Opening delayed until 2029 amid political dispute

During budget estimates in July, Cross River Rail Delivery Authority chief executive Graeme Newton – a Palaszczuk government appointment – cited several reasons, including 148 days of protected industrial action, as cumulatively contributing to the project’s delay.

A key requirement for opening was European Train Control System testing being performed on the Shorncliffe line – a process meant to be completed months ago.

A Queensland Rail spokeswoman confirmed that process, which required line closures, would now continue into 2026.

“Extensive testing is required to prove the system in a controlled environment, prior to revenue service,” she said.

“We must prioritise safety and find the balance between closing the network and these extremely complex testing requirements that do take time to complete.”

Mickelberg said claims from his predecessor, Labor Opposition transport spokesman Bart Mellish, that Cross River Rail would be open by 2026 were misleading.

But Mellish insisted that on his last day as portfolio minister in the Miles government, Cross River Rail was still on track to be operational by next year.

“A slippage to 2027 would have been disappointing but understandable, but 2029 is just completely unbelievable,” he said.

Mickelberg said Queensland Rail’s earlier advice had not accounted for full tunnel system testing, which would be separate to its activities.

“Yet again this highlights the incompetence of the former minister, and a genuine lack of understanding of his former portfolio,” he said.

Better Transport Queensland president Rowan Gray, who succeeded Robert Dow in the organisation previously known as Rail Back on Track, said explanations for the delays did not stack up to critical analysis.

“The final station handover was scheduled to take place mid-next year, and that’s going to be Albert Street, which is the furthest behind,” he said.

“Of course, Albert Street doesn’t need to be completely finished for you to start testing a lot of the systems in the tunnel, so the first testing train should start running through the whole length of the tunnel within the first half of next year.”

Even allowing for two years of testing – a timeframe he disputed based on recent examples in Sydney and Melbourne – Gray said Cross River Rail should be on track for a 2028 opening at the latest.

“We think it’s more of a political ploy and they’re going to, in a year’s to a year-and-a-half’s time, say ‘oh, because of our better management, it’s going to open early’,” he said.

Mellish said the 2029 timeframe gave the Crisafulli government “a bit of breathing room” on delivering 65 new trains through the Queensland Train Manufacturing Program in Maryborough. Manufacturing Minister Dale Last confirmed in budget estimates the first of these had been delayed by a year, to 2027.

“And they’ve just have this weird dislike of Cross River Rail forever, so it’s a good kick in the guts for what was our blue ribbon transport project,” Mellish said.

Mickelberg told parliament last week the cost to complete Cross River Rail had blown out to $19.04 billion.

Unusually for capital expenditure estimates, that figure included $2.6 billion for 25 years’ maintenance. The design and construction of the twin tunnels accounted for $9.8 billion, with the rest spent on projects such as surface station improvements, signalling, stabling facilities and Rollingstock upgrades.

Gray said that approach to project costing was “complete rubbish”.

“They’re including separate projects like QTMP or stabling for new trains, which is separate to Cross River Rail,” he said.

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