I don’t mind this idea but need to keep in mind that Murarrie station in its current location is used by quite a few workers from the surrounding industrial/commercial areas, including some who even make the trudge uphill on Queensport Road to Lytton Road businesses and into Rivergate marina area (jumping a fence and downhill on their own desire path beside the Gateway bridge).
Ideally there’d be some other more frequent and convenient PT service for these areas other than that trek or the not that close or convenient 599/598. I’ve wondered if some sort of loop service connecting from the train would be feasible, also picking up other industrial parts of Lytton road on the western end towards Bulimba where there is currently nothing.
PT access to Cannon Hill shops could be best improved by proper network review to Wynnum Road and Creek road bus services.
If the level crossing is removed then the station would likely need relocation. It’s a sunk cost, and moving the station saves the cost of rebuilding Murrarie.
I had a question about the Cleveland line. We all know that the section between Manly and Cleveland is single track and should have been fixed many years ago and this affects the frequency of the whole line.
I’ve seen quite a few lines in Japan on YouTube and one thing I’ve noticed is that many lines are single track with passing loops at some stations, and Japan is well known for keeping reliable timetables. All that to say, do you think it’s possible for a 15 minute all day frequency to be maintained reliably on the Cleveland line with the current infrastructure, particularly once CRR is finished and there aren’t competing inner city slots with other lines?
Of course, this doesn’t cancel the need for the line to be duplicated, but just wondering if a frequency increase is still possible in the meantime. I know that greater than 15 minutes is not possible, but anyhow, thoughts welcome!
Yeah there are various options for partial duplication of the line. In particular note that Wellington Point station is already a passing loop, so the absolute minimum reliability-only improvement is to extend the dual track towards the stations on either side. Not even dual tracking those stations, just getting closer so as to allow for another minute of delay. Similarly for Cleveland towards Ormiston. Call this Level 1.
Then Level 2 is probably finishing everything on the Redlands side of Tingalpa Creek.
L1.5 would be duplicating from WP thru Birkdale & Thorneside, on the basis that outbound delay is more likely, which would shift the cross back.
I’m sure I read somewhere a while ago that QR has plans to make Lota the intermediate turnback on the Cleveland line (instead of Manly), so surely that will be one of the first parts duplicated. Not that it helps the rest of the line much, but I think Lota-Thorneside will be the most difficult/expensive part to duplicate (Lota Creek, wetlands, Tingalpa Creek).
I’d argue Lota-WP would be, as two bridges would need to be rebuilt/duplicated, interfering with three major roads (Main Rd, Birkdale Rd & Badgen Rd), two of which are right near schools and one is a main access point to the suburbs.
Pissing off residents hasn’t worked well currently for projects (see GCLR Stage 4)
Maybe in terms of community response, but building bridges over roads is technically far less challenging than bridges over creeks and through wetlands.
As for GCLR4, the feedback was entirely managed by the LNP to get the result they wanted.
Cleveland Station..if they need to upgrade that - need made downwards for underground transition if they want to extend the trainline underground to Redland Bay via Thornlands and Victoria Point… Defs needs a case study as REDLANDS IS ALREADY BOOMING ??
There seems to be enough space for some small stabling at Lota too. To help with the financial side they could then redevelop the manly stabling as some version of a TOD.
Given that the Cleveland line isn’t exactly direct and fast into the city (even with limited express service) that could limit what the line needs. Really if they can do some smaller projects to get reliable 15m frequency to Cleveland, with some more frequency coming in from Manly/Lota that could be enough in the short/medium term. This could then allow more dollars to be directed to a possible capalaba/Vic point line that would provide expansion of PT to Redlands, post 2032 (given other rail priorities and lack of funding) here’s hoping they can at the very least identify and reserve some semblance of a corridor.
Off-Peak Train Service - Extended 15 minute trains to Manly
From other discussion threads, I have checked maps and there indeed seems to be double track all the way to Manly. The current all day service is 15 minute trains to Cannon Hill and turn back around Murrarie.
Could this be extended to trains every 15-minutes in the off-peak to Manly? The odd 4-5 express trains in the am and pm service pattern should probably also be removed. They only save 3 minutes so I am not sure what their purpose is? Wouldn’t it be a better use of resources to pick passengers up at stations?
Not really for reliability as turning back at cannon hill is not fantastic as there isn’t dedicated turnbak platforms or siding. Manly having similar issues.
A good chunck of the patronage ends at cannon hill, the rest of the line being low desnity suburbia to borderline industrial.
I assume it’s just money saving for both staffing and rollingstock reasons.
Couldn’t trains be turned back at Manly? It has an island platform. Potential for a third platform formed from the stabling yard there if needed.
Ferny Grove (and most of Brisbane) is also low density suburbia, has 15 min frequency along the whole line. The whole city of Perth is low density, and 15 min trains on all lines is provided, and on a Sunday too.
I hear you. I have thought that removing the 3 minute express services would be better too, allowing for a 7.5 minute peak frequency from Manly inbound. However, with the load coming from Cleveland during the peaks and the limit of 15 minute frequencies on the single track section, would that mean the loading on the services originating at Cleveland will be pretty high as while the overall patronage from the stations in the Redlands is low, the peak services do fill up pretty quickly.
As someone who rides the Cleveland line off peak, I think this would be viable; a lot of people already travel to there in the off-peak, and I think added frequencies would make taking the train more viable
At lest there should be more trains earlier in the afternoons on weekdays (2:05/2:35 from Roma Street to Cannon Hill trains could turn into Cleveland trains instead) due to school finishing and the train getting quite full of school kids especially from Lindum onwards
Capacity management. If every train ran all stops with half the trains continuing beyond Manly then you expect the continuing trains to be more heavily loaded.
Any idea what’s up with the gravel and some orange cones opposite Birkdale station currently?
It’s appeared, but it’s probably nothing.
I have a picture in my camera roll which I’ll fish out tomorrow morning of it