Unfortunately, the lack of investment in infrastructure from successive governments has left the Cleveland Line with insufficient infrastructure to reliable run a peak train service. Between Manly and Cleveland the line is single track with passing places. This allows for a service in each direction every 15 minutes, but with little operating margin for late running before a delayed service delays services in the opposite direction. To add to the problem, there are only 2 tracks at Manly, where the additional "inner all stations" services start and terminate every 15 minutes. The train blocks a track during the turn-back at Manly, with minimal operating margin to allow for late running. Thus it is very easy for the Cleveland Line service to fall to pieces during the peak period, which can cause subsequent delays on other lines. A 3rd track and platform at Manly by 2012 was recommended in the the Inner City Rail Capacity Study (2008), but was never constructed.
|Inadequate Cleveland Line infrastructure. Source: QR NAG 046.|
With QR being obsessed by on-time running KPIs, and to avoid the knock on effect of late running services, QR will often run services express past stations that they are scheduled to stop at, much to the annoyance of commuters. It is unknown if there is a particular issue with the provision of the empty service that forms the 7:28am from Manly. QR's ongoing lack of driver #RailFail, lack of trains, and unreliable EMU trains are also not helping matters.
With a projected 10tph am peak service on the Cleveland Line when Cross River Rail opens in the mid-2020s, work needs to start soon to duplicate the single track sections of the Cleveland Line, and provide improved intermediate turn-back facilities for services that are not running all the way to/from Cleveland. More drivers and trains will also be required. The clock is ticking!