Cross River Rail Project

[ozbob]

The Member for Chatsworth, Shadow Minister for Transport and Main Roads has just made a speech in Queensland Parliament ' Matters of Public Interest ' questioning the costs of Cross River Rail.  I think he indicated that he has written to the Auditor General's Office requesting an audit of the project (to be confirmed in Hansard).

Minister for Transport and Main Roads is responding, but not addressing the matters raised by the Member for Chatsworth, just politicking in the main.

Hansard will be available later.

[ozbob]

^

https://twitter.com/SteveMinnikinMP/status/1282902767330181121

[MTPCo]

The Member for Chatsworth, Shadow Minister for Transport and Main Roads has just made a speech in Queensland Parliament ' Matters of Public Interest ' questioning the costs of Cross River Rail.  I think he indicated that he has written to the Auditor General's Office requesting an audit of the project (to be confirmed in Hansard).

Minister for Transport and Main Roads is responding, but not addressing the matters raised by the Member for Chatsworth, just politicking in the main.

Hansard will be available later.

From the provision Hansard: https://www.parliament.qld.gov.au/documents/hansard/2020/2020_07_14_DAILY.pdf

Cross River Rail

Mr MINNIKIN (Chatsworth—LNP) (2.38 pm): There is a complete lack of transparency by the Labor government around the Cross River Rail project. It leads to the conclusion that the stated cost of delivery has been significantly understated. Key elements have been removed from financial scrutiny and so there is a great deal about the project costs we do not know. What is the full cost of delivering the Cross River Rail project? Quite simply, we do not know. Let us try and develop a more complete picture of the full costs than the answer provided to question on notice No. 101 earlier this year which asked for the current estimated cost of delivering the entire project. The minister went on to indicate that the Palaszczuk government's commitment was $5.4 billion. This figure seems to be significantly understated when we consider all the ancillary parts needed for it to deliver the stated objective of simply allowing more trains to run more often. Just like the state budget, disclosure of the full costs involved to deliver Cross River Rail continue to be hidden away.

Cross River Rail clearly involves much more than 10 kilometres of new rail lines and a couple of tunnels. These are simply the foundations of the project, if you like—just like the foundations for a new house. We all understand that a new house needs a frame, a roof, electrical wiring, insulation and landscaping to make it fit for purpose. Similarly, to be fit for purpose and to activate the network, the Cross River Rail project will require new rolling stock, a signalling and train control system, an upgraded automatic train protection system, new underground stations as well as upgrades to existing stations, additional station/portal work, servicing the public-private partnership costs for operations—without even mentioning the provision for general cost overruns. I do not have the resources that the responsible minister and the Cross River Rail Delivery Authority have available. Nevertheless, given my business background, I have endeavoured to assign some indicative costings to the ancillary works required to enable more trains to run more often. For more trains to run, it is patently clear that we need to purchase more trains. New rolling stock of up to 40 new NGR train sets would cost in the vicinity of $3 billion. With the new train sets operating on the CRR, a new signalling and control system will be required. This is essential for signalling and rail traffic management. The European Train Control System, ETCS, will initially be rolled out between the Milton and Northgate and the Northgate to Salisbury track sections which incorporates the CBD surface and underground stations. The ETCS is estimated to cost $2 billion.

To ensure the integration and safety of the system, an automatic train protection, ATP, system will still be required for the legacy QR fleet to continually check that the speed of a train is compatible with the permitted speed allowed by signalling, including automatic stop. The cost to bring all this up to speed and to be compatible with the ECTS will involve a further $1 billion. The estimated cost of $2 billion for the PPP operations over the life of the tunnel have not been factored into the project cost, it would appear. The reason behind the need for CRR was to free up the network, particularly the bottleneck created on the Gold Coast line between Kuraby and Beenleigh. Without this upgrade, it is not possible to get above the current number of trains crossing this side of the river. The cost of the major upgrades for this section is estimated at up to $2.8 billion. It is not apparent that specific provision has been made for general cost overruns, estimated to be in the order of $2 billion. Beyond this, upgrades to many other stations will also be required to ensure their compliance. There will be more trains with more impact. Without the removal of these level crossings, motorists will obviously be stuck at these crossings for much longer than is presently the case. Assigning a cost for these would again be in the billions of dollars.

Whilst I would be happy for the government to challenge or correct these figures, it would seem the Cross River Rail project could end up being closer to $20 billion rather than the $5.4 billion as stated. Queensland is the only state to cancel its budget. This means the Palaszczuk Labor government has no economic plan. With no budget it means Labor is flying blind through the biggest economic crisis in almost a century. This can equally be ascribed to the financial situation of the Cross River Rail project. In Auditor-General's report No. 11, it says at page 1 that the financial performance of the Queensland government has been reduced over the last two financial years. The taxpayers of Queensland have the right to know the true cost of the CRR project. It is time for this Labor
administration to come clean on the project costs to avoid a Cross River Rail fail.

Today, I have written to the Queensland Auditor-General and requested he arrange for an urgent performance audit of the project so that Queenslanders will know how much of their money is to be spent. I now table a copy of this letter for the benefit of the House.


Hon. MC BAILEY (Miller—ALP) (Minister for Transport and Main Roads) (2.44 pm):

It is always an absolute pleasure to follow the member for Chatsworth—the member who is my shadow in this place and has not asked me a question since 2018. He comes in here and waxes lyrical. He waves around big figures. He ignores the facts. The facts are that the Cross River Rail project in its first iteration could have been built by Campbell Newman for $115 million a year over six years—in its full iteration a $8 billion project—and he said no. He said, 'I do not want to embarrass Tony Abbott, my mate.' He sold out Queensland to cut the Cross River Rail project. We saw nothing under the LNP government other than cuts. There was $600 million worth of cuts to road transport. They cut the Cross River Rail project. They cut people's jobs. They cut infrastructure. That is all we saw from them. The economy nosedived to 0.7 per cent growth. Unemployment skyrocketed into the sevens because they mismanaged the economy. They mismanaged public transport. Let us look at the history of the LNP when it comes to Cross River Rail. They opposed it. They cut it when they were in government. In opposition under the leadership of the member for Clayfield they still opposed it and railed against it all over the state. Then they kind of supported it. Then they opposed it again. Only 20 minutes ago we heard the member for Everton say that Cross River Rail is a waste of money. Now they oppose the project. It is difficult to keep up with the opposition. It depends on what day it is and on who is speaking.

We know that we cannot get public transport infrastructure built under the LNP because we know that they do not believe in it. They cut it when they were in government. They did not duplicate the rail line to the Sunshine Coast like we did. They did not build light rail on the Gold Coast like we did. They did not duplicate the rail line to Helensvale and Coomera like we did. They are not investing in Cross River Rail like this government does. If we want to bust congestion we have to deal with rail. That is what this government is doing. We will not be lectured to and have laughable figures bandied around by the member for Chatsworth who was the assistant minister for public transport under Campbell Newman. He was certainly responsible in part for ordering trains from overseas that were not compliant and led the then leader of the opposition to say that it would be 36 years before we got back to full timetable and then six weeks later we were back to full timetable. When it comes to the post-election shadow front bench I wish the member for Chatsworth good luck.

We cannot trust the LNP with public transport. What we saw under them was that no Queensland Rail train drivers started training for an entire year—2014. There was a net reduction of 48 drivers when they were in power. Knowing full well that they had six new stations and a whole new line starting in 2016 and we were holding the Commonwealth Games, they reduced the number of train drivers by 48. That is absolute incompetence. We have seen record recruitment under this government. At this point there has been a net increase of 168 driver and 213 qualified guards. That is a net figure. In terms of a gross figure, we have absolutely met the targets of 200 each as outlined in the Strachan report. What we have seen are 462 extra weekly services come into play between May and July 2019. We have added services multiple times throughout this term. Queensland Rail is now delivering 740 more weekly services than ever before in South-East Queensland. That has only been possible because of our record train crew recruitment. A total of 78 external candidates from the August 2017 campaign commenced driver training between the middle of last year and January this year. Nineteen ex-QR drivers have graduated and are out working on the network. We love their work. A total of 144 external applicants were also offered positions as guards. We will continue to recruit and manage the rail system in a way that is competent, unlike those opposite.

In relation to overtime, I inform the House of a few facts rather than a few furphies put forward by those opposite. In 2018-19 the average hours of overtime worked by an average train driver decreased by 18.09 per cent compared with 2016-17. In fact, overtime increased by 25 per cent in the last year of the Newman government. Why? That is because they were not training any train drivers. We saw a reduction of 48 drivers. It is not too difficult to work out. This government believes in transport infrastructure. We are undertaking the road upgrades that are needed. We are building the heavy rail projects that are absolutely critical for the whole of South-East Queensland, including on the Sunshine Coast and the Gold Coast. We are building light rail on the Gold Coast. This government invests in jobs and invests in infrastructure for a growing South-East Queensland population. We cannot take a risk on those opposite who do not understand public transport, only know how to cut, only know how to sack and only know how to sell. Whatever promises they make, we know that that is in their DNA and that is what they will do if they get half a chance.

FWIW, I question the relevance of the answer given by the Minister. They have been in power for 5.5 years, and CRR has been wholly rescoped during their time in government, so they are entirely accountable for it.

[ozbob]

^ thanks MTPCo.  Was just about to post it!   

No attempt to respond to the cost matters raised.  I am not confident the QAG will do anything.  I have dealt with them before with the matters concerning the NGR project obviously going off the rails.  They just watched on as the financial and train wreck developed, despite our best efforts to alert them to the unfolding mess.


" net increase of 168 driver and 213 qualified guards "  net figures are what is important, gross are largely irrelevant.

Good to know the latest net figures.

[ozbob]

Tabled letter:

https://www.parliament.qld.gov.au/documents/tableOffice/TabledPapers/2020/5620T1143.pdf

[ozbob]

https://twitter.com/railbotforum/status/1283117594493374464

[BrizCommuter]

Whilst it is true that the true cost of CRR is far higher than the quoted figure, some of the figures quoted by Steve Minnikin appear to be highly inflated.

[ozbob]

I am pleased though that the Opposition is making some noises.  There is also a clear commitment to CRR.

Still nothing from CRRDA re the rail service plan.  RTI getting closer ...   

[BrizCommuter]

No mention of the Cleveland Line duplication either.

[Gazza]

To be honest it seemed like the letter was mostly about Steve Minnikin wanting to play the "Labor cant manage money and blowout budgets" card, with the "Schools and Hospitals will miss out" for good measure.

I think it's incorrect to include things like rolling stock, ETMS, ATP, Beenleigh line upgrades etc.

These are general network upgrades that would need to be done even without CRR (Eg you'd need to to ETMS much more widely to make up for no tunnel, we'll need more rolling stock to increase services in general, the beenleigh triple should have been done prior to CRR, not as a result of it because it would have allowed for higher frequency offpeak, for which a tunnel is not required.

If we were being apples for apples, you'd need to judge the cost of "getting on with building the 2nd M1" by including not just that road, but the peripheral upgrades to other roads over the next several years that will be triggered by the induced traffic.

[ozbob]

Sent to all outlets:

Cross River Rail - concerns with cost and operation

16th July 2020

Good Morning,

We note the State Opposition has raised possible cost over-runs with the Cross River Rail project in the Queensland Parliament.
( https://www.parliament.qld.gov.au/documents/hansard/2020/2020_07_14_DAILY.pdf ).  We also note the Member for Chatsworth Mr Steve Minnikin MP Shadow Minister for Transport and Main Roads has written to the Auditor-General requesting a performance audit of the CRRDA and the overall management of the project ( https://www.parliament.qld.gov.au/documents/tableOffice/TabledPapers/2020/5620T1143.pdf ).  Something we strongly support.

Good luck with that Mr Minnikin.  In March 2017 RAIL Back On Track wrote to the Queensland Auditor-General about the problems with the New Generation Rollingstock (NGR) project requesting similar (project audit).  This was declined by the QAG several months later as the financial and project train-wreck with the NGR trains continued to develop.

The lack of a detailed rail service plan post Cross River Rail is a major concern to RAIL Back On Track Members and others. We have written to the CRRDA requesting where the plan can be accessed.  Still waiting for the details.

We don't want another debacle with Cross River Rail that the NGR project became.  We thank the opposition for raising their concerns.

Best wishes,
Robert

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

Copy sent to all outlets, including Minister K. Jones & Cross River Rail Stakeholder Engagement Team.

====

FYI

Cross River Rail - The Rail Operations Secret

https://brizcommuter.blogspot.com/2020/07/cross-river-rail-rail-operations-secret.html

Wednesday, July 8, 2020

Cross River Rail's tag line is "More Trains, More Often". Despite this, the proposed rail operations i.e. how often the trains will run, appears to be a state secret. There has been no significant mention of proposed rail operations for Cross River Rail (CRR) in publicly available literature since 2017, and this only covered am peak services. Proposed off-peak, and pm peak services have never had a mention. This diagram from 2017 is likely to now be obsolete due to the removal of the grade-separated junction at Mayne.




Only through trawling the "Check Mate" spin section of CRR's website in 2019, was there any mention of proposed peak services, and again no mention of off-peak services. The proposed service frequencies appeared to have changed slightly from the above diagram, and sadly for many lines there was no proposed increase compared to the current service provision.

The line pairings were also not documented:

. Ferny Grove Line - 8tph
. Caboolture Line - 12tph (4tph from Sunshine Coast)
. Kippa-Ring Line - 12tph
. Shorncliffe Line - 6tph (8tph from Northgate to CBD)
. Airport Line- 4tph
. Doomben Line - 2tph
. Ipswich Line - 12tph
. Cleveland Line - 11tph (4-5tph from Cleveland to Manly)
. Beenleigh Line - 6tph (4tph Beenleigh to Kuraby)
. Gold Coast Line - 12tph
. Salisbury/Salisbury-Beaudesert Line) - 7tph

Concerningly, the above data has now been completely removed from CRR's website, ringing even more alarm bells that CRR is turning into a $5.4b white elephant. A generic statement stating "more trains, more often during peak, across the whole of South East Queensland" does not fill BrizCommuter with any confidence. Either the rail operating plan is being purposefully hidden from public view, possibly to avoid embarrassment, or the CRR project has designed the infrastructure with minimal thought to rail operations.

Given CRR's Achilles heel of removing of the grade separated junction at Mayne, and restrictive 3 track section between Dutton Park and Salisbury, BrizCommuter is currently predicting the following am peak period rail operations for when CRR opens in 2024. The frequency in trains per hour varies from best to worst case scenarios depending on associated infrastructure projects being completed:

. Ferny Grove Line (via Suburbans through CBD) - 8-12tph
. Cleveland Line (via Suburbans through CBD) - 8-12tph
. Caboolture Line (via CRR through CBD) - 10-12tph (incl. 3-4tph Sunshine Coast Line)
. Kippa-Ring Line (via CRR through CBD) - 10-12tph
. Gold Coast Line (via CRR through CBD) - 6-12tph
. Beenleigh Line (via CRR through CBD) - 6tph (4-6tph Beenleigh to Kuraby)
. Salisbury-Beaudesert Line (via CRR through CBD) - 0-6tph
. Ipswich Line (via Mains through CBD) - 10-12tph
. Springfield Line (via Mains through CBD) - 10-12tph
. Shorncliffe Line (via Mains through CBD) - 8tph (4-8tph Shorncliffe to Northgate)
. Airport Line (via Mains through CBD) - 4tph
. Doomben Line (via Mains through CBD) - 2-4tph

This operating plan is interesting as it makes for maximum, or almost maximum use of CRR from opening. This will keep the spin doctors happy! It balances the frequency for the line pairings fairly well, minimizes conflicting train movements, and maintains sectorization. Additionally, most lines can potentially receive a frequency increasing pending associated infrastructure projects being completed. On the down side, anyone from the Gold Coast and Beenleigh Lines trying access South Bank and South Brisbane will have to change trains at the poorly designed Boggo Road/Park Road interchange.

Interestingly, the Suburban tracks through the CBD will only be running at 33-50% capacity, and services via South Bank will be less than at present. So what might this spare capacity be used for? A clue is in the statement that CRR will "support a future rail link between Alderley and Strathpine". This would be via the North West Transportation Corridor (NWTC) / Trouts Road Line. This would have the benefits of using the NWTC for a frequent (up to 12tph) suburban train service to serve many Northern Brisbane suburbs that are currently devoid of half-decent public transport including Everton Park, McDowall, Chermside West, Albany Creek, and Bridgeman Downs. However, due to the routing via the indirect inner-Ferny Grove Line instead of a more direct tunnel from Enoggera area to the CBD, it would poorly serve the NWTC's second purpose of being used for fast regional rail from the Sunshine Coast to Brisbane.

Making optimal use of the extra capacity provided by CRR requires the following infrastructure projects to be completed:

. ETCS - Level 2 Signalling - anywhere where trains need to spaced less than 3 mins apart.
. Beenleigh Line extra tracks (most likely required from Holmview to Kuraby).
. Optimised turnback/stabling layout at Beenleigh.
. Salisbury-Beaudesert Line.
. Grade-separated junction and temporary turnback facilities at Salisbury/Acacia Ridge.
. Cleveland Line duplication/3rd platform at Lota.
. Sandgate to Shorncliffe duplication.
. Doomben Line duplication (with possible extension options such as Northshore Hamilton).
. 4th electrified track and platform at Oxley.
. Removal of most Road/Rail Level Crossings.
. Additional train stabling.
. 40-45 more 6-car trains (and enough train crew).
. NWTC - Alderley to Strathpine.

Tunnel stubs for NWTC to plug into CRR at Roma Street, and 4 tracks (instead of 3) from Dutton Park to Salisbury would allow for a fully optimised rail network in SEQ, but it looks like it is now sadly too late to save these infrastructure projects.

It is time that the Cross River Rail Delivery Authority, Department of Transport and Main Roads, Queensland Government, and Queensland Rail come clean on how the train network will operate after CRR opens. The authorities also need to come clean on the timeframe and priority for each associated infrastructure project required to optimise use of CRR's extra capacity. Questions include:

. What are the proposed am peak service patterns at CRR opening?
. What are the proposed pm peak service patterns at CRR opening?
. Will the 4tph daytime off-peak network be increased, and on which lines?
. Which lines will be linked through Brisbane's CBD?
. When will the required associated infrastructure projects take place, and how will they enhance services?
. What are the current proposals (including route safeguarding for rail) for the NWTC?

These questions need to be answered, otherwise CRR will continue to look like it will be the next project to join the large catalogue of Queensland Rail Fails.

====

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

[ozbob]

https://twitter.com/ozbob13/status/1283482038167691264

[ozbob]

Facebook ...

[BrizCommuter]

I feel an article on how CRR may slow down Gold Coast Line services may be coming...

[Jonno]

I feel an article on how CRR may slow down Gold Coast Line services may be coming...

Need to be very careful. If CRR keeps getting reported as having problems and this prompts reviews and watering down or even halted this region will never recover!

[ozbob]

Both sides of the political fence support Cross River Rail.  It is a matter of being transparent as to what is actually going to occur.  Early intervention in the NGR debacle would have saved $100s of millions, money that could have been used on the Sunny Coast line for example.

[BrizCommuter]

I feel an article on how CRR may slow down Gold Coast Line services may be coming...

Need to be very careful. If CRR keeps getting reported as having problems and this prompts reviews and watering down or even halted this region will never recover!

The cat will be let out of the bag eventually. I think the government are just trying to wait until after the election. Sadly they need a kick up the posterior to be transparant about operations and associated infrastructure staging. I'll try and be constructive on what needs to be done to to avoid slowing down Gold Coast trains, but that has all been stated many a time in the last few years. Spin and BS will not result in a successful CRR!

[BrizCommuter]

There needs to be a story about the lack of operational plan that the press will pick up on and have a field day, and I think slowing down of GC services might do the trick. The lack of operational plan is a disgrace and certainly not "world class".

[kram0]

Yes, Briz and Bob keep up the good work and pressure on this mob if idiots.

As Briz said, they are just stalling for time. They need a kick up the arse hard and now. We need a story that the CM will run with for a few days and really get the message out three that this government are cutting all sorts of corners on the so called number one project in Queensland.

[Gazza]

I'll try and be constructive on what needs to be done to to avoid slowing down Gold Coast trains, but that has all been stated many a time in the last few years. Spin and BS will not result in a successful CRR!

I think if you added Bethania and Edens Landing, closed holmview, and made nips and tucks in the timetable, you could maintain current speeds north of Beenleigh IMO.
But given the other additional stations on the GC itself, its now 5 extra stops so we really need to look at how they can tier it, eg 6tph to Helensvale, and 6tph to Varsity (Airport)

[BrizCommuter]

I'll try and be constructive on what needs to be done to to avoid slowing down Gold Coast trains, but that has all been stated many a time in the last few years. Spin and BS will not result in a successful CRR!

I think if you added Bethania and Edens Landing, closed holmview, and made nips and tucks in the timetable, you could maintain current speeds north of Beenleigh IMO.
But given the other additional stations on the GC itself, its now 5 extra stops so we really need to look at how they can tier it, eg 6tph to Helensvale, and 6tph to Varsity (Airport)

The potential slow downs are the extra stops, counter peak all stations Dutton Park - Salisbury, and possible curtailing of the Beenleigh Line to Loganlea. It is likely that GC services could be tiered as they may need to run close together through Loganlea.

[kram0]

I'll try and be constructive on what needs to be done to to avoid slowing down Gold Coast trains, but that has all been stated many a time in the last few years. Spin and BS will not result in a successful CRR!

I think if you added Bethania and Edens Landing, closed holmview, and made nips and tucks in the timetable, you could maintain current speeds north of Beenleigh IMO.
But given the other additional stations on the GC itself, its now 5 extra stops so we really need to look at how they can tier it, eg 6tph to Helensvale, and 6tph to Varsity (Airport)

The potential slow downs are the extra stops, counter peak all stations Dutton Park - Salisbury, and possible curtailing of the Beenleigh Line to Loganlea. It is likely that GC services could be tiered as they may need to run close together through Loganlea.

And if this is the case, it is nothing more than mutton dressed and lamb........Usless.   

[BrizCommuter]

I'll try and be constructive on what needs to be done to to avoid slowing down Gold Coast trains, but that has all been stated many a time in the last few years. Spin and BS will not result in a successful CRR!

I think if you added Bethania and Edens Landing, closed holmview, and made nips and tucks in the timetable, you could maintain current speeds north of Beenleigh IMO.
But given the other additional stations on the GC itself, its now 5 extra stops so we really need to look at how they can tier it, eg 6tph to Helensvale, and 6tph to Varsity (Airport)

The potential slow downs are the extra stops, counter peak all stations Dutton Park - Salisbury, and possible curtailing of the Beenleigh Line to Loganlea. It is likely that GC services could be tiered as they may need to run close together through Loganlea.

And if this is the case, it is nothing more than mutton dressed and lamb........Usless.   

Worst case scenario could be a 14 minute slow down, which isn't made up by the (undocumented) increase in frequency.

[HappyTrainGuy]

I'll try and be constructive on what needs to be done to to avoid slowing down Gold Coast trains, but that has all been stated many a time in the last few years. Spin and BS will not result in a successful CRR!

I think if you added Bethania and Edens Landing, closed holmview, and made nips and tucks in the timetable, you could maintain current speeds north of Beenleigh IMO.
But given the other additional stations on the GC itself, its now 5 extra stops so we really need to look at how they can tier it, eg 6tph to Helensvale, and 6tph to Varsity (Airport)

Also raises the question of potential and wasted station and infrastructure upgrades to enable 9 car trains.

[ozbob]

Another ' non-answer '

====

https://www.parliament.qld.gov.au/documents/tableOffice/questionsAnswers/2020/576-2020.pdf

Question on Notice
No. 576
Asked on 16 June 2020

MR S MINNIKIN ASKED MINISTER FOR TRANSPORT AND MAIN ROADS (HON M BAILEY)

QUESTION:

With reference to the proposed increased train frequencies post Cross River Rail—

Will the Minister advise (a) the results of any transport studies which indicate the impact of the
increased frequency on waiting times at the level crossings on the Gold Coast/Beenleigh line and
(b) the estimated project costs and timelines associated with the removal of these level
crossings?

ANSWER:

I thank the Member for Chatsworth for the question.

The Palaszczuk Government, through the Department of Transport and Main Roads (TMR), is
committed to creating a single integrated transport network accessible to everyone. To achieve
this, TMR is taking a whole-of-network approach to planning for our future rail system, and is
driving the transformation of the South East Queensland (SEQ) rail network with significant
investment toward the planning and delivery of major rail projects, including Cross River Rail.
The Cross River Rail project, which is being led by the Cross River Rail Delivery Authority, will
deliver significant network benefits by unlocking a bottleneck at the core of the SEQ rail network,
allowing more trains to run more often to support the social and economic needs of our growing
SEQ region.

TMR is currently undertaking planning and modelling in relation to level crossings across SEQ.
This planning is underway and will directly inform how the Queensland Government prioritises,
sequences and invests in the treatment of level crossings across SEQ over the coming years.
Importantly, the findings will inform TMR's strategic approach to investment over time to improve
the performance, safety and resilience of the transport network for all users. This program will
focus on treatment of level crossings, having regard to local transport and land use outcomes,
including active transport movements, station upgrades, parking, bus interchanges and local road
network improvements.

The modelling of the SEQ rail network will also inform the detailed pre-investment planning for
major capacity upgrades along the Brisbane to Gold Coast rail corridor as part of the Gold Coast
Rail Line Capacity Improvement (Kuraby to Beenleigh) project.

[ozbob]

Still planning.  Been planing for years and years ... LX removal has been in stagnation since 2014.

IA: Gold Coast rail line and station improvements  https://www.infrastructureaustralia.gov.au/map/gold-coast-rail-line-and-station-improvements

It is unlikely that much will be done before CRR opens in terms of LX removal or capacity upgrades.

I feel an article on how CRR may slow down Gold Coast Line services may be coming...

Go for it!

[BrizCommuter]

Still planning.  Been planing for years and years ... LX removal has been in stagnation since 2014.

IA: Gold Coast rail line and station improvements  https://www.infrastructureaustralia.gov.au/map/gold-coast-rail-line-and-station-improvements

It is unlikely that much will be done before CRR opens in terms of LX removal or capacity upgrades.

I feel an article on how CRR may slow down Gold Coast Line services may be coming...

Go for it!

Probably early next week. Article is nearly finished.

[Jonno]

Another ' non-answer '

====

https://www.parliament.qld.gov.au/documents/tableOffice/questionsAnswers/2020/576-2020.pdf

Question on Notice
No. 576
Asked on 16 June 2020

MR S MINNIKIN ASKED MINISTER FOR TRANSPORT AND MAIN ROADS (HON M BAILEY)

QUESTION:

With reference to the proposed increased train frequencies post Cross River Rail—

Will the Minister advise (a) the results of any transport studies which indicate the impact of the
increased frequency on waiting times at the level crossings on the Gold Coast/Beenleigh line and
(b) the estimated project costs and timelines associated with the removal of these level
crossings?

ANSWER:

I thank the Member for Chatsworth for the question.

The Palaszczuk Government, through the Department of Transport and Main Roads (TMR), is
committed to creating a single integrated transport network accessible to everyone. To achieve
this, TMR is taking a whole-of-network approach to planning for our future rail system, and is
driving the transformation of the South East Queensland (SEQ) rail network with significant
investment toward the planning and delivery of major rail projects, including Cross River Rail.
The Cross River Rail project, which is being led by the Cross River Rail Delivery Authority, will
deliver significant network benefits by unlocking a bottleneck at the core of the SEQ rail network,
allowing more trains to run more often to support the social and economic needs of our growing
SEQ region.

TMR is currently undertaking planning and modelling in relation to level crossings across SEQ.
This planning is underway and will directly inform how the Queensland Government prioritises,
sequences and invests in the treatment of level crossings across SEQ over the coming years.
Importantly, the findings will inform TMR's strategic approach to investment over time to improve
the performance, safety and resilience of the transport network for all users. This program will
focus on treatment of level crossings, having regard to local transport and land use outcomes,
including active transport movements, station upgrades, parking, bus interchanges and local road
network improvements.

The modelling of the SEQ rail network will also inform the detailed pre-investment planning for
major capacity upgrades along the Brisbane to Gold Coast rail corridor as part of the Gold Coast
Rail Line Capacity Improvement (Kuraby to Beenleigh) project.

To be fair this is all due to State Govts going back to the 1970's prioritising infrastructure spending on freeways, tunnels, bypasses trying to "bust" congestion! The planning for rail had been all but ignored! It is still not a priority until it becomes problematic!!

[nathandavid88]

Looking through the QR web page for station upgrades (for my post regarding Cannon Hill and Auchenflower in the Station Upgrade thread), I was reminded through the Loganlea Station upgrade page about the "Gold Coast Rail Line capacity improvement (Kuraby to Beenleigh)". To we know any details about what that project consists of, and what it might mean for CRR service frequency, etc.   

[BrizCommuter]

Looking through the QR web page for station upgrades (for my post regarding Cannon Hill and Auchenflower in the Station Upgrade thread), I was reminded through the Loganlea Station upgrade page about the "Gold Coast Rail Line capacity improvement (Kuraby to Beenleigh)". To we know any details about what that project consists of, and what it might mean for CRR service frequency, etc.

The exact Beenleigh - Kuraby upgrade scope appears to be unknown. The 3rd platform at Loganlea would however allow for a significant increase in peak and contra-peak/off-peak services, but with a possible curtailment of Beenleigh Line services to Loganlea. There are lots of possible ways this section could be operated. It should be noted that if the all via CRR paradigm is used (very likely) then to allow service allocation to the Salisbury-Beaudesert Line, we are unlikely to see more than a combined 18tph on the Gold Coast/Beenleigh corridor. Any capacity increases after that would require 9-car trains and platform extensions, but I can't see that being required for at least a decade.

[Gazza]

It should be noted that if the all via CRR paradigm is used (very likely) then to allow service allocation to the Salisbury-Beaudesert Line, we are unlikely to see more than a combined 18tph on the Gold Coast/Beenleigh corridor.

Is there any reason Beaudesert services wouldn't go via South Bank?

It seems odd to have the entire Merivale Bridge allocated to the Cleveland line.

[BrizCommuter]

It should be noted that if the all via CRR paradigm is used (very likely) then to allow service allocation to the Salisbury-Beaudesert Line, we are unlikely to see more than a combined 18tph on the Gold Coast/Beenleigh corridor.

Is there any reason Beaudesert services wouldn't go via South Bank?

It seems odd to have the entire Merivale Bridge allocated to the Cleveland line.

This has been discussed here quite a bit lately. The track layout at Mayne looks like all Cab/K-R services will go via CRR. This means there is no spare capacity on the contra-peak track for via South Bank services. So unless there is a sectorization breaking peak direction only tidal flow, all trains from GC/Been/Salisb will go via CRR. This will result in the Suburban tracks through the city bring used at only 33-50% capacity.

[Gazza]

And could other changes around the network in the future permit the capacity of the suburban tracks to be used in the future?

I guess the reason I ask is that the Beaudesert line is likey so far off into the future it's perhaps not worth committing to certain line pairings?

[kram0]

Future line extension time frames (Springfield to Ipswich link, Beaudesert, Toowoomba, Trouts Rd), will all be dependant on the success of the Olympic bid.

As bringing major infrastructure spending forward was the key reason for the Council of Mayors partnering up and being the driving force of the Olympic bid, if we are awarded the Olympics, expect to see all of this and more before 2032, if we are not, 2040 or later.   

[BrizCommuter]

And could other changes around the network in the future permit the capacity of the suburban tracks to be used in the future?

I guess the reason I ask is that the Beaudesert line is likey so far off into the future it's perhaps not worth committing to certain line pairings?

It looks like the current half-arsed plan for NWTC is to branch off the Ferny Grove Line at Alderley. Even without the Beaudesert Line, it is likely there will be inner-Beenleigh Line services terminating at Salisbury.

[kram0]

I saw a indicative image on another site of the second entrance (Northern) into Albert St station. The architects certainly didn't spend much time on the design or colour selection.

If someone else has seen it, maybe they can post the image for comment.

[Jonno]

I feel an article on how CRR may slow down Gold Coast Line services may be coming...

Need to be very careful. If CRR keeps getting reported as having problems and this prompts reviews and watering down or even halted this region will never recover!

The cat will be let out of the bag eventually. I think the government are just trying to wait until after the election. Sadly they need a kick up the posterior to be transparant about operations and associated infrastructure staging. I'll try and be constructive on what needs to be done to to avoid slowing down Gold Coast trains, but that has all been stated many a time in the last few years. Spin and BS will not result in a successful CRR!

If TMR/Queensland Rail do maximise the frequencies across the network as we have discussed with additional tracks (not NWTC), platforms, ATP, etc.  Exactly how many units in the fleet are required to service those frequencies assuming 6 car trains for now.?  How do your calculate this?

[ozbob]

Couriermail --> Cross River Rail project creates mega jobs

While the engineering feats involved in the $5.4bn Cross River Rail underground that will un-choke Brisbane's public transport are staggering, in the age of COVID the secure jobs attached to it are equally as impressive.

TUNNELLING for Queensland's biggest infrastructure project has kicked off in earnest, with the first 59m of rock bored outlast week to access what will become Brisbane's 5.9km Cross River Rail underground.

While the engineering feats involved in the $5.4bn underground rail system that will unchoke Brisbane's public transport are staggering, in the age of COVID, the secure jobs attached to it are equally as impressive. The project is injecting $4.1m per day into the economy, or $125m per month, with 97 per cent of workers on the project living in Queensland.

Cross River Rail Minister Kate Jones said that translated into 2400 workers on the project now, growing to a peak of 3000in the next year to 18 months.

More than 7700 people will work on Cross River Rail over the five years of construction, with 400 local suppliers signed up and more than 160 apprentice and traineeship positions filled of 450 to be created.

The Sunday Mail, in conjunction with the Cross River Rail Delivery Authority (CRRDA), is presenting a series looking at the project and what it will bring to the state.

Cross River Rail is a 10.2km rail line from Dutton Park to Bowen Hills, which includes 5.9km of twin tunnels under the Brisbane River and Brisbane CBD.

Work has begun on the project's four new underground stations at Boggo Road, Woolloongabba, Albert Street and Roma Street.

By introducing another river crossing, Brisbane's rail network can have more trains more often while the underground means less of the CBD is given over to rail tracks, and stations can sit in the city centre. Its backers say a better public transport system will remove thousands of cars from roads.

"We all know that COVID-19 is going to have a significant hit on our economy, whether it's here in Queensland, Brisbane, Australia or globally," Ms Jones said. "But one of the great things is the fact we have been able to plough on with some of these major infrastructure projects."

Ms Jones said the $3.6bn Queen's Wharf hotels, retail and casino combined with the $5.4bn for Cross River Rail meant billions were being poured into reshaping Brisbane and attracting new business to Queensland.

"That's infrastructure that continues to be built that will fast-track Brisbane's economic recovery," she said.

"It puts Brisbane in a really good position for what economists are saying will take years to get the economy back to pre-COVID-19 size and activity. When you look at the major construction sites whether it's Woolloongabba, Boggo Road or Roma Street, they are old, ugly eyesores coming down before your eyes and the biggest excavation projects ever undertaken in Brisbane are underway.

"It will ultimately free up hectares of prime real estate for redevelopment at the heart of the city.

"There's no other city, modern city, that has hectares in its heart to be redeveloped for the best use for the next chapter in our city's story."

Tunnelling construction will be completed by 2024, after which a detailed commissioning and testing program will begin.

Delivery authority tunnels, stations and development project director Jeremy Kruger said the benefits of jobs on the underground would flow through the Queensland economy.

"It's an amazing opportunity for southeast Queensland to have a major project in its backyard," Mr Kruger said.

"Having all those direct employees on the project is great for those employees and those families, but the benefits go broader as well because you've got a supply chain that feeds into the project, you've got businesses around the project, whether they be hotels, restaurants.

"You get a real flow-on effect of having all those people employed on the project. Those families have jobs and that flows on into the community.

"And the project is going to roll on for at least four years, so there's jobs there for a large, large number of people for an extended duration."

The size and length of the project means apprentices and trainees could start their new jobs on Cross River Rail and get their trade by the time it finishes. "You can bring people in early on in their career, like apprentices, and by the end of the job they can be fully qualified tradespeople," Mr Kruger said.

While the boring machines have begun work at Roma Street and travelled 59m so far, explosive tests will be conducted at Woolloongabba and Albert Street this month.

Blasting will be done between 7.30am and 4.30pm weekdays or Saturdays.

APPRENTICES READY TO WORK

It's a pretty decent way to kick off a new career, working on Queensland's biggest infrastructure project.

And if that new job looks like a pay packet through the biggest international crisis since World War II, so much the better.

Among the 450 apprentices signing on for Cross River Rail, apprentice linesmen Lachlan Wilson, 22, Ryan Sheppard, 34, and Brian Gethins, 35, could not be happier.

Mr Wilson said he had picked up the job at a time when a lot of his mates were being laid off or having their hours cut as COVID-19 bites.

Mr Sheppard and Mr Gethins are among the mature-aged apprentices.

After driving trucks and labouring, Mr Sheppard said an apprenticeship offered the chance to get a trade and job security. Mr Gethins has gone from labouring on the rail lines to getting a trade and the skills that brings.

Training co-ordinator Annica Carberry said the Cross River trainees were all keen to get on with the job.

"To be an apprentice on Cross River Rail and be a part of this project just sells itself for apprentices," she said.

"It's giving them an opportunity to get away from casual work or being a labourer to come into a specific role."

Chris Buchanan, a 30-year construction industry veteran, said Cross River Rail offered plenty of work and hours. He had already taken delivery of the first spoil from the Roma St tunnel last week, which will be used at Mayne Yard at Bowen Hills.

[ozbob]

^

https://twitter.com/ozbob13/status/1284518328095043584

[ozbob]

Advertisement on page 21 Sunday Mail 19th July 2020



Go to checkmate, put in 4300 (Goodna)

MORE TRAINS, MORE OFTEN
Added network capacity means more trains running to, from and through Brisbane


MORE SEATS
Because more trains, more often means more seats during peak travel times


EASED ROAD CONGESTION
Eased pressure on major roads such as the Centenary Highway


CAPACITY FOR NETWORK GROWTH
Cross River Rail, together with future infrastructure upgrades and service initiatives, creates the capacity and network growth to support a future rail link to Ripley

Put in Nambour

MORE TRAINS, MORE OFTEN
Added network capacity means more trains running to, from and through Brisbane


MORE SEATS
Because more trains, more often means more seats during peak travel times


EASED ROAD CONGESTION
Eased pressure on major roads such as the Bruce Highway


CAPACITY FOR NETWORK GROWTH
Cross River Rail, together with future service initiatives, creates the capacity and network growth to support the future, committed Beerburrum to Nambour rail upgrade

Put in Ferny Grove

TURN-UP-AND-GO TRANSPORT
With more trains, more often during peak, across the whole of South East Queensland


UNLOCKING THE BOTTLENECK
Better access to Brisbane with connections to five new inner-city stations


EASED ROAD CONGESTION
Eased pressure on major roads such as Samford Road

Put in Varsity Lakes

MORE TRAINS, MORE OFTEN
Added network capacity means more trains running to, from and through Brisbane

MORE SEATS
Because more trains, more often means more seats during peak travel times

EASED ROAD CONGESTION
Eased pressure on major roads such as the Pacific Motorway

CAPACITY FOR NETWORK GROWTH
Cross River Rail, together with future infrastructure upgrades and service initiatives, creates the capacity and network growth to support a future rail link to the Gold Coast Airport

====

All also come up with 5 new stations:

Albert Street Station
Boggo Road Station
Exhibition Station
Roma Street Station
Woolloongabba Station

Nothing about real frequency.