I think post CRR we need a Metronet style program where we just build multiple lines. Not all have to be online by the Olympics rather it would be long term
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Iâve been very focused on this argument. The Olympics is a great argument to push governments for more but it would be terrible if the Olympics finished and no new projects were in the works.
In Sydney the 10 years after the Olympics were quite bad for transport upgrades.
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I said this before, but the main catalyst for a major improvement in transportation is an absolutely abysmal PTFail situation like what happened in Perth in the 70s and 80s to the point that any positive PT advancement (i.e. reopening and electrification the Fremantle line) was a huge success, and so they used the success to justify building quality PT projects.
The Olympics has never been a motivator for Australian cities with their transport. Sydney hasnât done much for their Olympic transport legacy until a good decade after the Olympics. Melbourneâs PT only went into decline in the decades following the Olympics; privatising and splitting the PT network into multiple operators in the 90s is has been a questionable post-olympic transport legacy at best.
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I think post Olympics is good for more infrastructure because once a city is well known, it wonât slow down. And I donât see Queensland slowing down. In fact itâs going so fast our current system canât keep up.
Yes, in estimates as you referenced.
135 six car set equivalents available.
CRR timetable will require 122 six car equivalents after the soft opening.
Updated estimates link: https://documents.parliament.qld.gov.au/com/SDIWC-1AF9/C20252026-4826/2025_07_31_EstimatesSDC.pdf page 100
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I think this cause for some concern. Metro Tunnel Melbourne was running test trains in their tunnel from July 2023. Seems a long way behind here.
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I managed to take some updated pics of Roma Street today.
Notice the new staircase and entrance to platform 1 in addition to the station hall and forecourt areas.
The picture below with the poster will be the entrance to the staircase to platform 1 enabling a better transfer from the train and platform 2.
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I think the platform will be open and accessible from the current station hall entrance from April.
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My big follow-up question to this statement is: What will be the frequency of this 122 6 car CRR timetable?
Anything less than 15m frequency on most lines, 7 days a week (6am-9pm) will be less than optimal and hard to sell to the general public given the delays and financial outlay.
The tunnels will need a minimum 7.5min frequency to aid transfers, 7 days a week to convince people to switch modes reliably.
My hope is that this major shutdown coming will go a significant way to getting something to happen in 2026.
Off-peak frequency increases seemingly donât need to wait for more trains and would go a long way into adding capacity and alleviating peak crush as commuters would have more reliable off-peak options.
Does anyone have insight on what this CRR timetable might look like?
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It will be similar to what we currently have. There wonât be any big increases in frequency until QTMP sets begin service.
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I wouldnât say that with much confidence tbh. There will be little changes to peak frequency until QTMP sets roll out, but off peak frequency increases is well within the current fleet capacity.
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Even having 20 minute off-peak frequencies on the Ipswich line (including weekends) would make my life a whole lot more flexible 
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Has there ever been a reason given why we canât have 15 minute frequency all day right now? Itâs been like a decade since the last big increase in day time frequency, surely we are due for it.
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I would like that too as a minimum from 7 am to 10 pm each day across the network. 20 mins or better would work well in Brisbane due to the single tracks and other infrastructure constraints. As the network becomes busier and TODs and density added in the right places, 15 mins and better would then be more appropriate.
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From my understanding, most lines itâs just a case of higher frequencies = more driver hours, which is both more expensive and also potentially more driver hours than QR has right now, which means training more staff, which is again - more expensive. There are specific areas of the network (Doomben line, maybe outer Cleveland?) where they canât support 15-min frequencies for infrastructure reasons but by and large itâs an issue of funding from the state.
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Itâs a very good question and one that I have been musing over. I think there is some scope for off peak increases but I donât expect big changes. If they proceed with the express pattern on the Ipswich line around the clock, then Springfield will need to be 15 minutes to match. Other than that I think it will be marking time until more trains/crew are available.
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