Thursday, April 20, 2017

QR to axe train services during Commonwealth Games

As predicted by BrizCommuter last November, it is looking like Queensland Rail's (QR) Rail Fail is going to seriously impact SE Queensland commuters during the Commonwealth Games, being held on the Gold Coast between the 4th and 15th of April 2018.

The Courier Mail recently ran an article on this subject, based on concern from Rail Back on Track, which included this quote:
" ... Asked about the risk of another rail fail debacle from extra stress on the network during the event, Commonwealth Games Minister Kate Jones yesterday said: “We are very confident that both TransLink and the Director-General of Transport and Main Roads [Neil Scales] have given their assurance that we can deliver the additional capacity.”
BrizCommuter is very concerned that Commonwealth Games Minister Kate Jones is being kept in the dark about the impending Commonwealth Games Rail Fail, just as ex-Transport Minister Stirling Hinchliffe was kept in the dark about Rail Fail. Kate, you might want to read the below blog post...

Not enough drivers + extra Gold Coast Line services = axed train services for other lines


It has already been stated by the Strachan Inquiry that there will be insufficient train crew to run the full "October 2016" timetable until late 2018 with overtime, and mid/late 2019 without overtime. These dates are after the Commonwealth Games. As there are plans for increasing train services on the Gold Coast Line during the Commonwealth Games to 8 train per hour (tph) (from the current 2tph off-peak), then it is pretty obvious that train services will need to be reduced on QR's other train lines due to lack of drivers. The delay to New Generation Rollingstock (NGR) trains will also not help the situation, though the lack of driver issue seems to be far more pressing.

Unfortunately, at this stage it is unknown how bad these service cuts are going to be. Since the start of #RailFail, QR and TransLink have provided inadequate timetables, the worst of which have been:
  • Summer School Holiday Timetable - QR axed up to 60% of peak services on some lines, and eliminated express services, despite demand only being 25% less than usual. This caused severe overcrowding on some services, and commuters angry with longer commutes.
  • Easter Timetables - QR ran hourly train services, the worst Easter period train service in Oceana (yes, even worse than Adelaide and Wellington), causing commuter backlash
  • Friday timetable - confusingly different to the Monday to Thursday timetable, QR's Friday timetable makes the rail network barely useable to many users, with hourly peak service gaps, and severely overcrowded trains. 
Based on recent experience of QR and TransLink's complete disregard for customers, the cut timetables may only be announced a few weeks before the Commonwealth Games, with many commuters being completely unaware of the changes until their usual train fails to appear. What service cuts might be expected during the Commonwealth Games?
  • Weekday peak services - the combination of driver, train, and track capacity resources is likely to result in some train lines having peak services reduced by around 50%, and some express services may be eliminated (including quite possibly on the Gold Coast Line). Despite the Commonwealth Games being held during the Easter School Holidays, this service will still be inadequate for those who need to get to work on-time. 
  • Weekday off-peak services - due to more drivers being required on the Gold Coast Line, then BrizCommuter expects that the already butchered 15 minute off-peak services will be axed, with a 30 minute off-peak service in place. This will be annoying for shift workers, and those trying to get to appointments, shopping, events, and entertainment in and around Brisbane. It will also increase journey and waiting times for passengers trying to connect to the increased Gold Coast Line services. 
  • Weekend services - depending on the driver situation, there may be no change to the usual 30 minute off-peak, though the worst case scenario is the return of the horrendous hourly train services as per the Easter 2017 timetable. This would be disastrous for passengers connecting to the increased Gold Coast Line services. It should be noted that Brisbane already has the most infrequent weekend train services in Oceana. 
Of course, this is in stark contrast to the highly successful London 2012 Olympics where train service frequency (typically 24tph), and operating hours were increased on all Tube lines during the event. 

Enhanced Gold Coast Line services 

The problem with 3 tracks
Lack of drivers and trains is not the only issue for the 2018 Commonwealth Games train services. On QR's project page for the Coomera to Helensvale duplication, it is mentioned that the Gold Coast Line will run 8tph in both directions during the Games. That is a train on average every 7.5 minutes in each direction.

To operate the above mentioned bi-directional 8tph service runs into a few issues due to lacking track infrastructure on the Gold Coast/Beenleigh Line corridor. Due to a half-baked infrastructure projects during the Beattie/Bligh era, there are only 3 tracks between Park Road and Kuraby (when there should have been 4), and only 2 tracks between Kuraby and Varsity Lakes (with a 3rd track at Bethania). This allows an 8tph service in one direction with express Gold Coast trains able to overtake slower all stations/stopping Beenleigh Line trains. But in the opposite direction, the Gold Coast trains are unable to overtake the Beenleigh Line trains as they have to share the same track.

As trains are unable to leapfrog each other, this is likely to be causing a major headache for QR's schedulers. BrizCommuter doubts that the claimed bi-directional 8tph services will be possible, without either slowing down Gold Coast train services, or severely limiting services calling at Beenleigh Line stations. Just to exacerbate the issue, the normal peak service direction will be the opposite to the Commonwealth Games peak traffic direction. Thus QR will have to choose between either slowing down regular commuters trying to get to/from work in Brisbane, or slowing down passengers trying to get to/from the Commonwealth Games on the Gold Coast.

Unreliable EMU Trains

Due to the serious NGR project failure, it is likely that very few NGR trains will be in service by April 2018. Thus QR will still be relying on their geriatric EMU fleet of trains. There seems to be a noticeable decrease in EMU reliability recently. A broken down EMU train blocking the path of trains trying to get to/from the Gold Coast could be disastrous during the Commonwealth Games. Also, a broken down train on other lines will make the reduced train service frequency even worse.

Conclusion

It looks like the policy failures of three successive Queensland state governments, combined with institutional incompetence in QR, is going to make SE Queensland look even more backwards on the world stage (well, ex-British Empire stage) during the 2018 Gold Coast Commonwealth Games. This impending issue is already starting to attract the international press. Rail Fail may make getting stuck in traffic on the M1 the more attractive option for getting around SE Queensland during the Games.

Addendum 23/04/17 

The Courier Mail have reported that Commonwealth Games chiefs in London had written to the "Palaszczuk Government warning the event was at “significant risk” due to the magnitude of transport planning problems faced". This of course, no surprise to many BrizCommuter readers who can quite clearly see that decades of continuing 1960s road-centric transport policy in SE Queensland has placed the urban conurbation into a transport nightmare. This is confounded when you have to efficiently move hundreds of thousands of event goers. Will this be a wake up call that Brisbane is far behind other Oceana cities when it comes to public transport? Or will SE Queensland's politicians just continue with their spin and denial?

Sunday, April 9, 2017

QR's Easter Rail Fail - The Backlash Begins

Queensland Rail - Not many trains this Easter
BrizCommuter has reported on Queensland Rail's (QR) Easter Rail Fail with unacceptable hourly train services over two weekends, in a few recent blog posts - here, here, and here.

QR and TransLink's contempt for the travelling public has been displayed in responses to complaints about the timetable, such  as this example:

"These changes have been put in place to ensure reliable services and to give certainty to commuters, while helping to manage our resources.  We know that 68 percent fewer people travel by rail over the Easter long weekend. With that in mind, hourly services on most lines will ensure reliability and certainty, while still delivering an adequate frequency for the decreased demand"

Hourly services are not adequate in the slightest, irrespective of demand - people still have to get to/from work, university, shopping, family, events, and entertainment. That is why every other urban rail system in Oceana is running trains between every 10 to 30 minutes. Even Adelaide and Wellington have more frequent train services than Brisbane! To then classify the service changes as "minor" is quite insulting to the travelling public. Are QR and TransLink living a parallel universe of delusion and spin?

Not surprisingly, there has already been a lot of backlash on QR and TransLink's social media (Facebook and Twitter) - not helped by multiple late running trains on Saturday 8th April (none of which were reported on-line by TransLink). As QR conveniently keep deleting their Facebook posts and thus negative comments, BrizCommuter has kindly archived some of them below:

"It's taken me 3 hours to get from Bethania to Nundah due time timetable changes.
I've just lost a $100 job now as I have missed my appointment. I only allowed 1.5 hours to travel this short distance.
I feel like moving away to a real city with modern services.
Brisbane is a second rate city with third rate transportation.
The slowest, over priced trains I have seen anywhere.
What a rip off!"

"Rosewood train 15 minutes late?! You have less services and you still can't run on time. Great, thanks. Incompetence."

"Wow! Trains running hourly on the ipswich line for the next two weekends hey? Thanks for the signs and announcements, not! Not like I'm trying to get to work. Which I'm now going to be late for because u didn't bother to let anyone know about this. Typical bloody Translink and QR. I will be writing a formal complaint about this. Not impressed!"

"How do you guys manage to have hourly trains STILL run late.
Also why have less trains (on school holidays) when there's more people? 
Someone needs to be bloody sacked."

Or maybe pay me back the hours pay I lost (essentially a $30 ticket) to get to my destination in the first place."

"Joke Translink. What other cities change trains to run hourly. No wonder we get called the nanny state. Not enough drivers and saving $'s more like it."

"It's got nothing to do with reduced patronage. That is a complete distraction. It's got everything to do with poor planning over years which has resulted in a shortfall in drivers. Disgusting."

"If you're going to change the trains to hourly without warning could you at least make sure the train comes on time and not have an announcement that the the train is 10 minutes late as it arrives. It was kind of evident that the train was 10 minutes late when it arrived 10 minutes late."

"Many people took the 4.46 train from Central Station to Redcliffe Peninsula and got off the train at Bowen Hills because of the speaker saying that it was express from Bowen Hills to Northgate stopping only at Eagle Junction and it wasn't true!! Stopped all stations!!!!"

"Not happy QR last time I had to worry about ever missing a train and having to wait an hour would have been the 1990's! Those used to a 15 minute service are now 30mins! I heard this happens again Easter weekend too. Lord help those on the Sunshine Coast line, I believe it is two hours between services. Sharpen up QR!"

"Shout out to all those uni students which have mid semester exams on saturdays - they still need to get in and out of uni and running trains hourly is a huge inconvenience. Imagine if an hourly train gets cancelled - they will have to wait two hours to get to uni and will likely miss their exam. I understand reduced services for holidays, but it doesn't make sense when it is only school holidays and not public holidays? Uni students and workers still need to get in and out of the city....not happy at all "

"Why are pax told to detrain at Yeerongpilly on Corinda via Yeerongpilly services?"

"QR, the only place you pay full price for the privelidge of inconvenience."

"Yay to my 4 hour trip tomorrow! With my 57 min wait. thanks translink."

"Over priced, unreliable & no concept of customer service... 
Yep, that's Queensland Rail!"

"Fantastic work Translink, 58minute wait at the station for my train to the Gold Coast, the schedule isn't just hourly it isn't even the same normal times, great work! You're in Public Transport, you don't see Airlines creating a special Easter Schedule, they hire appropriate numbers of staff to handle it!"

"I'm disgusted. Don't have occasion to use the trains much but trying to get to Southbank and back was just awful. You can do better than this. Brisbane deserves better."

"It's great when Brisbane hosts a world class event like the Davis Cup, encourages visitors to use the train network to get to the venue, then cancels half the trains so we can sit at Park Road for 50 minutes. Hourly trains are not good enough, and you wonder why patronage is down??"

"Left work early so I could get home at a reasonable time and actually see my kids, knowing that if I didn't, I'd be waiting over 50 minutes for my train. Train turns up late anyway. Can't wait till next weekend when I get to deal with this nonsense all over again."

"I was shocked when I found this out today. The funny thing is the 500 bus leave 4 mins before the train is due so you have to wait another hour for a bus home. If the trains changes should the buses not change to meet the trains. Why does this not happen."

"Yeah pity about the extra hour it'll take me to get home though because of the infrequency of services."

"Normal high fares and service levels below the already subpar levels!"

"I see Coles are advertising on TV Every Checkout Open this Weekend from 10am to 6pm 8th & 9th April 2017. Where was Queensland Rail's TV advertising telling us that you have reduced services for this very same weekend and passengers may also miss train and bus connections due to the changed passenger train tables. Queensland Rail > " We aim to be Australia's best performing railway delivering safe, on time, customer-focused and efficient rail services." Can you please let us know when you plan on delivering on this statement."

"Thank you Translink, I'm late for work again"

Bit of a disaster isn't is QR and TransLink? And it's not even the Easter weekend yet!

Thursday, April 6, 2017

NGR - RTI Access Denied

It is a mirage, or a real NGR?
BrizCommuter recently reported on the heavy delays to the New Generation Rollingstock (NGR) project. Rather than being managed by rail operator Queensland Rail, this disastrous project is being managed by the Department of Transport and Main Roads (TMR). TMR were also behind the significant delays to the Moreton Bay Rail Link due to signalling incompatibilities. The Director-General of TMR is none other than Neil Scales, who has recently been Acting CEO of QR, during which he has overseen the debacles of the inadequate School Summer Holiday Timetable, the Xmas Day cancellation-fest, and the planning of the disgraceful Easter Holiday Timetable. Mr Scales was also reportedly involved with $116m spent on an aborted tram scheme in Liverpool, UK. Concerned?

With all of the alleged NGR project issues, it is no surprise that multiple parties have made Right to Information (RTI) requests to the Queensland Government to access project information. In a continuation of the non-existent transparency that Queenslanders are sadly used to - all RTI requests about the NGR project have been either denied, withdrawn, or the decision being delayed as long as possible. Not a single RTI request related to the NGR project has been disclosed to the public. For example:

15 February 2017
135/04793
Correspondence between Queensland Rail CEO Helen Gluer and Director-General Neil Scales regarding the New Generation Rollingstock Project from 1 January 2015 and 31 December 2016.
Currently being processed - i.e. no decision

30 January 2017
135/04758
Documents relating to:
1. Agreed project milestones for the New Generation Passenger Rollingstock (NGR) Project.
2. Copies of any annual performance reviews of the NGR project.
3. Reports/briefing papers/minutes of NGR project monitoring committee meetings.
Time period/date range for request: 1 January 2015 - 30 January 2017.
Application refused

28 December 2016
135/04693
- abatements involving Queensland Rail re Citytrain services
- a copy of the letter attached to an email to Neil Scales on October 21 labelled as "disruptions.docs"
- documents discussing issues relating to Moreton Bay Rail Link signalling and the New Generation Rollingstock project
- documents relating to disputes in relation to the New Generation Rollingstock project.
Application withdrawn

1 November 2016
135/04572
Briefing notes and correspondence regarding the commissioning of New Generation Rollingstock including risks, variances, crew requirements. Time period / date range for request: February 2015 - October 2016.
Application withdrawn

1 November 2016
135/04570-MIN
All documents relating to any discussions, briefings, meetings between the Minister for Transport and a)Translink, b) Queensland Rail representatives and c) Queensland Rail board members that relate to
1. train driver capacity for the South East network over the year 2016 with particular reference to the impact of the opening of the Redcliffe line;
2. overtime for QR drivers;
3. possible train driver shortages;
4. the NGR trains - capabilities, timing in terms of being ready for passengers and/or and changes to those timings; and
5. the NGR trains and any concerns and or issues relating to design, braking systems, safety requirements.
Time period/date range for request: 1 January 2016 - 1 November 2016. (This application was made to the Minister for Transport and the Commonwealth Games)  
Application withdrawn

1 November 2016
135/04569
Departmental and Ministerial Briefing Notes and attachments, reports, emails and internal correspondence to and from Queensland Rail, relating to:
1. New Generation Rollingstock (NGR);
2. QR driver recruitment.
Timeframe: 01/01/2015 to 01/11/2016.  
Currently being processed - i.e. no decision made

31 October 2016
135/04566-MIN
All documents related to, but not limited to, correspondence between Minister Stirling Hinchliffe and other parties regarding the New Generation Rollingstock. Time period/date range for request: 1 August 2016 - 31 October 2016.
(This application was made to the Minister for Transport and the Commonwealth Games)
Application refused


Would Mr Scales like to explain exactly what the Department of Transport and Main Roads is trying to hide?

TMR's RTI (lack of) disclosure log:
http://www.tmr.qld.gov.au/About-us/Right-to-Information/Disclosure-log

Tuesday, April 4, 2017

QR's Easter Rail Fail - Brisbane vs Everywhere Else

Melbourne - Easter trains up to every 10 minutes
BrizCommuter's most recent blog post looked at the awful news that Queensland Rail (QR) will reduce train frequency to hourly services over the Easter Weekend (14-17th April 2017), and the weekend before (8th/9th April 2017). It is not known whether this is directly caused by the lack of drivers issue, or whether it is an excuse for QR to reduce their driver overtime costs. In this blog post, BrizCommuter shows how bad this situation is, comparing Brisbane's rail services on these affected days to other cities in Oceana. Typical daytime service frequencies at stations 10km from CBD are shown.

Brisbane - 60 minutes (1tph)
Melbourne - 10 to 20 minutes (3 to 6tph)
Sydney - 15 minutes (4tph)
Perth - 15 minutes (4tph)
Adelaide - 30 minutes (2tph)
Auckland - 30 minutes (2tph)
Wellington - 30 minutes (2tph)

Winner of Easter Egg Train Hunt is Melbourne, with up to a 500% more frequent train service than Brisbane over the Easter period. Sydney and Perth are in joint second place, with four times as many trains as Brisbane.

Adelaide, which has half the population of Brisbane, has experienced improved service frequencies in recent years. Aside from a couple of short branch lines, Adelaide will be running twice as frequent train services than backwards Brisbane. In fact, its light rail line (outside of the scope of this comparison) will be running trams four times more frequently than Brisbane's trains over Easter.

Auckland, a city slightly smaller population than Brisbane on its own (excluding the rest of SE Queensland) manages to run a 30 minute train service on it's recently electrified rail network. Finally, Wellington, with a population of just 1/10th of Brisbane, still manages to run train services at twice the frequency of failed rail operator QR. It is thus confirmed that Brisbane will have the worst Easter train service of all Oceana (Australia and New Zealand) urban rail systems.

Sadly it is not just the frequency and number of train services where Brisbanites and SE Queenslanders will be missing out. Due to the Easter services running at different clock face times than usual, usual bus and train connections will be missed. So far, TransLink and QR have failed to effectively communicate the Easter service changes to customers, which will result in some commuters having a very nasty Easter Egg surprise from QR.

Brisbane the "New World City" is currently more like Brisbane the "New World Laughingstock".

Saturday, April 1, 2017

QR Spoils Easter for SE Queensland

QR Spoils Easter for SE Queensland
Last updated 3/4/17 6:30am

As previously rumoured, failed SE Queensland rail operator Queensland Rail (QR) have sunk to a new low in customer service. Whilst the news is currently saturated with the post Cyclone Debbie natural disaster, the Deputy Premier and Minister for Transport Jackie Trad conveniently announced that Easter train services, and also the weekend before Easter (8-9th April), will only run hourly. Trains services will only run every 2 hours on the Sunshine Coast Line. Only the Airport Line will still run the usual 30 minute service. The train times will also be at a different time to the normal clock face times, which will frustrate passengers with even longer waits and missed bus/train connections.

The spin is that this will make Easter services more reliable, though QR appear to run an unreliable service irrespective of frequency. This horrendous service reduction will take QR back to era of diesel hauled services in the late 70s, early 80s. BrizCommuter is very disappointed that Neil Scales (A/CEO of QR, and D-G of Department of Transport and Main Roads) saying that the "2017 timetable would be in place for the whole of 2017" turned out to be a lie.

Quite clearly, QR do not care the slightest bit about the travelling public including those who need to travel over Easter and the weekend prior, including:
  • Hospital and Emergency Service workers.
  • Hospitality and restaurant workers.
  • Retail workers.
  • Students travelling to/from University Exams on Sat 8th April. 
  • People wanting to go shopping (or other amenities) in and around Brisbane CBD.
  • Families wanting to get to/from various events in and around Brisbane (and there are a lot of events on over Easter).
  • People wanting to travel to/from the Gold and Sunshine Coasts. 
  • People wanting to get to/from 5 major sporting events over the Easter weekend. 
  • Anyone else trying to avoid Easter road congestion. 
BrizCommuter has just cancelled a restaurant reservation in Brisbane's CBD on Easter Saturday, as he can't face up to a 59 minute wait for a train home. BrizCommuter's work colleagues will struggle to get to work by train, and will have to add to road congestion on the Pacific and Bruce Highways instead. Also, at the time of writing, TransLink have failed to publish any .pdf timetables. Lets hope QR make more of an effort at informing customers about the Easter changes than the previous #RailFail changes. 

QR's worsening #RailFail begs quite a few questions:
  • Are there going to be any more cutbacks to the "2017 timetable". Are more weekends going to see hourly services?
  • Do QR realise the damage this will cause businesses and events?
  • Do QR understand the further reputational damage this will cause to Brisbane and SE Queensland?
  • What is the point of the seemingly useless Citytrain Response Unit, if it does not prevent further service cuts?
Just when commuters didn't think #RailFail could get any worse, it does. Public transport operation, and governance need a complete overhaul in Brisbane. With utter contempt for public transport users, the ALP Palaszczuk government appears to be handing the next election on a plate to the LNP.

Government spin:
TransLink information:

Meanwhile in Western Australia, which will be running trains every 15 minutes, there is an increase in long distance public transport services for Easter...

Tuesday, March 28, 2017

Perth's Paid Car Park Fail

Perth has one of the best public transport systems in Australia, with trains every 15 minutes off-peak on all lines, reliable services, high frequency bus corridors, low fares, and common sense decisions. However, on a recent business trip to Perth, BrizCommuter came across a big fail.

Below is an photo of Cottesloe Station (on the Fremantle Line) car park in the middle of a weekday. It's a bit empty isn't it. Where are the cars you ask?

Here they are, in a grassy patch of land next to the empty station car park.


So why are commuters avoiding parking in Cottesloe Station car park? The answer is simple, TransPerth decided to charge $2 for use of station car parks on weekdays. This applies to cars, motorbikes, and motorised scooters.

The implementation of paid parking in 2014 has resulted in many commuters (in fact, all but one at Cottesloe) to avoid paying for parking, and parking anywhere else they can get away with (e.g. on grassy land, nearby residential streets). This somewhat defeats the purpose of having a station car park in the first place, and appears to be a money making cash grab by the recently ousted LNP  state government. Whilst there were claims by the previous WA government of no drops in patronage, no station by station data was released (note: not all stations in Perth have a car park). Whilst Perth's smart card (SmartRider) can be used to pay for parking, only one car number plate can be active to the card at any time, thus if you keep changing cars, you risk a $50 fine unless you jump through hoops to change the active car. Whilst the infrastructure cost of a car parking space is surprisingly high, there are also significant financial and social benefits of attracting users onto efficient public transport.

So what are the disadvantages of making commuters pay for station parking?
  • Drivers will avoid using the station car park where reasonably possible, resulting in...
  • Congestion in nearby residential streets, or any other location suitable for parking. 
  • Lots of empty car parking spaces is a waste of expensive infrastructure and land resources. 
  • It makes using public transport less attractive, and less value for money compared to driving to the destination. Potential increases in road congestion. 
  • Does not necessarily prevent non-train users using station car parks. 
  • Technicalities around payment (as per above Perth example, note: not all station car parks can have boom gates fitted). 
  • Requires extra staff to police compliance. 
So what are the advantages of making commuters pay for station parking?
  • May encourage some commuters to cycle to the station if there are free, safe, and sufficient cycle storage families (note: hot climates limit the uptake of cycling).
  • May encourage the use of feeder bus services - but only if the feeder bus exists, and is sufficiently frequent, which most aren't.
  • Provides cost recovery for expensive infrastructure and land resources. 
With Brisbane having a chronic issue with full station car parks, and thus overflow to suburban residential streets, then introducing paid train station parking would be disastrous for public transport and residents around train stations. Thankfully, there are currently no plans for implementing paid station parking in SE Queensland.

Tuesday, March 21, 2017

QR's Rail Fail - Hourly Train Shame?

There are currently rumours floating about on Rail Back on Track that Queensland Rail are considering hourly train services over Easter, and hourly services on Weekends. An hourly frequency would take Brisbane back 35 years to the early 1980s, would most likely cause political annihilation for the ALP Palaszczuk government, and probably the end for QR as a public company when the LNP "Nasty party" inevitably get back into power. BrizCommuter has the following questions for QR, the Palaszczuk Government, and the Citytrain Response Unit:
  • Are there going to be any more cutbacks to the "2017 timetable" that we were told would be in place for the whole of 2017?
  • If so, when are you going to bother to tell the public about any changes? The day before, like the weekend axing of the Rosewood Line?
  • If so, how are you going to tell the public? Or are you just going to pretend it isn't happening like the original Rail Fail cutbacks?
  • Do you realise that many people (retail, entertainment, and healthcare) actually have to get to work on the Weekends and Easter?
  • Do you realise the damage this will cause to CBD businesses and events?
  • As Brisbane would have the least frequent weekend train service in Oceana, do you understand the reputational damage this will cause to Brisbane and SE Queensland?
  • Do you understand how this will affect businesses and development?
  • Do you understand this may also prevent federal funding for Cross River Rail?
  • What is the point of the Citytrain Response Unit, if it does not prevent further pain to commuters?
BrizCommuter hopes these rumours are false, but given reports that QR's acting CEO Neil Scales (who is usually D-G of stuff up merchants Department of Transport and Main Roads) barely seems to think there is a problem with #RailFail (cough, cough), then BrizCommuter fears the worst.

Citytrain Response Unit - Fixing The Trains

Tuesday, March 14, 2017

Brisbane Metro - Why Bus is Best

Brisbane Metro - is it a bus or train?
BrizCommuter was delighted when Brisbane City Council (BCC) recently announced plans to replace the original (ill thought out) rubber tyred train based Brisbane Metro, with the much more sensible high frequency bi-artic buses. The only major infrastructure change is the $1b under-grounding of the congested Cultural Centre busway station - this location being the achilles heel of the busway network. Unfortunately, this bus Metro plan has been ridiculed by some uninformed politicians (council opposition) and journalists.

In this blog post, BrizCommuter explains why bus is the best option for increasing the capacity of Brisbane's busway system. But first, what is a Metro? Metro is short for Metropolitan (or Metropolitan Railway), of which the first "Metro" ran in London in 1863. Metros are defined as being train lines where trains run frequently enough for the service to be truly turn up and go (at least every 10 minutes), and are completely grade separated from other traffic (cars, pedestrians, other train lines). However, in more recent years, the Metro term has been used to describe any high frequency public transport system (train, light rail, or bus), entire low frequency public transport systems (hello Hobart Metro), and of course mid-sized urban supermarkets (hello Woolworths Metro). Thus BCC are far from the first people to be charged with abuse of the term Metro, and knocking BCC for use of the term is somewhat petty.

So what are the advantages of using bi-artic buses (three section bendy buses) instead of the originally planned rubber-tyred metro trains?

  • Infrastructure changes. Buses can handle the steep slopes and sharp turns of the busway system. Significant and very expensive modifications (additional $2b) would have been required to allow metro trains (whether rubber-tyred, steel wheel, or light rail) to run on the existing busway corridor.  
  • Coverage. Bi-artic buses can use the whole of the existing busway (Eight Mile Plains and UQ to RBWH). The scope of the train based metro was just Wooloongabba to Herston, which would have not served RBWH, UQ, PA Hospital, or Garden City, and would have forced far more passengers to have to change between bus and metro. To extend the original train based metro plan between Eight Mile Plains and UQ to RBWH would have added significant extra cost to the project (>$1b). 
  • One seat rides from suburbs to CBD. Both existing bus services (most likely frequent BUZ, Rocket, and Maroon City Glider services) and the high-frequency Brisbane Metro services can all use the busway. This increases the number of one-seat services from the suburbs to the CBD compared to the train based metro would would have forced almost all passengers to have to change to/from the metro. 
  • Congestion. Most high frequency bus routes will either connect with the bus metro, or still use the busway infrastructure. The train based metro would have forced bus routes that only use part of the busway network (such as the 444, 390, and Maroon City Glider) onto CBD roads, increasing traffic congestion and slowing journey times. 
  • Capacity. Based on existing station lengths (notably the 45m long Mater Hill) the bus metro actually has higher theoretical capacity than a train based metro. This is due to the shorter platform re-occupation time and headways of Bus Rapid Transit (BRT). If platform lengths were longer (>75m), than train based metro would have a clear advantage. 
  • Disruption. Aside from the inevitable changes at Cultural Centre, modifications to the busway to run bi-artic buses is minimal. Building a train based metro would have caused significant disruption for around 5 years, with buses being diverted onto congested roads. 
  • Depot. As buses can run on roads, the depot does not need to be immediately adjacent to the metro infrastructure. With a train based metro, the depot has to be immediately adjacent to the metro infrastructure. Unfortunately, there were no suitable depot locations along the original train based Brisbane Metro alignment. 
  • Infrastructure operating costs. Busways generally have lower ongoing operating costs for infrastructure compared to railways, where the track, power supply, and signalling needs to be frequently maintained. 
  • Fuel. Fast electric charging technology, and hybrid diesel engines have increased the attractiveness of buses in recent years as a green form of transportation. Long gone are the days of buses chugging out dirty black diesel fumes.  
Are there any reasons why train based Metro would have been better?
  • Capacity. If the entire busway system was to be converted to rail, and platforms extended to at least 75m, then train based metro would have significant capacity increases over bus metro. Medium to large sized trains are the ultimate method of moving large numbers of passengers. However, this would have realistically resulted in a cost in excess of $4b. Given the much more urgently required Cross River Rail cannot get funding, then finding such sums of money would be unrealistic. 
  • Staff operating costs. Staffing costs are typically 50% of the operating costs for public transport. Operating frequent buses has high staffing costs. Train based metro can operate with no drivers, with staffing only in maintenance, administrative, and customer service roles. However, you have to spend huge sums on upfront costs to achieve the long term operating cost savings. 
  • Reputation. There is no question that a "proper" train based metro adds to the perceived attractiveness of a city (e.g. London's Tube, NYC Subway, Paris Metro) . BRT has a somewhat "third world" reputation, and there are no world famous busway systems. However, reputation and attractiveness of a systems does not necessarily mean that it is the best system for that city. 
For many large cities rail/train based Metro is the best solution to transport issues, and this is one of the reasons why Cross River Rail (which will run metro like frequencies) is Queensland's most urgent infrastructure project. However, in the case of upgrading Brisbane's busway network, there are many compelling reasons why bus based metro (Bus Rapid Transit) is by far the best solution to serve Brisbane for the next few decades. Lord Mayor Graham Quirk, and Deputy Mayor Adrian Schrinner have made the sensible decision to switch from trains to buses for the Brisbane Metro.

Tuesday, March 7, 2017

Is Tim Nicholls Out of Touch?

Tim Nicholls MP - Out of Touch?
BrizCommuter was recently delighted to see the LNP Brisbane City Council refining the Brisbane Metro design to something more sensible - Bus Rapid Transit. It was also good news, that Lord Mayor Graham Quirk, and Deputy Mayor Adrian Schrinner have been quoted as finally supporting Cross River Rail, which the Brisbane Metro will connect with and complement. The LNP Federal Government have also recently stated (whilst playing tit-for-tat politics) that Cross River Rail needed to have better integration between Brisbane Metro. Well now it does, both systems are looking a bit more likely. Even car lobby group RACQ is highly supportive of Cross River Rail, stating that it is Queensland's number one infrastructure project. So what are the views of LNP Leader of the Opposition Tim Nicholls MP?

Unfortunately, it seems that Tim hasn't quite got the memo that Brisbane and SE Queensland is well and truly screwed with coping with future population growth, if it doesn't build Cross River Rail. He has recently been quoted as saying:

"the Cross River Rail project had been "hopelessly stalled" under the Palaszczuk government"

Hey Tim, didn't, the LNP Newman Government (for which you were Newman's henchman), delay Cross River Rail by years, by scrapping it for the flawed BaT Tunnel design, for which sources have since been quoted as saying "would never happen"?

"The Metro solves a current infrastructure bottleneck while the cross river rail seeks to address a bottleneck that ‘may’ occur in 2026."  

Hey Tim, maybe patronage would have been better if under the awful LNP Newman Government, the following hadn't occurred:
  • Increase in public transport fares by 10%, and failed to review the fare structure?
  • Delayed the opening of Moreton Bay Rail Link due to the purchase of incompatible signalling?
  • Delayed and screwed up the design of Indian built New Generation Rollingstock trains?
  • Stopped QR from hiring new staff, and demoted driver trainers, resulting in Rail Fail?
  • Failed to implement bus network reform?
  • Put many public transport users out of jobs? 
So Mr Nicholls - what are your policies? 
  • How do you expect Brisbane to compete with other Oceana cities (such as Auckland, Perth, Sydney,  Melbourne, and Wellington) which have far better public transport? Build more financially disastrous road tunnels?
  • How do you expect train lines to be built to new towns such as Greater Flagstone when there isn't enough core network capacity? Force people onto already congested roads?
  • Or are you anti-Cross River Rail, because you can't admit the the BaT Tunnel was severely flawed and half-arsed?
  • Are you completely blind to the fact that Brisbane's least frequent train line (Doomben Line) runs through your Clayfield constituency, and that it could have been more usefully extended to Northshore Hamilton?
  • Do you want Brisbane to continue to be only developed city in the world that actively promotes car use as if it is still the 1960s?
Please tell us Tim? Anyone there?

Saturday, March 4, 2017

Quirky Metro - Common Sense Prevails!

Artists impression
BrizCommuter and Rail Back on Track have been very vocal in being against Brisbane City Council's ludicrous Brisbane Metro Subway System proposal, which was an ill-thought out election promise. In a pleasantly surprising move, Brisbane City Council have seen the light, and dumped the disruptive idea of converting the inner busway into a rubber-tyred metro system. Yes, Lord Mayor Graham Quirk, and Deputy Mayor Adrian Schrinner have finally seem some common sense! Before we move into the replacement plan for the Brisbane Metro - what was wrong with the original plan?
  • Busway congestion could have been resolved by an almost $0 bus network reform, instead of spending $1.5b+ (more realistically $3b) on a totally unnecessary Metro system. 
  • It would have increased journey times, as passengers would have to change from bus to metro at Wooloongabba and Herston to access Brisbane's CBD.
  • It went against Graham Quirk's excuse for lack of bus network reform of providing one seat journeys. 
  • It had lower capacity than the existing busway.
  • It did not serve RBWH, PA Hospital, and UQ, three major trip generators on the busway network. In fact it annoyingly stops just one stop short of both RBWH and PA Hospitals.
  • Important parts of the design, such as the interchange design  had not been properly considered.
  • It did not provide any new journey opportunities, unlike the urgently required Cross River Rail CRR). 
  • It provided political distraction from the urgently required CRR.
  • It did not solve Brisbane's rail capacity issues, unlike CRR.
So what is in the far more sensible Brisbane Metro Mk2, which is now a Bus Rapid Transit (BRT) system. 
  • Brisbane Metro will use bi-artic (long bendy) buses instead of rubber-tyred metro, massively reducing the cost of the changes to infrastructure (now $1b), and allowing both the "Metro" and existing high frequency bus routes to continue using the busway. 
  • Two high frequency bus routes with bi-artic buses - Eight Mile Plains to Roma Street (current route 111), and UQ to RBWH (current route 66) every 3 minutes. 
  • Serves large trip generators outside of Brisbane's CBD including RBWH, PA Hospital, Mater and Lady Cilento Children's Hospital, UQ, QUT Kelvin Grove, and Garden City Shopping Centre. 
  • Claimed capacity of 22,000 passengers per hour - higher than existing busway (note: BrizCommuter is yet to verify this claim).   
  • Fleet of 60 bi-artic buses - hybrid or battery powered electric.
  • New underground bus station at Cultural Centre to avoid congestion.  
  • Victoria Bridge will be green - buses, bikes, and pedestrians only.
  • Brisbane Metro will free up existing buses for feeder services and better coverage.
  • Integrates well with CRR, as interchange will be provided at Roma Street and Boggo Road.
  • Complements CRR, rather than being a rival project. 
  • Considerably less impact during construction. 
Bi-artic electric bus   Source: Busworld
Some of BrizCommuter's thoughts on this:
  • BrizCommuter hopes that this brings about sensible bus network reform, with mainly high frequency trunk routes serving the CBD, and "local" routes acting as a feeder to the high frequency network. 
  • Most of the exiting BUZ routes still need to serve the busway, in particular the routes to Chermside and Carindale. 
  • BrizCommuter hopes to see more high frequency bus routes, serving more of Brisbane including Northern Suburbs, Centenary Suburbs, and the Prince Charles Hospital. 
  • BrizCommuter hopes that politicians won't play silly buggers with bus reform like last time. Yes, some people will loose out, but the majority of passengers across Brisbane should be better off. 
  • As the state government owns the busway infrastructure, BrizCommuter hopes that they are fully supportive of the changes around Cultural Centre.
  • Will Brisbane City Council put some of the savings from Brisbane Metro towards Cross River Rail?
  • As these buses will have all-door boarding, how will go card touch on/off work? Onboard or on platform?
BrizCommuter is happily stunned that Brisbane politicians have finally made a sensible decision. 

Friday, March 3, 2017

QR's Friday Timetable from Hell

Overcrowding on 07:17 from Ferny Grove to City
Source: Supplied
As most of the remaining rail users in Brisbane and SE Queensland will know, Friday is the "Day from Hell" when trying to get to and from work, school, university, appointments, and even getting pissed in the Valley. Due to Queensland Rail's (QR) lack of drivers, and drivers only being able to work 11 days on a row, Fridays have a further reduced timetable. This is different to the Monday to Thursday timetable. Even BrizCommuter, who is a self confessed "public transport expert", keeps getting caught out by the timetable changes on Friday. So what are the problems with QR's Friday timetable from hell?
  • Completely different service cuts on Friday compared to Monday to Thursday causes massive confusion to passengers who have to remember two different "dismembered" timetables. 
  • Totally unacceptable 60 minute gaps between trains on the Doomben Line in the am peak, early pm peak, and pm peak. 
  • The previously full to capacity 07:10am and 07:25am services from Ferny Grove to the City has been axed, resulting on severe overcrowding (as in passengers unable to board from Alderley) on the 07:17am from Ferny Grove service. 
  • Multiple 30 minute gaps between peak period train services on the Cleveland Line, with the pm peak express service being reduced by 50%, and "dangerous overcrowding" reported.
  • 30 minute late am peak gap on the Caboolture Line. 
  • Pm peak services axed during the busiest part of the peak period from Ipswich and Springfield Lines with 24 minute service gaps, and annoyingly different times to axed services on Monday to Thursday. 
  • 32 minute gap between Springfield services at school finish time.
  • Large number of axed "Inner North" services from Northgate to City (and vice versa)
  • The "Turn Up and Go" 15 minute daytime off-peak services on the Ferny Grove, Beenleigh, and Cleveland Lines have been butchered - more like "Turn Up and Hope"! 
  • 06:02am from Varsity Lakes to City runs all stations, slowing down the Gold Coast to Brisbane commute by 18 minutes. In fact this train gets overtaken by the following service. It would be awfully nice if QR could inform commuters of this fact!
  • 30 minute am peak gap to Brisbane Airport delaying passengers trying to catch morning flights. 
  • Considerable reduction in via South Bank services, causing disruption to hospitals, workplaces,  and education. 
  • Some axed services from Monday to Thursday run on Fridays, causing passengers to avoid services that are actually running. 
  • Increase in last minute cancelled (or "altered" as QR like to call it) services on Fridays. 
  • Plenty of other service changes that have missed off this list causing annoyance and frustration to passengers. 
  • Mistakes in the timetables and TransLink journey planner. 
Whilst the lack of driver issue is not going to be solved overnight (in fact, possibly not until 2019, due to QR still not hiring external applicants), BrizCommuter calls that the Friday services need to be same as Thursday services as soon as reasonably possible. In the mean time, there needs to be improved communications to passengers about the changes. Some passengers (who must be living under a rock) are still unaware that Friday has a different timetable, and many passengers are unaware of the changes that affect them.

Rail services on Fridays are an embarrassment for Brisbane, and resulting voter anger may well be end for the ALP Palaszczuk government, irrespective of the Newman and Emerson cause. Does any other developed city in the world run a "special cut-back" timetable Fridays? No!

Addendum 10/03/2017

The above service advisory from TransLink should read: The 4:50pm Ipswich to Kippa-Ring train is delayed 10 minutes due to inadequate train service caused by institutional incompetence. 

Monday, February 27, 2017

Cross River Rail Mk3 Analysis - Winners and Losers

In the recently announced Cross River Rail (CRR) Environmental Impact Statement Request for Project Change (2017), there is a diagram showing the expected peak service plan (rail operations). The latest $5.4b iteration of CRR (Mk3) has tunnels shortened from 10km to 5.9km, with implications on the potential for increasing train services due to track layouts at either end of the shortened tunnel. There have also been some changes to CBD stations, mainly for the better.

BrizCommuter takes an analytical look at expected service improvements on a line by line basis, to see who are the winners, and who are the losers from CRR Mk3. Note that comparisons with the current state are made against the 4th October 2016 timetable (i.e. what should be running) as opposed to the #RailFail 2017 timetable.
Expected peak services after Cross River Rail opens
Source: CRR EIS Request for Project Change

Overview 

Currently there are two track pairs in each direction running through Brisbane's CBD, and CRR will add a third. Cross River Rail Mk3 has seen the tunnel portals moved to Dutton Park (instead of Yeerongpilly) and Victoria Park (instead of Albion). This means that trains are running along existing tracks between Yeerongpilly and Dutton Park, and along the Exhibition Line between Victoria Park and Albion. So whilst Cross River Rail has resolved the Merivale Bridge bottleneck, there are now additional bottlenecks at each end of the CRR tunnel. With improved European Train Control System (ETCS) signalling, each set of tracks should be able to reliably run 24 trains per hour per direction (tph). The figures quoted for the three tracks post-CRR from the North are 12tph, 16tph, and 22tph, and from the South 20tph, 16tph, and 18tph. This is far from optimal.

Gold Coast and Beenleigh Lines

The Gold Coast and Beenleigh Lines are the biggest winners of CRR Mk3. Currently, the Gold Coast Line runs a 6tph am peak service with irregular frequencies (every 7.5 or 15 minutes), and the Beenleigh Line runs 4tph am peak service (every 15 minutes), with 2tph additional services from Coopers Plains or Kuraby (every 30 minutes).

Post-CRR, the Gold Coast Line will run 12tph am peak service (every 5 minutes), and the outer Beenleigh Line will run 6tph (every 10 minutes) running express from Salisbury to Boggo Road (Park Road). This is quite a significant improvement, and all of these services will run via CRR. On the down side, Gold Coast will loose it's direct connection to Brisbane Airport.

Inner Beenleigh Line am peak services will also run all stations from Salisbury to the CBD at 6tph (every 10 minutes) and run via South Bank. It is expected that these services would be extended to run from Beaudesert at some point when funding is available to build suburban rail services along the existing Salisbury to Beaudesert freight corridor. It is unknown how this 6tph service will integrate with the proposed 10tph service from Cleveland along South Bank as the service patterns would be quite different (generally service patterns should be multiples of each other).

BrizCommuter expects that for the proposed service to be achievable, that extra tracks would be required from Holmview to Kuraby, a turnback facility would be required at Salisbury, and enhanced turnback facilities may be required at Beenleigh. Track layout improvements at Varsity Lakes may also be required to turnback 12tph.  These infrastructure projects are all outside of CRR's scope and funding.

Cleveland Line 

The Cleveland Line currently runs 8tph in the am peak, with 4tph Cleveland express services (every 15 minutes), and 4tph Manly all stations services (every 15 minutes).

Post-CRR, the Cleveland Line is proposed to run 10tph (every 6 minutes) in the am peak. For this to be achievable, additional or full duplications would be required between Manly and Cleveland. This infrastructure project is outside of CRR's scope and funding.

Ferny Grove, Shorncliffe, Inner North, Airport, and Doomben Lines

The Ferny Grove Line currently runs 8tph in the am peak (every 7.5 minutes). The Shorncliffe Line runs 4tph (every 15 minutes), with an additional 4tph "Inner North" services starting at Northgate (every 15 minutes). The Airport Line runs 4tph (every 15 minutes), and the single track Doomben Line runs 2tph (every 30 minutes). It should be noted that commuters at Nundah, Toombul, Wooloowin, and Albion recently saw a huge service cuts due to changes in stopping patterns - these commuters would be expecting improvements post-CRR.

Unfortunately, post-CRR there is expected to be zero train service improvement to these lines. This will be obviously quite disappointing to commuters along these lines, especially as significant train service improvements were touted during previous iterations of CRR. The only solution to overcrowding will be the move from 3-car to 6-car services over the next few years as NGR trains are introduced. There will probably be no solution for overcrowding on 6-car train services for decades. The opportunity for extending the Doomben Line into Northshore Hamilton has also been missed due to incompetent city planning.

Caboolture, Sunshine Coast, and Redcliffe Peninsula Lines

The Caboolture Line currently runs 9tph in the am peak (every 6 or 12 minutes), with approximately 3tph originating further North on the Sunshine Coast Line. The recently opened Redcliffe Peninsula Line also runs 9tph in the am peak (every 6 or 12 minutes).

Post-CRR, the Caboolture Line services will be increased to 14tph (train approx. every 4 minutes 15 seconds), with 4tph of these services originating further North on the Sunshine Coast Line. It is expected that all of these services will run express from Petrie to the City, and run via CRR.

Post-CRR, the Redcliffe Peninsula Line is interesting. It is planned to operate 16tph (trains approx. every 3 minutes 45 seconds), with trains running through the existing "mains" track in Brisbane. 10tph of these services will stop at all stations between Petrie and Northgate, and 6tph will run express.

BrizCommuter has great concerns about this proposed service. 28tph (trains every 2 minutes 10 seconds) will have to operate between Northgate and Albion on the same set of tracks. With a complex mixture of Caboolture and Redcliffe Peninsula Line services merging with different service patterns, and then splitting into either CRR or "mains" tracks (and vice versa in the pm peak) a delay to one service will cause an immediate knock on effect to following services. BrizCommuter doubts that this proposed service is realistically possible, at least not reliably. 24tph split equally (12tph each) between the Caboolture/Sunshine Coast Lines based on the existing service pattern would be more realistic and reliable.

The current track crossover layout at Kippa-Ring is also incapable of allowing the turnback of 16tph - in fact it cannot reliably turnback the existing 5tph pm peak service, which consistently fails to achieve a 100% peak reliability! Improvements would be outside of CRR's scope and funding.

It should be noted that Exhibition Loop services would no longer be required during the Ekka.

A long term solution to improving train services on the Caboolture, Sunshine Coast, and Redcliffe Peninsula Lines is to construct a train line along the Trouts Road (North East Transportation Corridor) between Strathpine and Roma Street (connecting with CRR). Whilst mentioned in the Bligh government's Connecting SEQ2031 document, it does not seem to be on the radar of politicians. Building a road in its place would be a travesty. At the very least, CRR needs to have tunnel stubs constructed to allow this line to be connected with no impact to CRR services. Going by the latest plans, this may be the case.

Ipswich, Rosewood, and Springfield Lines

The Ipswich Line currently runs 8tph in the am peak (trains every 6 or 12 minutes), with 2tph originating at Rosewood (approximately every 30 minutes). The Springfield Line runs 8tph in the am peak (train every 6 to 12 minutes).

Post-CRR the Ipswich Line will run 10tph in the am peak (trains every 6 minutes), with 4tph originating at Rosewood (approximately every 15 minutes). The Springfield Line will run 10tph in the am peak (trains every 6 minutes). These services improvements are simply achieved by extending the period at which the highest frequency service is operated, and would be possible without CRR being constructed. All it requires is sufficient trains, crew, and funding. As the "peak of the peak" services would remain at every 6 minutes, there will be no solution to overcrowded services for decades.  

Unknowns - counter-peak, off-peak services, and stabling

The document does not cover the frequency of counter-peak services, or off-peak services. Due to the current three track restriction between Park Rd and Kuraby, and Northgate to Lawton, it would be very difficult to improve counter-peak services which will be restricted to one track. It may also be difficult to improve off-peak frequencies on the Beenleigh and Gold Coast Line corridor without constructing extra tracks. Neither of these help with de-centralisation of offices and services away from Brisbane's CBD.

There is also mention of where extra stabling would be added for trains using CRR. In the original CRR, there was a large train depot planned for Clapham, South of Yeerongpilly. Sufficient additional new trains, and of course drivers would also be required to operate the claimed service patterns.

Conclusion

It seems that with every cost cutting iteration of Cross River Rail, that the benefits decrease. CRR will potentially allow for considerable service improvements on the Gold Coast and Redcliffe Peninsula Lines. Smaller service improvements are expected to occur on the Beenleigh, Cleveland, Caboolture, and Sunshine Coast Lines. For these improvements to occur, funding would be required for multiple infrastructure improvements that could easily add a few billion dollars to the "real"cost of CRR. The state government needs to come clean on the costs of associated infrastructure required to achieve these improvements and benefit claims, which are outside of the scope and funding of CRR.

Claimed improvements to peak services on the Ipswich, Rosewood, and Springfield Lines do not require CRR to be achieved. There will be no improvements to peak services as a result of CRR on the Ferny Grove, Shorncliffe, Inner North, Airport, and Doomben Lines. This is very disappointing, and supports Brisbane City Council's otherwise misguided claim that Cross River Rail does not benefit commuters living in Brisbane. Cross River Rail will improve access to Wooloongabba, the Southern end of Brisbane's CBD, RNA Showgrounds, and Herston Health Campus (RBWH).

The current tit-for-tat politics is preventing the LNP Federal Government from assisting the ALP State Government with funding. There is also the likelihood that the next Queensland government may be a coalition between the (public transport policy destructive) LNP and the "racist party" One Nation. Thus unless a shovel is in the ground before the next State election, BrizCommuter is highly concerned that CRR will be delayed even further. This would be very bad news, given that Queensland is considerably under-prepared for expected population increases during the next few decades.

Cross River Rail website:
https://www.crossriverrail.qld.gov.au
Project documentation:
http://www.statedevelopment.qld.gov.au/assessments-and-approvals/cross-river-rail-project.html