Yes, I have been on one of these too. Maybe it was a Ferny Grove Line railbus… it was 15 minutes in both directions, even late at night on a weekend. It was fantastic.
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How much duplication does it realistically need? The line is very short (9 minutes from Eagle Juction to Doomben). I reckon duplicating Hendra-Clayfield, and reinstating the second platform at Doomben, would be sufficient. Hopefully, it could be done without having to demolish or otherwise interfere with the Sandgate Rd overpass, or it becomes substantially more expensive.
But, for some reason, QR doesnt like going after the low-hanging fruit, as can be seen by their consistent failure to duplicate Sandgate-Shorncliffe.
Aren’t there three? Eagle Junction to Doomben, EJ to Airport, Northgate to Shorncliffe.
That doesnt act as a flat junction is normal operations though. No trains go on the main line from P1 or P2 normally.
With respect to projects that could be considered ‘new infrastructure’, including duplication, station upgrades etc., QR is no doubt beholden to the whims of politics, ‘low hanging’ or not.
We appear to be stuck in a paradigm of ‘patronage first’, or that an area must have ‘growth potential’ (see: near-century long debate before Redcliffe line was built), in that people are expected to use a (substandard) service before it can be earmarked for improvement (even service improvement), or an area must have significant ‘growth potential’ (shame the argument seems to not hold for the area around Flagstone). Doomben and Airtrain seem, to me, to both be victims of this pervasive attitude.
For what it’s worth, given there is capacity within the current infrastructure, I’d pick expanding the frequency and scope of Airtrain over upgrades to Doomben at this time, if forced to choose. I’ll reserve my thoughts on the Doomben line itself for another conversation (but no, I am not convinced closure or mode conversion is the answer).
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Bne Metro likely to go to DFO with passengers changing to terminal buses from there.
https://www.couriermail.com.au/2Fnews-story%2Fbee904e77990eb33166577c5e847001f
This is an abject waste of time and money.
Airtrain runs every 15 minutes most of the day. There is plenty of capacity in the service since it doesn’t suffer from the problem the T8 services in Sydney do (ie unsuitable double-deck rollingstock showing up at the terminal stations already full of people from Campbelltown).
Just buy the thing out, fix the timetabling gaps and have done with it - then they can run buses from the airport to where they actually should be going (eg cross-town to places like Chermside, Mitchelton, Cannon Hill/Carindale/Upper Mt Gravatt etc), instead of unnecessarily competing with trains to the CBD.
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^^I thought you don’t care what happens in NSW 
I see the Metro to DFO proposal primarily as the ‘stick’ in upcoming negotiations with Airtrain’s owners (Mickelberg has apparently “been advised to bypass local Airtrain delegates and travel overseas to speak directly to the owners”). The risk of being undermined by a Metro Route might make them more amenable to pursuing a deal.
This is what I believe as well. Or at least what I hope is true!
I would also hope that the Northern and Eastern Metro expansions would be a priority over an airport connection in any case.
Convert & duplicaye existing Airtrain to Metro with new stations at Toombul & DFO
Cut Hendra, reposition Clayfield & Ascot, extend Doomben on new alignment to Eagle Farm then underground to both Airport terminals, Mytletown & ICT and lastly the Port of Brisbane. Maybe continue as loop to join Clwveland line back to city at Lindum?
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