The Direct Sunshine Coast Rail Line will connect to the North Coast Line at Beerwah before travelling east to Caloundra and then north to Maroochydore via Birtinya.

The corridor generally follows the alignment which was preserved following the completion of the Caboolture to Maroochydore Corridor Options Study (CAMCOS) in 2001. Some refinements will be made to this corridor as a result of planning, engineering and consultation undertaken during the Direct Sunshine Coast Rail Line detailed business case.

New stations are proposed at Nirimba (Aura), Caloundra, Aroona, Birtinya, Mountain Creek and Maroochydore. Futureproofing for a station at Beerwah East has also been considered, considerate of the future transport needs of the region.

The Direct Sunshine Coast Rail Line is proposed to be delivered progressively. This was a recommendation of the detailed business case due to the length of the line, construction impacts, market capacity and affordability.

Progressive delivery means that passengers can start using this rail line sooner

Stage 1 is proposed to include:

• re-protection of the rail corridor to Maroochydore
• delivery of the rail line to Caloundra (~19km rail line)
• pre-delivery work and a commitment to working with industry to explore opportunities to accelerate delivery of the rail line to Birtinya.

Progressive delivery means that the rail line will be delivered in stages, over time. This means that sections of the rail line can be opened sooner. Progressive delivery is not unusual for long, linear projects. Other rail extensions, such as the Gold Coast rail line extension, have been delivered progressively over time. This enabled people to commence using the line as the following stages underwent more detailed planning and construction.

The business case found that the Direct Sunshine Coast Rail Line project would offer many benefits to locals and visitors alike. A social impact assessment found that benefits of the new rail line would be long lasting, with benefits extending across the broader South East Queensland region, while negative impacts (during construction and operation) will generally be short-term and localised. Benefits will be realised from day of opening, even when staged.

Benefits are expected to include (but won’t be limited to):

• Trips to and from the Sunshine Coast will become significantly faster than trips in a private vehicle (in peak hours) and more reliable.
• Travel time savings of more than 45 minutes from the Sunshine Coast to Roma Street station when travelling on the Direct Sunshine Coast Rail Line in peak, when compared to travelling in a private vehicle.
• More people on public transport, which means less cars on our roads. This has safety, environmental and congestion benefits.
• ‘Same seat’ public transport journeys between the Sunshine Coast and key destinations across South East Queensland such as The ‘Gabba and Riverstage.
• Accelerating the release of thousands of affordable homes, already planned for the region. These residents will also have access to accessible, affordable and efficient public transport, meaning less cars on the road.
• Public transport provides choice for those that do not have access to a private vehicle, linking people to workplaces, essential services, friends and family and enabling participation in community life – this reduces risks of transport inequity within a community.
• Expansion of local active transport networks which will encourage more walking and cycling – this has associated health and wellbeing benefits.

Stage 1 of the project is expected to cost between $5.5 billion and $7 billon. The Queensland Government has made an initial commitment of $2.75 billion to deliver Stage 1.

The Australian Government has previously committed $1.6 billion towards further planning and delivery of the Direct Sunshine Coast Rail Line. Now that the business case has been completed, the Queensland Government will continue to consult with the Australian Government to seek a 50:50 funding arrangement to deliver this region-shaping project for Queensland.

A ‘funding envelope’ is an approach taken on other similar projects around the world, allowing costs to be finalised when contracts are executed.

The previous commitment of $1.6 billion by the Australian Government was a placeholder until the business case for this project was completed. The Queensland Government waited until the business case was completed to consider and now commit funding to this project.

Until now, there has not been a mature project cost estimate developed for this project, based on concept designs developed in consultation with key stakeholders such as Queensland Rail.

Benefit cost ratios (BCRs) were calculated for each proposed delivery stage of the project. These can be found in in the business case summary.

Public transport BCRs are traditionally challenging to calculate. Some benefits associated with easing congestion, travel time savings and so on can be easily monetised, however the social benefits of public transport, such as improved quality of life, liveability, connectivity, accessibility, social equity and so on, are unable to be monetised as easily. This means that these benefits are not considered as strongly within the economic assessment.

The Direct Sunshine Coast Rail Line is proposed to be delivered progressively (in stages). This means that passengers can start using this rail line sooner, with the first stage of this new line set to open by 2032, subject to a matched funding agreement from the Federal Government.

Stage 1 will include:

• re-protection of the rail corridor to Maroochydore
• delivery of the rail line to Caloundra (~19km rail line, more than halfway)
• pre-delivery work and a commitment to working with industry to explore opportunities to accelerate delivery of the rail line to Birtinya.

Pre-delivery activities are now underway. Pre-delivery activities such as development of a reference design and procurement are necessary before a contract can be awarded. Project updates will confirm timing for construction commencement.

Delivery of the Direct Sunshine Coast Rail Line would involve the construction of:

• the new track and stations (including any embankment, structures and bridges that may be required)
• Park ‘n’ ride, kiss ‘n’ ride and interchange facilities at stations, to make it easier for people to transfer to and from rail from other modes
• connecting active transport infrastructure to make it easier for people to walk and ride to public transport and/or their destination
• road and/or rail bridges to provide grade separations where road and rail cross
• maintenance access, stabling, signalling and operation facilities
• planning and delivery of an updated bus network that will provide convenient links to stations.

Specific details about construction methods would be determined in future phases of the project. Once plans for construction are detailed further, TMR will notify stakeholders and work with people in the community who may be impacted by construction.

Due to the unique landscape of the Sunshine Coast, which includes expansive greenfield areas, low lying floodplains and highly developed urban areas – there are some interesting design features proposed for this rail line. Features include:

• 37.8 kilometres of new dual track, narrow gauge rail
• Approximately 17 kilometres of rail on structure (over 40% of the corridor) to minimise environmental and flooding impacts and to enable rail to pass over local and arterial roads, as required.
• A 1.2 kilometre tunnel is proposed at Little Mountain to minimise environmental and community impacts.
• 14 road-over-rail bridges and 10 rail-over-road bridges – there will be no new level crossings introduced because of this project.

The rail line is being designed for train speeds up to 160 km/h, where the rail geometry (curves/straight track and incline/decline changes) and station locations allow. A train’s overall speed and travel time is affected by the number of times it has to slow down, stop at a station, and regain speed. The current rail fleet can generally operate at speeds of up to 140 km/hr. Trains will be able to reach these maximum speeds on sections of this corridor, making this one of South East Queensland’s fastest rail lines.

Stage 1 (Beerwah to Caloundra):

A network of high frequency and connector bus routes or ‘key connectors’ is being planned to provide convenient connections from stations to major centres and popular destinations, including the University of the Sunshine Coast, Sunshine Coast University Hospital, Nambour, Landsborough and Sunshine Coast Airport.

These services would link to each other, local services and regional services running further north, south and west. Bus services have also considered those residents and visitors north of Maroochydore. Services are being proposed which connect these northern Sunshine Coast communities to the rail stations.

As per the Southern Sunshine Coast Public Transport Strategy, the Sunshine Coast Public Transport project is also planning to connect to these high frequency and connector routes at major transport hubs. In this way, the benefits of improved infrastructure and services on the coastal and centre corridors can be extended to the broader region.

The Southern Sunshine Coast Public Transport Strategy sets out the proposed vision for public transport for the southern Sunshine Coast to 2041. Planning for the future network includes a western corridor (the North Coast Rail Line), a centre corridor (Direct Sunshine Coast Rail Line), a coastal corridor (Sunshine Coast Public Transport project) and the key connectors (high-frequency bus connections between the 3 corridors).

The proposed Direct Sunshine Coast Rail Line would provide a high-frequency public transport solution for medium and longer distance trips, including to/from the Sunshine Coast and between the region's economic centres. The Direct Sunshine Coast Rail Line is proposed to have six new stations, providing a faster connection between key origins and destinations over longer distances.

The Sunshine Coast Public Transport project would provide a high-frequency public transport solution for local travel (shorter distance trips) between key centres along the coastal corridor. The Sunshine Coast Public Transport project is proposed to include frequent stations along the coastal corridor, enabling people to easily access local businesses, beaches and the new Maroochydore city centre.

Together with upgraded bus services, these projects will provide a public transport network which directly services most of the southern Sunshine Coast region. This will mean that more people will have access to high-quality, reliable, affordable and connected public transport services – making it easier than ever to move around the Sunshine Coast and between Brisbane and the Sunshine Coast.

Beerwah station is proposed to be upgraded, with new stations proposed to be constructed at Nirimba (Aura), Caloundra, Aroona, Birtinya, Mountain Creek and Maroochydore.

Stage 1 would see Beerwah station upgraded, and new stations constructed at Nirimba (Aura) and Caloundra by 2032, subject to a matched funding agreement from the Federal Government.

The station locations have been carefully planned to ensure the community has easy and convenient access to the new rail line and that the new train services are fast and efficient (more stations mean slower train services and overall journey times as the trains need to slow down and speed up at stations).The project will futureproof for a potential station at Beerwah East, considerate of the potential future transport needs of the Sunshine Coast region.

Station locations are positioned within the originally preserved CAMCOS corridor where possible. Transport modelling was used to forecast station patronage and travel times. Technical evaluations included assessing the rail geometry with the aim to achieve straight rail track connecting to the stations. Straight track at stations enables future-proofing for longer trains and assists with meeting accessibility requirements. Environmental impacts, engineering constraints and ground conditions were also considered when determining station locations.

Connection with the community was an important consideration for the station locations. Rail stations located within easy walking and cycling distance to homes and destinations can help to reduce congestion on the local road network, as many people will have an alternative to driving to a station. Providing access to other connecting modes is also important. Stations have been located in areas which enable connection with bus services, as well as kiss ‘n’ ride and park ‘n’ ride facilities - this connectivity provides alternatives for those unable to walk or ride to a station.

Park ‘n’ ride facilities are being proposed for all stations except Maroochydore Station. Maroochydore Station is located in the Maroochydore City Centre, which provides for close interchange facilities for bus services, kiss ‘n’ ride and taxi services. Maroochydore Station has been designed as a ‘city centre’ station – these typically do not include park ‘n’ ride facilities as they look to discourage road traffic in the city centre. An interchange with the Sunshine Coast Public Transport project is also being considered at the Maroochydore station.

All stations, including Maroochydore Station will have accessible parking, as well as active transport connections for bicycles, personal mobility devices and walking. The location and number of park ‘n’ ride facilities is yet to be finalised for all stations. Confirmation of park ‘n’ ride numbers will be provided as pre- design matures in the pre-delivery stage.

When designing a rail station there are three common types of platforms that are considered:

• Side Platforms – a platform(s) positioned to the side of the rail tracks to provide good access from connecting streets or precincts with opportunities for ground-level access.
• Island Platforms – a single platform is positioned between two rail tracks to provide better cross-platform movements for customers.
• Feeder Interchange Platforms – a platform(s) that provides for customers to interchange between different transport modes (rail, bus, or light rail). The type of platform selected for each station is informed by the rail track layout, local landscape, safety, and customer needs.

Some property owners will be impacted by property acquisitions required for the project. TMR will liaise directly with those property owners to ensure they are well-informed of the project, in line with TMR's acquisition process.

Overall, property resumptions have been minimised as the CAMCOS corridor has been generally protected and publicly available since 2001. New property impacts are largely due to changes in the alignment required to meet new rail standards, or where the project is now located adjacent to significant future road planning for the region.

The design that has been adopted aims to minimise property impacts wherever possible, with rail designed on structure along much of the alignment, to minimise overall corridor width and resulting community and environmental impacts.

TMR will engage with the community, including residents on an ongoing basis. We encourage all interested community members to register for future project updates to receive information as the project progresses. Register on this page in the top right corner.

TMR undertook Project Assessment Framework compliant planning for this project. A business case was completed in late 2023 and submitted for Government consideration. The following activities were undertaken in the business case phase:

• confirmed project options and assessed potential delivery models
• conducted detailed analysis of options, including assessment of design, risks, financials, economics, environmental impacts, community impacts and utilities
• reviewed the existing corridor and updated the corridor where required to meet modern rail design and other standards
• reviewed station configuration and placement
• developed a concept design
• developed a cost estimate for project delivery
• developed an implementation plan, assessed staging and timeframes for construction.

TMR has now undertaken a Project Assessment Framework compliant business case to determine the requirements of building and operating a new rail line to Maroochydore to inform a government investment decision.

The business case built on previously completed work as part of the 2001 CAMCOS study and the previously completed North Coast Connect planning work and provides more detail on various elements of the rail design, rail operation and stabling, construction, land use, environment and waterways, and community to ensure a new rail line could be successfully delivered and operated at this location.

The detailed business case included an initial environmental assessment and management plan and identifies anticipated environmental approval requirements.

Design refinements were made in the business case state to minimise environmental and cultural heritage impacts. While the gazetted CAMCOS corridor largely avoids national parks and state forests, the alignment was further adjusted in the business case stage to avoid impacting Beerwah Forest Reserve, which was recently gazetted as a conservation park. Twin mined tunnels were also selected over cut-and-cover tunnels at Little Mountain, north of Caloundra station, to further reduce land, community, environmental and cultural heritage impacts.

Elevated structures are used on more than 40% of the alignment to minimise hydrological and ecological impacts and to avoid disturbing acid sulfate soils commonly found in low-lying areas. A 6.7km viaduct structure carries the rail line through the wetland areas between Bells Creek and Caloundra and the rail line also passes on structure across Currimundi Creek and Lake Parrearra, through the Mooloolah River floodplain and at other key locations. Elevating the rail line will also help to minimise impact to cultural heritage areas in the floodplain and facilitate fauna movement through the wetlands. An at-grade rail access track to the viaduct is proposed rather than a full rail maintenance access road, to reduce the clearing footprint and hydrological impacts of this infrastructure.

There are existing fauna movement corridors across the DSC alignment in vegetation and along waterways. A preliminary fauna movement strategy has been developed that identifies potential locations for rope bridges, culverts and fauna fencing to enable wildlife to move safely between habitats and across the rail corridor. Where feasible, waterway crossings have been designed as bridge crossings to further aid in movement and minimise impacts to riparian areas and fish passage.

Thirteen potentially contaminated land sites are listed on the Environmental Management Register, including the proposed site for the Mountain Creek station which is located at the Buderim Resource Recovery Facility. During the business case stage, the station footprint was refined to reduce the risks associated with building over capped landfill and the disposal of contaminated material.

The project will now undertake further detailed environmental assessments and engagement with the community, interest groups and First Nations People required to inform project development and environmental approval documentation.

TMR has engaged with accessibility specialists and groups to ensure accessibility is considered in all stages of planning and design for this project. It is important that access to and at the stations is safe and efficient for everyone. Other important accessibility considerations will include signage and way-finding, active travel connectivity and safe multimodal transport connections.

Engagement with accessibility specialists and groups will continue throughout the pre-delivery and construction stages.

Active transport infrastructure is an important part of the Direct Sunshine Coast Line project. The project will provide active transport facilities, such as pedestrian and bicycle rider pathways around stations and along the corridor to connect key communities and centres, where is it safe and feasible.

TMR invited the community to have their say on the Direct Sunshine Coast Rail Line project in mid-2023.

The community provided feedback on a wide range of items relating to the project, including station locations and designs, corridor location, active transport and connections with other public transport services (including the Sunshine Coast Public Transport project).

People also shared how they would use the proposed Direct Sunshine Coast Rail Line. People told us that they would like to use the rail line to visit family and friends, travel to the beach and key tourism destinations, attend sports games and events in other regions, travel to and from work in Moreton Bay and Brisbane and more. We heard that a safe, fast, reliable and efficient alternative to private vehicle travel would be a welcome addition to the regional transport network within the Sunshine Coast region.

Feedback about the corridor included its proximity to nearby neighbourhoods and homes, connection to other Sunshine Coast locations, such as education and healthcare facilities, preferences to avoid significant environmental areas, and a desire for the rail line to generally remain along the CAMCOS corridor. The community asked how noise and visual amenity were being considered in the design and how local road traffic was being considered around the corridor. The community also provided design suggestions.

Feedback about active transport was focused on support for these facilities being delivered as part of the project, with strong support for high quality active transport facilities to generally follow the rail alignment and connect to stations. Feedback also included the need for e-scooters and mobility scooters to travel on these facilities, along with bike riders and pedestrians, and the need for end-of-trip facilities and storage.

Feedback was also provided on stations. More details on the stations and how the community’s feedback has been incorporated into the business case can be found here. Key statistics about the mid-2023 consultation are available in the consultation summary report.

The Queensland Government is considering all feedback received in the business case stage. To date, key project changes in response to the community’s feedback include:

• refinements to the rail corridor alignment to minimise environmental, cultural heritage and community impacts
• refinements to the active transport alignment and providing active transport facilities at stations
• enhanced facilities at stations and access to and from stations (from all modes)
• noise mitigation incorporated into the design of the rail corridor
• unique considerations for each station, based on the local communities and places that they serve
• enhanced station design and surroundings, including public art and urban design
• planned connections with the Sunshine Coast Public Transport Project at key interchange locations and the Sunshine Coast bus network at all stations.

Pre-delivery is the phase after the business case but before construction. This phase is important as it enables the project design to be completed to a higher level, and for further important investigations to be completed. Activities undertaken in this phase include, but are not limited to:

Technical studies undertaken and ongoing include general surveys, flood modelling, geological studies, flora and fauna surveys, as well as initial investigations for water quality, cultural heritage, noise and vibration and air quality.

Engineering work will continue to advance design during the pre-delivery stage. This will include ongoing engagement with Queensland Rail and other key stakeholders.

Business case planning considered how the rail line would interface with existing and planned nearby projects including the Mooloolah River Interchange and Kawana Motorway. Design of the Direct Sunshine Coast Rail Line includes road/rail crossings where required, such as the Bruce Highway. No level crossings are included in this project – all road and rail interfaces will be grade separated.

The Direct Sunshine Coast Rail Line is being planned to Maroochydore with access to the Sunshine Coast Airport proposed through an improved network of higher frequency and connector bus routes that will provide convenient connections to major centres and popular destinations.

The protected CAMCOS transport corridor does extend to the Sunshine Coast Airport and will continue to be protected from development to allow for future extension when necessary.

The Direct Sunshine Coast Rail Line is being planned to generally follow the previously protected CAMCOS corridor to minimise community and environmental impacts.

The University of the Sunshine Coast will be connected through a network of higher frequency and connector bus routes to and from stations that will provide convenient connections to major centres and popular destinations.

The Direct Sunshine Coast Rail Line is being planned to reduce impacts on the community and environment. The project is investigating ways to minimise noise impacts by optimising the rail track alignment and design (straightening/reducing curves where possible) and considering noise barrier treatments where required along the rail line. Pre-delivery work will include noise modelling to inform detailed design of noise mitigation.

TMR will consider opportunities to enhance the visual amenity of the project so it complements the natural landscape and characteristics of the Sunshine Coast.

These opportunities may include:

• tree planting/ revegetation to increase the natural tree canopy coverage
• soft landscaping (hedges, shrubs, turf, mulch and soil)
• including sub-tropical design elements (natural light and materials to provide the balance of light and shade)
• reflecting the unique character of each area into the broader precinct design.

These opportunities will be explored in future stages of the project to inform the design as it matures.