The Sunshine Coast Case : Rail duplication Beerburrum to Nambour

[SteelPan]

I think the Premier needs to clear out her staff advisers and get some folk that are switched on and in contact with the real world.

Maybe they've got an auto-reply rule setup, so that if it contains the words LNP & Policy, it conjures up a reply and sends it that is the complete opposite?

I think you're right with your auto-reply feature...whenever it's about a Pro Rail Move...."aahhh NO....." seems to be it..... 

[Stillwater]

When you go to the CRR website and click on Frequently Asked Questions and scroll to the question 'How is CRR being funded?' .... this is what you get:

"In June 2017, the Queensland Government committed to fully fund the Cross River Rail project. The 2017-2018 State Budget allocated $2.8 billion for Cross River Rail with a further $2.6 billion committed over subsequent years."

There you have it, Queensland is funding CRR 100 per cent.

Queensland Labor has torn up the agreement it had with the Federal Government regarding CRR.  Here is the story, with a picture of a smirking Jackie Trad.

https://www.brisbanetimes.com.au/national/queensland/queensland-severs-federal-cross-river-rail-ties-20170905-p4yvq8.html

With that project in the bag, fully funded by the Queensland Government, the focus becomes how to fund the next major rail project – the SCL, using the Business Case that state Labor has lodged with Infrastructure Australia as the basis of a revised Stage 1 and 2 (Brisbane-Beerburrum and Beerburrum-Nambour).

What is the ALP and Anna Palaszczuk on about?  Seriously.

[ozbob]

https://twitter.com/leahycartoons/status/954269054830653440

[Stillwater]

^^ Leahy's picture speaks a thousand words.

More coverage:

https://www.sunshinecoastdaily.com.au/news/how-to-start-coalition-rail-plan-fast/3314551

[ozbob]

Sunshine Coast Daily --> How to start Coalition rail plan fast

THE Beerburrum to Landsborough rail upgrade should be started immediately to complement the delivery of the Coalition's fast rail proposal for the Sunshine Coast, according to a commuter advocacy group which says what has been announced mirrors the former Bligh Labor government's undelivered policy objectives.

Bob Dow, of Rail Back on Track, said the Palaszczuk government forwarded the business case for the first stage of the Sunshine Coast Line upgrade, Beerburrum to Landsborough, to Infrastructure Australia in July 2017.　　

"We strongly support commencing this upgrade immediately as it will improve reliability and allow more trains to run through from Caboolture to Landsborough, thereby supporting a better service north to Nambour and Gympie," Mr Dow said.

"It would also allow more freight train paths.

"If a fast rail service is going to be implemented eventually the upgrade between Beerburrum and Landsborough will be needed."

Mr Dow said the fast train proposal announced this week was a sound plan but that it was critical that the North West Transport Corridor - also known as Trouts Road Corridor - was used to enable trains to run into and out of Brisbane quickly without getting caught up in the city's suburban network.

The link would avoid the main line Central to Strathpine and was the only way to achieve 45 to 60 minute travel times between the Sunshine Coast and Brisbane.

He said what is now proposed essentially follows what Labor announced as part of its Coast Link proposal nearly a decade ago.

Following a Growth Management Summit called by then Premier Anna Bligh in 2010 to address growing and significant concerns about the rate and pace of growth identified in southeast Queensland wide survey she commissioned, the government introduced an integrated regional transport plan.

Key projects to be delivered by 2031 included Cross River Rail, a heavy-rail Sunshine Coast line between Beerwah and Maroochydore and the upgrade and realignment of the north coast line between Beerburrum and Landsborough.

None of those projects, including the extension of the Gold Coast line to Coolangatta, have been delivered.

Sunshine Coast Environment Council spokeswoman Narelle McCarthy, who attended the summit, said this region and the whole southeast had continued to see unchecked population growth coupled with the non-delivery of the infrastructure needed to service it.

She described what has been proposed this week as having merit but hinged too heavily on urban commercialisation.

[ozbob]

https://twitter.com/Robert_Dow/status/954492540291506176

[ozbob]

It is important to note that the present business case for Beerburrum to Landsborough is based on 100 km/h.  That is fine for freight but they need to consider passenger trains up to 160 km/h.  The present track Caboolture to Beerburrum is capable of those speeds (160 km/h) and this is the standard required for the next stage, if not slightly better.

[James]

Maybe they've got an auto-reply rule setup, so that if it contains the words LNP & Policy, it conjures up a reply and sends it that is the complete opposite?

I don't mean to sound cynical, but this is probably the case. This 'fast train to SCL' thing does not fit the ALP's narrative of "we NEED CRR before anything else anywhere proceeds". It threatens to gobble up federal funds, it threatens to take the limelight away from CRR and leave the Labor party with their pants down, metaphorically speaking.

This would be a good opportunity, however, to get the ball rolling with Trouts Rd. Any Trouts Rd corridor must connect to CRR (with Exhibition Station likely to end up a stranded investment). Once you get to Alderley, you can then do surface running up towards Strathpine, with the usual cut/fill as required - terrain is rather hilly out that way. Continuing a CRR tunnel out to Trouts Rd - especially with the existing winning tenderers for CRR - would keep the resources in Brisbane and avoid having the expertise leaving for elsewhere.

Once the tunnel is bored & the basic works completed to ensure it doesn't cave in, you could mothball it while the rest of the corridor is built on the surface, and then finally open it around 2030. Such a large project, probably in combination with the western section of a Brisbane 'ring road', would take a lot of vision - and actual vision, not "Shikansens everywhere" vision - but would put Brisbane on the map in terms of infrastructure and solve a lot of issues with transport connections in the northern and western suburbs.

[#Metro]

I would support line duplicating and extension first.

Tunneling can come later. Important to have some level of service first.

Currently only bus access atm. And of course any multi party funding agreement for a

tunnel will drag on for years also.

[Stillwater]

It is sometimes good to look back at the historical record, this report from September 2015, for instance:

https://www.brisbanetimes.com.au/national/queensland/sunshine-coast-says-what-about-me-as-public-transport-funding-debate-grows-20150922-gjsn1e.html

Labor's original plan was to complete duplication of the SCL by 2020.

In this report (dated 2015) the following is stated:

"Deputy Premier and Infrastructure Minister Jackie Trad in May approved new train stabling yards at Woombye to let more passenger train services between Beerburrum and Landsborough from 2016. She told reporters on Monday the Queensland Government had raised Sunshine Coast rail issues with the federal government.  The Sunshine Coast's Beerburrum to Nambour rail line is on the list of high-priority infrastructure projects given to Infrastructure Australia on September 17."

When Premier Palaszczuk says there has been no consultation over fast trains to the Sunshine Coast, she conveniently forgets the plan her predecessor, Anna Bligh, announced for Tilt Train passenger services whistling up the track to the Sunshine Coast in "about an hour".  The Premier was transport minister in a Bligh Cabinet.

Ms Palaszczuk should drag out her copy of Rail Express from January 2017.

https://www.railexpress.com.au/north-coast-line-duplication-furthered-in-report

If she did, she would be reminded of the Building Queensland Infrastructure Pipeline Report that recommended the SCL Upgrade.  The magazine quotes Jackie Trad as saying that the report 'affirms the need' for SCL duplication.

The magazine says:

"Building Queensland's second Infrastructure Pipeline Report, released on January 16, has said the Beerburrum to Nambour rail upgrade is ready for government consideration as part of budget processes."

Again, Ms Trad is quoted:

"This update to the Pipeline affirms the need for the Beerburrum to Nambour Rail Upgrade Project, a major priority for the Sunshine Coast community which will provide a more integrated and effective transport system and improve connectivity in South East Queensland," Trad said.

If we put aside the promises Labor made in 2015 and before that, it has been proven from January 2017 (one year ago) that the upgrade of the North Coast Rail Line between Beerburrum to Nambour has been recognised as a priority infrastructure project that is ready for government investment.

Here is a SC Council media release of the time:

https://invest.sunshinecoast.qld.gov.au/News-and-Events/News/Council-welcomes-Infrastructure-Pipeline-Report-170117

Page 15 of the Pipeline Report says that Beerburrum-Nambour duplication is "ready for government consideration".  What Building Queensland has to say about this project is on Page 16.

The next step, it said, is for "the Queensland Government to consider funding this project as part of the Budget process".

Ms Palaszczuk says there needs to be more consultation.  (This is a stalling tactic, nothing more).

She has federal politicians beating down her door to talk about this:

http://www.andrewwallacemp.com.au/n/WallacecallsforurgentmeetingwithQLDGovernmenttodiscussNorthCoastRail-418-114

Queensland Labor is playing a cynical political game when it comes to the SCL Upgrade and the issue of Rapid Rail to the Sunshine Coast.

Why is the Premier acting all surprised when the ALP already has made promises about this project, and comprehensively failed to deliver?  Overwhelmingly, advice to government is that the upgrade is needed, and needed yesterday.  State Labor has put in Business Case analysis to Infrastructure Australia for the duplication, and has goaded the Feds to back the project, and fund it.

Building Queensland has confirmed the project is 'shovel ready' and should be considered as part of the Budget process.

It is very clear that State Labor has plans to put its money elsewhere, for political reasons.

Now, when the Coalition takes a serious interest (after all the goading and Trad-brand banshee screaming), the Premier cries blue bloody murder.

It is all part of Labor's game and the people of the Sunshine Coast are well and truly over it.  That's why they voted LNP at the last state election – and THAT is why they are being denied what is rightfully theirs.

The Coalition in Canberra is considering putting some serious money into the SCL, in effect, implementing Labor's plan.  And Labor objects!

It is very interesting that Ms Palaszczuk is the public face of Labor on this project, because it has been Ms Trad up until now.  Labor's MO has been to have Ms Trad apply the knuckle-dusters to the Feds, with the Premier being the 'fairy princess' voice of moderation.

By advising the Premier to wade into the political muck, the ALP backroom boys and girls risk the Premier losing her shine and appeal.  Now is the time for her to be statesman-like and broker a deal in circumstances where, seemingly, the Feds want to throw a lot of money at Queensland.  Her job is to maximise the flow of funds from Canberra.

Playing politics around SCL risks damaging the state should the money go elsewhere and Queensland, once again, is left crying 'we was robbed'.

Finally, let's not forget that the SCL passenger rail plan indirectly benefits rail freight operations along the entire Queensland coastline, in seats that the ALP holds.  This truly is a nation-building project ... and the Premier is lining herself up to obfuscate, delay, frustrate, complicate and deny this project.

A project that the ALP in Queensland clearly supports.

Because of the single track line to the Sunshine Coast, and the competing forces of passenger and freight trains, it is easier and more viable for freight to be transported by road rather than train south of Rockhampton.  Soon that will be non-viable south of Mackay.  Super-long freight trains are being planned to improve rail's competiveness, but that works only if track duplication occurs on the SCL so that freight trains don't have to stop-go at sidings (inefficient) and more travel train paths (slots) are freed up.

Government inaction is killing the revenue-raising capacity of this line, irrespective of its solution to easing congestion on the Bruce Highway and the sense of coordinating transport and land use planning on the Sunshine Coast, where various developments means a population influx equivalent to the size of Toowoomba is planned over the next 20 years.

[ozbob]

From Sunday Mail Traps with Peter Cameron

Fast train may be slow coming

[Stillwater]

The LNP proposes to revisit the adequacy of the SCL in the Brisbane-Beerburrum corridor.  Under the SEQ Regional Plan, that includes a new station at Caboolture North and this proposal, proposed by the Moreton Bay Regional Council:

5.3.1 Upgrades to the Caboolture Train Station

Improvements to the North Coast Rail Line between Caboolture and Petrie are expected to take
place that will increase service frequency. This will also require the upgrading of existing rail
stations within the CMPAC (Caboolture-Morayfield Principal Activity Centre Master Plan) to include additional platforms.

As the Caboolture Train Station is designated to be the basis of the Caboolture TOD, it requires
multiple improvements. There needs to be stronger pedestrian/cycle linkages to the surrounding
area and improved connectivity across the rail line. Currently the crossing point across the train
line is located at the centre of the train station and is not on a direct demand line from the CBD
to the eastern residential areas. Improved connectivity over the train line is needed and this may
require the relocation of the overpass to better align with James Street.

In order to improve the user's experience and safety, it is vital that the upgraded train station
has real–time train schedule displays, high quality furniture and urban design, is designed with
CPTED principles and has end of trip facilities for cyclists.

5.3.2 Transport Investigation Hub between Caboolture and Morayfield

Current spacing between the Caboolture and Morayfield Train Stations is appropriate for inter–
regional rail services, not urban rail services. Current spacing between the Caboolture and
Morayfield Stations is over 3 kilometres. This long distance spacing is characteristic of regional
type services. Given the Principal Activity Centre status of Caboolture–Morayfield, it is suitable
to add a Transport Investigation Hub to be identified between the existing stations to make
efficient use of land close to the rail corridor. This hub will be the basis for transit oriented
development at Caboolture South.

As current land use does not warrant an additional station, it is vital that future development in
Caboolture South is carefully planned to provide the critical mass required for transit oriented
development.

Higher density residential, retail and commercial development must be favoured over industrial,
warehousing and big box retail in order to achieve this critical mass. For a new station to be
viable, approximately 10,000 residents or jobs must be within an 800 m walking catchment of
the station.

[Stillwater]

Ahh, to dream.  The ALP plan for SEQ, back when Anna Bligh was Premier and Rachael Nolan/Anna Palaszczuk held the Transport Minister portfolio.  This plan after extensive consultation.

http://www.canberratimes.com.au/queensland/seq-public-transport-plan-stalls-20100831-14f5i.html

http://www.canberratimes.com.au/queensland/rail-to-recovery-new-line-for-brisbanes-north-20100831-149kg.html

Here's the clincher:

http://www.canberratimes.com.au/queensland/beating-the-rat-race-at-160kmh-20100830-1479g.html

Does the Premier believe the thinking around public transport resets at every election or when she gets a new transport adviser in her office?

[ozbob]

Sunshine Coast Daily --> EXPLAINED: How light rail and fast rail would work

LIGHT rail and fast rail are two completely different methods of transport, but put them together and they make one hell of a team.

A new fast rail project, led by a team of Queensland MPs and a consortium of high-profile corporate companies, promises to have Coast commuters to Brisbane in just 45 minutes.

The new rail line would also transport people from Brisbane to Maroochydore.

Cr Jamieson has assured the Coast that, despite these new plans, the council had not forgotten about light rail, a project that would allow commuters to take public transport internally throughout the region.

"The rail connection between Brisbane and Nambour has been on the council's priority list for my two terms as mayor," he said.

"But it is very important for people to distinguish the differences between fast rail and light rail.

"Fast rail is about moving people between cities with not necessarily a lot of stops, whereas light rail is about moving people domestically within the Sunshine Coast and stopping almost every kilometre.

"And that is the challenge we have: (not only) to link ourselves to Brisbane but the Coast needs a domestic public transport system that can move large numbers of people, to get them out of their cars and use a public system.

He said there was no reason both systems couldn't "feed" one another.

"It is ideally designed for exactly that."

But light rail was now in the State Government's hands, Cr Jamieson said.

"To be quite frank I have done all I can in terms of what council can contribute," he said.

"We have put up $100 million, we have done the feasibility study, we have lobbied consistently to the State Government.

"What we really need is for the seven state MPs to get on board and build a plan for public transport within their electorates."

[ozbob]

Sunshine Coast Daily --> The connection Nambour needs

PLANS for a proposed fast rail might only be in their infancy, but Nambour residents and business owners are already counting down the days.

On Wednesday it was announced that the North Coast Connect project was one of 11 proposals to make the government's shortlist for funding.

With the project proposal including an upgrade of the Nambour line, slashing travel time to Brisbane to only 45 minutes, it could be just what the town needs.

Nambour Alliance Board president Tim Smith said it would open up opportunities for both residents and commuters.

"Any investment here is a good thing. Infrastructure like this is long overdue and we've been calling for it for quite a number of years," he said. "Nambour is quite diverse and we are seeing an increase in residential development here, so I think the town and its surrounding areas are certainly on the way back... you'd be foolish to say it hasn't suffered a bit of a downturn since the mill closed but there are a lot of people working very hard to change that.

"The highway seems to be highly congested and there are quite a few commuters, and with residential expansion I can't see that changing.

"If the fast train comes to fruition it would be a major bonus for Nambour."

The project and campaign is being led by Member for Fairfax Ted O'Brien and backed by an alliance of Queensland-based MPs.

Rhonda Billett-Haire has been a business owner in town for the past 19 years and said the project was something business owners had wanted for years.

"From business leaders' point of view it is something we have been talking about for ages," she said.

"It's something we have wanted highlighted for such a long time and it's great that this is another solution to help ease the burden on the highway and make the commute to Brisbane seamless.

"I've sat on so many boards for such a long time and one thing from all the surveys we have ever done and data we've collected is we need to be better connected to Brisbane.

"There might be a highway upgrade coming, but this could be a real fix and will make a huge difference to people who need to be connected to Brisbane for work reasons and personal reasons.

"We've got the technology so let's go there, let's do it... I cannot think of one negative out of the whole concept."

One resident who can attest to the need for a high speed rail is Alan Sheppard.

Mr Sheppard, who has now retired, used to catch the train to the city virtually every week to work.

"It takes so long to get to Brisbane, you're doing two hours each way," he said.

"I don't drive any more so if I ever had to go to Brisbane now it would definitely help."

Three of the finalists will be announced as winners of the project and will receive a share of $10 billion in funds from the government's National Rail Program.

Winning proposals will be announced in February by Urban Infrastructure Minister Paul Fletcher.

[Fares_Fair]

From Sunday Mail Traps with Peter Cameron

Fast train may be slow coming

Some education required..

We are mid-term Federal election wise.
The Business Case will take around 18 months up to 2 years to prepare.
The timeline for construction is 'ambitious' I'll grant.
Construction within 5 years to Nambour and 10 years to Maroochydore.
Anyone could tell you that such timelines are hardly slow.

The Sunshine Coast to Brisbane Fast Rail Business Case proposal was announced by Ted O'Brien MP member for Fairfax.
To say this is a game changer is an understatement.
The benefits of transport from Nambour or Maroochydore to Brisbane in just 45 minutes is enormous.
Who can imagine how many cars would be pulled off the Bruce Highway by such a project?
Train taking almost half the time of a car.
It expands significantly on my #2tracks campaign, which formally began, ironically, in 2010 in a meeting with the former MP for Fairfax.
I have been in discussions with Ted since late last year on this proposal and have provided reports and advice.
This is realistic, plausible and viable.
It's NOT pie in the sky.
It utilises existing technologies, existing (and new) infrastructure and existing rail corridors.
The Business Case members comprise Urbis, KPMG, SMEC and Stockland.
A decision for funding of the Business Case, will be made mid-February.

[#Metro]

Someone will need to fund a business case - this will probably be the Federal Government as it is the railway version of the M1.

Will have to do the alignment, and calculate project benefits. The great thing is Lend Lease is involved - major land developer who could

offset the cost OR create large TODs to generate high patronage.

[Fares_Fair]

AIUI, the Business Case will be funded 50% by the Federal Govt.
Lend Lease are not a part of this.
Stockland, KPMG, Urbis and SMEC are in the BC consortium.

[Stillwater]

The structure of this proposal, assuming the funds for the Business Case flow from the Feds, means that a proper BC will be prepared, according to the IA template -- not the usual Qld Govt affair where well-meaning ambitious assumptions and fudged BCRs leave IA seeking more information and Queensland digging in its heels and saying 'the Feds have all the information they need to make a decision and give us the money.' This way, the Feds can be assured of the return and the consequences of its potential investment.

If the outcome is positive, the Sunshine Coast Council will need to scramble to prepare revised town plans for Nambour and the railway towns, so there is orderly development due to population increases.

[ozbob]

https://twitter.com/MarkBaileyMP/status/955938066564198400

[ozbob]

Sunshine Coast Daily --> Tourism boss backs fast rail proposal

FAST rail could provide the missing piece of the puzzle for connectivity at the Coast, says Visit Sunshine Coast CEO Simon Latchford.

Mr Latchford said his organisation was in full support of the North Coast Connect project.

The Federal Government is currently evaluating the project which will connect the Sunshine Coast and Brisbane by rail to dramatically decrease the travel time to just 45 minutes.

"We think it's a great idea," Mr Latchford said.

"It will take pressure off the roads and it will mean more local people will choose to use the fast train over the challenge of using the Bruce Highway.

"During peak times, especially in the morning and evening, the highway is just terrible."

Mr Latchford expects tourists would be more likely to travel to the Coast if there was an ease in congestion on the roads and the faster train option.

"Tourists are travelling from Toowoomba, Brisbane and interstate so to de-clog the roads and getting locals using the train would be fabulous," he said.

"It would be a great benefit to tourists interstate or offshore as it offers them an alternative mode of transport.

"If the Bruce Highway is less choked it would be better for everybody."

Mr Latchford said a major issue facing the Coast was connecting all of the areas within the region.

"In around three years time we will have a great airport, an international airport, a better Bruce Highway and Maroochydore will be coming online," he said. "So to simultaneously resolve the local transport issues is really important.

"Our local transport is in need of attention because we have grown so much in a quick amount of time."

The fast rail project is one of three business cases that will be put forward to Infrastructure Australia for assessment.

"I understand that this won't happen overnight," Mr Latchford said.

"If it could have been in place yesterday that would have been fantastic.

"We need a solution to the problem and whatever that is we will support it."

[ozbob]

Sunshine Coast Daily --> UNITY TICKET PLEASE: MP pushes for fast train support

MEMBER for Fairfax Ted O'Brien hopes his first fast train meeting with state transport minister Mark Bailey will begin a united approach to making the project a reality.

Mr O'Brien and representatives from North Coast Connect corporate proponents KPMG and Smec briefed Mr Bailey this morning on a 45-minute rail connection between Maroochydore and Brisbane.

They discussed technical detail of how the link would work.

"There is still some way to go but we are slowly but surely building a unity ticket," Mr O'Brien said.

North Coast Connect is competing against 10 other national projects for Federal Government money to fund half of the cost of compiling a business case.

A funding breakdown for the other half of the business case is yet to be finalised.

Mr O'Brien said chances of a positive outcome from the funding announcement due next month would be bolstered by all levels of government working together.

He said he had the support of Noosa, Sunshine Coast, Moreton Bay and Brisbane mayors as well as his fellow Coalition MPs.

"I'd love to see Queensland State Government come on board and join the team.

"There are times when we can work together and I really believe this is one of those times."

Mr Bailey said the meeting was positive.

He understood the benefits but said it was still "extremely early days".

His immediate priority was to get the Beerburrum to Nambour rail duplication going.

"It's very basic at best along there and it needs a lot of work."

Mr Bailey said the business case for that duplication was completed last year and had been with Infrastructure Australia for funding consideration for six months.

Cross River Rail was another higher priority on his list.

He said he urged Mr O'Brien to get the duplication funding priority at a federal level, similar to what would be needed for North Coast Connect.

"In terms of the very fast train we need a commitment of funds from his federal leadership.

"It is not going to happen without that."

[Stillwater]

From the SC Daily report:

Mr Bailey said ... his immediate priority was to get the Beerburrum to Nambour rail duplication going.  "It's very basic at best along there and it needs a lot of work."

Mr Bailey said the business case for that duplication was completed last year and had been with Infrastructure Australia for funding consideration for six months.  Cross River Rail was another higher priority on his list.

The project specifications for a fast train running at 160kph would be different to a train running at 120kph.

The Business Case for the Landsborough North to Nambour section of track, as proposed by the Qld Govt, basically is to duplicate on the current alignment, with some kinks ironed out, and longer passing loops in the interim.

North Coast Connect would require superior track engineering to what's proposed currently, all along the line from Brisbane to Nambour-Maroochydore.  That should be the goal.

It is good that Mr Bailey said his meeting today had been 'positive'.

[achiruel]

So would the fast rail leave the NCL at Beerwah? Following basically the CAMCOS route?

From some comments I've been reading, some seem to think the fast rail will be going to Nambour? I don't really see the point in this, although I do agree duplication needs to happen at least to Nambour (maybe Yandina) and doing it on the current alignment is ludicrous. It should be made for 100 km/h freight and at least 120km/h if not 130 or 140 for standard passenger services (IMU/NGRs) and another 10 or 20 km/h for tilts.

In the future if the fast train goes to Maroochydore perhaps it would make sense to have a shuttle from Nambour to Beerwah where pax can change to the fast train and have the Caboolture trains extend to Beerwah to service Elimbah, Beerburrum & Glass House Mountains.

Also hopefully not too many stops for the fast train? Beerwah, Petrie (RPL), Eagle Junction (Airport), Valley, Central, Roma St (is it totally essential that every train stop at Bowen Hills?)

[Fares_Fair]

Hello achiruel,
Yes, the plan is to branch off at Beerwah and follow the CAMCOS corridor.
Yes, the plan is for #BneSCFastRail to Nambour within 5 years and Maroochydore within 10 years.

[Stillwater]

What train would be suitable for a run to Nambour/Maroochydore in '35-minutes'?  NRG (with problems ironed out)?  The Tilts?  Anna Bligh mentioned Tilts, I think.

[ozbob]

What train would be suitable for a run to Nambour/Maroochydore in '35-minutes'?  NRG (with problems ironed out)?  The Tilts?  Anna Bligh mentioned Tilts, I think.

If the track was of sufficient standard high speed electrics similar to Vlocity but sparked. 

However this is Queensland, the track will probably be ' half baked ' in keeping with tradition, so to have any real hope of good times would need electric tilts IMHO ...

[Gazza]

In terms of staging, I think it would be smartest to do the following.
1-Duplication to Landsborough
2-Passing loop extensions between Landsborough to Nambour to remove freight restrictions
3-Build line to Caloundra, or as far along the coast as stage 1 permits (CAMCOS)

The point is, if CAMCOS existed, it will cannibalize a lot of Beerwah, Landsborough and Nambour patronage, because CAMCOS stations are closer to the main population base and offer a shorter bus connection.

This means the current Nambour line will really only service the locals in those towns and the Blackall range.

Single track is s dirty word around here, but if the section from  Landsborough to Nambour is only serving freight and a a terminus town of around 11,000 people, how much capacity do you actually need?

IDK the logic in bringing fast rail to Nambour first, when Maroochydore has a higher population, an airport, and worse journey time to Brisbane
.

[Stillwater]

Gazza, considerable revenue-raising freight trains (and the Spirit, SOTO and Tilts, etc) travel on the line to Nambour.  It will be first.

[Gazza]

Did you read my post.

I'm saying:

2-Passing loop extensions between Landsborough to Nambour to remove freight restrictions

In other words, a line with longer passing loops should be sufficient to carry traffic north of Landsborough, in the context that passenger numbers at those stations would probably go backwards / grow at a reduced rate with CAMCOS competing with it.

Like I said
Duplicate to Landsborough first no brainer, then do selective freight improvements north of there, and then do CAMCOS.

[Fares_Fair]

I cannot support a half-baked effort for freight north of Landsborough. Extending two passing loops is the current state govt plan. It's an absolute minimalist approach and doesn't address the 'S'bends through Eudlo e.g.
The benefits of fast rail to Nambour would/could extend services to Gympie. They deserve much better than what they have. It's not just Sunshine Coast population who benefits.

Besides, why penalise part regional/part rural areas with second rate services when improvements are within reach for all.

[Gazza]

The thing is, tunnelling and removing the S bends and essentially rebuilding the line from scratch in that stretch would be the most expensive rail project undertaken in Queensland (outside of CRR) to essentially benefit a couple of country towns with net population of around 30,000 and the villages in between....And a couple of tilts per day.

Why on earth would you priortise that over servicing a coastal strip with over 200,000 residents and an airport?

I totally get striving for the stars and asking for the optimal solution which is a dual track rated for 160kmh , but in this case you'd unduly be delaying camcos by doing so.


Already It takes 30 mins longer to Reach Maroochydoore via pubic transport than Nambour from Brisbane, depsite being the same distance by road from Brisbane, so you tell me who needs improvement first?

Also, is there any evidence to suggest that extending the 2 passing loops would not be able to meet the freight task?

[Fares_Fair]

My view differs respectfully, Gazza
You want to spend the cost of a 40km passenger only spur line when the main line is already within easy reach (you would disagree) of the Coast.
The distance between the literal Coast and the North Coast Line is around 18km.
I have always campaigned on the freight benefits over passenger benefits (I call them collateral advantage) because that is where the economic advantages occur dollarwise, and figured that was the best way to win construction. Passenger services are heavily subsidised (and should be IMO).
At the end of the day I went for the economic argument to advance the rail with tangible benefits to all the Sunshine Coast, even if it isn't near their front door. It is within reach.

I was briefed by BQ on their plan.
I explained my objection to the passing loop extensions.
The point of the freight task is this. Passing loop extensions would lock in a winding tortuous alignment for decades to come. Freight would be stymied for growth.

I just hope all parties will work together to make fast rail a reality

[red dragin]

My addition to Gazza's post, would be then return and complete the Nambour section last. But make the coastal route the priority (aside from the longer loops).

[Fares_Fair]

No RD. I respectfully disagree.
Freight has more cost effective benefits, and assists all the way up to Cairns.
The NCL serves some 58% of the Qld population.
It makes sense to improve freight first.
It's a much bigger issue than Sunshine Coast parochially.

[Gazza]

Yeah, red draggin has it. You can always come back and do a realignment at a future date.

You say its locking in the alignment for decades....well the other alternative is no camcos for decades.
Building Camcos will attract more passengers than a Nambour duplication.

18km is NOT within easy reach. That is a bus ride longer than most routes in Brisbane.

Another way to describe how inconvenient 18km away from a station is.
My home station is Oxley, 1km from home.
18km to a station would be like me driving across the city, over the Beenleigh line, and then boarding at Cannon hill on the Cleveland line.

So if the concern is the slowness for freight in this section, wouldn't it it be cheaper to increase track speeds and improve track strength further north, rather than doing on a hilly expensive section in a national park.

I get that this wouldn't be in your electorate, but given freight trains cover hundreds of km over several hours, it matters little where your time savings get made

[BrizCommuter]

A few old, but still relevant BrizCommuter posts on Trouts Rd.
https://brizcommuter.blogspot.com.au/2015/05/trouts-road-corridor-key-to-unlocking.html
https://brizcommuter.blogspot.com.au/2016/05/trouts-road-trains-not-lanes.html

[Arnz]

At risk of sounding like a broken record here, technically the duplication to Landsborough + Caloundra only spur could actually be done short term (e.g within the next 12-24 months).  Redirect/Extend all existing Caboolture/Nambour trains to terminate at Caloundra.  Shuttle all Nambour/Gympie North services to terminate at Beerwah (so to not take up City slots). 

Futureproof Caloundra station to make it a interchange with the SC Light Rail (which is probably a better + cheaper option than extending CAMCOS further up inland (which is still away from the more populated parts of the SC, with only the SC University Hospital being the significant traffic generator).  You could probably also terminate the proposed "High-Speed" rail at Caloundra as well.

Elimbah (peak-hour Caboolture "short-running" services), Woombye (Nambour shuttles) and Caloundra yards can easily take over the existing Caboolture and Nambour yards. 
The Eastern Side of the Caboolture Yard + the Nambour yard could be sold off for TOD.  Preserve the Western Side of the Caboolture yard for the Wamuran corridor.

[Gazza]

Futureproof Caloundra station to make it a interchange with the SC Light Rail (which is probably a better + cheaper option than extending CAMCOS further up inland (which is still away from the more populated parts of the SC, with only the SC University Hospital being the significant traffic generator).  You could probably also terminate the proposed "High-Speed" rail at Caloundra as well.

Yeah, I'd even go so far as to say that Duplication to Landsborough, with a spur to Caloundra, stopping only at Aura would be a decent project, you could do both together for $1b.
This would allow interchange with the high frequency 600.

In terms of heavy rail going north, yes preserve the corridor, i think it should go another 6km at least to the hospital...Further north than that, well, it really comes down to what other transport projects exist.

Though, getting to Maroochdoore is powerful because that means most SC residents are within 5 km of a rail line.

[Stillwater]

We should not ignore the considerable body of evidence in numerous reports that have looked at the Beerburrum- Nambour upgrade, including track duplication on a new alignment between Landsborough North and Nambour.

The following extracts are from those reports. The underlined sections are my emphasis.

An overview:
https://www.tmr.qld.gov.au/Projects/Name/L/Landsborough-to-Nambour-Rail-Corridor-Study

Some sobering thoughts:

The 39 kilometre section of North Coast Line rail track between Beerburrum and Nambour carries a complex mixture of commuter, freight and long distance passenger trains on a single line track with passing loops at stations only. The infrastructure constraints on this section of the line include:

- insufficient capacity to meet future freight and passenger demand due to the single track configuration, inadequate parking facilities, inadequate passing loops and single platforms at stations between Landsborough and Nambour
- competition between freight and passenger services (passenger services have priority) and high track utilisation rates that result in the rail network being unable to recover from disruptions, with impacts on service reliability
- current track configuration which allows only three peak-direction train services (plus one contra-peak) per hour, restricting the ability for rail to be part of the solution to relieve congestion on the Bruce Highway
- ageing infrastructure, single line and poor track geometry resulting in reduced train speeds, extended delays to freight and passenger services and higher maintenance costs.

Freight train paths that meet supply chain needs are expected to reach capacity by 2023.

Without the project, freight will likely be required to switch to road based transport beyond this time to meet supply chain requirements.

The objectives of the proposal are to:

•   remove capacity constraints to cater for forecast increases in passenger and freight demand
•   remove design constraints to enhance rail operational efficiency and service reliability
•   enable an increase in the number and frequency of passenger and freight services
•   reduce maintenance and improve overall rail whole-of-life cost.

https://www.tmr.qld.gov.au/Projects/Name/L/Landsborough-to-Nambour-Rail-Corridor-Study

The Queensland Government has scoped the 'do nothing' and the 'upgrade existing alignment option'.  Ramifications of both alternative options may include, but are not limited to,
the following:

• Increased congestion on the NCL;
• Increased private traffic on the Bruce Highway;
• Increased freight traffic on the Bruce Highway;
• Increased maintenance costs of the Bruce Highway;
• Increased requirement for upgrades of the Bruce Highway;
• Lost opportunities to develop Transit Oriented Developments within the study area;

and/or

• Potential requirement to identify an offline corridor at a later date, when property
acquisition cost and complexities may be greater.


Specifically, the need to upgrade the Landsborough-Nambour section of the North Coast Line has been identified in several planning and policy documents, including the South East Queensland Regional Plan, the TransLink Network Plan, and the Rail Network Strategy for Queensland.

The following objectives from the South East Queensland Regional Plan have been identified as key policy drivers for this upgrade:

• Support Regional Activity Centres such as Nambour with appropriate transport infrastructure;
• Develop a high quality and accessible public transport network linked to regional and subregional centres and services;
• Develop and manage strategic road and rail linkages to regional Queensland and other states;
• Identify, protect and manage key existing and future transport sites and corridors; and
• Manage and protect the strategic freight network.

The following TransLink objectives have been identified from the TransLink Network Plan:

• Improve speed, frequency and reliability of public transport; and
• Deliver public transport infrastructure that will attract and cater for growth in the South East
Queensland region.

The Rail Network Strategy for Queensland policy document identifies the following objectives to develop a rail network that is:

• Safe (for operators, users and the public);
• That is ecologically sustainable (provides net benefits to the environment); and
• Financially responsible (prudent, informed and responsible investment decisions).

And importantly

A scoping study examining the feasibility of upgrading this section of the NCL, has been conducted by Queensland Transport (QT) prior to commencing more detailed investigations. This preliminary scoping study demonstrated that upgrading exclusively along the existing corridor is unlikely to achieve the project objective outlined above.


Rail alignments such as this section between Landsborough and Nambour are generally
considered to have higher maintenance and operational costs as compared with a
consistent speed alignment.

And if we upgrade the existing track, on the current alignment to Nambour?

DUE TO THE NATURE OF THE CURRENT CORRIDOR, THE POTENTIAL IMPROVEMENTS FROM UPGRADES TO THE EXISTING INFRASTRUCTURE ARE LIMITED.  THIS OPTION IS CONSIDERED TO BE A SHORT TERM, HIGH IMPACT SOLUTION (THAT WOULD) COMPROMISE OPTIONS TO MEET LONGER-TERM REGIONAL NEEDS.

A Parliamentary Inquiry into the SCL/NCL Upgrade said that 'doing nothing is not an option'.