DTTs are using the Port of Brisbane loop.
ETTs are using Tennyson.
The branch off Lytton isn’t electrified… And I would argue that electrifying it would do wonders for the Cleveland line.
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Thanks for the info!
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Why do the Tilts need to “turn around” Aren’t they dual driver cabin?
The seats all face forwards and can not be flipped.
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Could you perhaps provide some more detail? Might be a good micro-project.
I’d argue that electrifying the third track from Boggo Rd up to Lindum would allow for more flexibility and actual express running of services to Cleveland without having to affect journey times for passengers at inner line stations like Cannon Hill et al.
The bigger challenge would be to add third platforms at most stations between Buranda and Lindum, especially those that have been rebuilt, as those have the third track completely fenced off.
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What do other members think?
Electrifying the third line can’t hurt as Ari mentioned.
I don’t think we’d ever see platforms able to accommodate it (stations like Coorparoo and Buranda just don’t have the space for a 3rd platform) but it would at the very least provide a very nice path for express cleveland services. You could have them running with no stops from Boggo Road to Lindum and all stops to Cleveland from there, with all stoppers terminating at Manly. Alternatively if you wanted limited stops along the way you could install points at certain stations along the line to allow services to switch from the 3rd track to the mainline and back onto the 3rd track.
The other benefit would be that you could electrify the route all the way out to the port which would then allow fully electric freight to transit from Rockhampton to the Port of Brisbane while also allowing the ETT to turn around out there too. It’s always annoyed me a bit that we have a huge electrified network in QLD but 100% of our freight in and out of Brisbane uses diesel locos running right underneath the OHLE for most of the trip.
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To play devils advocate, what would the effect of electrifying the third line and using it for passenger services, be for the ability for that line to ship freight from the Port Of Brisbane? It still needs to retain its viability for that use, given that it is a freight line first and foremost. Also, if we are using it as an express lane, inbound services will have to cross the outbound line to access it.
Probably also worth noting that there are fairly limited crossovers from the freight line to the electrified lines. Going by Google Maps and starting from Boggo Road heading outbound:
There’s one west of Cannon Hill Station where trains on the electrified lines can peel off onto the freight line (outbound)/freight line trains rejoin the electric lines (inbound).
There are ones on either side of Murarrie Station that allow access full access between the electric and freight lines in both directions, and access between the electrified lines to the freight passing loop in outbound direction only.
East of Hemmant is one where Freight Lines trains can peel off onto the electrics (outbound)/electric line trains rejoin the freight line(inbound).
There’s one last one right before the POB line pulls away from the Cleveland Line. This one allows trains on any electric line to peel off towards the Port (outbound)/trains from the port to rejoin any electric line (inbound). There’s no connection for outbound freight line trains to rejoin the electric lines at this point.
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Trains running to POB generally use the line, but I have seen freight trains travelling away from POB use the inbound (down) electrified passenger line.
So freight trains are already travelling mixed in with passenger services from time to time.
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Interesting… does this use of the electrified line for return freight services, rather than using the freight line bidirectionally, point to the freight line being too heavily used to add passenger services to it?
On a different topic, do we have a thread for the Translink App? They rolled out some updates overnight that have substantially changed (and simplified by the look of it) the app.
You may make a topic.
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Thanks! I’ve been snowed under all day here.
Just FYI, I do agree with this one but I wasn’t the one who mentioned it 
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Does anyone in here know why there’s an IMU set rostered for BD/VL services recently? Normally all runs would be executed by NGRs.
Maintenance leading to temporary shortage I think.
Usually if at least two pairs of older IMUs/SMU260s are on BDVL/VLBD rotations, I usually find it means at least one 6-car 260 class SMU and/or a 6-car 220 class SMU finds its way on IPNA/NAIP rotations due to the older IMUs/SMU260s being on the GC runs.
At Rochedale!
It would’ve been nice to have a screen showing departures at the station’s entrance honestly.
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