CAMCOS Discussion

[#Metro]

Given that the Sunshine Coast Line is apparently overcrowded in the peaks with 6-car trains, I don't quite see your logic for using shorter trains.

The logic is this:

- The current "sunshine coast line" is located in low density hinterland area, so overcrowding is probably the result of people driving from the sunshine coast to the rail stations.

If a new rail line were built (Maroochydore) there would be two problems
1. Maroochydore line would experience high demand
2. Current sunshine coast line demand would fall, but would not be eliminated completely.

So the trains must be allocated to where people need them- the Maroochydore line.
But there would still be people wanting to catch a train on the Sunshine coast line to Caboolture/Nambour/Gympie (fewer?) and the journey would still be extremely lengthy.

Running a VFT would save money
- by not having to run slower, longer trains with large empty capacity
- by not having to buy more trains to use on the Maroochydore line, because you could use existing ones 'diverted' from less efficient use on the sunshine coast line, at least initially

It would also speed up the service to people on the Sunshine Coast line. If capacity were to ever increase, just attach on another 2-car unit. This is the similar thing that happens in Victoria with country rail services.

[O_128]

the marrochydore line will be a very busy line. IT MUST BE DUAL TRACK TO START WITH. this line will be running through medium to high density areas.

[stephenk]

Given that the Sunshine Coast Line is apparently overcrowded in the peaks with 6-car trains, I don't quite see your logic for using shorter trains.

The logic is this:

- The current "sunshine coast line" is located in low density hinterland area, so overcrowding is probably the result of people driving from the sunshine coast to the rail stations.

If a new rail line were built (Maroochydore) there would be two problems
1. Maroochydore line would experience high demand
2. Current sunshine coast line demand would fall, but would not be eliminated completely.

So the trains must be allocated to where people need them- the Maroochydore line.
But there would still be people wanting to catch a train on the Sunshine coast line to Caboolture/Nambour/Gympie (fewer?) and the journey would still be extremely lengthy.

Running a VFT would save money
- by not having to run slower, longer trains with large empty capacity
- by not having to buy more trains to use on the Maroochydore line, because you could use existing ones 'diverted' from less efficient use on the sunshine coast line, at least initially

It would also speed up the service to people on the Sunshine Coast line. If capacity were to ever increase, just attach on another 2-car unit. This is the similar thing that happens in Victoria with country rail services.

So would you be running separate services from both Maroochydore/Caloundra and North Coast into Brisbane? Is that really a good use of the limited track capacity during the peaks? It would make more sense to split a 6-car train at Beerwah, and send 3-cars to Maroochydore/Caloundra and 3-cars to Nambour/Gympie. This is done routinely in the UK, where track capacity is at a premium.

the marrochydore line will be a very busy line. IT MUST BE DUAL TRACK TO START WITH. this line will be running through medium to high density areas.

Did anyone mention it was going to be single track?
By the way, sentences start with capital letters. This isn't Facebook or texting your school mates 

[Fridge]

You can also envisage most of the patronage for the CAMCOS line will be for travel between Maroochydore and Caloundra in both directions at all times of the day.

[O_128]

Somewhere i think it is the signs ont he trains that say it will be single track.

[#Metro]

They probably will put in single track and then "backfill" in a dual track in pieces at different times. This is what happened with the Gold Coast line; The Gold Coast and Sunshine Coasts are comparable 'coastal strip' type developments.

A busway may also be feasible closer to the coastline in the future, as the density would be higher than that of Brisbane.

[Arnz]

There is already a proposed Busway along the Nicklin Way strip on the Sunshine Coast, CoastConnect is the name of the project.

Note: Bob, are you able to split this discussion with moving the CAMCOS Corridor posts into its own topic under "New Lines", cheers

[ozbob]

Caboolture to Maroochydore Corridor Study   back ground click --> here!

[somebody]

Why is CAMCOS going via Beerwah?  Branching off earlier like Beerburrum would save more than 5km from the trip.

[Arnz]

Why is CAMCOS going via Beerwah?  Branching off earlier like Beerburrum would save more than 5km from the trip.

Not really a benefit if it's going to skip Glasshouse and Beerwah (Australia Zoo and a fairly busy town in itself). 

Glasshouse and Beerwah are towns bigger than Elimbah or Beerburrum that have busier Park + Ride patronage.   Not to mention Beerwah does have reasonable Walk-Up patronage as well as the Australia Zoo crowd (Australia Zoo crowd is bigger during the Holidays obviously).

[somebody]

Park and Ride people could just drive to Beerburrum.

Branching at Beerwah misses the Landsborough people which outnumber the combined Glass House and Beerwah more than 2:1, yes a number of these are coming from feeders or park n ride.

[Stillwater]

The branch line to Maroochydore from a point north of Beerwah recognises the town's status as a 'Major Activity Centre' in the Sunshine Coast hierarchy of towns and villages, although that may change with the proposed new development at Caloundra South now going ahead.

http://www.sunshinecoast.qld.gov.au/addfiles/documents/gr_manage/Map4-2_Centres_Employment_Strategy_A3.pdf

Beerwah is the location of a major shopping centre for the Glasshouse Mountains area, the high school, swimming pool, library, council sub-office etc.  And there are plans for further expansion.

http://www.dip.qld.gov.au/resources/factsheet/seq/regional-plan-09/seq-regional-plan-fs-sunshine.pdf

http://www.sunshinecoastdaily.com.au/story/2007/10/03/beerwah-booming/

The notion that the Landsborough station will be 'missed out' when CAMCOS is built misses the point that Landsborough is the terminus of a shuttle bus service to Maroochydore and Caloundra.  Eventually, Coast Connect buses will bring passengers from Maroochydore and Kawana to a CAMCOS station located at Caloundra (or, so the planning goes).

That is, Caloundra will become the focus for passengers, rather than Landsborough.  Landsborough is still important, as it is the point where buses bring people from Montville and Maleny.  And this remains so.  Alternatively, some Montville people go down the Range to Palmwoods, while Mapleton people favour Nambour.  At Nambour, buses go to Nambour district, Maroochydore (from there to Caloundra), Yandina, Eumundi, Cooroy and Noosa.  Cooroy becomes the collector point for people further north travelling to Noosa and Nambour.

[Arnz]

Most of the Landsborough Park and Ride commuters are those coming from the Coast (Caloundra, Maroochydore, Mooloolaba, Sippy Downs, etc).  

Branching it from Beerwah would pretty much change the feeder designation from 605/615 to the frequent Route 600 to Caloundra operating every 15 minutes (Simply extend the Route 600 from Caloundra Bus Terminal to Caloundra Rail Station).  

But on the other hand, at least a hourly local services from Maroochydore to Landsborough via University and Caloundra to Landsborough can be retained for the locals.  Also the Maleny Feeders with Beerwah town centre extensions can easily terminate outside the train station.

[somebody]

Branching at Beerwah would still require shuttle services to Nambour and Gympie North presumably.  I don't really see that there would be much of a problem with having Glass House & Beerwah also having to deal with the shuttles.

And I did mention about the feeder services.

[Arnz]

Branching at Beerwah would still require shuttle services to Nambour and Gympie North presumably.  I don't really see that there would be much of a problem with having Glass House & Beerwah also having to deal with the shuttles.

And I did mention about the feeder services.

Passengers change twice in the case of P+R. (Car to Train and again from Train to Train).  Australia Zoo crowd wouldn't go through the trouble of changing 2 to 3 times, nor those City commuters living in Beerwah (a large town in itself) and to a lesser extent the smaller town of Glasshouse.  

Most won't bother driving to Beerburrum or whatever, they'll drive the whole way into Brisbane instead of going through the trouble of changing again and again, thus clogging up the highways.

Beerwah is the logical place for the place to branch off.   The Maleny-Landsborough-Beerwah feeder service can simply terminate outside the Beerwah Station car park (instead of the Beerwah Town Centre as it does now).

Branching off at Beerburrum makes no sense whatsover as it doesn't pass through anywhere apart from going through more forests (and chopping more trees down than is required), and no place to put any future station apart from that proposed Caloundra South development next to Golden Beach.

Edit: As for Landsborough, most of the traffic are either P+R from the Coast, or 605/615 bus feeder traffic which would be redirected to the Route 600 to Caloundra if a Caloundra railway does proceed.  Since Landsborough is also a Tilt train stop, people outside of the Beerwah-Nambour shuttles will still be using the station, as well as the few from Maleny that may want to head to a northbound destination.  It may be less people using the station since most of the Sunshine Coast P+R traffic and Bus Feeders will be redirected to Caloundra, but local traffic, hinterland P+R and those using the Tilts will still use Landsborough.

[Gazza]

Passengers change twice in the case of P+R. (Car to Train and again from Train to Train).  Australia Zoo crowd wouldn't go through the trouble of changing 2 to 3 times, nor those City commuters living in Beerwah (a large town in itself) and to a lesser extent the smaller town of Glasshouse. 

Most won't bother driving to Beerburrum or whatever, they'll drive the whole way into Brisbane instead of going through the trouble of changing again and again, thus clogging up the highways.

If they are building a new line, couldn't they just design the station for cross platform interchange? If that were done people cant really complain about the "inconvenience" of changing trains.

[Arnz]

Passengers change twice in the case of P+R. (Car to Train and again from Train to Train).  Australia Zoo crowd wouldn't go through the trouble of changing 2 to 3 times, nor those City commuters living in Beerwah (a large town in itself) and to a lesser extent the smaller town of Glasshouse.  

Most won't bother driving to Beerburrum or whatever, they'll drive the whole way into Brisbane instead of going through the trouble of changing again and again, thus clogging up the highways.

If they are building a new line, couldn't they just design the station for cross platform interchange? If that were done people cant really complain about the "inconvenience" of changing trains.

A third platform (converting a side platform to a island platform) is planned for Beerwah for the Nambour-Beerwah shuttles.  

Most longer distance passengers don't mind changing once, but if it requires changing two times or more, then it's not worth the trouble.

There is however, no point for branching the line off Beerburrum (let alone upgrading Beerburrum again), which would run in the middle of no-where and would cut more trees through the National Park than the original alignment from Beerwah.

[somebody]

A three platform station at Beerwah?  That's interesting.  I was thinking the Nambour trains would need to originate at Caboolture.

[Fares_Fair]

Hello All,

Regarding CAMCOS, and I do see it's relevance and need.
It'd be a boon for the heavily populated Sunshine Coast coastal strip.
Many commuters do indeed travel from Caloundra and Maroochydore to Landsborough so it would be immediately useful.

But in the overall scheme of things I see that duplication of the line (and this is IMHO) is required before CAMCOS is connected/complete.
There has to be the increase in capacity for extra services on the line, provided by duel tracks, before CAMCOS could work.
Otherwise it would just be feeding into the Beerburrum bottleneck.

What do others think ?
I'd be interested to hear your views.

Regards,
Fares_Fair.

[somebody]

Hello All,

Regarding CAMCOS, and I do see it's relevance and need.
It'd be a boon for the heavily populated Sunshine Coast coastal strip.
Many commuters do indeed travel from Caloundra and Maroochydore to Landsborough so it would be immediately useful.

But in the overall scheme of things I see that duplication of the line (and this is IMHO) is required before CAMCOS is connected/complete.
There has to be the increase in capacity for extra services on the line, provided by duel tracks, before CAMCOS could work.
Otherwise it would just be feeding into the Beerburrum bottleneck.

What do others think ?
I'd be interested to hear your views.

Regards,
Fares_Fair.

I think that point is obvious.  CAMCOS should only proceed with duplication to the branching point.

[Stillwater]

There should be an updated costing done for CAMCOS.  I suspect it would be of the order of $5 biliion now and maybe $6 billion on the day it opens.  To put that in perspective, that is half the cost of CRR.  The issue is this -- if $5 billion buys CAMCOS, what else would $5 billion buy?  And would one or two of those other things deliver greater benefits?  If CAMCOS terminated at Caloundra or Kawana, and went no further, could the 'leftover change' from terminating there buy a system of dedicated busways for the coast, feeding that point?  What of light rail lines from Kawana to Maroochydore and the North Shore/Airport?  Maybe the CAMCOS rail corridor Landsborough-Caloundra could be made a dedicated busway as an interim measure, for a fraction of that $5 billion, with fast express buses feeding the lower end of the Sunshine Coast from Landsborough Station or Beerwah.

In many respects, the current operation -- and the basis for the way the whole system works -- is to run buses along the coast and, at strategic points, link into east-west buses connecting back into the Sunshine Coast Line.  These east-west buses also serve to connect hinterland with coast and also serve the spines along which the population is expanding.  Let's face it, not everyone can live on the Coast.  Nambour-Kunda Park-Maroochydore is an example of such a spine.  The SCRC is about to trial a Nambour-Coolum bus, and there already is a Nambour-Noosa bus run via two routes (Eumundi and Cooroy).  A much greater effort needs to be put into connections between the Sunshine Coast Line and the University.

A spine railway and east-west bus connections operates on the Gold Coast also.

CoastConnect -- a dedicated bus way from Maroochydore to Caloundra is already contemplated, but only land purchases are proceeding at the moment.

All advice to government is that the Sunshine Coast Line is a basket case.  Its failings for Citytrain passengers are well documented.  The Tilt Train undertakes the slowest part of its journey through the Sunshine Coast hinterland, slowing to 55 km/hr in parts.  Freight operations (the money-making side of rail) are severely hampered.  The inefficiencies of short freight trains and short passing loops translates into an added cost for industry that uses rail; and serves as a disincentive for preferring rail over road transport.  The plan to duplicate the line between Landsborough and Nambour (probably $3 billion to build) lies on the table.

So, $3 billion for Landsborough-Nambour duplication leaves $2 billion for other things, such as busway on CAMCOS corridor to Landsborough, quality bus-rail interchanges at Landsborough and Nambour, and less grand, but practical, upgrades at places such as Palmwoods (for those coming down the range from Montville).  The remaining change could go to train stabling at Yandina (as suggested by others in this forum) bus priority measures along the east-west spines and a series of park and rides and bus shelters.

Is that a better way to spend $5 billion ... and is $5 billion the figure that would cover the CAMCOS construction?  That is why a recosting is necessary.

One of the problems with the Queensland Government's 'concept plans' approach, is that the implementation date for the bit of infrastructure is so far, far off into the future -- and the government does so little in the interim to bring the concept about -- that new development occurs, or other things happen that frustrate the eventual concept such that it does not do the job when ultimately built, or it must be modified in such a way so that the end product is not as effective as first envisaged, sometimes 25 years earlier.

Let's start with a recosting of CAMCOS.

[#Metro]

We just can't wait this long.
A short spur to Caloundra/Kawana and link to the Coast Connect Bus system with buses operating in Class B dedicated bus lanes might be the fastest way of getting some improvement ASAP rather than wait forever.

[ozbob]

Deputy Premier and Attorney-General, Minister for Local Government and Special Minister of State
The Honourable Paul Lucas
19/05/2011

Public urged to have their say on Caloundra South UDA

Deputy Premier and Local Government Minister Paul Lucas is reminding people to have their say about the future of the Caloundra South Urban Development Area (UDA).

Formal submissions on the draft plan opened on 31 March and close this Friday 20 May.

Mr Lucas said it was important residents, local businesses and other stakeholders took the opportunity to comment on the proposed plan for Caloundra South.

"This area was declared a UDA by the Urban Land Development Authority (ULDA) on 22 October 2010," he said.

"The release of the Caloundra South UDA Proposed Development Scheme on 31 March has given the community an opportunity to have a say about the future of this strategic greenfield site.

"Ultimately the Caloundra South UDA will provide a variety of homes of different styles and sizes for approximately 50,000 residents as well as 15,000 jobs in new neighbourhoods, mixed use centres and industrial areas.

"The development of Caloundra South will see affordable housing offered in one of the most unaffordable parts of Queensland. This will be of particular benefit to key workers such as police officers, nurses and child care workers, as well as first home buyers.

"This development will have to meet strict environment protection requirements to protect the beautiful environment that the Sunshine Coast is known for.

"Adopting the formal Water Quality Objectives for Pumicestone Passage in the scheme, means the water treatment measures in Caloundra South will be more stringent than those required elsewhere in South East Queensland for other catchments and developments."

The recently introduced State Planning Policy for Healthy Waterways will also be reflected in the Development Scheme. The ecological sustainability targets in the Proposed Development Scheme were developed with the Queensland Conservation Council (QCC).

"The ULDA is also working with the CSIRO on sustainability guidelines for the UDA which QCC has endorsed as achievable and environmentally responsible," Mr Lucas said.

A copy of the proposed development scheme is still available on the ULDA website or at the Caloundra South UDA community information centre at 2/118 Bulcock Street, Caloundra.

The office is open Monday and Wednesday 10am to 2pm, Thursday 2pm to 6pm and on Saturday from 9am until 1pm providing the community with easy access to the proposed plans and the opportunity to discuss them with ULDA staff.

An extensive community consultation program has been run by the ULDA since the declaration of the Caloundra South UDA, including the community information centre will have operated for more than 780 hours and the distribution of almost 45,000 newsletters.

"I encourage anyone who has not yet had their say to do so by making a formal submission by Friday 20 May," Mr Lucas said.

"This is an exciting time for the Sunshine Coast community and I would encourage as many people as possible to be part of the public notification process by reading the proposed development scheme and making a submission with their thoughts for the area."

ULDA Chief Executive Officer Paul Eagles encouraged the community to familiarise themselves with the proposed development scheme.

"It is important that they get an understanding of the requirements that have been built into the proposed scheme which the land owner must incorporate in any future development, particularly pertaining to the environment and ensuring the protection of the area.

"The ULDA looks forward to hearing the community's feedback about the proposed development scheme and progressing this valuable project for the region," Mr Eagles said.

The Caloundra South UDA covers 2,310 hectares and is located south of the existing Caloundra urban area, the Caloundra Aerodrome and the Sunshine Coast Regional Business and Industry Park.

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

[Stillwater]

The Sunshine Coast Regional Council has some pretty scathing things to say about the Caloundra South development in its submission to the state government, among them the lack of an infrastructure agreements with the developers.  Plans do not disclose traffic treatments were CAMCOS corridor intersects with local roads.  Read the details here: http://www.sunshinecoast.qld.gov.au/addfiles/documents/calsouth/submission_calsouth.pdf

[O_128]

Maybe we need to look at this with a different mentality.

We are going to build CAMCOS and encourage thousands of people to travel to brisbane on a daily basis.

We need to look into why there are no jobs on the coast to start with.

TBH I would rather see a light rail system similar to the gold coast from caloundra to marroochydore and then in the future CAMCOS

[Zoiks]

Ive thought similiar.
Keep the corridor there, design the corridor and develop the area so it will link in easily and cheaply when it does get built. But focus on local transport, density etc.

[Stillwater]

That issue is discussed here: http://www.sunshinecoast.qld.gov.au/sitePage.cfm?code=transport-strategy
If you click on the link, you will also see an artist's impression of the elevated Maroochydore railway station -- very similar to a discussion in this forum re Hamilton-North Shore station and how it might work.

[O_128]

Ive thought similiar.
Keep the corridor there, design the corridor and develop the area so it will link in easily and cheaply when it does get built. But focus on local transport, density etc.

The big issue is, is that Northshore line should be way ahead of the camcos line. 25000 people not including offices 6km from the city.

[somebody]

Ive thought similiar.
Keep the corridor there, design the corridor and develop the area so it will link in easily and cheaply when it does get built. But focus on local transport, density etc.

The big issue is, is that Northshore line should be way ahead of the camcos line. 25000 people not including offices 6km from the city.

Hear here!!

I fully back you in this one.

[Stillwater]

These are interesting perspectives, and they arise when the state government delays a project such that it sits on the books long enough to become a competing project with another worthy piece of infrastructure, and they both sit, and so it goes on.  The fact is that, had the government built the CAMCOS spur to Caloundra, as promised, by 2016, then it would have been eliminated as a potential competitor for funding against the Doomben Line upgrade and extension, and probably CRR for that matter.  This discussion would not be occuring.

The other thing to rememember is that CAMCOS remains on the planning horizon.  After breaching its original undertaking about the implementation schedule. it remains in the government's forward strategy for completion at or beyond 2031.  The North Shore proposal is nowhere in the publicly available information coming from government.

That is why the Connecting SEQ 2031 document is such a nonsense.  It is not a plan to do all that it outlines by 2031, it merely is a snapshot in time of the government's thought process.  Today we think this can be achieved by 2031, next year we think differently.  If that is the case, then North Shore rail has a chance of slipping in ahead of CAMCOS, but it will be interesting to see how the government would manage breaking its promise yet again to the people of the Sunshine Coast.  Still, to a Labor politician it probably doesn't matter as parliamentary seats on the Coast are wall to wall LNP and an independent.

Don't worry, some Minister's lackey has the electoral map open as we type, seeing where all the new infrastructure 'promises' could be made -- ignoring, of course, those promises made already and yet to be honoured.  Now, if Cando Campbell and his crew get in, the electoral map will have a distinctively blue hue.  Ironically, it might be the LNP that meets this government's promises for the Sunshine Coast.

[somebody]

That is why the Connecting SEQ 2031 document is such a nonsense.  It is not a plan to do all that it outlines by 2031, it merely is a snapshot in time of the government's thought process. 

I'm against such talk.  What you are saying is that the govt shouldn't reveal its current thinking.

One of the good things about ARTC is that they are upfront with their plans to the stakeholders and the public.  I would not like to return to the old days when things were not announced until the decision has been made.

[Fares_Fair]

That is why the Connecting SEQ 2031 document is such a nonsense.  It is not a plan to do all that it outlines by 2031, it merely is a snapshot in time of the government's thought process. 

I'm against such talk.  What you are saying is that the govt shouldn't reveal its current thinking.

One of the good things about ARTC is that they are upfront with their plans to the stakeholders and the public.  I would not like to return to the old days when things were not announced until the decision has been made.

Happy for SW to correct me if need be, but my understanding of what SW means is that there isn't any money behind the plans, and as such it is not a realistic or practical strategy.

Regards,
Fares_Fair.

[Stillwater]

The difference is that the ARTC does what it says.  Its planning is fully-costed and the infrastructure rolls out pretty much as they schedule it.  This is not the case in Queensland and there is ample evidence to prove it.  :conf

[somebody]

The difference is that the ARTC does what it says.  Its planning is fully-costed and the infrastructure rolls out pretty much as they schedule it.  This is not the case in Queensland and there is ample evidence to prove it.  :conf

Not always.  They were going to build a flyover at Whittingham Junction, but changed their mind about the cost/benefit of that one.  They wanted to tunnel under the Liverpool Range at Ardglen, but it seems that they are very unlikely to do that now.

[colinw]

They appear to have "forgotten" to complete the dual gauge down to Bromelton as well.  It just sits there half finished, meanwhile the Acacia Ridge to NSW Border upgrade is marked as "complete" on their website.

Politics + Railways = Mediocrity

[Arnz]

As for CAMCOS slots, they'll have to switch the City slots with Nambour.  Nambour becomes a shuttle to Beerwah with Gympie North trains being the only "through" trains.   In peak, the Nambour-Beerwah shuttle increases to 2tph (3-car MU or a 4-car ICE), the shorter trains to Nambour is assuming most of the patronage shifts from Landsborough to Caloundra.  

A train station at the proposed Caloundra South development would also help.  But recent state government plans in the area removed it. 

There is a proposed 3rd Platform at Beerwah to coincide with the Caloundra stub, thus making a easy cross-platform transfer without requiring to cross bridges.  

Bus Lane Priority + Trunk Bus Route extensions to the Caloundra train station will have to do, as other rail projects (CRR) would get more priority.

[colinw]

A train station at the proposed Caloundra South development would also help.  But recent state government plans in the area removed it. 

Seriously? 

How can our planning processes be viewed as having any credibility at all, if stupid decisions like that are made?

[Stillwater]

Yep, 50,000 extra people, no train station.  Compare that with Springfield.  I am wondering whether it is feasible to run buses along the formation of a CAMCOS corridor, in other words use the CAMCOS land as a busway initially,connecting Beerwah and Caloundra, and convert it to rail sometime into the future.  Or would the cost associated with a dedicated busway be so high that the government should bite the bullet and put rail in from the outset?

[ozbob]

Capital costs are roughly equivalent.  It is of interest to note this article (Victoria).  Just to provide some sort of service during the rail shutdown for only the Bendigo line is going to take 100 buses, and those buses will be caught up in the road congestion.  A busway is more efficient than the road running but again will need a considerable fleet and drivers.  One of the reasons heavy rail got the nod for MBRL is that serious line long haul transport is best on rail, particularly with the broader integration of the rest of the rail network.  Once the line is down, existing rolling stock and crews are used.

Planning is notional in Queensland.  It changes with month of the year ..

[Arnz]

Yep, 50,000 extra people, no train station.  Compare that with Springfield.  I am wondering whether it is feasible to run buses along the formation of a CAMCOS corridor, in other words use the CAMCOS land as a busway initially,connecting Beerwah and Caloundra, and convert it to rail sometime into the future.  Or would the cost associated with a dedicated busway be so high that the government should bite the bullet and put rail in from the outset?

If the CAMCOS corridor is a busway it should be between Maroochydore and Caloundra only.  

You may as well continue to use Landsborough as the main connecting point if it's scrapped, as there is no point duplicating a bus route to Beerwah.   Just put bus priority lanes along Caloundra Road and the Mooloolaba area (as per the existing CoastConnect plans) for the 605s and 615s to go with the population growth.