The Logan and Gold Coast Faster Rail project is expected to be complete by 2031 
2 Likes
I saw some amazing work done in Melbourne on the SkyRail between Caulfield and Oakleigh. They kept the surface lines operational while the built the elevated rail up above. Still had closures but probably not as much there would have been if they were not innovative. I still think there will be significant closures for LGCFR. The thought has crossed my mind in that they might go for block closures and go all out for some sections. I also hope they aim to finish before 2031 (the present announced completion date).
Interesting blog article by Daniel Bowen: Building skyrail while the trains keep running
4 Likes
Logan and Gold Coast Faster Rail
Bethania station precinct Engagement summary
2 Likes
Has anyone else noticed two tracks donât have platforms at Beenleigh? Obviously an oversight, but the minor detail being missed is amateur.
1 Like
I think a fair few of the drawings from those brochures were light on detail, very similar to this
Apparently the adjacent bikeway is still included from FB posts that have appeared on TMRâs post on the matter.
^^I hope thatâs the case, as all drawings are not final and subject to change.
1 Like
The latest designs clearly show large (most) sections of the original parallel bikeway are absent. TMR have also confirmed as much on the various Have Your Say Q&A sections for LGCFR projects.
Bicycle Queensland are campaigning to get the cycleway re-instated - best chance is to have as many people as possible reach out to the project team and state/federal MPs (itâs being funded at both levels).
1 Like
3 Likes
Holmview is a big waste of a station. And this isnât likely to change after the project; rather, bringing Beenleigh station closer to it will make it even less useful. Why would anyone travelling to Brisbane or the Gold Coast go there if they could go to Beenleigh instead and catch express trains directly?
I would have thought an easy way to cut costs in this project would be to decommission Holmview, or replace both Holmview and Edenâs Landing with a station in between at the intersection of Holmview Rd and Grove Rd, where thereâs already a pedestrian overpass to further save on costs.
4 Likes
I completely agree. Even if they were to keep Edens Landing Station where it is to appease any irate locals who never use it anyway, it would make so much more sense to move Holmview to Holmview Road.
Doing so would make it more accessible than either of the current stations (Holmview Road being pretty well the only relatively straight and direct road in the whole locality), and would position it as a closers alternative for people living in the new areas of Holmview out behind Teys (the bus route through there currently trucks residents out to Beenleigh Station instead of closer stations).
3 Likes
Itâs pretty disappointing that comments about moving stations closer to major roads were ignored in that first round of feedback. How much more efficient would the network be interchanging with buses at train stations that were actually near the through roads - like moving Trinder Park to Compton Road or Woodridge closer to Wembley Road.
3 Likes
Moving Trinder Park to Compton Road would just make it uncomfortably close to Kuraby Station, while also reducing the stationâs accessibility to the residential areas of (northern) Woodridge and the Trinder Park Aged Care. AFAIK, there is only one bus route that gets close to the section of Compton Road where the rail passes over (the 554), and it will also go past the new station location anyway so will likely be rerouted to service it. The new stationâs location, putting it at the end of Smith Road - the main arterial road through this residential precinct, puts it in close proximity to two other core bus routes through the suburb (the 545 and the 552).
As for Woodridge Station, moving that station would remove it from the long established shopping and services precinct that has evolved around the station (and into which the council have been investing in precinct beautification). While there would be some benefits in better connecting it to the council civic precinct (Art Gallery, LEC, new sports arena), I think the damage to the Station Road precinct would surpass those benefits.
Elevating the station in its current option should also bring some gentrification benefits to the area as well, removing a lot of carparking, and therefore vehicular traffic, from the Station Road side of the line, and also better connecting with, and utilising, some of the vacant land on the Railway Parade side of the track.
1 Like
To be fair youâll still have the same issue that the residents of the area would still prefer to go to Beenleigh than any other station south of Loganlea, due to the ability to catch express trains. Thatâs a inherent problem with the line that I donât ever see going away.
1 Like
While that preference will always be there, itâs exasperated by having one station that is not serviced by any local bus services at all, and the other where theyâre dropping people 300m away from it. If Holmview were better located and serviced by buses, I think that it would be able to increase partronage even in the face of lack of express services. If we can get 15 minute frequencies and a slightly quicker run from LGCFR improvements and CRR, slumming it on an all stopper might not be considered as painful an experience.
I wouldnât call Compton Rd uncomfortably close to Kuraby station. A distance measurement on Google Maps shows it to be about 1.5-1.6km down the line, which is a perfectly acceptable distance between train stations.
I also wouldnât say that the walk-up catchment to Trinder Park is particularly high, because Woodridge is not a particularly dense suburb. Perth has shown us how to do public transport well in outer suburbia, which is to focus on transfers to local buses. An arterial road enables better navigability and capacity for buses than residential backstreets possibly could.
Youâre also describing the current bus system rather than what it potentially could be. A train station along Compton Rd would make it a much more attractive place to run bus routes to.
And yes, buses can be rerouted to any station location, but how much of a dogleg would it need to make in those cases? Suppose a bus route were created to link Sunnybank Hills with Springwood along Compton Rd. Such a route could divert off to Acacia Rd and then travel through the streets of Woodridge up to Springwood, but at what cost to directness and travel time? A station on Compton Rd would require no diversions.
This is again viewing things through the limited perspective of what currently exists as opposed to what could exist. Iâd argue the Station Rd precinct is a minor shopping strip in comparison to the more major Wembley Rd precinct, which would become much closer to rail access if the station were moved down to the intersection. There would be the potential for a full row of high activity along Wembley Rd from Kingston Rd up to Station Rd. I think that would be superior to having two separate retail areas that are not far from each other, yet not connected and difficult to walk between. And again bus navigability and capacity would be superior along an arterial road than having to make a dogleg into Station Rd as they presently do.
1 Like
It may be less painful, but it would still be painful. Remember that the slightly quicker run equally applies to the express services, as they will also gain the benefits of LGCFR and CRR. Itâs currently a 16 minute saving getting an express train from Beenleigh to Roma St compared to an all stopper from Holmview to Roma St. Is that going to change? If it doesnât, Iâd argue that the shorter the total journey time is, the greater annoyance an extra 16 minutes travelling becomes.
There really wouldnât be that much of a difference to directness between a route that runs down Compton Road to one that deviates down Acacia Road and then goes over and across to Smith Road. Similar straight road, same amount of traffic lights, etc. Where there would be a difference is in walk up traffic - Woodridge might be low density, but you would be looking at a route through the middle of a suburban area and past a school vs one through an industrial area with a bit of big box retail. If you really wanted to service Bunnings and The Zone, you could send the route up Ewing Road, but I donât think itâs really that necessary - 545 has a stop at The Zone on Kingston Road, and the 554 stops at Bunnings on Compton Road.
What you could do with a direct Smith Road route is, rather than send it up to Compton Road which largely mirrors the 545, send it down Moss Street and service that industrial estate, which isnât currently serviced at all.
I would argue that Station Road is a bit more important than that. It houses the major regional Centrelink office, offices for Department of Housing and Queensland Correctional Services, as well as a multitude of employment and training services. And yes, while it may be a bit closer to the main shopping precinct (~750m vs ~1.2km to Woodridge Kmart going by Google Maps, +600m or so to Logan City Centre), that is still a fairly substantial ~750m walk.
This distance is why pretty well every bus route through Logan Central goes between Logan Central Bus Station and Woodridge Station. Increase some of those bus frequencies and you would get more or less a turn up and go bus frequency between the two.
Well, that might change for some services if SurfRailâs predictions about counterpeak services having to run all stops between Yeerongpilly and Boggo Road turns out to be correct. That could alter some time savings to an extent.
Did you have a source for this one? Seems likely given the current climate and past projects.
Updated
Notes
https://www.parliament.qld.gov.au/Work-of-the-Assembly/Tabled-Papers/docs/5825T2025/5825t2025.pdf
1 Like