Redcliffe Peninsula Line [was MBRL (Petrie to Kippa Ring)]

[Fares_Fair]

Peninsula is spelled incorrectly as Peninsular throughout the Hansard.
I have informed them of the error.
They said it will be corrected after proofing.

[ozbob]

From Sunday Mail 4th December 2016 page 64 Traps with Peter Cameron

Rail Line Jinxed

[ozbob]

Couriermail --> Redcliffe rail fail: Is it really quicker to catch the train?

THERE is no shortage of seats on the 8.16am Kippa-Ring to Central service as just a dozen or so passengers embark at the start of the Redcliffe line.

With the quality of Queensland Rail's Citytrain service under the spotlight, The Courier-Mail this week put the train up against a car on the morning commute.

There is plenty of room to get comfortable and this looked a promising start.

One of the few passengers was Scarborough's Meegan Barnard, 24, an admin worker who is on board every weekday to work in the city.

She had been driving to Boondall to catch the train from there but the Redcliffe line cut her drive in half.

"It's about $7 each way, which is expensive but if you weigh up petrol costs and parking, it's pretty good," she said.

Passenger numbers slowly built as the train passed through Rothwell, Mango Hill, Murrumba Downs and Kallangur. Public servant Venkat Gopal, 44, got aboard at Mango Hill East.

"It used to be 45 minutes' drive from Petrie then from there an hour," Mr Gopal said.

"This is much quicker."

It was only when the train hit the main Caboolture/Sunshine Coast line at Petrie that the carriages began to fill.

When the service arrived on schedule at Central at 9.11am, my colleague Clare Armstrong was already waiting, her car journey taking four minutes less.

Aside from congestion near the school zone at Clontarf at about 8.25am and a route change due to traffic on Sandgate Rd at 8.40am, Clare's journey was very smooth, although she admitted the train had its advantages.

"I kept thinking about how if I was on a train I could be doing work, checking social media, even sleeping," she said.

"Taking the Clem7 tunnel saved time, but the $5.30 toll in addition to estimated fuel costs also made the trip more expensive than the train."

Passengers slow to get on board

QUEENSLAND'S $1.15 billion Redcliffe Peninsula line has fallen dramatically short of passenger forecasts that predicted quadruple the number of commuter trips.

The poor performance has raised doubts about claims the new line would cut traffic gridlock by removing 600 cars a day from the heavily congested Bruce Highway and surrounding road network.

TransLink figures provided to The Courier-Mail reveal less than a quarter of the predicted trips were made in its first two months of operation after its October 3 opening.

Modelling for the project in 2011 had anticipated a total of 20,358 passenger boardings and alightings each day across the line's six stations by 2016, rising to 35,172 trips a day by 2031.

"Every full train on the new line will take about 600 cars off the road," a Queensland Rail briefing note to the Transport Minister predicted the month before the line's opening.

But TransLink figures reveal an average of just 4787 daily boardings and alightings on the line in the eight weeks to November 27.

It shows about 2400 people on average each day boarded a train on the rail line, which connects Kippa-Ring to Petrie station, in the period compared to the forecast 9606 daily boardings.

The 2011 modelling predicting passenger numbers took in population and job growth data.

A spokesman for Mr Hinchliffe rejected the line was underperforming, saying the 2011 projections for this year were based on an assumption the line would be operational by 2011 rather than this year.

He said it had recorded "solid patronage of an average of almost 5000 passengers per day" which was expected to rise as the line became established.

Rail Back on Track transport advocate Robert Dow said he was not surprised at the low passenger numbers given service cancellations caused by Queensland Rail's timetable fiasco.

"It (the Redcliffe Peninsula Line) will be a raging success, but if people can't depend on reliable services they are less inclined to use it," he said.

The line's opening fanfare saw thousands of people arrive at Kippa-Ring train station and drew politicians from all spheres, including Prime Minister Malcolm Turnbull.

But it was quickly overshadowed by driver shortages that forced hundreds of service cuts. This included on the Redcliffe line, with peak hour morning services cut from 17 to 11 trains.

Timetable problems started in the first days of opening, with almost half of all train services arriving late on the third day of the line's operation, according to Queensland Rail figures.

Mr Dow also blasted TransLink for a lack of transparency about passenger numbers, accusing it of "a culture of obfuscation" when it came to performance reporting. "We never get an accurate idea of what is happening line by line, or station by station," he said.

Opposition transport spokesman Andrew Powell blamed the driver shortages for driving commuters away from the new Redcliffe line.

"When trains are unreliable – and the ones that do turn up are like sardine cans – passengers will stop using trains," he said.

Reliability improved with the adoption of a heavily pared back Citytrain timetable in late October, but the network is regularly performing below the 95 per cent on-time target.

[red dragin]

Loadings on a train that arrived after 9am vs traffic when schools have begun to finish so traffic is lighter - this week has been the quietest I've seen since I started this job in April.

Not an accurate comparison 

[wbj]

Neven expect accuracy or meaningful comparison from a Courier Mail story.  Let's comment about loading at 8:16 am when the morning peak has already passed.  Let's compare travel time with a car driving post peak congestion and fortuitously having a smooth run along Sandgate Road.  Let's mention that the train is cheaper but not detail how much cheaper because that might involve adding in the Clem Jones (?) tunnel cost and the carpark cost to the simple vehicle running costs.  Let's criticise the usage model figures as though every major transport infrastructure in decades has failed to live up to it's usage projections at great financial cost to their investors.  Let's not check Hinchcliffe's point and compare the 2011 projection for the first year of operation with the real usage for the first year of operation.

This country is not well served by its news media.

[#Metro]

I think the line is too slow and has too many stations.

Marchetti constant
https://en.wikipedia.org/wiki/Marchetti's_constant

If we assume that people have a "reasonable" travel time budget of about 35-45 minutes each way, then the Redcliffe line is just outside of that at about 55 minutes raw travel time to the terminus.

If we throw in train frequency, and perhaps walking or connections to the station, then it is longer still.

Public transport in SEQ is just too slow. It is not a good fit for the regional long distance commuting we have here in SEQ.

Trains going over distances like that, or further (i.e. Sunshine Coast etc) really need to be designed for regional service.

That means getting up to a decent speed - 160 km - 200 km/hour on average for the majority of the journey.

If you want people to use trains, or any PT, it needs to have decent speed and frequency.

It's why freeways took away patronage for a long time - it was just faster to drive, and there weren't intermediate stops to slow you down.

Redcliffe line timetable
https://translink.com.au/sites/default/files/assets/timetables/161107-redcliffe-peninsula.pdf

[HappyTrainGuy]

I think the line is too slow and has too many stations.

Marchetti constant
https://en.wikipedia.org/wiki/Marchetti's_constant

If we assume that people have a "reasonable" travel time budget of about 35-45 minutes each way, then the Redcliffe line is just outside of that at about 55 minutes raw travel time to the terminus.

If we throw in train frequency, and perhaps walking or connections to the station, then it is longer still.

Public transport in SEQ is just too slow. It is not a good fit for the regional long distance commuting we have here in SEQ.

Trains going over distances like that, or further (i.e. Sunshine Coast etc) really need to be designed for regional service.

That means getting up to a decent speed - 160 km - 200 km/hour on average for the majority of the journey.

If you want people to use trains, or any PT, it needs to have decent speed and frequency.

It's why freeways took away patronage for a long time - it was just faster to drive, and there weren't intermediate stops to slow you down.

Redcliffe line timetable
https://translink.com.au/sites/default/files/assets/timetables/161107-redcliffe-peninsula.pdf

Too slow my ass. Its a flawed comparison on a suburban network. The train already runs limited express to Northgate and the majority of the track Northgate-Petrie is 100kph. Peak hour the train just sh%ts all over any driving. Off peak traffic is easy and will always be faster than PT especially when you use a tunnel that no one else uses.

And this freeway bullsh%t. Man. You have no idea how car influenced and heavily corrupt the government has been towards motor vehicles and the motor industry. Throwing money at it left right and center. I remember the northwest freeway, the northern freeway, the north south freeway (now known as the gateway), the central freeway (included the Bowen Hills Expressway, Petrie Bright Expressway, the Story Bridge expressway, West End expressway and the connection through the Gabba), the eastern freeway, the south east expressway and god knows what else. The majority of those projects were cancelled after heavy backlash from protestors in Bowen Hills as part of the Bowen Hills section of the expressway and when the freeway boom was over with funding cuts from the federal government left right and center. You can see many of the cuts where the projects just stopped because the state couldn't afford it. The Toowong roundabout/flyover. The random overpass in the middle of Bowen Hills which you can see from the train. Kelvin Grove Road. The Story bridge on the southern side. The random ivory street tunnel. Try looking into them and see how freeways were really influenced by cars here and how dead set the pollies were on not providing pt because only people without access to a car used it. Its changed the mindset of people that have grown up here to the point where they see cars as the only way to travel. So that's what governments pander too. To keep the masses happy.

[tazzer9]

The RPL is simply slow.  Its mostly 80kph due to signal spacing (only possible reason), despite the high track quality and low curve radius to allow at least 110kph running for the majority pf the line.

The low frequency during off peak also doesn't help its cause. 

For many it also takes a longer route than using the freeways. 

[#Metro]

The RPL is simply slow.  Its mostly 80kph due to signal spacing (only possible reason), despite the high track quality and low curve radius to allow at least 110kph running for the majority pf the line.

The low frequency during off peak also doesn't help its cause. 

There is a lot of mythology around why people don't use PT. Car culture, awareness etc.

It is just too slow and infrequent. It's not rocket science.

Increase the frequency and boost the speed.

Doubling the service frequency on the line will wipe off up to 15 minutes or so from journey times.

Faster trains save money and reduce labour costs.

Kippa Ring and Springfield should move to 15 minutes (plenty of drivers in training now) as should the Ipswich line (add all day express services there too).

Given that the rail network will be central to the next election, I think we can go for it.

If ATP is introduced and we get ETCS 2 (removing lineside signalling), can this mean that train speeds on sections of track can be raised??

[HappyTrainGuy]

If ATP is introduced and we get ETCS 2 (removing lineside signalling), can this mean that train speeds on sections of track can be raised??

Nope.

[#Metro]

Nope.

So, is there something else then? tazzer9 says that signal spacing is the issue there. No signals with ETCS 2 - what is stopping it then?

Its mostly 80kph due to signal spacing (only possible reason), despite the high track quality and low curve radius to allow at least 110kph running for the majority pf the line.

[red dragin]

Nope.

So, is there something else then? tazzer9 says that signal spacing is the issue there. No signals with ETCS 2 - what is stopping it then?

Its mostly 80kph due to signal spacing (only possible reason), despite the high track quality and low curve radius to allow at least 110kph running for the majority pf the line.

Distance between stations on the straights, the curve ascent /descent between Petrie & Kallangur, the curve between MD & MH (combined with distance) and the curve between RL and KR as well as the yard and dead end.

[#Metro]

Distance between stations on the straights, the curve ascent /descent between Petrie & Kallangur, the curve between MD & MH (combined with distance) and the curve between RL and KR as well as the yard and dead end.

Thanks for this - station spacing clearly is a factor here.

But what about the express section between Petrie and the CBD? What is the speed on that section there?

[red dragin]

Kippa-Ring trains all stop to Northgate.

Express leg is timetabled at 16 minutes, have been on an outbound afternoon that's done it in under 12 minutes.

[HappyTrainGuy]

Distance between stations on the straights, the curve ascent /descent between Petrie & Kallangur, the curve between MD & MH (combined with distance) and the curve between RL and KR as well as the yard and dead end.

Thanks for this - station spacing clearly is a factor here.

But what about the express section between Petrie and the CBD? What is the speed on that section there?

Only Caboolture/Nambour trains run express Petrie-Northgate. They run about 7 minutes faster.

[ozbob]

Sunday Mail 11th December 2016 page 64

Traps Peter Cameron

Railways will need debt plan if Pitt has to more more refunds

[tazzer9]

Nope.

So, is there something else then? tazzer9 says that signal spacing is the issue there. No signals with ETCS 2 - what is stopping it then?

Its mostly 80kph due to signal spacing (only possible reason), despite the high track quality and low curve radius to allow at least 110kph running for the majority pf the line.

While station spacing does slow it down, i'm of the opinion that stopping for stations isn't a factor, as you are still getting some people to where they need to go faster.  There are a few sections where things other than signal spacing slows it down, the two ends of the line and the one curve in the middle.   These three restrictions I don't mind as they are pretty much unavoidable, and the middle curve isn't too bad.
I have a problem with accelerating out of a station getting to 80kph, sitting on 80kph for 30-45 seconds and then braking.   Same with KP to rothwell, get up to 100, sit on 100kph for 90 seconds, then brake.

The other problem I have with this is this could still have been avoided without ETCS L2.  They could have used 4 position signalling, but that means a few more dollars had to be spent. 

[petey3801]

Sunday Mail 11th December 2016 page 64

Traps Peter Cameron

Railways will need debt plan if Pitt has to more more refunds

I don't know who is feeding this guy information, but claiming drivers are taking strike action by taking sickies is the biggest load of rubbish I have heard for at least the past few days!
There is no strike action, be it formal or informal, being conducted by traincrew at this point.

[achiruel]

What do you expect from Limited News journalists, most are nothing more than LNP mouthpieces who make up whatever will please their masters.

[newbris]

Sunday Mail 11th December 2016 page 64

Traps Peter Cameron

Railways will need debt plan if Pitt has to more more refunds

I don't know who is feeding this guy information, but claiming drivers are taking strike action by taking sickies is the biggest load of rubbish I have heard for at least the past few days!
There is no strike action, be it formal or informal, being conducted by traincrew at this point.

Peter Cameron is often full of it.

[Scott]

If the quoted patronage is correct (5000 passengers per day on the new line) then that is a pretty poor return on a large investment.  Gold Coast Light Rail was getting four times that within a year of opening.

Obviously travel time, cost and reliability are important.  The reputation for unreliability this line has gained could hurt patronage badly even if travel time is competitive.  Chopping and changing the timetable hurts too, as you confuse the occaisional user.  As others have said the Courier Mail comparison is less than fair, choosing a time that avoids the peak and gets to the city after 9am.  I am curious why they did not use Google Earth/Directions to check travel times?  I have found it quite accurate.

I suspect another big issue for daily patronage is the frequency outside the peak.  I note from the timetable Metro posted that train frequency drops from 8/hr in the 7am to 8am peak to just 3/hr in the 8am to 9am shoulder peak.  I think this is a big mistake.  A 20 minute frequency is pretty lousy.  What if you are running late, or have to work late? 

G:Link runs 8 services an hour for the whole day (7am to 7pm) and you can really see the difference in the number of midday users.  They are not all tourists either.  Not everyone works 9 to 5 any more.  Lots of people either start late and/or finish early.  Transport for London found that by increasing non-peak Underground services they increased patronage in a cost neutral manner (they were already paying for the drivers and rolling stock).

I think a more consistent timetable across the day, greater reliability and less stories about lack of drivers could improve patronage a lot.  Even if the whole 5000 passengers per day (2500 each way?) was in the 7am to 8am peak, it would not need 8 trains to carry them.

[tazzer9]

RPL has simply fallen victim to the usual QR errors.   poor off-peak and counter peak frequency.   Horrendous shoulder peak frequency.  (have fun if you start work at (9:30am).   Morning high frequency services that start way to early, presumably so they can be positioned at the other end of the city in time for the real peak. 
Poor weekend frequency. 
Most peak services aren't through routed. 
When trackwork occurs, trains on other lines aren't upgraded to deal with the time loss later on.
Trains running every 30 minutes means you have to plan your trip, trains every 15 minutes means this isn't needed. 

QR could very easily increase patronage with small things like having trains terminate at either milton or toowong instead of roma st.   

[DayboroStation]

Random cancellation of peak services hasn't helped, either. For example, the 7:04 Kippa-Ring to Roma Street was often cancelled (even when it was timetabled to run Mon-Thursday), meaning the following service was grossly overcrowded by the time it reached Carseldine/Zillmere. These cancellations were very rarely reported on social media.

Frequency during off-peak to 15 minutes would attract patronage.

In the previous timetable(s), few services during AM peak ran beyond Roma Street (and vice-versa). There are so many Roma Street terminators, and the few that travel to Toowong and beyond are mostly at 100%+ capacity, especially between 8:00-8:30am.

If the issue here is the time it takes to get from Kippa-Ring to the City, perhaps there needs to be discussion about extending the express pattern of Kippa-Ring trains to, say, express from Zillmere to Bowen Hills, stopping only at NG & EJ. The Northgate starters could then start from Zillmere.

[Arnz]

Northgate starters are part of the Shorncliffe timetable so the Zillmere suggestion wouldn't work as they are on different sectors.

[HappyTrainGuy]

Northgate starters are part of the Shorncliffe timetable so the Zillmere suggestion wouldn't work as they are on different sectors.

Depending on the timetabling the Northgate terminators often dead run to Virginia or Zillmere to turn around.

[tazzer9]

Northgate starters are part of the Shorncliffe timetable so the Zillmere suggestion wouldn't work as they are on different sectors.

Depending on the timetabling the Northgate terminators often dead run to Virginia or Zillmere to turn around.

Not during peak.  At best in the afternoon peak they might be able to get to virginia using the middle road and then return but morning peak you have no chance.

I was also reading another forum, and on a post made back in 2004 about something completely different I found this quote.  "And this is the problem. You've suggested 30 minute frequency. I say why even bother spending all this money unless you can keep the frequency at 15 minutes, all day, every day."

Even 12 years ago, before things like springfield, RPL even had plans, we had people who knew that spending money on shiny rails just to have to occasional train use them is stupid.

[HappyTrainGuy]

Hence why I said depending on the timetabling.

[achiruel]

Is there any facility where Northgate terminators can turn around at Banyo? Or is that on the wrong side of the road?

[tazzer9]

They could use the siding (might need to electrify it) at bindha.   It would be a side turnback similar to how epping (sydney) works.   
Epping has alot of trains running through on the surface, and it seems to work okay there.
While not the most ideal, it is certainly better than the current clusterf*ck northgate terminators present.

[achiruel]

What's the long term solution? 5th platform at Northgate? Duplication Sandgate-Shorncliffe and run all trains to there?

[Arnz]

Without knowing all the financials, I'd say duplicating the short Sandgate-Shorncliffe section would be cheaper/easier and turning all trains back there (by extending the existing weekday Northgate terminators).  It would also allow Shorncliffe to join Ferny Grove as being 1 of 2 lines with 15 min off-peak services for the entire line.

[SurfRail]

Why can't trains be turned back at the new Banyo sidings?

[Stillwater]

Standby for restructure of QR

SOURCE: AAP quoted by Channel 7

4 JAN:  A change in the management of Queensland Rail is needed in the face of ongoing staffing and roster bungles, Transport Minister Stirling Hinchliffe says.

The minister on Wednesday released three years of driver overtime figures to defend himself against suggestions Labor should have acted sooner as the hours skyrocketed, saying he was "not the creator" of the mess.

"The issue of an increased and over-reliance on overtime is not a new issue for Queensland Rail," he said.

"It is clear there were a series of issues steadily growing within Queensland Rail that were not being managed effectively."

Figures tabled in parliament showed the overtime level jumped from 8238 in February 2015 to 12,015 the following month, after Labor took office.

It has never dipped below 10,000 since and peaked at 18,850 in October last year during a timetable meltdown triggered by the opening of the Redcliffe Peninsula line.

More extensive data shows across 2014, the hours fluctuated from a low point of 8593 in April to 12,124 in October.

Mr Hinchliffe said during the Liberal National Party's term, services were affected by staffing issues but the party instead made staff cuts and introduced a recruitment freeze.
He again accused QR of providing misleading information about the extent of the problems.
"I certainly think that we need to see a change in the management of Queensland Rail, but that's not just at a senior level, it's at a range of different levels," Mr Hinchliffe said.

Asked how accessible the figures were to the department before Wednesday, Mr Hinchliffe said they were "obtained as a result of specific requests to Queensland Rail".

Acting Opposition Leader Deb Frecklington demanded Mr Hinchliffe end the "blame game" and resign.

"This government has had two years to get this right," she said.

Mr Hinchliffe instead invited her to consider her own party's actions.  "I have not been the creator of this mess, I'm here fixing this up," he said.


Confirmed by Courier-Mail

TRANSPORT Minister Stirling Hinchliffe says overtime for train drivers started increasing back in 2014 and he wants widespread change with Queensland Rail's management structure.

The figures released by Mr Hinchliffe show overtime increasing in several months of 2014, with a low of 7544 hours in February to a high of 12,124 hours in October.

Mr Hinchliffe said services were being cut due to driver shortages back in 2014.
"Under the LNP there were cancellations due to train crew issues," he said.

Mr Hinchliffe said releasing the overtime data for the past three years was an unprecedented move.

"However, as it is clear to me the level of mismanagement from Queensland Rail now dictates a higher level of scrutiny and a review that's not been experienced before," he said.

Mr Hinchliffe also strongly hinted there would be a wider management restructure at QR after its management had misled him repeatedly over the roster stuff ups which caused major service cancellations.

"It is clear there were a series of issues steadily growing within Queensland Rail that were not being managed effectively," he said.

"I certainly think that we need to see change in the management of Queensland Rail but that's not just at a senior level it's in a range of different levels."

Mr Hinchliffe said he was eagerly awaiting the Strachan Inquiry and would implement it's recommendations carefully but quickly.

Mr Hinchliffe said he received the comprehensive report into the Christmas Day rail fail today and would release its contents after it had been considered by Government.

"It is comprehensive and I intend to release it very soon after further briefings within Government," he said.

"The fundamental cause of the issue on Christmas Day was fundamentally a lack of train crew.

"That was exacerbated by a lack of preparedness in the rostering work that was done for a range of issues (such as annual leave) that coincided on that particular day."

Acting Opposition Leader Deb Frecklington said the Palaszczuk Government needed to take responsibility for the rolling roster stuff ups within QR.

"The overtime started escalating as soon as this incompetent Labor Government came into power," she said.

"We saw the Redcliffe Line come on some 12 months after they came into power.
"It is obvious that neither Ministers that have been in this (portfolio) – so neither Jackie Trad nor Stirling Hinchliffe – had the brains to ask the questions."

Ms Frecklington again called for Mr Hinchliffe to be sacked. "This incompetent Minister only blames everyone else," she said. "Enough is Enough. It is about time Annastacia Palaszczuk gave some certainty to southeast Queensland commuter ... and sack this incompetent minister."

Ms Frecklington said train passengers were still waiting to figure out what caused the latest rail fail.

"We are still waiting for the report into what went wrong on Christmas Day (to be publicly released)," she said.

[HappyTrainGuy]

Why can't trains be turned back at the new Banyo sidings?

Not open to general traffic but eventually that'll be the plan (without actually entering the yard). Think similar to the ex-Springfield terminators at Bowen Hills Should money come along they could simply be extended to Shorncliffe and some stainless steel stairs would be left at Banyo.

[tazzer9]

Without knowing all the financials, I'd say duplicating the short Sandgate-Shorncliffe section would be cheaper/easier and turning all trains back there (by extending the existing weekday Northgate terminators).  It would also allow Shorncliffe to join Ferny Grove as being 1 of 2 lines with 15 min off-peak services for the entire line.

I'm surprised they haven't already duplicated that section yet.  It would be very cheap to do and would make for a great ribbon cutting ceremony for a minister.  While it wouldn't add that much to daily operations, it would theoretically allow 8tph to shorncliffe.   It can already handle 4tph off peak and even 8tph to sandgate fairly well, as seen by the zillmere-caboolture shutdown. 

It would mostly add timetabling room and some delay recovery time.   I presume the only reason (apart from cost) that off-peak 4tph isn't run to shorncliffe is when there is a delay there isn't much recovery time which will then have far more severe outcomes when that delayed train gets to the single track at manly.

I'm also surprised they haven't duplicated the doomben line to clayfield.  Same reason, super cheap to do, but allows for some extra flexibility.

[ozbob]

MBRL E news January 2017

Good morning,

On behalf of the Moreton Bay Rail project team, please be advised that the Anzac Avenue / Gynther Road / Stubbins Street intersection will open on Thursday 2 February, 2017.

The intersection includes signalised pedestrian crossings for Gynther Road, Stubbins Street and Anzac Avenue (on the eastern side of the intersection); providing a vital pedestrian link to the shared user path (SUP) and Rothwell station for the local community.

Please click here to download a map of the local road network.

The Department of Transport and Main Roads thanks residents and motorists for their patience and cooperation during construction of this important project.

Kind regards,

Community Relations Team – Moreton Bay Rail

[ozbob]

Brisbanetimes --> Second Moreton Bay Rail Link report into signalling systems 'still confidential'

Australia's senior engineering body – Engineers Australia - says the Queensland Government must release the complete findings from a second inquiry into the controversy-ridden $1.1 billion Petrie to Kippa Ring rail line.

The second inquiry reporting into May 2016's "potentially disastrous" train signalling errors is still "confidential" four months after the rail line opened in October 2016.

The signalling flaw between the signalling system on the new Moreton Bay Rail Link and the rest of the Citytrain network meant trains on the new Moreton Bay Rail Link could have collided with other Citytrain services when it opened in August 2016.

The rail signalling technology was chosen against Queensland Rail's 2014 advice.

After the potentially dangerous situation was revealed in May 2016, the opening of the Moreton Bay Rail Line was delayed for months.

Engineers Australia's Queensland infrastructure spokesman, Chris Warnock worked at Queensland Rail for 30 years and was Citytrain's manager from 1994 until 2000.

Mr Warnock said the report must be released so the industry can "take on any lessons from an engineering and professional perspective."

"The problem that we have is that in many different areas they say we have commissioned an inquiry and we never hear anything," Mr Warnock said.

The Moreton Bay Rail Link is the first rail project in Queensland's history where Queensland Rail was not involved in the design or management of the new rail line.

Thiess won the contact on August 1, 2013 to deliver the project for $1.1 billion.

On May 30, 2016 Mr Hinchliffe ordered an immediate investigation into why the train signalling software on the new Moreton Bay Rail Link "did not talk" to the train signalling software on the Citytrain network. 

Sydney Metro West rail analyst Robin Smith was announced on June 9 2016 as the investigator by Mr Hinchliffe and a report should have been finalised and made public by July 2016.

No report has ever been issued, although eight safety recommendations were incorporated before the Moreton Bay Rail Link opened on October 3, 2016.

A reply from Translink did not fully answer questions asked by Fairfax Media.

"The remaining recommendations were not critical to the commissioning of the signalling system, and were to be actioned after the line opened," the statement says.

"These outstanding actions involved commercial negotiations with the contractor (Thiess), the details of which are confidential.

"The report is due to be released once discussions with the contractor are finalised."

The response gave no indication of any financial penalty to be paid by Thiess for the rail delay, or any indication when the report is due.

Mr Warnock said the report should explain why the signalling technology was chosen.

"It is true that whenever a new branchline, or a major deviation, is commissioned with a different signalling system the signalling system is mostly state of the art technology for that point in time," he said.

"The issue for the operation is not whether the signalling system is any good.

"The question is whether the signalling system interfaces with the existing signalling system.

"And it is for that reason that historically - on new railway sections - the signalling system and the traction systems - and sometimes the communications systems - are normally done by the operating railway, not by an external contractors.

"But Moreton Bay Rail Link was the first project in Queensland's history where the project was delivered by the Department of Transport and Main Roads and not by Queensland Rail."

The decision to exclude Queensland Rail from the project was announced on July 11, 2012 by former LNP transport minister Scott Emerson in a bid to reduce costs.

"By bringing the project under one agency I am looking for better more innovation and savings for the funding partners and the people of Queensland," Mr Emerson said.

Queensland Rail was asked in April 2014 for advice on which signalling system should be introduced onto the new Moreton Bay Rail Link and recommended against the system which was adopted because it was "significantly cheaper".

The Department of Transport and Main Roads adopted Ansaldo's MacroLink system for the Moreton Bay Rail Link, over the same company's Microlink system.

Queensland Rail recommended against it.

"(It) rated Ansaldo's MAcroLok system lower than the alternatives, due to it not being type approved and Queensland Rail's lack of confidence in the technology being able to be implemented within the timeframe required for delivery of the project," Queensland Rail told Fairfax Media in June 2016.

Queensland Rail again raised its concerns with the new Ansaldo MAcroLok system.

"But was advised that the system was significantly cheaper than the preferred technologies and that the contractor was confident they could overcome Queensland Rail's concerns," it said.

[Stillwater]

QUOTE:
The decision to exclude Queensland Rail from the project was announced on July 11, 2012 by former LNP transport minister Scott Emerson in a bid to reduce costs.  "By bringing the project under one agency I am looking for better more innovation and savings for the funding partners and the people of Queensland," Mr Emerson said.  Queensland Rail was asked in April 2014 for advice on which signalling system should be introduced onto the new Moreton Bay Rail Link and recommended against the system which was adopted because it was "significantly cheaper".

Mr Emerson has a lot to answer for, from the days when he was Transport Minister.

[#Metro]

What was interesting was the manufacturer for both the old and new signalling was the same. The reason why one product didn't talk to the other really needs to be explained.

[Stillwater]

^ Yes, and this from a government that boasts transparency and accountability, and says it wants a better deal for the travelling public.  All bs.