Do freight travel via Sherwood/Milton way?
I see freight passing on the mains through Sherwood and Graceville all the time but I donât know whether itâs come from down south or out west.
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Iâd like to see an option like:
2 tph Ferny Grove-Cleveland
2 tph Ferny Grove - Manly
4 tph Mitchelton - Cannon Hill
This would give all day 15 minute frequencies to a larger section of the network, and also introduce real turn up and go frequencies to more portions of the network as Cannon Hill to Mitchelton would be running at 8 tph all day.
If Doomben was able to be run at 15 minute frequencies (which can happen with some minor upgrades to the line) and terminate at Corinda, this would mean that a significant portion of the inner network would be metro like frequencies, as all stations from Eagle Junction, Cannon Hill, Corinda and Mitchelton would be running at 8 tph or better all day. I think the Cannon Hill - Mitchelton and Doomben - Corinda services could run as 3 car services for the sake of managing rollingstock numbers, and I think 3 cars would suffice for those services and distances anyhow.
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Doomben line is meant to turn back just past Indooroopilly apparently. It should continue to Corinda at least, as there are more turn back opportunities there.
I reckon they will rename whole of Sector 1 to the Wave, as it would primarily serve Coast to Coast.
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Regarding the Stadium build and road access for emergency vehicles, VIPs etc⌠they should also include a busway spur from the inner Northern Busway that leads under the stadium. This can be serviced by Metro vehicles and buses similar to the set up at Suncorp. Like Suncorp they are multiple options to get to and from the stadium and having this as an extra option would be ideal, especially with people with mobility issues. I also think they need additional lifts at both Herston and Kelvin Grove Stations.
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Nothing needs to be renamed as this is just cringe other than for some marketing BS. Letâs keep it to Gold Coast line etc.
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Going back to Central for a moment, I think one possible way to respond to the change in demand given only Ferny Grove + Cleveland on the Suburbans, is to platform extensions over tracks 2 and 4 (extending those platforms).
Then trains on tracks 3 & 5 can use (extended) platforms 2 & 4. You could even quietly unlock doors on both sides of the train.
What this gets you is that in PM peak youâd have northbound Mains passengers waiting on the 5/6 island, southbound Mains on the 3/4 island (now widened) and Suburbans for both directions on the 1/2 island (also wider).
I donât know if tracks 3 and 5 are straight enough for full-length level boarding, but theyâre probably straight enough for all but the first and last car to have it. Might be necessary to slope back to the middle of the original platform.
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Letâs not add more expenses to a project that is hitting over $5 billion, while its facing legal challenges.
The spur would be at a minimal cost yet provide many benefits.
I hope we call it âOlympic Park busway stationâ or something.
And also get Ross Newth to throw in an addition to the current Roma Street announcement saga:
âNow arriving at Roma Street train station ⌠change here for connecting bus services at the high frequency Roma Street busway station, with frequent services on the South East, Eastern, Inner-Northern, Northern, and Olympic busways~â
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An Olympic Park station will absolutely be branded as a super special line rather than just another busway. Theyâll either go with âOlympic Metroâ to make it sound like a modern high capacity system and align with the Metro branding or âThe Ibisâ in reference to our inevitable bin chicken Olympic mascot and placate the political need to make transport projects sound new and innovative and make our network even more confusing for the general public (gliders, metro, BUZ, the wave, g-link, Airtrain, etc.).
It wouldnât be a massive cost but I doubt itâll happen anyway. Thereâs already stations nearby within walking distance even if it is too far for anyone with mobility issues.
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The only extra station we need is an additional railway station for the stadium and surrounding areas as mentioned. This along with Exhibition and the two existing busway stations will work well. It is also only 1.5km to Fortitude Valley station.
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You actually donât want public transport too close to a stadium. Just look at Suncorp post event. Thereâs a huge crowd trying to get to the buses which ends up blocking the path towards Milton.
Having a short walk spaces the crowd out a bit more by the time it gets to the station and reduces the risk of crowd crush.
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So far it has only been architects or those who use AI to create renders of the stadium that are deciding public transport.
Who is actually planning the public transport part of this?
Yes like airports stadiums do require a buffer zone but you still need to cater for people with mobility issues, VIPs and emergency vehicle access.
Plus not all events are to capacity. They also have crowd control to direct people at egress as well. This helps redirect people to other ways to depart e.g. train and walk to Roma Street. (e.g. Suncorp)
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Yes, but these groups wouldnât be using public transport anyway. A service road will exist for these groups, but putting a bus station directly underneath the stadium is against best practice.
If your mobility issues are too great for you to travel the short distance to the nearest station with lifts and ramps available along the way, then I donât see how you would be able to travel the short distance to your car or your home at the other end of the PT trip. You canât cater for everyone with PT unfortunately, but thatâs why taxi services are subsidised through the NDIS for those impacted.
Normanby will already be extremely close by. I believe that upgrading Normanby to include some terminal style platforms and layover facilities to the side would be more cost effective.
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I also think that Ernieâs Roundabout could be utilised (or be modified to be utilised) as a layover area for event services - Normanby could be the staging area for northbound services, and Ernieâs for services going South and West.
I think this sounds like the most plausable option. The Bowen Hills to Boggo Road line is shown in the diagram, and running it at anything less than 4tph I feel would make it fairly redundant.
Noting that it appears that we will have a short running service from Boggo Road to Bowen Hills via Central and Boggo Road to Exhibition via CRR (still not sure how this works - can a train terminate at Boggo Road CRR? If not, where would it have to continue to?), is there any feasible way that these two short routes could be combined to create an almost city loop? Or really any feasible option to create an inner city loop-like service that encompases South Brisbane (at least), the CBD and The Valley/Bowen Hills?
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The track that links the mains to the Exhibition line directly at Bowen Hills branches off before the platform end so isnât suitable for a continuous âloopâ unless it skips Bowen Hills in its current configuration (akin to current annual Ekka service). That curve is already pretty tight, so I think itâd be hard to reconfigure (and you might have to move the ICB in the process 
).
Similar to what presumably has to happen at the south (i.e. terminators continue into Clapham Yard), you could terminate and run into Mayne and back onto the CRR tracks again in this manner⌠but it isnât really a âloopâ in any meaningful sense of the word at that point - itâs still just two separate inner city services.
Thereâs also the loop that branches from the FG Line just after Enoggera Creek - it runs through onto the Exhibition line, but at present to do so it goes right through the sheds or stabling in Mayne Yard. That curve is also very tight and slow - itâs not designed for passenger operations, but is for bringing trains into and out of service. So itâs not really suitable either to achieve a âloopâ.
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8 posts were merged into an existing topic: Cross River Rail (CRR)
Iâm starting to think building Cross River Rail with no long term vision for the next projects was a bad idea.
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