The Sunshine Coast Case : Rail duplication Beerburrum to Nambour

[Fares_Fair]

Councils band together to campaign for infrastructure funds
Sunshine Coast Daily
Saturday 25 May, 2013
by Richard Bruinsma

http://www.sunshinecoastdaily.com.au/news/give-a-beep-and-make-it-long-and-loud/1882232/

SUNSHINE Coast Council has teamed with the Council of Mayors to blast a "gargantuan" message to motorists, campaigning for more federal infrastructure funds for the region.

The Give-A-Beep campaign has led to Australia's largest mobile billboard rising beside the Sunshine Motorway at Sippy Downs.

"This is a new form of advertising, a mobile billboard gargantuan ... and it's about appealing to motorists specifically who understand the challenges we have on a lot of our roadways, and the need for a commitment from whoever will be our next government that they are serious about getting on with the job and trying to fix that up," Mayor Mark Jamieson said.

The Council of Mayors' campaign has highlighted 36 infrastructure projects across south-east Queensland that need federal funds, so it's utilising the highly-visible 12-metre-tall billboard, along with a website, to draw attention to the need and encourage local residents to help fight for the funds.

"It's, to some extent, a little light-hearted, but the issues behind it are very serious - for us as a region. You probably can't get much more serious," said Cr Rick Baberowski, the council's Transport Portfolio councillor.

"If we are to absorb the sort of growth that we need to, we are going to need that infrastructure."

Of the 36 projects, the Sunshine Coast priorities are widening the Bruce Highway from four to six lanes (from Caloundra Rd to Sunshine Motorway, including a complete re-design of the Sunshine Motorway interchange), the re-alignment and duplication of the rail line between Beerburrum and Landsborough, and construction of a new 2450m runway at Sunshine Coast Airport.

"Infrastructure helps productivity, it helps growth, and it builds jobs, so it's good news for everyone," said Peter Olah, of the Council of Mayors (SEQ).

"We just need the Federal Government and the opposition to get on board.

"This is a campaign that everyone in south-east Queensland can support."

Sunshine Coast residents are encouraged to visit http://www.giveabeep.com.au and register their support.

[Stillwater]

Interesting to note that the information sheet issued by the SEQ Council of Mayors takes the line that the Beerburrum-Landsborough duplication will assist in allowing 1500m freight trains to run on the NCL.  By dismissing funding from a Coalition Government for the worst bottleneck on the NCL, Mr Abbott is condemning Queensland general rail freight to inefficiency.

[Fares_Fair]

Interesting to note that the information sheet issued by the SEQ Council of Mayors takes the line that the Beerburrum-Landsborough duplication will assist in allowing 1500m freight trains to run on the NCL.  By dismissing funding from a Coalition Government for the worst bottleneck on the NCL, Mr Abbott is condemning Queensland general rail freight to inefficiency.

Incidentally, Mr Truss told me that 1900m long freight trains was the recommended length, thus making our NCL even more restrictive.

[Stillwater]

Like the Bris-Syd interstate track, the NCL is part of the National Transport Network, which the federal government says it will fund.  Feds have spent a lot elsewhere on the rail component of the national network, but nothing for rail north of Brisbane.  Tony Abbott has said that a Coalition Government will not put money into the NCL along its worst section - the single track through the Sunshine Coast.  His reasoning is that 'passenger rail is a state responsibility' and the Coalition will stick to its knitting, which is funding interstate freight transport arteries.  He misunderstands the freight task performed by the NCL and the fact that freight trains regularly come into conflict with passenger trains over this stretch.

I would love to know the reference for the statement that '50 per cent of the freight on the NCL is destined for on-travel across the state border'.  That would be a great addition to the fact file.

You are right about the financial reality, RTT_Rules.  I suspect that, on balance, the case for a new Melbourne-Brisbane freight corridor through the Liverpool Range and onto the Port of Brisbane would be stronger than a NCL upgrade.  However, the NCL could be made more efficient (for freight trains) through a comparatively smaller funding outlay.  This is well-documented.  The BCR is also high, so good return on investment.  However, the Coalition has closed the door on wise investment in the NCL.  The Coalition leader needs to be educated about the importance of freight train services on the NCL, and hopefully Warren Truss will be able to do that, following FF's briefing session.

Mr Truss should realise also that an improved and realigned NCL south of Maryborough (where many of the problems occur) has the potential, in future, to allow for faster passenger rail operations (via TravelTrain) between Brisbane and Maryborough/Bundaberg (ie, his constituency).  There seems little sense in having a Tilt-Train Sunlander that is capable of doing only 60-70 kph south of Maryborough due to poor track and alignment.

[Fares_Fair]

Like the Bris-Syd interstate track, the NCL is part of the National Transport Network, which the federal government says it will fund.  Feds have spent a lot elsewhere on the rail component of the national network, but nothing for rail north of Brisbane.  Tony Abbott has said that a Coalition Government will not put money into the NCL along its worst section - the single track through the Sunshine Coast.  His reasoning is that 'passenger rail is a state responsibility' and the Coalition will stick to its knitting, which is funding interstate freight transport arteries.  He misunderstands the freight task performed by the NCL and the fact that freight trains regularly come into conflict with passenger trains over this stretch.

I would love to know the reference for the statement that '50 per cent of the freight on the NCL is destined for on-travel across the state border'.   That would be a great addition to the fact file.

You are right about the financial reality, RTT_Rules.  I suspect that, on balance, the case for a new Melbourne-Brisbane freight corridor through the Liverpool Range and onto the Port of Brisbane would be stronger than a NCL upgrade.  However, the NCL could be made more efficient (for freight trains) through a comparatively smaller funding outlay.  This is well-documented.  The BCR is also high, so good return on investment.  However, the Coalition has closed the door on wise investment in the NCL.  The Coalition leader needs to be educated about the importance of freight train services on the NCL, and hopefully Warren Truss will be able to do that, following FF's briefing session.

Mr Truss should realise also that an improved and realigned NCL south of Maryborough (where many of the problems occur) has the potential, in future, to allow for faster passenger rail operations (via TravelTrain) between Brisbane and Maryborough/Bundaberg (ie, his constituency).  There seems little sense in having a Tilt-Train Sunlander that is capable of doing only 60-70 kph south of Maryborough due to poor track and alignment.

... and about 50% of the freight on the line has or will cross the state border.
Ditto, do you have a reference we can use RTT ?

[Stillwater]

I came across this ... interesting.  Freight sector getting really worried about the constraints on the NCL.
http://www.qtlc.com.au/wp-content/uploads/2013/05/NCL-Supply-Chain-Forum-Communique-0413.pdf

[Fares_Fair]

 

http://www.qtlc.com.au/ncrl/

North Coast Line (NCL) Supply Chain and Rail Forum

At the QTLC Freight Futures Forum held on 18 July 2012, critical issues associated with the transportation of freight on rail were identified by major rail users.  Forum attendees noted specific challenges for the general movement of freight.  It was acknowledged that to maintain the competitiveness and viability of rail, and to address these challenges, low cost priorities were required.

In response to the issues raised, the QTLC in partnership with Queensland Rail (QR) conducted the North Coast Line (NCL) Supply Chain and Rail Forum on Friday 22 March, to qualify these challenges and to identify potential solutions aimed at improving NCL freight services and the supply chain.

The North Coast Rail Line (NCRL) is vital rail infrastructure that carries in excess of 11 million net tonnes of various products annually along the coast of Queensland from Brisbane right through to Cairns. Its efficiency and reliability is impacted by critical impediments.

The Forum was well attended by key stakeholders from across industry, government and QR to contribute to discussions around impediments identified, how best to mitigate these and testing the feasibility and appropriateness of potential opportunities to improve the overall rail service.

Outcomes, priorities and actions generated from the forum will be formalised into a Communique and submitted to QR and the Department of Transport and Main Roads for their consideration and action.  It will also be made available to forum attendees and QTLC Members and Industry Associate Members on the QTLC website by the end of April.

[Stillwater]

A translation of what this means:

KEY POINTS

As the Queensland Rail network struggles to cope with peak-period passenger rail operations and a bottle-neck on the Merivale Street bridge that has some contemplating a return to peak southside trains terminating at South Brisbane station, the unseen consequence of government under-investment in rail appears to have now hit the non-minerals rail freight sector such that its very viability is being questioned in this state.  The problem is being exacerbated by major political parties forming entrenched positions in the lead-up to a September federal election – state LNP blaming the federal government for a lack of investment in rail and the federal Coalition camp saying it won't come to the rescue.

The competitiveness and viability of rail freight operations along the North Coast Line (NCL) between Brisbane and Cairns must be maintained by new investment in track capacity and realignments according to the state's peak transport and logistics organisation.

The Queensland Transport and Logistics Council (QTLC) warns that the efficiency and reliability of rail freight services along Queensland's eastern seaboard is being 'critically impacted'.  The NCL carries more than 11 million net tonnes of freight annually, a significant proportion of which crosses the border to southern markets.  It is vital to Queensland's ability to earn a crust.

The QTLC confirms that the conflict between freight and passenger trains on the NCL due to its operational deficiencies is affecting the reliability of freight services and impeding the ability of rail to compete with other transport modes to provide a competitive alternative transport service.

It has won a concession from the state government for the Department of Transport and Main Roads to undertake a train capacity improvement assessment to identify implications of freight and passenger train conflicts across the SEQ rail network and to suggest ways of overcoming the problem.

The federal Coalition, in government, recognised the importance of the Brisbane-Townsville track to the state economy when it included this leg in its AusLink network of road and rail infrastructure that qualified for federal government funding.  Despite the fact that the Brisbane-Townsville section of the line also forms part of what's now called the National Transport Network, which federal Labor has agreed it will fund, the probable election of a Coalition government in Canberra in September means that no Commonwealth funding for strategic track improvements will be forthcoming, especially around the Sunshine Coast and south of Maryborough, where passenger trains and freight trains crowd the single, narrow-gauge track.  This is the most poorly-performing section of the NCL.

The Coalition leader, Tony Abbott, has declared that a government he leads will not fund 'passenger rail', which he regards as a state responsibility.  However, this ignores the unique shared passenger-freight carrying characteristics of the NCL.  His stance is a repudiation of the Coalition's AusLink principles.

So worried is the freight sector about the viability of the non-minerals freight haulage functions in Queensland, it called a crisis meeting with the state government in March this year.  The NCL Supply Chain and Rail Forum was well attended by government and industry, including customers and freight-forwarders, as well as what's known as 'above-rail' (rollingstock) and 'below-rail' (track) operators.  The forum identified key actions and accountabilities for progressing opportunities to improve the overall performance of north-of-Brisbane rail-based supply chains.

Industry attendees were especially concerned about the availability of slots for freight trains around the scheduled timetable for passenger trains across the SEQ rail network.  More passenger trains mean fewer freight train paths or a longer restriction on freight trains through the Brisbane metropolitan rail network during morning and afternoon peaks, they fear.  The forum also discussed issues constraining the deployment of longer freight trains that would allow for greater rail efficiency and lower costs for freight-forwarders.  Again, this is most critical on the single track section of the railway nine south of Nambour, where short sidings restrict the length of freight trains that can sit on each siding while passing trains run by in the opposite direction.  The resulting 'stop-start' deceleration and acceleration of mega-tonne freight trains increases diesel fuel usage and makes for slow progress to freight yards at Acacia Ridge, and also to the Port of Brisbane.  More gentle curves and a flatter rail track were seen as additional measures that would allow faster speeds for freight trains.

Queensland Rail and Department of Transport and Main Roads representatives at the forum undertook to work with the Queensland Transport and Logistics Forum on a number of key reviews, among them:

-   A review of policies and protocols used to determine planning and operational priorities on the NCL
-   An examination of the shared train-path management along the NCL, with the private operator Aurizon having control of the Gladstone-Rockhampton section, where it schedules coal train movements
-   A look at ways in which longer freight trains can operate over the short crossing loop sections on the Sunshine Coast
-   Measures that would 'flood-proof' the NCL in the same way as governments have addressed flooding issues on the Bruce Highway

Full details, including a Communique detailing the March deliberations is available here: http://www.qtlc.com.au/wp-content/uploads/2013/05/NCL-Supply-Chain-Forum-Communique-0413.pdf

[somebody]

Don't be so negative SW.  If Abbott is elected, it seems perfectly plausible to me that he could be persuaded to fund the duplication on freight grounds.

[Stillwater]

The persuasion is more likely if it is done publicly, through the media.  In that regard, I hope journos will follow up on the above.  The freight companies and small businesses and fresh fruit/veg growers that lie up and down the Queensland Coast are prime LNP and National Party supporters/voters, I would have thought.  It is not a good look to have Warren Truss and Tony Abbott selling them out; worse still, selling them out by repudiating the Coalition's own AusLink policy.  No-one likes being called a liar.

Mr Abbott and Mr Truss need a history refresher:

http://en.wikipedia.org/wiki/AusLink

Look who signed off on the policy – none other than the Leader of the National Party at the time and Deputy Prime Minister in a Coalition Government, the Hon. John Anderson.

http://www.infrastructure.gov.au/transport/publications/files/whitepaper.pdf

Now, turn to Page 70 of that document and see the definition of the Brisbane-Cairns' corridor, which the Coalition said it was prepared to fund.  It includes the North Coast Railway Line.

For Tony Abbott to walk away from fixing the worst freight bottleneck on the NCL is a repudiation of Coalition policy.  He deserves to be called to account.  And he will be held to account at the September election -- in electorates up and down the Queensland coastline.

[Fares_Fair]

Thank you SW,

The Hon Warren Truss told me that the 'AusLink' name will return, should the Coalition win government in September.

[Stillwater]

It would be good if Mr Abbott made this statement in the lead-up to the federal election:

"The Coalition recognises the importance of rail freight in this nation's economy.  When it comes to allocating scarce available funds to transport infrastructure projects, we should not discriminate between road or rail, but put the money towards those projects where the greater benefit can be won for the public financial outlay, irrespective of the transport mode.  I can confirm that the North Coast Railway Line will form part of a reinstated AusLink network of priority road and rail corridors around Australia.  It performs a valuable transport task, especially for Queensland small businesses, primary producers and exporters.  The important inter-regional freight task it performs has been bought to my attention.

"Now, I just want to clarify something I said in respect of the North Coast Railway Line, as it relates to passenger rail.  It is true that the North Coast Line carries passenger trains and I am on record as saying that a Coalition government in power, should the Australian people entrust us with the great privilege of running this country, will not fund passenger rail.  That is a state responsibility, and I stand by that position.  However, the North Coast Line to Townsville performs a very important freight task, for Queensland and for Australia.  It is in the area of freight transport where the federal government has a significant role.

"So, by way of clarification, let me say this.  A Coalition government I lead would be prepared to enter into discussion with the Queensland Government and the Queensland Freight and Logistics Council to look at a modest joint government investment in the North Coast Line to ease some of the constraints to rail freight movements, including on those sections of track where passenger and freight trains share a congested single track.  I want to make clear that any investment from the federal Coalition would be directed to track duplication, longer passing loops and other enhancements, including better signalling, on the North Coast Line.  However, all passenger rail infrastructure, such as new railway stations and commuter car parks, would need to be funded by the state government.  That means trackwork upgrades funded jointly federal-state, but new or reconstructed passenger rail stations 100 per cent state funded.

"This maintains the federal Coalition position that passenger rail is a matter for the states while recognising the unique position the North Coast Line occupies in the future AusLink network."

[Stillwater]

Additional and longer passing loops for the NCL?   

JOINT STATEMENT
Minister for Transport and Main Roads
The Honourable Scott Emerson
Minister for Agriculture, Fisheries and Forestry
The Honourable John McVeigh

Train transport package a win for rural Queensland

The Newman Government will deliver a major win for Queensland farmers with a significant investment in rail infrastructure on the Darling Downs.

Transport and Main Roads Minister Scott Emerson and Agriculture, Fisheries and Forestry Minister John McVeigh said up to $50 million in savings would be reinvested in additional passing loops across the Toowoomba Range.

"This will transform the way crops are transported from the Darling Downs," Mr Emerson said.

"It is a fabulous win for our grain and cotton producers as it will provide the most significant increase in train paths in decades and meet the future needs of farmers right across south-west Queensland."

Mr McVeigh said the infrastructure would be delivered from savings negotiated from existing freight contracts over the next two years.

"Up to 20 additional train paths per week will be made available for farmers to get crops off road and on to rail and double the current capacity," Mr McVeigh said.

"Toowoomba is already a freight gateway for western Queensland and this will allow us to get the balance right between road and rail."

Mr Emerson said the infrastructure investment was the second major step in the Newman Government's agricultural freight strategy to improve rail access for rural Queensland, following confirmation the trial of additional cattle services between Winton and Brisbane, and Cloncurry and Brisbane would be made permanent.

"This year we'll be contracting 325 regional cattle train services – an increase of 48 services, or 17 per cent," he said.

"We've listened to regional Queenslanders who tell us these services are crucial for the cattle industry which is currently in need of support from right across Queensland."

Winton will now have three cattle services and Cloncurry two per week – up to 968 extra head of cattle being transported on rail or the equivalent of removing about 15 B-double heavy vehicles from our highways.

The strategy to deliver better rail freight is part of the Newman Government's agricultural and freight strategy, as part of the Queensland's four pillar economy.

[ENDS] 16 May 2013

[Fares_Fair]

The Hon Warren Truss told me that if the State Government made the rail duplication (to Nambour) a priority in the talks being held at the moment then the Federal coalition government would 'consider it' unquote.
I am in the process of writing to all 74 73 current LNP members asking for them to make it a priority in those talks.
It's going to be a busy long weekend.

Done.
PS There were 73.

[ozbob]

 

[Fares_Fair]

On Monday 10th June, 2013 I wrote to all 73 Liberal National Party Members of Parliament, including the Premier, outlining my meeting with the Hon. Warren Truss.
Below is a sample of the correspondence (in this case, to the Premier).
Each MP received the same explanatory letter, asking them to get this rail duplication a priority in the talks being held.

I have had numerous informal replies, many offering to pass the information on to the Transport Minister or Treasurer or Deputy Premier.
Some stated that I would receive a reply from the Transport Minister, the Hon. Scott Emerson MP.


The Hon. Campbell Newman MP
Premier of Queensland
Member for Ashgrove


Dear Premier,

On Tuesday 23 April 2013, I met the Hon. Warren Truss MP, Federal member for Wide Bay and Shadow Minister for Infrastructure and Transport.
The purpose of the meeting was to explain why the North Coast Railway Line (NCL) duplication is also a Federal responsibility, and thus deserving of Federal funding.

In brief, the Hon. Mr Truss said that there are currently discussions being held by the Federal Coalition with the State Government, to determine the next 5 year infrastructure funding plan for 2014-2019. The current plan expires on 30 June 2014. He explained that the NCL duplication did not currently form a part of those discussions.

He said that if the State Government were to make it (rail duplication to Nambour) a priority in those discussions, then the Federal Coalition would consider it.
He also stated that these discussions were unlikely to be finalised before the September 14 Federal election.
In other words, there is time for you to make it a part of those talks.

This is historic recognition for potential joint funding of these $2 billion works, that will generate $4.57 billion into the Queensland economy.
At a cost benefit ratio of 2.285, the Hon Warren Truss said that that was very good.

A joint Commonwealth/State report, the 2007 Brisbane-Cairns Corridor Strategy, said; "a major current impediment to the corridor's overall performance" is "rail congestion between Brisbane and Nambour."
That's right, train congestion between Brisbane and Nambour is a major current impediment to the entire 1668km stretch of railway between Brisbane and Cairns (Townsville).

As a member of the Queensland Parliament, you have the historic opportunity to redress this infrastructure capacity restriction that impacts almost 1700km of Queensland's east coast.
It "represents one of rail's most significant national productivity opportunities," according to a 2006 Queensland Rail report.
As a bonus, it will save big $ on Bruce Highway maintenance costs; it will reduce freight costs by between 2% to 6%; it will create $4.57 billion in output generation to the Queensland economy; it will take unnecessary trucks off the highway and it undoubtedly will save precious human lives.

I ask that you act to make this critical infrastructure a part of these current talks while there is the time to do so.
The priority and above all, the need, is well proven.
The reasons, facts and cited reports are summarised in my [attached] report; 'The Federal Freight Case: Queensland's North Coast Line (NCL) Rail Duplication'

The Queensland Co-ordinator General gave his approval for the rail duplication from Landsborough to Nambour to proceed, in November 2011.
That EIS approval will expire in November 2015, thus wasting more of taxpayers money if the project does not proceed before then.
The rail corridor is set and the construction plans are drawn.
All that is now required is your will to achieve it, not just for the Sunshine Coast, but for the 58% of Queensland's population (outside Brisbane) that are serviced by this critical corridor.
Please make it a part of these crucial talks.

I shall await your response.
Thank you.


Yours sincerely,


Jeff Addison
Sunshine Coast commuter advocate

h:    (removed)
m:   0435 987 903
h:   (removed)

[ozbob]

 

[Fares_Fair]

Below is the [attached] report referred to in the correspondence above.



The Federal Freight Case
Queensland's North Coast Line (NCL) Rail Duplication

By:    Jeffrey Addison

For:    The Hon. Warren Truss MP
Leader of the National Party
Member for Wide Bay
Shadow Minister for Infrastructure and Transport

Date:   Tuesday, 23rd April, 2013
Time:    11:00am

This report presents the case for joint Federal / State funding to be made available for rail duplication of the North Coast Line (NCL), starting from the single line bottleneck located at Beerburrum, on the Sunshine Coast, through to Nambour/Gympie.

It puts forward the case for rail duplication to improve freight capacity on the NCL.

Why is it also a Federal issue?
The Australian Constitution, the basis of our law and democracy, sets out the responsibilities of the Commonwealth with respect to State railways.
The excerpts on pp1 & 2 in blue ink, quoted in this report are sourced from the Commonwealth of Australia Constitution Act (The Constitution) and include all current amendments and alterations, up to 25 July, 2003.

Commonwealth of Australia Constitution Act
(The Constitution)
This compilation was prepared on 25 July 2003
taking into account alterations up to Act No. 84 of 1977

[Note: This compilation contains all amendments to the Constitution made by the Constitution Alterations specified in Note 1
Additions to the text are shown in bold type
Omitted text is shown as ruled through]

Prepared by the Office of Legislative Drafting,
Attorney General's Department, Canberra
Commonwealth of Australia Constitution Act (The Constitution), pp18-19
Chapter 1—The Parliament
Part V—Powers of the Parliament
51  Legislative powers of the Parliament [see Notes 10 and 11]
      The Parliament shall, subject to this Constitution, have power to make laws for the peace, order, and good government of the Commonwealth with respect to:

   (xxxii)   the control of railways with respect to transport for the naval and military purposes of the Commonwealth;
   (xxxiii)   the acquisition, with the consent of a State, of any railways of the State on terms arranged between the Commonwealth and the State;
   (xxxiv)   railway construction and extension in any State with the consent of that State;

Under Section 51, (xxxii)
It is a matter of national defence. In time of conflict it is an avenue that may be used to transport troops and materiel to the State's north, in the defence of our nation.

Under Section 51, (xxxiii)
It allows for the acquisition of any State railways, with the State's consent (not sought here).

Under Section 51, (xxxiv)
The Federal parliament is responsible to make laws for the peace, order, and good government of the Commonwealth with respect to railway construction and extension in any State with the consent of that State;




Commonwealth of Australia Constitution Act (The Constitution), p37.
Chapter IV—Finance and Trade
98  Trade and commerce includes navigation and State railways
      The power of the Parliament to make laws with respect to trade and commerce extends to navigation and shipping, and to railways the property of any State.
Section 98 refers to the powers of the Commonwealth to pass laws covering trade and commerce, including State railways.



These are not arguments for Federal funding of State railways in themselves, but are reproduced here to highlight the areas of federal responsibility for State railways.



The Federal Freight Case
Queensland's North Coast Line (NCL) Rail Duplication

The North Coast Railway Line (NCL) is unique in the nation, for the number and types of services that use it. It forms part of the railway within the federal government's National Land Transport Network (For map, see Appendix A on p13), mainly in recognition of its role in carrying 14 million tonnes of freight each year (as at 2007).

Short passing loops along the length of the NCL limit freight train lengths and capacities. Ironically, the shortest passing loop (at just 683m long) in the 1669km from Brisbane to Cairns, is located at my home town of Palmwoods. The maximum length of a freight train through here is 650m. This is less than half the length of freight trains operating in other states and increases costs for Queensland freight users.

In addition, more freight is being diverted to road with consequential major pavement damage to the Bruce Highway, as well as increasing the likelihood of deaths and road trauma in heavy vehicle accidents. Expenditure on freight rail can ease the costs of Highway maintenance.

A joint report produced by both Queensland State and Commonwealth Government bodies, the 2007 Brisbane-Cairns Corridor Strategy, (2007 Strategy) exposes the critical need for rail duplication to improve freight services & relieve congestion on the North Coast Railway Line.
The corridor supports around 58 per cent of Queensland's population, of 4.5 million people.

The 2007 Strategy, in its' analysis under Current Corridor Performance p7, states;
"a major current impediment to the corridor's overall performance" as
"rail congestion between Brisbane and Nambour."

This strategy was developed by;
The Australian Government Department of Transport and Regional Services (DOTARS); the Queensland Department of Main Roads (QDMR) and Queensland Transport (QT).

"The North Coast Railway Line (NCL) is predominately a single line, narrow gauge (1067mm, 3'-6") track between Brisbane and Cairns. The NCL is approx. 1669 kilometres and largely runs parallel to the Bruce Highway for its entire length. The Brisbane Metropolitan section ends at Nambour, about 100 kilometres north of Brisbane." p(ii)

"The corridor supports the transport needs of rapidly growing areas to the north of Brisbane (Caboolture, Sunshine Coast, Gympie, Maryborough/Hervey Bay), important regional centres (Gladstone, Rockhampton, Mackay, Townsville, Cairns), tourism and major export industries (coal, minerals, aluminium, sugar)." p(ii)

"In particular, the Brisbane–Cairns Corridor links Brisbane with major regional service and tourism centres, supports regional industry in Queensland and links service centres supporting some of Australia's major export industries." p(ii)

http://www.infrastructure.gov.au/transport/publications/files/Bris_Cairns_Corridor_Strategy.pdf
Point 1.

Queensland Government Population Projections, 2011 Edition.
http://www.oesr.qld.gov.au/products/publications/qld-govt-pop-proj-qld-sd/index.php

The Sunshine Coast will grow by 60% in the next 20 years.
The population today (2009) is 323,400 and is projected to be 508,200 in 2031.

Point 2.

The 2007 Brisbane-Cairns Corridor Strategy, identified 7 major strategic issues.
First and foremost being:
"The efficiency and safety of passenger and freight movement in the section between Brisbane and Gympie;" and another:
"The competitiveness of the North Coast Railway Line and its capacity to handle long-term growth in freight;"

TABLE 3 Summary of Transport Issues in Regional Centres, tells us on p13, with reference to Caboolture, Sunshine Coast and Gympie track sections;
"Poor rail track alignment impedes efficient transit times."

Under Short Term Priorities (to 2015) p19, it recommends;
"Continue the current programme of road and rail works ... aimed at addressing rapid growth on the corridor between Brisbane and Nambour/Gympie."
This is with reference to increasing rail freight capacity.

Point 3.

Most Likely Future Scenario, p14, predicts;
"up to four per cent a year growth for rail freight."

This growth scenario is confirmed by the Bureau of Transport and Regional Economics (BTRE) Demand Projections for Auslink Non-Urban Corridors: Methodology and Projections, Working Paper 66, (2006).
Table 2.16 (excerpt shown below) shows the expected non-bulk freight growth out to 2025, to be 4.2% for the Brisbane to Cairns corridor, and is the second highest growth.
From Chapter 2, p39, Table 2.16

TABLE 2.16 ACTUAL AND PROJECTED ORIGIN–DESTINATION NON-BULK FREIGHT
MOVEMENTS BY AUSLINK CORRIDOR AND TRANSPORT MODE, 1999 AND 2025.
http://www.bitre.gov.au/publications/2006/wp_066.aspx

Rail and Road expected average annual growth rates, 1999 to 2025.
Corridor       By Rail      By Road
Sydney - Perth    4.4%       3.0%   HIGHEST FREIGHT GROWTH
Brisbane - Cairns    4.2%       4.0%     SECOND HIGHEST FREIGHT GROWTH


Point 4.

The 2007 Strategy Under Rail, p15, states;
"If freight transport growth was sustained at more than three per cent a year, there is concern that current NCL infrastructure may not enable rail freight to grow at the same rate, thereby resulting in the freight growth over three per cent a year 'spilling over' to road transport."

Unfortunately, all work ceased on the rail duplication from Caboolture to Landsborough in April 2009. Only partially completed, it left a single line bottleneck at Beerburrum.
A briefing note to the then Queensland Transport Minister, dated 15 July 2009, and received under a Right to Information request, confirmed that; "the benefits of increased capacity would not be fully realised until the rail duplication is completed to Landsborough."

Point 5.

Caboolture to Landsborough Rail Upgrade Study: Needs Assessment
By Queensland Transport (2002),
http://www.arup.com.au/clrs/genfiles/needs_assessment_executive_summary.pdf

Conclusion p(iii), states;
"In summary, it has been concluded that the majority of the desired levels of service cannot be met with the existing rail infrastructure. Hence, an upgrade of the Caboolture to Landsborough section of the main north coast rail line is needed."
   
The needs assessment found that an upgrade will:
"improve the level of service for passenger and freight rail services in terms of service frequency, hours of service, seating capacity, freight capacity, reliability, and travel time; allow for a progressive increase in rail services throughout the day and a consequent decrease in Rail bus services in the corridor;"

44% of weekday passenger trains between Caboolture and Nambour are actually buses, this is due to the congestion of freight trains, city trains & travel trains all sharing one track and one lifeline, to far north Queensland.

In another Ministerial briefing note I received under a Right to Information request, the  rail link was considered so important that when the truncated duplication works to Beerburrum were opened in April (Easter) 2009, a briefing note to the Minister stated;

"PNQ supply food chains in the north of the state. There could be some negative media coverage for QR should any (food) shortages arise over the Easter period, whether or not these issues stem from the commissioning. As a contingency, QR will station a locomotive at Petrie to assist any freight trains that experience operational problems."





Point 6.

Landsborough to Nambour - Initial Advice Statement
By Arup Engineers (2007),
http://www.dip.qld.gov.au/docs/library/pdf/mp_landsborough_nambour_rail_IAS.pdf

The 'Initial Advice Statement' to the Queensland government for the Landsborough-Nambour rail corridor stated under:

Section 2.3.2.1 "Do nothing" Option;
"It is likely that the region would experience adverse socio-economic effects should the NCL between Landsborough and Nambour not be upgraded."
"Increases in demand are likely to significantly challenge the ability of the current infrastructure to support an acceptable level of rail service in the future."

Point 7.

A 2007 House of Representatives Standing Committee on Transport and Regional Services report titled;
The Great Freight Task: Is Australia's transport network up to the challenge?
noted on p103, that there is a "demonstrable need to expedite Caboolture - Landsborough duplication and re-alignment and  to start planning for other rail deviations and bridges...".  As an example, the bridge on the Burnett River near Bundaberg "...is now subject to a 15 km/h 'flat' speed restriction (i.e. no acceleration or braking)." 

Summary of presentation by Dr. Philip Laird of University of Wollongong NSW to the Railway Technical Society of Australasia Qld Division, 11 December 2008, Brisbane.

Point 8.

Submission to Infrastructure Australia re: the Brisbane Cairns Corridor
(2008 from 2006 paper) by Dr. Philip Laird, FCILT, Comp IE Aust., University of Wollongong
http://www.infrastructureaustralia.gov.au/public_submissions/published/files/82_smasuniversityofwollongong_SUB.pdf

Reduction of total costs including external costs.  p2,
"Rail is three times more efficient than road in using fuel to move freight."

A special corridor. p5, Section 4B.
"The Caboolture - Nambour track is now probably the most congested section of single rail track in Australia. It was recognised as congested as long ago as 1994 in the BTCE report of the National Transport Planning Taskforce."

This congestion is shown by freight train curfews during peak hours, expanding the Brisbane Rockhampton tilt train transit time from 7 hours (pre-2003) to the7 hours and 25 minutes it is today, and the ubiquitous (44% of weekly services) rail bus. (26 no. per day).


Point 9.

The Sunshine Coast Regional Council Interim Roadmap 2010 (2010)
http://www.rdasunshinecoast.org.au/wp-content/uploads/2010/11/Sunshine-Coast-Interim-Regional-Roadmap-Final-20101125-v3_online1.pdf

Section 2.12 Transport, states;
... "transport demand has been growing strongly as well. There are signs that the current infrastructure is having difficulty coping with the current demand."
"Visitors to the region ... are saying that congestion on the Bruce Highway is a deterrent."

"A number of initiatives are proposed to alleviate some of the demand and these include:
Major network additions (e.g. the proposed CAMCOS public transport corridor, North Coast Rail duplication or the Multi Modal Transport Corridor)."

Section 2.12 Transport; goes on to state;
"However, even these would not adequately meet the projected demand under each population scenario and more would be required to meet the needs of a substantial population increase."

A reported 87,000 person increase in Sunshine Coast residents (SCD 26.8.2011) in Caloundra South (50,000), Palmview (37,000) and other proposed coast growth areas within 10 years, will require major rail infrastructure improvements between Brisbane & the Sunshine Coast.

Point 10.

National Transport Commision (sic) Rail Productivity Review Submission
By QR Limited (2008),
http://www.ntc.gov.au/rfcDocuments/QR%20Limited2008100614090277.pdf

In 2008, it identified the major problem for freight on p11,
"The infrastructure for longer trains also needs to be provided. Train lengths on Queensland's North Coast Line are limited by the length of the smallest loop (currently 682 metres). The prospect of a doubling of average freight train length on a rapidly growing and potentially rail-friendly corridor represents one of rail's most significant national productivity opportunities."

There are about 130 passing loops along the NCL with lengths varying between 455 metres and 1400 metres but predominately about 650 - 700 metres. This constraint on train length could impact on the potential growth in rail freight transport.

'One 1500 metre freight train can carry the load of 100 semi-trailers, leaving our roads safer and our air cleaner.'   Economic Stimulus Plan; A progress report (2011, p1).

Point 11 itemises the savings to be made by extensions to unspecified short passing loops or other works to below rail projects, along the NCL.


Point 11.

QR Submission to Productivity Commission
By QR Limited (5 July 2006),
Review of the Economic Costs of Freight Infrastructure and Efficient Approaches to Transport Pricing
http://www.pc.gov.au/__data/assets/pdf_file/0004/48577/sub053.pdf

North Coast Line Study, p94,
This analysis includes an estimate of the future transport task (based on underlying market growth rate estimates) in the corridor and identification of the economic benefits for government and society associated with investment in rail ...

An investment of circa $300 million ($2006) in a number of "below rail" projects on the NCL could result in: (note present value PV = 2006 dollars)

   Extraction of just over 850,000 tonnes of general freight / containerised traffic from road to rail on NCL markets.
   Road accident cost savings of Present Value $43 million over 20 years.
   Environmental gains valued at PV $23 million over 20 years.
   Road pavement / maintenance savings of PV $94 million over 20 years from reduced heavy truck movements.
   Benefits associated with better transit times, improved service reliability and improved service availability valued at PV $127 million over 20 years.
   Benefits to rail operators and customers valued at PV $143 million over 20 years.
   Potential reductions in rail freight costs in the range of 2% to 6% across NCL markets if gains to "above rail" operators are passed on to customers.
   An increase in GTKs (gross tonne kilometres) on the NCL associated with additional containerised traffic of 34% 'over and above' underlying growth.

The figures shown above total $430m (2006 dollars) in potential savings, from a $300m
(2006 dollars) outlay, over 20 years.
$300m equates to $361.5m in 2013 whilst $430m equates to $519.2m in 2013.

Point 12.

Landsborough to Nambour Rail project
Coordinator-General's report on the environmental impact statement
November 2011

"The Coordinator-General concludes that the project will deliver a range of direct benefits to the local and regional communities in the form of efficient and timely passenger services, as well as broader benefits to the state in the form of freight transportation improvements and improved productivity, therefore, his recommendation is that the Landsborough to Nambour Rail project should proceed." (-vii-)

Keith Davies
Coordinator-General 
9 November 2011
Point 13.

Queensland Input for the COAG National Infrastructure Audit Part A – 30 June 2008
By Queensland Government – Department of Infrastructure and Planning

Chapter 5.6.2     Rail – North Coast Line,
p51, states;
"The  most  severe  congestion  exists  between  Caboolture  and  Nambour  (due  to competition with Sunshine Coast passenger services), in the Home Hill to Townsville
area  during  the  May–November  sugar  season,  and  in  the  Brisbane  area  with passenger services having  priority over freight." ...

"The Queensland economy has been growing strongly at rates in excess of 3%. As part
of  a  Brisbane-Cairns  corridor  freight  task  analysis,  a  growth  parameter  of  3.1%  per
year  was  applied  and  the  total  inter-regional  freight  task  on  the  average  corridor segment was forecast to increase from 5.5 Mt (Mega-tonnes) in 2003 to 7.7 Mt in 2013 to 9.4 Mt in 2020.  If  Queensland  records  growth  rates  in  excess  of  this  assumed  rate,  it  can  be expected the total freight task will exceed this forecast, as shown below." p52,
   
"Under  the  growth  scenario  (where  rail  captures  105%  of  its  current  mode  share)
annual  interregional  rail  volumes  were  forecast  to  increase  from  3.18  million  tonnes per annum in 2003 to 4.50 million tonnes per annum (mtpa) in 2013 and 5.5 mtpa in 2020. Identified North Coast Line capacity constraints in accommodating this forecast demand are: "

   The  metropolitan  system,  where  there  are  a  limited  number  of  commercially attractive train-paths available through the metropolitan network.

   The  prevailing  crossing  loop  lengths  of  650-700  metres,  compared  with  the
operation  of  1300-1500  metre  trains  on  some  other  parts  of  the  AusLink Network. This limits the ability to provide an efficient channel for exports through the ports serviced by this line. 

   While deviations have been constructed as part of line upgrades, the horizontal alignments and vertical grades between Nambour and Bundaberg remain poor
and  are  a  major  impediment  to  attaining  any  further  improvement  in  transit times and train length. 

   Uncompetitive  rail  transit  times  (nearly  50%  longer  than  road)  tend  to  be  the result  of  low  operating  speeds  due  to  poor  alignment  between  Landsborough and  Bundaberg,  and  to  other  factors  such  as  ageing  timber  bridges  and  the prevalence of level crossings.  (Refer Point 7, p6)

   Rail's freight service reliability (on time arrivals) is thought to be 40-50% worse than road reliability from Rockhampton north.  The availability of rail freight service (train or slot on train available at desired departure time) is only about 40% that of road. 

Point 14.

National Transport Commision (sic) Rail Productivity Review Issues Paper
Queensland Projects, p11,

"Queensland is projected to continue to experience strong population growth and spatial expansion of metropolitan areas, combined with strong growth in urban passenger and freight demand.

"For a seamless and productive intermodal Melbourne to Cairns freight corridor, issues north of the Queensland border also need to be addressed. Chief among these are upgrades to the passenger and freight rail network in metropolitan Brisbane (including the Inner City Rail Capacity Project), and changes to grades and loops to permit the efficient use of 1500 metre freight trains (more than double the length of current trains)."

Point 15.

Landsborough to Nambour Rail project
Coordinator-General's report on the environmental impact statement

Environmental impacts, p33,
Although acknowledging stakeholders' concerns about local social and economic
impacts, the EIS highlighted a range of potential economic benefits of the project to
the region including:

•   improvements to the overall public transport network in the region,
   savings in time taken to travel for commuters, local passengers, long distance
   tourist trips and freight

•   savings in private vehicle operation costs and a reduction in road accidents,
     enhancement of local business opportunities, and employment clusters—in
   particular, encouraging the economic development and the economic function of
   Nambour as a major activity centre

•   a total of $4.57 billion of output generation into the Queensland economy
   (including SEQ) over the entire construction period (seven years) and a total of
   2786 jobs on average at any point in time.

Rail duplication from Landsborough to Nambour will provide $4.57 billion of output generation into the Queensland economy.

Current estimates for construction of these works is approx. $2 billion, thus giving a cost benefit ratio of 2.285

On a per net tonne-kilometre (ntk) basis, moving freight by rail is between 13 and 23 times safer than shifting it by road, according to the Australasian Railways Association. 

Summary:

The issues identified are:

1.   Significant population pressures on the Sunshine Coast.
(Source Qld. Gov't statistics)
60% growth projected between 2009 and 2031.

2.   The 2007 Brisbane-Cairns Corridor Strategy identified 7 major strategic issues. First and foremost being: "The efficiency and safety of passenger and freight movement in the section between Brisbane and Gympie;"

3.   The 2007 Brisbane-Cairns Corridor Strategy Most Likely Future Scenario, predicts;
"up to four per cent a year growth for rail freight." With 4.2% up to 2025 predicted.

4.   The 2007 Strategy Freight growth exceeds predicted capacity resulting in freight 'spill-over' onto roads. This increases Bruce Highway road pavement damage and results in increased road deaths and trauma.

5.   2002 Caboolture to Landsborough Rail Upgrade Study: Needs Assessment by Queensland Transport, cites; "the majority of the desired levels of service cannot be met with the existing rail infrastructure. Hence, an upgrade ... of the main north coast rail line is needed."

6.   2007 Landsborough to Nambour - Initial Advice Statement by Arup Engineers cites; "It is likely that the region would experience adverse socio-economic effects should the NCL between Landsborough and Nambour not be upgraded."

7.   2007 House of Representatives Standing Committee on Transport and Regional Services report noted there is a "demonstrable need to expedite Caboolture - Landsborough duplication and re-alignment and to start planning for other rail deviations and bridges...".

8.   "Rail is three times more efficient than road in using fuel to move freight."
"It is probably the most congested section of single line track in Australia."

9.   Sunshine Coast Council 2010 report... "transport demand has been growing strongly as well. There are signs that the current infrastructure is having difficulty coping with the current demand."

10.   2008 National Transport Commision (sic) Rail Productivity Review Submission by QR Limited identified the major problem for freight; longer trains are required for better efficiency, but they are limited by short passing loops.
Longer freight trains being one of rail's most significant national productivity opportunities.



Summary continued:

11.   2006 QR Submission to Productivity Commission
For a $361.5m outlay ($2013) on the NCL, there can be $519.2m ($2013) in savings.

12.   November 2011; Keith Davies, then Queensland Coordinator-General, gives go-ahead on Landsborough to Nambour rail duplication. This will expire after 4 years.

13.   Queensland Input for the COAG National Infrastructure Audit Part A – 30 June 2008
By Queensland Government Department of Infrastructure and Planning cites that "the most severe congestion exists between Caboolture and Nambour."

14.   National Transport Commision (sic) Rail Productivity Review Issues Paper, cites;
"... issues north of the Queensland border also need to be addressed. ... upgrades to the passenger and freight rail network in metropolitan Brisbane, and changes to grades and loops to permit the efficient use of 1500 metre freight trains."

15.   Landsborough to Nambour Rail project Coordinator-General's report on the environmental impact statement cites; "potential economic benefits of the project to be $4.57 billion of output generation into the Queensland economy, over 7 year construction period."


Objectives: What do I hope to achieve?

That a coalition Federal Government will acknowledge the special and unique case that is Queensland's North Coast Railway Line (NCL) and recognise its contribution to both the State and national economy, as shown in these reports.

That a coalition Federal Government will financially contribute (in conjunction with the State) towards the construction cost of rail duplication of the North Coast Line (NCL) from Beerburrum through to Nambour, given that this line is part of a significant national (shared) freight artery. A State government submission for the NCL rail duplication from Beerburrum to Landsborough, is currently before Infrastructure Australia.

The duplication of the line will improve rail freight services that provide significant benefits to the State, all the way up to far north Queensland.
It can result in savings to freight costs of between 2% -  6%.
It can benefit Queensland's economy to the tune of $4.57 billion over 7 years.

Conclusion:

The evidence of the urgent need for the North Coast Railway Line duplication from Beerburrum to Nambour and beyond  is well documented.
It requires a national response for its nationally unique case.


Appendix A
National Land Transport Network – Rail Corridors Queensland
[map inserted here]

[Stillwater]

Great work FF 

[Stillwater]

Any responses to your letter to MP's, FF?

[Fares_Fair]

Of the 73 letters to Queensland's Liberal National Party MP's, emailed on 10 June 2013.
There were the following [23 no.] replies (in order of receipt):

7 Automatic replies from Albert, Beaudesert, Cairns, Ipswich, Logan, Keppel and Maryborough MP's.

16 Informal - but appreciated (all by Electorate Officers) replies from Mundingburra, Maroochydore, Greenslopes, Gregory, Sandgate, Indooroopilly, Ashgrove, Glass House, Callide, Clayfield, Mundingburra, Whitsunday, Burnett, Kawana, Nudgee and Currumbin MP's.

4 of the informal replies stated that my concerns would be answered by the Minister for Transport and Main Roads, the Hon Scott Emerson MP.

Some automatic replies stated that priority would be given to constituents of their particular electorate, due to volumes of mail received.

Some were forwarded onto Ministerial offices for information.

Ian Kaye MP of Greenslopes sent a very good (informal) reply acknowledging the necessity of projects such as this, and forwarding it on to the Treasurer and the Minister for Transport.

Some forwarded the letter onto Andrew Powell MP, Glass House, as I am a constituent of his seat.


No single formal reply has yet been received at this time.

I expect a well considered response given that the Federal MP, the Hon Warren Truss, Leader of the National Party, Member for Wide Bay and Shadow Minister for Infrastructure and Transport stated a coalition government would consider this case IF the State Government made it a priority in the talks being held.

[ozbob]

From the Sunshine Coast Daily click here!

Second class: Travel to Brisbane may be locked up for decades

Second class: Travel to Brisbane may be locked up for decades
Kathy Sundstrom 28th Jun 2013 5:33 AM

IF YOU thought travel between the Sunshine Coast and Brisbane was bad now, just wait.

Reports by the State Government and the Queensland Transport and Logistics Council predict road and rail freight movements will increase by more than 70% in the next decade.

THE single-track rail bottleneck between Brisbane and Nambour has been identified as a key issue.

And the Bruce Hwy's four lanes handling a huge increase in traffic from the capital north to Noosa also could be of significant concern.

Coast rail advocate Jeff Addison said the reports outlined problems that had been known for a long time.

"The previous Labor government planned the crucial rail duplication work and it should have been completed to Landsborough by 2012," Mr Addison said.

"Now it has been pushed out. While the report is good, it highlights problems we were aware of. The solution we know will work is the rail duplication. The section between Brisbane and Nambour affects the entire 1700km of rail links, according to joint state and federal government reports."

The government report says expanding the use of freight is "priority one", with "develop the North Coast Line", first mentioned. But there are no funding commitments or clear timelines.

Transport Minister Scott Emerson did not respond to a request this week to discuss them.

The Logistics Council has suggested sending freight by ship from Brisbane to North Queensland as the long-term solution.

The council is also pushing for the State Government to reconsider its focus on passengers having priority over freight on rail routes.

"Is our rail network so bad that they are now having to consider shipping goods?" Mr Addison asked.

"This option will present far more dangers to the Great Barrier Reef, and it will be expensive. Surely it is time governments got serious about rail."

Mr Addison said the council's suggestion for freight to have priority could have a "massive impact on Sunshine Coast rail commuters and the availability of improving services".

"They would only become further degraded," he said.

"Already 44% of services between Caboolture and Nambour are rail buses and this is largely because of freight."

[Stillwater]

The body of work in favour of the North Coast Line upgrading is overwhelming.  This report is more of the same.  How long can government go on ignoring all the advice?  This report also looks at the freight side of rail more comprehensively.  The government is now under pressure from industry to restrict or cut back passenger rail services to the Sunshine Coast in order to open up more freight train paths, or faster paths.  This is in circumstances where 44 per cent of all passenger services on the SCL are performed by buses. 

[ozbob]

4BC have followed up the Sunshine Coast Daily article ^ with an interview with RAIL Back On Track Sunshine Coast Spokesperson Jeff Addison this afternoon.

Managed to listen in.

Brilliant interview Jeff, thanks 4BC for the interest.

[ozbob]

4BC NEWS TALK

http://www.4bc.com.au/blogs/2013-4bc-drive-audio-blog/more-road-woes/20130628-2p2gz.html

More road woes
Posted by: Staff Writers | 28 June, 2013 - 5:44 PM
Bruce Highway

4BC Drive: If you thought travel between the Sunshine Coast and Brisbane was bad now, just wait. Reports predict road and rail freight movements will increase by more than 70% in the next decade. Sunshine Coast spokesman for Rail Back on Track, Jeff Addison, tells Mark Braybrook this means more congestion for both train and car travel.

Oops has the wrong audio.  I have advised the radio station ..

[Stillwater]

Tony Abbott has got to start thinking on his feet during the federal election campaign.  The seat of Fisher is wide open.  Voters in Fisher should make it clear that they want rail duplication to Nambour on the table.  Abbott has said he will not fund 'urban rail'.  The case has been put that SCL duplication is all about better rail freight efficiency for all of Queensland.  The Coalition can put money into SCL duplication, on basis of the benefits for freight, without compromising the 'no money for urban rail' stance.  Mr Abbott's position re rail has wriggle room and he should use it.  He had no need while Julia Gillard was PM, but now the KRudd factor has evened the balance, Mr Abbott would be wise to consider his options.

[Golliwog]

This appears relevant:
http://www.tmr.qld.gov.au/movingfreight

Moving Freight

    Print
    Email

Queensland's freight task is rising rapidly, and is forecast to increase from 881 million tonnes in 2009-10 to 1,550 million tonnes in 2020-21.

Transport and Main Roads is planning for this growing challenge with the Moving Freight strategy. The draft strategy outlines short, medium and long term actions to move freight onto rail and improve the efficiency of the road freight.

It identifies 38 actions to support the growth of freight in the resources, agriculture, construction and tourism sectors, including:

    preserving train paths on regional rail lines for non-coal freight
    making major freight routes more resilient to floods
    better collection and analysis of freight data
    continuing to reduce red tape for heavy vehicle permits.

Finalisation of the strategy is expected to occur by late 2013.
Feedback on Moving Freight

Feedback is now being sought on the draft Moving Freight strategy, with submissions due by Monday, 12 August 2013.

To provide feedback please contact the project team:
Email:      roadsrail&ports@tmr.qld.gov.au
Post:    Roads, Rail and Ports System Management
Department of Transport and Main Roads
GPO Box 1549
Brisbane Qld 4001
Download

High resolution document in full

    Draft Moving Freight (full) (PDF, 31.05 MB) 

Low resolution document in sections

    Section 1 - Foreword and Introduction (PDF, 961 KB)
    Section 2 - Freight in Queensland (PDF, 873 KB)
    Section 3 - Freight Growth (PDF, 1.8 MB)
    Section 4 - Opportunities and Challenges (PDF, 681 KB)
    Section 5 - Priorites and Actions (PDF, 806 KB)
    Section 6 - Summary of Actions (PDF, 378 KB)

Last updated
    26 June 2013

Each of the files is correctly linked on the site, I'm having a scan through the document now. It is only a draft strategy, but it is also open for comment so FF, et al perhaps making a submission is in order?

As this document covers more than just the sunshine coast line, it may be worth making it's own thread, but freight discussion doesn't generally generate as much comment on here (other that the sunshine coast line, hence putting it here).

[Stillwater]

Good stuff, Golli.  A lot of confused thinking in this .... they are devising strategies for private investment in rail freight.  Trouble is, the companies will have to put in the money up front in order for new infrastructure to be built, then those companies will be charged an access fee.  Interesting that there are plans for segregated passenger/freight tracks.  They want to put together a list of projects to forward to IA for funding by the Australian Government.  Nowhere in the document is there any discussion about identifying a funding stream for STATE GOVERNMENT investment in rail freight infrastructure .... it's all about private sector and Australian Government.

[Fares_Fair]

4BC NEWS TALK

http://www.4bc.com.au/blogs/2013-4bc-drive-audio-blog/more-road-woes/20130628-2p2gz.html

More road woes
Posted by: Staff Writers | 28 June, 2013 - 5:44 PM
Bruce Highway

4BC Drive: If you thought travel between the Sunshine Coast and Brisbane was bad now, just wait. Reports predict road and rail freight movements will increase by more than 70% in the next decade. Sunshine Coast spokesman for Rail Back on Track, Jeff Addison, tells Mark Braybrook this means more congestion for both train and car travel.

Oops has the wrong audio.  I have advised the radio station ..

4BC technicians are currently sorting this audio issue out for us.
Stay tuned...

Kind of a fix.
It was removed from the blog site. 

[Golliwog]

Good stuff, Golli.  A lot of confused thinking in this .... they are devising strategies for private investment in rail freight.  Trouble is, the companies will have to put in the money up front in order for new infrastructure to be built, then those companies will be charged an access fee.  Interesting that there are plans for segregated passenger/freight tracks.  They want to put together a list of projects to forward to IA for funding by the Australian Government.  Nowhere in the document is there any discussion about identifying a funding stream for STATE GOVERNMENT investment in rail freight infrastructure .... it's all about private sector and Australian Government.

I'd be surprised if part of the deal about the company funding it upfront wasn't to get rid of or at least reduce the access fee permanently, or at least for a set period of time. Either that, or the idea would be it would be investment from companies like QR National who would then reap a direct benefit by being able to run more services and make a profit from them.

[Stillwater]

More reports about the same old issue – congestion on the NCL.
http://www.railexpress.com.au/archive/2013/july-2013/july-3-2013/other-top-stories/qld-freight-strategy-focuses-on-increased-rail-share

[Stillwater]

Minister denies staffing cutbacks at SCL stations.

http://www.sunshinecoastdaily.com.au/news/coast-railway-stations-to-stay/1937505/

[Fares_Fair]

Source:
Queensland Rail
2011/12 Annual and Financial Report

Interesting facts and figures...

p4.
Aside from the rapid expansion in South
East Queensland's population, commuter
and long distance passenger trains compete
with freight operators for access to paths on
the network. Queensland Rail is tackling the
resulting capacity challenges through a long
term rail network strategy for growth.

I wonder what this strategy may be?


Fast facts
Queensland Rail 2011/12 at a glance:
•   Revenue–$1.95 billion
•   Assets–$6.85 billion
•   Full-time Equivalent Employees (FTE)–7,312
•    Rail network–7,148 km
•    Customer journeys–51.6 million
•    City network stations–145
•    Travel network stations–75
•   Three-car trains–211
•   Tourist trains–2
•   Long distance trains–9
•   Gross tonne kilometres of freight carried–20.07 billion


p8
Summary of non-financial measures 2011/2012 actual  2011/2012 SCI target
                                                          First figure given             Second figure given
Environment
EPA enforceable breaches (number) 0 0

Customer journeys and patronage
Total customer journeys (000) 51,646   54,520
City network customer journeys (000) 50,851   53,677
City network patronage growth (%)* 3   -8.85
Travel network customer journeys (000) 449   438
Travel network patronage growth (%) 5.87   5.54
Kuranda Scenic Railway customer journeys (000) 343   400
Gulflander customer journeys (000) 4   5
Tourist train patronage growth (%) -3.7   2
* The City network passenger journey count is adjusted to align with TransLink's new patronage methodology announced in December 2011.

Reporting
Compliance with Reporting Requirements (%) 100   100
Network performance
Overall track condition (index) 45.4   47.3
Freight gross tonne kilometres (billions) 20.07   19.1
City network train kilometres (000) 13,555   13,320
City network On Time Running–peak periods (%) 92.5   93.77
City network rollingstock utilisation–peak periods (%) 87.84   90
City network reliability–train services delivered (%) 99.78   99.75
Network brought online (kilometres) 5.4   0
Safety
Lost time injury frequency rate 4.99   6.68
Lost time injury duration rate 24.89   44.2
Signals passed at danger (number per million train kilometres)  2.25   2.41
Safety performance trend (%)      7.4   ≥0
Derailments (number per million train kilometres) 0.19   0.13
Customer satisfaction
City network customers (index) 71   70
Travel network customers (index)^ 82.8   81
Customer satisfaction trend (%) 1.83   ≥0
Reputation (index) 2.132   2
^Travel network customer satisfaction moved to an index measurement to be in line with the City network.
People
Employee turnover (annualised %) 4.5   ≤5

[Stillwater]

It's a 'long term network capacity strategy', FF.  Most probably you and I will be dead when it comes to implementing it.

In response, we need a short term political stitch-up.  Somehow make Sunshine Coast seats marginal, then the parties will be falling over themselves with infrastructure promises and commitments to deadlines.  Even then, we have to be careful.  Remember when Anna planned to fix everything in the year 2031?

We should be wary of the intentions of governments who dream up names that disguise the true nature of the programs they want to implement.  Who can forget 'Work Choices'.  If you wanted to rip Medicare apart (and I am not suggesting anyone is contemplating this) you might introduce a fee-for-service model that you could call the "Fairer Health Care for Everyone' model.  A 'rail network capacity strategy' could involve removing those pesky passenger trains blocking the operation of freight trains, who knows.  That is one way of freeing up capacity.

[Stillwater]

Any more news on the letter to pollies, FF?

[Fares_Fair]

Any more news on the letter to pollies, FF?

no, nothing to date.
It's been 5 weeks tomorrow (Monday 15th July).

It will be pursued ... by me, can count on it.

[Fares_Fair]

Reference purposes: Fascinating report on Sunshine Coast Rail, from the CRR report 13 June 2012.

http://www.tmr.qld.gov.au/~/media/Projects/C/CRRail/AA%20Export%20report/IndependentPanelReviewCrossRiverRailPart2.pdf

[Stillwater]

With both major political parties federally outbidding each other on the amounts of money they will spend on the Bruce Highway, there seems little prospect of serious money being spent on NCL upgrade and duplication.

[mufreight]

The espoused attitude from both parties is WOT RAILWAY   

[Fares_Fair]

Any more news on the letter to pollies, FF?

no, nothing to date.
It's been 5 weeks tomorrow (Monday 15th July).

It will be pursued ... by me, can count on it.

I received a reply to my correspondence of 10 June 2013, from the Hon. Andrew Powell MP.