the CBD."

"No one project is going to support the growth of any one of our cities and we need to have a whole portfolio of investments."

He said the priority listing of projects was not a guarantee of federal funding.

[ozbob]

https://twitter.com/jackietrad/status/978450954474307584

[Stillwater]

Ms Trad can't help herself.  State government is fully funding CRR -- so what does it matter where IA ranks it in the priority?  The IR ranking is for projects which the federal government might fund.  Queensland removed the Commonwealth rep on the CRR Delivery Authority Board (Mike Mrdak) and said it would go it alone.  End of story.  Ms Trad is again growling and snarling at the feds -- time to move on and get the best possible deal for Queensland out of the feds for SCL.  Yes, it is not a project in a Labor electorate, so what ... it is a project that benefits Queenslanders, irrespective of how they vote.  Is not Ms Trad a Minister for the whole of the State of Queensland?

[v6hilux]

Here is an interesting job advertised to do with CRR!

http://careers.pageuppeople.com/544/caw/en/job/673395/crr-tunnel-station-development-manager

[ozbob]

Here is an interesting job advertised to do with CRR!

http://careers.pageuppeople.com/544/caw/en/job/673395/crr-tunnel-station-development-manager

Thanks for sharing this.   

[Gazman]

I'm wondering if someone might have the knowledge to explain something to me regarding the link into the existing tracks at the northern end.

Why do the inbound and outbound CRR tracks diverge from each other by so much? I would've thought the outbound cutting through the middle of Mayne yard restricts it future use somewhat if there was ever any plan to do something with the northern end of the yard which doesn't really seem to be used anymore. In addition to that, I note that the outbound also dips into a tunnel structure at one area in the yard (circled red on attached), what is the purpose of this?

[SABB]

There was, at one stage, a proposal for EMU stabling there.

[SurfRail]

In addition to that, I note that the outbound also dips into a tunnel structure at one area in the yard (circled red on attached), what is the purpose of this?

To carry the track around the FG flyover and the other lines in the area without flat junction conflicts.

[kram0]

In addition to that, I note that the outbound also dips into a tunnel structure at one area in the yard (circled red on attached), what is the purpose of this?

To carry the track around the FG flyover and the other lines in the area without flat junction conflicts.

Do the tracks go under the existing tracks in the middle of the mayne yard?

[HappyTrainGuy]

Northern yard will have stabling, an extra stabling road for freight/terminating passenger trains (similar to what is there now) and other junctions.

Sorry, was in a half state of sleep after working OT.

CRR has massive change with the Mayne stabling yard and track configuration in the area. Kippa Ring trains will have new a Down Main that connects to the Down CRR and rejoins around the breaky creek bridge.

The current Down Main would become a freight loop/stabling access road from the balloon loop to just before the bridge over breaky creek. I can't exactly recall everything but from what I can recall (wouldn't surprise me if its constantly changing) CRR works has the UP CRR and Down CRR taking a dive near the footbridge/hole in the wall into a cut and cover tunnel. Prior to it taking a dive the track config will all change around the old Campbell Street level crossing. Up CRR, Down CRR, Down Exhibition/Mayne stabling access roads. The access road will lead into the Mayne depot and far western yards. Exhibition down would also lead into the yard you can see from the current mains along with it having track that will then cross over the Up/Down CRR lines and rejoin the current Up/Down Mains. The current balloon loop is going to be removed. Up Main is going to be untouched and only have conflicts with trains starting arvo peak runs (same as with the balloon loop). The current Down Main will now cross over the two CRR lines and go between one of the pillars before connecting with the Down CRR and traverse along the far western side of the northern yard. Prior to joining the Down CRR the Down Main will split and run straight into the southern entrance of the new northern stabling yard (for example this will be for all Caboolture/Kippa Ring/Springfield/Ipswich etc services). The Down Main will then connect back to its current track just before or after the bridge over breaky creek. Heading city bound the Up Main continues as normal. Not long after the bridge there will be a new junction onto the old Down Main. This will be to access the stabling yard from the northern end and where freight trains cross. Its also where freight trains will continue and rejoin the Down Main. Near where the EMU rolled in 96 will be the junction for the Up CRR.

So when CRR goes through it should be Up Sub, Down Sub, Up Main, Up CRR, extra line (freight/stabling access), stabling yard, Down CRR/Down Main.

[Gazman]

Thanks everyone for the responses.

Northern yard will have stabling, an extra stabling road for freight/terminating passenger trains (similar to what is there now) and other junctions.

Sorry, was in a half state of sleep after working OT.

CRR has massive change with the Mayne stabling yard and track configuration in the area. Kippa Ring trains will have new a Down Main that connects to the Down CRR and rejoins around the breaky creek bridge.

The current Down Main would become a freight loop/stabling access road from the balloon loop to just before the bridge over breaky creek. I can't exactly recall everything but from what I can recall (wouldn't surprise me if its constantly changing) CRR works has the UP CRR and Down CRR taking a dive near the footbridge/hole in the wall into a cut and cover tunnel. Prior to it taking a dive the track config will all change around the old Campbell Street level crossing. Up CRR, Down CRR, Down Exhibition/Mayne stabling access roads. The access road will lead into the Mayne depot and far western yards. Exhibition down would also lead into the yard you can see from the current mains along with it having track that will then cross over the Up/Down CRR lines and rejoin the current Up/Down Mains. The current balloon loop is going to be removed. Up Main is going to be untouched and only have conflicts with trains starting arvo peak runs (same as with the balloon loop). The current Down Main will now cross over the two CRR lines and go between one of the pillars before connecting with the Down CRR and traverse along the far western side of the northern yard. Prior to joining the Down CRR the Down Main will split and run straight into the southern entrance of the new northern stabling yard (for example this will be for all Caboolture/Kippa Ring/Springfield/Ipswich etc services). The Down Main will then connect back to its current track just before or after the bridge over breaky creek. Heading city bound the Up Main continues as normal. Not long after the bridge there will be a new junction onto the old Down Main. This will be to access the stabling yard from the northern end and where freight trains cross. Its also where freight trains will continue and rejoin the Down Main. Near where the EMU rolled in 96 will be the junction for the Up CRR.

So when CRR goes through it should be Up Sub, Down Sub, Up Main, Up CRR, extra line (freight/stabling access), stabling yard, Down CRR/Down Main.

That's a lot of info to digest! 

[ozbob]

Brisbanetimes --> Jackie Trad slams federal government money for Victorian rail link

The Queensland government has slammed the federal coalition for offering Victoria funding for a major rail project while denying funding for Brisbane's Cross River Rail.

Prime Minister Malcolm Turnbull has offered $5 billion to build a Melbourne Airport rail link, and wants the Victorian government to get on board with a 50-50 funding split.

Queensland Treasurer Jackie Trad said that was outrageous, given the sunshine state had been denied federal funding for Cross River Rail despite it having a business case, while the Melbourne project is still in the early planning stages.

[ozbob]

Couriermail --> Labor to splash cash on Brisbane's Cross River Rail, M1 motorway

BILL Shorten will promise to make Cross River Rail a reality, with a major funding commitment towards the $5.4 billion project.

The Opposition Leader's $2.24 billion cash splash would fully fund the congestion-busting project and save Queensland taxpayers billions of dollars.

The Courier-Mail can also reveal Labor will match Malcolm Turnbull's $1 billion pledge to widen two sections of the M1 – meaning the project will go ahead no matter who wins the next election.

Mr Shorten will travel to Brisbane on Monday to make the commitment for Cross River Rail, a 10.2km line between Dutton Park and Bowen Hills.

The funding pledge will relieve the Palaszczuk Government of $800 million during construction, and there would be a 50-50 split for the running of the line.

It would also mean the State Government wouldn't have to "go it alone" to fund the line, removing any doubt about the project's future.

"This is southeast Queensland's number one infrastructure project – that's why Labor is making it a priority," Mr Shorten said. "This will allow more trains, more often. It will take cars off the road and get traffic moving."

The project is expected to create 7700 jobs during construction and 550 afterwards.

It will include 5.9km of tunnelling under the Brisbane River and CBD, as well as four new underground stations – at Boggo Road, Woolloongabba, Albert Street and Roma Street – and the upgrade of the existing Dutton Park and Exhibition stations.

Once completed, the rail line will remove current bottlenecks by doubling capacity across the river.

Mr Shorten said it was a "critical project" for the southeast's future, with the region's population expected to grow from 3.5 million to 4.9 million by 2036.

The Palaszczuk Government last year pledged to go it alone and fully fund the project, committing almost $3 billion over four years and promising to include the remainder in future budgets if the Commonwealth refused to stump up any funds.

Mr Shorten's commitment is expected to place pressure on Mr Turnbull after the Prime Minister last week promised $5 billion towards building an airport rail link in Melbourne.

"Failure to build the Cross River Rail will severely limit the region's ability to grow, and will put more pressure on already-congested roads," Mr Shorten said.

The $1 billion commitment for the M1 will widen the motorway from Eight Mile Plains to Daisy Hill to eight lanes, as well as widening the road to six lanes from Varsity Lakes to Tugun.

https://twitter.com/Robert_Dow/status/985549638995296256

[Stillwater]

Didn't Bill get the memo?  The Queensland Government is funding CRR 100 per cent.  They said it, didn't they?  Yes .... no?

https://au.news.yahoo.com/qld/a/39886682/bill-shorten-to-back-cross-river-rail

Okay journos, please ask Trad/Bailey this question:

If federal Labor wins the next election and funds half the cost of CRR -- a project you said Queensland is funding 100 per cent -- that frees up approximately $2.5b to be spent elsewhere on the state's transport infrastructure.  Where will you spend that money and what is the new project, or projects?

Deb Frecklington, please call on state Labor to outline where it plans to spend money freed up by federal Labor now Mr Shorten has promised to fund half the cost of CRR.

Come to think of it, Mr Shorten should be asked to explain where he will get the $2.24b from.

[ozbob]

https://twitter.com/7NewsBrisbane/status/985637052363362304

[ozbob]

This was always part of the game plan.  The State has always anticipated that a Federal Labor Govt would front up some moolah for Cross River Rail.  No surprise.  Mal?

[Stillwater]

Quote from Channel 7 story:

"The funding will include $800 million towards construction of the $5.4 billion, 10km line between West End and Bowen Hills, and will provide a 50-50 split for the running of the project."

So, only $800m for construction?  What does 50-50 split for running the project mean?

Yes Ozbob, Bill Shorten's announcement is a point of political differentiation.  Labor is funding CRR, Mr Turnbull and the LNP is not.

Perhaps the PM will make his own political point of differentiation and commit funding to build North Coast Connect, serving the LNP constituency on the Sunshine Coast. 

Mr Turnbull could make the point that the CRR business case doesn't stack up without the passenger numbers fast rail to the Sunshine Coast would feed into CRR.

[matlock]

Quote from Channel 7 story:

"The funding will include $800 million towards construction of the $5.4 billion, 10km line between West End and Bowen Hills, and will provide a 50-50 split for the running of the project."

So, only $800m for construction?  What does 50-50 split for running the project mean?

I'm guessing that 50-50 of the labour and resources costs?

Either way, some Federal funding better than going it alone. This announcement means the Queensland Government will be more willing to commence the construction of other rail projects with the aim of them coming online at roughly the same time as CRR becomes operational. I'm thinking that Sunny Coast extension, GC light rail stage 3 and Springfield-Ripley-Ipswich extension would be a good starting point.