The Sunshine Coast Case : Rail duplication Beerburrum to Nambour

[Fares_Fair]

Nambour Weekly
Thursday November 15, 2012

[somebody]

Mooloolah-Wombye would only be first priority for freight, surely.

[mufreight]

Mooloolah-Wombye would only be first priority for freight, surely.

Mooloolah to Wombye would enable the operation of more freight services by allowing passing moves and crossings to take place over that duplicated and realigned section this applies also to the operation of passenger services and the realignment would also reduce transit times so Simon yes there would be a benefit for freight services and also a definate benefit for passenger services.   

[Stillwater]

The fact that Mr Powell mentioned Mooloolah-Woombye indicates that some thought might have gone into sequencing the remaining duplication works to Nambour, or it could be that is where Mr Powell is getting the most complaints, hence his nod to those people being the squeaky wheel he needs to oil.

Unfortunately, Mr Powell politicised the whole SCL duplication debate to the max because it enhanced his re-election chances, and that is where it has stayed.  RailBOT has documented fairly well all the operational reports and cost-effectiveness of strategic freight rail investment that could be made to actually generate a positive BCR on the SCL with, as Mufreight points out, flow-on benefits for passenger rail.  The LNP and Mr Powell is still pumping the line that the ALP stuffed up and people will just have to wear the consequences for another 20 years.  That won't wash, and Mr Powell knows it, hence his soothing noises at community meetings over cups of tea.

The next constructive step would be for Mr Powell and other pollies to step away and perhaps set up a three-person review team within government to re-read the literature and update the costings, sequencing etc and confirm to government the bang-for-buck consequences of various levels iof funding to various sections of track, based on freight rail considerations.  That may include the likelihood of charging higher access fees for freight trains in exchange for faster travel times, or direct investment in the line in a deal similar to BAC looking for runway construction revenue from airlines.

However, Mr Powell is stuck in the caveman mentality of 'ALP bad, LNP good'.  It's hardly edifying or enlightening.

The timing of a review team is about right.  It would need to report back to government by about March, when the Budget is being worked up (including the forward estimates beyond 2013-14).

Unless some further action along the lines of a review panel is made, Mr Powell is just going to be sloshing in tea and cakes as he goes about his electorate saying 'I will do my best' and flashing a used car salesman smile.  And he is saying that from a passenger rail perspective, because that is where the votes are.

He hasn't made the transition in thinking to freight rail improvements as a primary focus, where there is more opportunity for revenue deals, leading to passenger rail spin-offs as secondary item.  Checking on the passenger rail revenue bucket periodically for the odd few cents he can garner while saying the hole in the bucket is Labor's fault is of little worth.  The LNP's job is to plug the hole (fare revenue).  And there is little joy there presently.

Before the election there was lots of chest-beating from LNP members on the Sunshine Coast that they will stand up for the region, acting as a team.  We see no evidence of that.  What steps is Mr Powell making to working up a Sunny Coast factional team within Cabinet, or is it that other Sunny Coast MPs have their own individual pet projects for funding, other than rail, which is Mr Powell's baby by virtue that many of the SCL stations (and communities) are in his electorate.  Is their thinking that low that they see money for rail duplication as a 'perk' too large for one man's electorate.  Suspiciously, it seems that is where their thinking lies -- they fight among themselves for the crumbs from the rich man's (Mr Nicholls') table.

The electorate has the right to ask the questions of the LNP which he asked of the ALP in the Parliament.  How is the certainty around the lease of land to the fruitgrowers co-ops at Elimbah and Glass House being guaranteed under the LNP?

In his own words, the SCRC can't wait 20 years to resolve the land use impasse at Palmwoods.  The deal seems to be stuck on the saleprice of land swaps.  Can't they be divorsed from the actual construction timeline and alternative access provided while preserving the future rail corridor and settling the town plan?  These issues will arise at many of the SC hinterland railway towns.

Spraying cake crumbs while saying 'ALP bad, LNP good' won't wash for long and won't last until the next election, as Mr Powell hopes.

The review panel idea at leasts dusts off the account books and gets the costings right and would allow 'what if' funding scenarios to be explored with the private sector, again from a freight perspective.  If asked what's going on, Mr Powell and Mr Emerson, the Transport Minister, could say they have a committee looking at the problem (an old political standby).

But at least it would be a change from the Yowie call from Mr Powell of 'ALP bad, LNP good', but just not good enough to do anything before 2031, which is exactly the same deadline as Labor set itself.  So 'ALP bad, LNP good' is not even correct.

Before long, so long as Mr Powell and his mates keep the debate at the base political level, the electorate will be chanting the political rhetoric -- 'ALP and LNP equally bad'.

[Stillwater]

The Sunshine Coast median property price is down slightly, but Beerwah's price is up 11 per cent, proving the popularity of this railway town close to Caloundra.  Railway duplication to Nambour would improve accessibility to several railway towns and enable them to take up population growth on the Sunny Coast.  While house prices are up, they come from a low base and still represent good value for money.  The calculation of benefit-cost ratios examines the transporation benefits, but not the wider economic benefits that track duplication would bring about.

[Fares_Fair]

Mooloolah-Wombye would only be first priority for freight, surely.

Mooloolah to Wombye would enable the operation of more freight services by allowing passing moves and crossings to take place over that duplicated and realigned section this applies also to the operation of passenger services and the realignment would also reduce transit times so Simon yes there would be a benefit for freight services and also a definate benefit for passenger services.   

Mooloolah to Woombye would also allow the development of central Palmwoods to proceed, currently it is split by the railway line and cannot expand until the duplication is through. Cr Jenny Mckay of the Sunshine Coast Regional Council [Division 5] is trying to find a way to get this happening sooner rather than (2031) later.
Palmwoods town centre is also stymied by the current intransigence.

EDIT: 11/10/2013 at 8:58pm - Palmwoods typo corrected.

[Stillwater]

So is the centre of Woombye.  The duplication has the dual tracks on a new alignment running further west, opening up the area around the pub.

Do others see the irony of a state government that won't duplicate and realign the tracks to Nambour, thus holding up the expansion and development of land where there is pent-up demand (and revitalising town centres, and where there is a proper rail connection) while at the same time as it inflicts developments such as Caloundra South on the region.  (Caloundra South's private developers want to get it up and running so that the town centre there will rival the Maroochydore Town Centre, and stuff that concept, and, ironically, it won't have the CAMCOS spur that was touted as a major improvements to the Coast's public transport woes.)

And what would be the LNP governments response to this, in circumstances where there are wall-to-wall LNP members on the Coast?

"It's all Labor's fault.  Our hands are tied until 2031.  If only they had managed the Queensland economy better.'

[Stillwater]

Typical rail operations on the Sunshine Coast Line, where freight and passenger trains operate on a single track:

[Stillwater]

The state government will have to revisit and reconsider its plan not to duplicate the SCL as far as Nambour until 2031, less than two decades from now.  By maintaining this indefensible position, the LNP government risks its electorate dominance of the Sunshine Coast political landscape.

The combined population of the Sunshine Coast and Gympie regional councils is 360,000.  This is set to increase to more than 565,000 by 2031.

The LNP holds all Sunshine Coast seats, with the exception of Nicklin (based on Nambour) and also the seat of Gympie.

Population growth on the Sunshine Coast, currently running at more than 2 per cent every year, will force a redistribution of electorates after the next election, due in March 2014.

Queensland electoral district boundaries are changed on average every eight years. The latest redistribution was completed in August 2008.
Queensland has 89 electorate districts and this is fixed.

The most likely electorate redistribution outcomes would involve the abolition of an electorate in the west or north of the state and the absorption of those electors into surrounding electorates, leaving one extra electorate to be created on the Sunny Coast.  Tiaro would move from the Gympie electorate to the Maryborough electorate and the Noosa Hinterland would move from the Gympie electorate to the Noosa electorate.  The new seat would sit in an area that would draw electors from the seats of Maroochydore and Buderim, with minor changes to Nicklin's northern boundary.

The creation of Caloundra South (new city the size of Gladstone, with a population of 50,000) will result in changes to the seats of Caloundra and Pumicestone.

To entice voters in the new seat, Labor would dust off (ahem) its old promise of CAMCOS to Maroochydore by 2020, or it will promise to inject state funds into light rail for the Sunshine Coast.  (In fact, Labor should make that promise now, just to show up the government.)

The LNP will need to make a counterbid.  'Rail to Nambour in 2031' ain't going to cut it, particularly in the light of its previous attacks on Labor for not completing duplication sooner.

[Jonno]

They will just spend 10x the cost expanding roads..and the electorate will love them for it!!!

[Fares_Fair]

Just an aside, it was recently pointed out to me that the expansion of the Sunshine Coast Airport would not be required if we had a good (read rapid, robust and reliable) rail connection between Brisbane and the Sunshine Coast.
No noise issues, or fuel vapor pollution.
#justsaying

[Arnz]

Going off-topic, I'd rather prefer that the SCRC scale back the SC Airport upgrade.  I personally don't think we need a 3rd long-haul Airport in the SEQ region (which would affect BNE moreso than OOL), and chances are that Palmer's proposed towers in Coolum are not likely to be going ahead. 

Perhaps a suggestion is scaling back the east-west runway extension to a level where it can support unrestricted year-round medium-haul 737/A320 operations.   With room for expansion for Perth/Darwin flights, as well as expanding the NZ flights from winter-seasonal only to year-round (at 2-3 times p/week).  A scaled back extended runway could also support medium-haul seasonal 737/A320 ops to Denpasar (Bali)/Fiji (Nadi) during the winter months (much like the NZ flights now).

Due the current runway length, DJ's 737-800's to MEL take a payload hit during the summer months due to the specs not being able to support fully loaded 738s during the ambient temperatures affecting the shorter runway.  But since DJ got E190s, they've been sending the Embraers up (in lieu of 737s) from MEL during the summer.  A320s doesn't have the payload problems of the 737s during summer, and can operate at full loads year round, but at short-haul operations (SYD/MEL) only, hence NZ only operating during the winter months.

http://www.sunshinecoastairport.com.au/documents/Runways.pdf

[Fares_Fair]

It was supposed to be mid-2012 ... 

http://www.tmr.qld.gov.au/Projects/Name/C/Caboolture-to-Landsborough-Rail-Upgrade-Study.aspx

Caboolture to Landsborough Rail Upgrade Study

Overview:
The Caboolture to Landsborough Rail Upgrade Study looked at the need to upgrade and duplicate the rail line between these two stations on the North Coast Rail Line.

The first section of the plan, the Caboolture to Beerburrum Rail Duplication project, was commissioned in April 2009.

The second section of this plan, the Beerburrum to Landsborough Track Duplication, will straighten and duplicate this 17 km rail line and upgrade the Glasshouse Mountains and Beerwah rail stations.

As identified in the Queensland Infrastructure Plan, this project is expected to be delivered by 2021.
Location: Caboolture, Landsborough, Beerwah, Sunshine Coast
Regions: North Coast Region

Project info

The Queensland Government's Integrated Regional Transport Plan (IRTP) for south east Queensland, released in 1997, identified the need for a study into improved passenger services (such as Citytrain and the tilt train) and rail freight operations on the rail network along the main North Coast line.

The IRTP recommended that options be investigated to increase the speed, comfort, safety, service frequency and reliability of rail services. The ability to provide additional services on the existing line is limited by restricted operating speeds and long sections of single track. Congestion is also a problem due to competing passenger and freight service demands.

The study took into account the findings of the Caboolture Maroochydore Corridor Study, which identified a public transport corridor from Beerwah to Maroochydore.

The area covered by this study includes the rail corridor and surrounding areas between the Caboolture and Landsborough railway stations. Stations between these two locations, including Elimbah, Beerburrum, the Glass House Mountains and Beerwah stations, were also covered in the study.

The first section of the plan, the Caboolture to Beerburrum Rail Duplication project, was commissioned in April 2009.

The second section of this plan, the Beerburrum to Landsborough Track Duplication, will straighten and duplicate this 17 km rail line and upgrade the Glasshouse Mountains and Beerwah rail stations.

As identified in the Queensland Infrastructure Plan, this project is expected to be delivered by 2021.

Contact details

Project enquiries
07 3253 4650

Last updated 27 June 2012

[Stillwater]

There is, of course, another 'North Coast Line', apart from the one that links Brisbane with Cairns along the Queensland coast.  It is the North Coast Line in NSW.  The NSW and federal governments have developed a joint strategy for this link between Sydney and Brisbane.

The following operating deficiencies have been identified for the the Australian Rail Track Corporation (ARTC) leased parts of the Sydney– Brisbane railway line:

The condition of the track (rail, sleepers and formation) is generally poor and there are insufficient passing loops of appropriate length (similar story on the Sunshine Coast).  In addition, performance issues also arise from track curvature, alignment and gradients, which limit capacity and wheel loads of trains and there are several bridges with structural deficiencies (similar to situation at Bundaberg on the Queensland side of the border).  Signalling systems at certain locations are outdated and are adversely affecting speed and reliability (similar in Queensland).

On the RailCorp network there are very few passing loops or contingency infrastructure to manage the interaction between metropolitan passenger and
freight traffic between Sydney and the Central Coast (yep, heard that in Qld too). Steep hills to the north of Sydney at Cowan Bank also make it difficult for freight trains as their heavier loads mean they travel more slowly than commuter trains and their greater length adds to line congestion.

As a result, line haul rail transit times from Sydney to Brisbane are about 19 to 20 hours (in 2007) compared with about 11 hours and 15 minutes for road transport.

The Australian Government and ARTC investment Program, currently underway, aims to reduce transit times by four hours to a more competitive time of 15 hours and 30 minutes (2007).

Here are some of the strategy objectives both governments have agreed:

Increase rail capacity between North Strathfield and Newcastle.
Improve rail and intermodal terminal capacity in Sydney and Brisbane, particularly to the ports, to support the demands of the corridor and be consistent with the findings of the Brisbane Urban and Sydney Urban Corridor Strategies.
Consistent treatment of level crossing risk along the corridor (yep, got that problem in Queensland too).
Investigate and plan to protect the road and rail corridor reserves, to meet future capacity requirements where appropriate on identified priority sections of the corridor constrained by existing development and future growth.

In looking at the issue of rail capacity along the North Coast Line in NSW, both governments concluded that the rail corridor had a number of roles and functions that give rise to conflicts and competing demands for the use of the rail infrastructure.  The Main North line rail infrastructure (RailCorp track from Sydney to Newcastle) is the only rail link between Sydney and the Central Coast and Hunter regions and is shared between freight and passenger operations.

The (NSW) Main North line infrastructure serves:
inter-urban commuters to Sydney;
regional and inter-capital passenger train services (yep, same as Sunshine Coast);
regional freight destined for Sydney and Brisbane;
intercity freight between Sydney and Brisbane, Sydney and Newcastle and Melbourne and Brisbane.

The freight on the Sydney to Brisbane rail corridor includes 30 per cent of the end-to-end freight moving between Melbourne and Brisbane, which transits via Sydney to contributing to overall network congestion between Sydney and Newcastle, and hence the performance of the corridor.

Generally there are 46 freight trains each week operating each way between Sydney and Brisbane, with significant volumes of steel, fuel, ores, grain and cement. A significant number of containerised goods also travel on rail.

Within the Central Coast/Newcastle region the rail corridor supports both inter-capital rail freight movements and major commuter rail traffic between Sydney and the Central Coast and Newcastle. In addition to the general freight trains, there are between 150 and 200 coal trains each week moving on a dedicated coal line sharing the same rail reserve between Craven and the Port of Newcastle.

There are also 42 inter-regional and inter-capital XPT passenger services operating each way each week on the Sydney to Brisbane line – comprising
seven return trips each week between Sydney and Brisbane; Sydney and Casino; and Sydney to Grafton. A further 60 regional passenger services
operate each way each week between Sydney to Dungog and Scone in the Hunter Valley.

The operational deficiencies of the NSW North Coast Line are remarkably similar to those applying to the Queensland North Coast Line – short passing loops, too few passing loops, conflicts between passenger and freight trains on a winding track.  The section of track between Sydney and the Central Coast could equate to Brisbane to Nambour on the Queensland side of the border.  Issues surrounding coal trains in the Hunter, although greater, could relate to coal movements in Central Queensland, where they interact with the Queensland North Coast Line.  Inter-capital passenger trains in NSW, Sunlander etc on the Queensland side.

The significant difference is that the NSW government and the federal government are working on a joint plan to overcome rail deficiencies in NSW.  There is nowhere near the same level of cooperation, or agreement, between the Queensland Government and the feds for our North Coast Line.

Why?

[Jonno]

Queensland freight strategy does not mention rail for anything outdide coal. It assumes road is the mode for moving freight.  How 1970's!!!

[SurfRail]

^ Still - because the track is part of the defined interstate network and so belongs to the feds.  QR NCL doesn't so they couldn't care less.

[Stillwater]

^^ Queensland's NCL between Brisbane and Townsville also part of the National (road and rail) Transport Network.

See: http://www.nationbuildingprogram.gov.au/whatis/network/images/National_Land_Transport_Network_Rail_Corridors_QLD.pdf

[SurfRail]

^^ Queensland's NCL between Brisbane and Townsville also part of the National (road and rail) Transport Network.

See: http://www.nationbuildingprogram.gov.au/whatis/network/images/National_Land_Transport_Network_Rail_Corridors_QLD.pdf

But it doesn't belong to the ARTC, and so they don't really bear any direct funding or operational responsibility for it. 

Maybe QR should just be an above-rail operator outside of the Brisbane metropolitan area and Gold Coast and everything else not already in Aurizon's hands can be given over to the Feds.  They seem to actually pay attention to things like passing loops, duplication and alignment these days.

[Stillwater]

Here's more evidence about the need to upgrade rail and bus links on the Sunshine Coast ... but still our politicians have tin ears.

This extract comes from the Sunshine Coast Council's Draft Rural Futures Strategy:

"As the trend continues of increasing population growth in the Hinterland, accessibility and access to transport and travel through the region is a major issue.

"There are longstanding plans for duplication of the main northern railway line, both for passenger and freight transport, which are currently unfunded. Improved rail links has the potential to enhance the resilience of some Hinterland towns through increased accessibility for residents; the potential to attract businesses with regular freight transportation needs, and provide opportunities for existing and future tourism operators.

"The importance of bus linkages within, and to the Hinterland, has also been highlighted as important services and infrastructure for sustaining, and improving quality of life. Bus linkages serve a particular importance in meeting the needs of the elderly, the youth, those who are have mobility restrictions and those without access to private transport.

"The social and economic wellbeing of the Sunshine Coast may be adversely impacted if oil prices rise and become more volatile. This has significant implications for rural communities in terms of accessibility, the future of the visitor market, the ability to support a commuter lifestyle and the viability of many agricultural activities." [Unquote]

[Stillwater]

So, through independent analysis, it has been established that:

Population growth in the SC Hinterland means that access to, and travel through, the region is NOW a major issue.

The lack of public transport services and accessibility will impact on visitor numbers, a major plank in the Coast economy, and the ability to support a commuter lifestyle, which is underpinning growth, and in turn retail/business services, in the Hinterland towns.  Local agriculture (ie pineapples) relies on effective and cost competitive rail freight transport, which must compete with passenger rail on the busiest single-track railway in the country.

The location and purpose of the SC Hinterland towns means that duplication of the NCL, sofar unfunded, would attract business, especially those surrounding freight transport and logistics, while providing opportunities for existing and future tourism operators.  Furthermore, better bus services linked to improved passenger rail functions are important to SUSTAINING AND IMPROVING QUALITY OF LIFE.  Especially vulnerable are young people, the elderly and those without private car access.

The current unsatisfactory situation would JEOPARDISE THE SOCIAL AND ECONOMIC WELL-BEING of the people of the SC Hinterland in circumstances where oil price rises occur or become more volatile.  (This week, petrol prices on the Coast rose 15 cents a litre.)

Does this government, supported by SC voters, want to continue to diminish the quality of life for the people of the Coast Hinterland, jeopardise their social and economic well-being and restrict the growth of local industry through under-investment in vital rail infrastructure?  Report after report continues to throw up these issues.

[Stillwater]

It is interesting to note how the government regards Mr Peter Wellington, the independent Member for Nicklin, based on Nambour.  The government accuses Mr Wellington (who supported the Beattie Government in power) as being part of Labor's legacy, and 'part of the problem, not the solution'.  See: http://www.gympietimes.com.au/news/seeney-claims-wellington-part-labors-poor-legacy/1756542/

It is clear that the drive for political payback is at work, to the detriment of sane planning and action on the SCL.  This state government has no intention of bringing forward duplication to Nambour, despite comments of support before the election.  And it cancelled a $4 million DDA upgrade at Nambour after being elected.

The state government is going to starve Mr Wellington's electorate of any government goodies, no matter how badly they are needed, in order to manufacture a case that he is ineffectual as a local Member.

In the days of the barbarians, castles were subjected to a seige, whereby the populous was starved into submission.  Nambour, and the electorate of Nicklin, is under seige from a government that claims to have the interests of Nicklin electors at heart.

[Stillwater]

Is it any wonder that SC people seek out higher-paid job opportunities in Brisbane: http://www.sunshinecoastdaily.com.au/news/wages-sunshine-coast-10000-low-pay-rate/1765978/

[#Metro]

If it were that bad, they'd have, moved already. brisbane has the high paying jobs because it is a capital city. On the other hand defined Cbds aren't well developed on either coast, contrast this to say Sydney or Toronto/Mississauga or even Canberra which is at least trying to have defined town centres.

[somebody]

Is it any wonder that SC people seek out higher-paid job opportunities in Brisbane: http://www.sunshinecoastdaily.com.au/news/wages-sunshine-coast-10000-low-pay-rate/1765978/

Maybe they live there because they like the lifestyle.

[SurfRail]

If it were that bad, they'd have, moved already. brisbane has the high paying jobs because it is a capital city. On the other hand defined Cbds aren't well developed on either coast, contrast this to say Sydney or Toronto/Mississauga or even Canberra which is at least trying to have defined town centres.

Disagree, there are very clear principal activity centres on both coasts - Maroochydore, Southport and Robina are the biggest, each not too dissimilar from a Chermside or Mt Gravatt (especially Southport).

The issue is that being so close to Brisbane, of necessity most high-paying jobs are going to be in the capital.  If there was a city the size of the Gold Coast situated where Rockhampton or Gladstone are, it would be a different story because there would be sufficiently separate spheres of influence.

[Fares_Fair]

Regarding
7) The revenues from freight will obviously contribute to an improved alignment, but we are unlikely to see a significant increase in profitable rail freight as a consequence so in reality with reduced track route km, the track owner may actually see less revenue?

I understand from the reports I have read that savings of between 2 - 6% in freight costs are available if short loop sections of the NCL are extended (locations not itemised).
For a cost of $300 million (2006$) there are $430 million (2006$) in savings over 20 years.

Also note that improvements to freight are available even with duplication to Landsborough and Nambour.
I note your context as regarding duplication to Nambour.

Given non-bulk freight growth is around 4.2% (at time of the 2007 Brisbane Cairns Corridor Strategy, and literally second highest in Australia) and freight growth over 3% is spilling onto roads now. It surely must be both beneficial and profitable to do so.

Sources:
2006 Queensland Rail Submission to the Productivity Commission, p94.
2007 Brisbane to Cairns Corridor Strategy

[Stillwater]

  One in four vehicles on the Bruce Highway through the Sunshine Coast is a commercial vehicle -- in most cases a B-double not destined to stop on the Coast, but passing through to Brisbane, or heading up north.  How much of this is freight 'spilling over' (to use the terminology) from rail?

[Jonno]

Just caught the Nambour train from Brisbane.  Oh my God I knew it was bad but that service is embarrassing.  It not sure if it is a regional service or inner city all stops service, does not stop at two major centres, reverses , it dawdles, has no 3G for parts/ lots of it.

Those who endure this service have my undying admiration and commitment to stop urban road expansion to fund the upgrade.

[ozbob]

The reversing we call ' the dance of the trains ' ....  farcical is it not?  Looking forward to the "Coast Link" services ....

That line between Beerburrum and Nambour is the busiest single line in Oz, and absolutely critical to the freight heading north.

Queenslander!!

Footnote:  the crowning achievement for me are the fare gates at Nambour ... HAHAHA ... so funny to be bordering on the absurd .... 

[Old Northern Road]

That line between Beerburrum and Nambour is the busiest single line in Oz, and absolutely critical to the freight heading north.

I can't see how that can be true. The Gold Coast, Airport, Cleveland and Shorncliffe lines all get around 40 return passenger services per day while the Nambour line only gets around half that (even including long distance). Are there more than 20 return freight services on the North Coast line per day?

I would have thought that the Thornlie line in Perth or one of the many single track lines in Melbourne would be the busiest.

[somebody]

Probably not by number of services, but "most congested" is probably true.

[ozbob]

That line between Beerburrum and Nambour is the busiest single line in Oz, and absolutely critical to the freight heading north.

I can't see how that can be true. The Gold Coast, Airport, Cleveland and Shorncliffe lines all get around 40 return passenger services per day while the Nambour line only gets around half that (even including long distance). Are there more than 20 return freight services on the North Coast line per day?

I would have thought that the Thornlie line in Perth or one of the many single track lines in Melbourne would be the busiest.

On the NCL virtually every slot is filled, it is a much greater distance than the single pass lines and is carrying a lot of freight as well.  One small delay affects the lot.

This is a major infrastructure constraint and needs immediate rectification.

[Arnz]

IIRC the Western Line carries more freight than the NCL, but they have only 2 passenger services (per week) west of Rosewood, so naturally that line sees less movements than the NCL.

As was already outlined in the prior sources in this thread, the NCL contends with most movements of a single track line in Australia, including Passenger (Scheduled Long Distance and Interurban), along with full loaded freight AND empty freight movements.

For example, there are days when a passenger service may see a freight train at almost EVERY train station (loop) north of Beerburrum, with the exception of Beerwah being the timetabled crossing location for most passenger trains.  A less 'busy' day may see 12 fully loaded freight trains heading north and 10 empty freight movements heading south towards Acacia Ridge, the next day this may be 16 freight trains heading north and 15 heading south, this is along with late night/early morning IMU empty running between Nambour and Caboolture yards, less frequent movements such as track maintenance machines, etc.

[Arnz]

Footnote:  the crowning achievement for me are the fare gates at Nambour ... HAHAHA ... so funny to be bordering on the absurd .... 

Could possibly argue a case for a "2nd dip" upgrade for Landsborough Station (as there's a higher chance of catching fare evaders there as opposed to Nambour).  Staged Platform Raising (start with Platform 2 (loop platform), then do Platform 1 (main road)) and then install Fare Gates via the main entrance.  Close off the entrance on the loop platform.

[somebody]

As was already outlined in the prior sources in this thread, the NCL contends with most movements of a single track line in Australia, including Passenger (Scheduled Long Distance and Interurban), along with full loaded freight AND empty freight movements.

For example, there are days when a passenger service may see a freight train at almost EVERY train station (loop) north of Beerburrum, with the exception of Beerwah being the timetabled crossing location for most passenger trains.  A less 'busy' day may see 12 fully loaded freight trains heading north and 10 empty freight movements heading south towards Acacia Ridge, the next day this may be 16 freight trains heading north and 15 heading south, this is along with late night/early morning IMU empty running between Nambour and Caboolture yards, less frequent movements such as track maintenance machines, etc.

ONR points out though, that by number of movements the Coomera River bridge would have this line.

[Arnz]

As was already outlined in the prior sources in this thread, the NCL contends with most movements of a single track line in Australia, including Passenger (Scheduled Long Distance and Interurban), along with full loaded freight AND empty freight movements.

For example, there are days when a passenger service may see a freight train at almost EVERY train station (loop) north of Beerburrum, with the exception of Beerwah being the timetabled crossing location for most passenger trains.  A less 'busy' day may see 12 fully loaded freight trains heading north and 10 empty freight movements heading south towards Acacia Ridge, the next day this may be 16 freight trains heading north and 15 heading south, this is along with late night/early morning IMU empty running between Nambour and Caboolture yards, less frequent movements such as track maintenance machines, etc.

ONR points out though, that by number of movements the Coomera River bridge would have this line.

Yes and no.  The Coomera section is only a few km, but that section only takes a set amount of passenger service only (mostly 2tph).  Whereas, NCL freight services varies greatly (it can be very busy on some days, whilst quieter on other days).  One stuff-up on the NCL (either freight or a passenger train delay) has a knock-on affect to all other freight services.

As for case comparison, the Coomera bridge duplication would have very minimal (if any) cost recovery, with the benefit only restricted to passenger services, whereas cost recovery on partial NCL duplication north of Beerburrum will likely be greater and would benefit the entire state as a whole through freight and passenger throughout the state.  Apart from CRR taking the top spot for priority, increased revenue through the Partial NCL duplication also would be the first step towards funding for other projects such as the Coomera duplication and Manly-Cleveland duplication to name a few.

[Old Northern Road]

I count 67 return services for the Thornlie line per day. The North Coast line may be the most congested but it certainly isn't the busiest.

[Gazza]

I count 67 return services for the Thornlie line per day. The North Coast line may be the most congested but it certainly isn't the busiest.

Thornlie has no stations beyond it though so doesn't really count...I mean, Skytrain Vancouver has a single track terminus at the airport with very high frequency.

Nothing special if a single track is at the end of the line.

[ozbob]

I count 67 return services for the Thornlie line per day. The North Coast line may be the most congested but it certainly isn't the busiest.

Yes, depends how you look it, congested it is! Thornlie is a short spur .... 

NCL is a major strategic line, carries far more overall tonnage much greater distances ...

Good thing about Thornlie station is that it has been built to allow for possible extension of the line to Canning Vale and perhaps further.

[Fares_Fair]

On Tuesday 23 April, 2013 the Hon Warren Truss MP, Shadow Minister for Infrastructure and Transport,
said that we, meaning the Federal coalition - with the proviso, should they win Government, would 'consider' the NCL rail duplication works - provided that the Qld State Government made it a priority in infrastructure and funding talks currently being held.

I was told that the existing funding agreement (a 5 year plan) expires in June 2014, and that talks are currently under way for the 2014 -2019 agreement.
I was also told that the talks were 'unlikely' to be finalised before the September 14 Federal election.

This is very BIG step in the process, no guarantees of course, but still a significant step forward to fulfilling the dream of seeing the Sunshine Coast's being given it's fair share of rail infrastructure to cater for its curent and substantial future growth.

Our line is considered the most congested single line track in the country, according to Dr Phillip Laird of the University of Wollongong, NSW.
It was considered such as far back as 1994 in a BTCE report, he cited.

The section of rail from Brisbane to Nambour, that is ITS CONGESTION is "A MAJOR CURRENT IMPEDIMENT TO THE CORRIDOR'S OVERALL PERFORMANCE."
That's a major impediment within the 1668km North Coast Rail Line between Brisbane and Cairns.

Source: 2007 Brisbane - Cairns Corridor Strategy, p7