seq strategic stabling investigation draft final report ... · draft final report volume 1: scope...

SEQ Strategic stablinginvestigation

Draft final reportVolume 1: Scope definition

25 September 2012

Department of Transport and MainRoads

Parsons Brinckerhoff Australia Pty LimitedABN 80 078 004 798

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2110606B RPT001-D-LC FINAL REPORTVOL 1.DOCX

SEQ Strategic stabling investigation

PARSONS BRINCKERHOFF 2110606B-RPT001-D-LC FINAL REPORT VOL 1.DOCX Page i

ContentsPage number

Executive summary see Volume ES

Glossary vi

1. Introduction 1

1.1 Purpose and scope 1

1.2 Need for the study 1

1.2.1 Fleet growth 21.2.2 Fleet composition 21.2.3 Stabling location 3

1.3 Document contents 3

1.4 Other stabling investigations 4

2. Demand assessment 5

2.1 Introduction 5

2.2 Inputs and assumptions 5

2.2.1 Inputs 52.2.2 Reference documents 62.2.3 Current termini and stabling facilities 72.2.4 Future stabling sites currently under investigation 72.2.5 Stabling depot location and capacity – desired attributes 8

2.3 2021 Stabling demand profile 9

2.4 2031 Stabling demand profile 11

2.4.1 CRR Operating Strategy – Passenger Fleet and Stabling RequirementsAssessment 11

2.4.2 ‘First Principles’ calculation of stabling demand 132.5 2051 Stabling demand profile 15

2.5.1 Method 1 – ‘First Principles’ calculation of stabling demand 152.5.2 Method 2 - Pro-rata calculation of stabling demand 172.5.3 Comparison of outcomes 182.5.4 Recommended ideal 2051 stabling profile 19

2.6 Summary of demand 20

2.7 Outstanding issues 21

3. Design and operational requirements 23

3.1 Introduction 23

3.1.1 Purpose and scope 233.1.2 Chapter contents 233.1.3 Inputs and assumptions 23

3.2 Design requirements 23


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3.2.1 Track design 233.2.2 Buffer stops 243.2.3 Access platforms 253.2.4 Overhead line equipment 253.2.5 Buildings and crew facilities 253.2.6 Maintenance and cleaning facilities 253.2.7 Access and parking 263.2.8 Security 263.2.9 Walkways 263.2.10 Lighting 263.2.11 Flood immunity 26

3.3 Operations and location 26

3.4 Standard design modules 27

3.4.1 Stabling road 273.4.2 Turnouts 283.4.3 Boundary between modules 283.4.4 Ancillary buildings and parking 293.4.5 Examples of use 29

4. Existing facility review 30

4.1 Assumptions and inputs 30

4.2 Nambour 30

4.2.1 Site location 304.2.2 Current facilities and operations 324.2.3 Opportunities and constraints 33

4.3 Caboolture 36


4.4 Petrie 41


4.5 Beenleigh 47

4.5.1 Site location 474.5.2 Current facilities and operation 484.5.3 Opportunities and constraints 50

4.6 Robina 55


4.7 Redbank 61


4.8 Ipswich 68

4.8.1 Site location 684.8.2 Current facilities and operation 69


PARSONS BRINCKERHOFF 2110606B-RPT001-D-LC FINAL REPORT VOL 1.DOCX Page iii

4.8.3 Opportunities and constraints 714.9 Manly 76


4.10 Conclusions 80

5. Site selection and evaluation framework 82

5.1 Purpose and overview 82

5.2 Process framework 82

5.3 Step 1 – site identification 82

5.4 Step 2 – preliminary filter and shortlisting 83

5.5 Step 3 – prefeasibility assessment (concept design) 85

5.6 Step 4 – options assessment and preferred solution selection 86

List of tablesPage number

Table 1.1 Summarised fleet growth – 2012 to 2051 2Table 2.1: Existing stabling facilities and termini 7Table 2.2: 2021 stabling demand 9Table 2.3: 2031 stabling demand 11Table 2.4: Calculated stabling demand 2031 14Table 2.5: Fleet numbers 18Table 2.6: Calculated stabling demand 2051 18Table 3.1: Stabling track design standards 24Table 3.2: Train lengths 24Table 3.3: Stabling road module dimensions 27Table 3.4: Turnout module dimensions 28Table 3.5: Clearance module dimensions 28Table 3.6: Ancillary module dimensions 29Table 4.1: Nambour site details 31Table 4.2: Nambour land use designation 35Table 4.3: Caboolture site details 37Table 4.4: Petrie site details 41Table 4.5: Beenleigh site details 48Table 4.6: Site details, Robina 55Table 4.7: Site details 62Table 4.8: Land use designation 66Table 4.9: Site details 68Table 4.10: Land use designation 73Table 4.11: Site details 76Table 5.1: Assessment criteria 84Table 5.2: Scoring 84Table 5.3: Weighting for sensitivity testing 85


Page iv 2110606B-RPT001-D-LC FINAL REPORT VOL 1.DOCX PARSONS BRINCKERHOFF

List of figuresPage number

Figure 4.1 Nambour stabling yard location 31Figure 4.2 Track layout at Nambour 32Figure 4.3 Caboolture stabling yard location 36Figure 4.4 Track layout at Caboolture 37Figure 4.5 Petrie stabling yard location 41Figure 4.7 Environmental constraints, biodiversity and vegetation, Petrie 45Figure 4.8 Beenleigh stabling yard location 47Figure 4.9 Track layout at Beenleigh 48Figure 4.10 Constraints mapping, Beenleigh 53Figure 4.11 Robina stabling yard location 56Figure 4.12 Track layout at Robina 58Figure 4.13 Redbank stabling yard location 61Figure 4.14 Location of stabling at Redbank 62Figure 4.15 Planning scheme designations and constraints, Redbank 64Figure 4.16 Ipswich stabling yard location 69Figure 4.17 Track layout at Ipswich 71Figure 4.18 Planning scheme designations and constraints, Ipswich 74Figure 4.19 Manly stabling yard location 77Figure 4.20 Track layout at Manly 78

List of photographsPage number

Photo 4.1 General view of stabling yard at Nambour. Expansion space to left and redundant freightshed in middle distance 33

Photo 4.2 Nambour from station platform, stabling on right 33Photo 4.3 Eastern sidings at Caboolture 38Photo 4.4 Southern stabling at Petrie 42Photo 4.5 Northern siding at Petrie 43Photo 4.6 Staff access path, Petrie 43Photo 4.7 General view of Sidings at Beenleigh 49Photo 4.8 Permanent and demountable buildings on site at Beenleigh 49Photo 4.9 General view of facilities at Beenleigh 50Photo 4.10 Close up of facilities at Robina. 57Photo 4.11 General view of Robina facilities 57Photo 4.12 View towards western stabling at Robina – electricity substation in foreground 58Photo 4.13 Close up of security fencing and high capacity LED floodlighting installed at Redbank 63Photo 4.14 General view of facilities at Redbank, shortly prior to opening 63Photo 4.15 View of stabling at Ipswich, showing tight geometry) 70Photo 4.16 Vehicle access to sidings at Ipswich crossing main line 70Photo 4.17 Stabling at Manly, looking towards unused exit 78Photo 4.18 Stabling at Manly looking south (main line and station platform to left) 79


PARSONS BRINCKERHOFF 2110606B-RPT001-D-LC FINAL REPORT VOL 1.DOCX Page v

Appendices see Volume 3Appendix A: Reference data – future demandAppendix B: Standard CAD modulesAppendix C: Town planning assessmentsAppendix D: Full environmental assessment of sitesAppendix E: Estimated dead running costsAppendix F: Detailed costing spreadsheets


Page vi 2110606B-RPT001-D-LC FINAL REPORT VOL 1.DOCX PARSONS BRINCKERHOFF

Glossary

BCC Brisbane City Council

HCSMU High Capacity Suburban Multiple Unit (7-car equivalent length)

LCC Logan City Council

MBRC Moreton Bay Regional Council

RCC Redlands City Council

SCC Sunshine Coast Council

SEQ South East Queensland

SEQ-SSI South East Queensland Strategic Stabling Investigation

TMR Department of Transport and Main Roads

TTA TransLink Transit Authority


PARSONS BRINCKERHOFF 2110606B-RPT001-D-lc final report vol 1.docx Page 1

1. Introduction

1.1 Purpose and scope

Parsons Brinckerhoff and Ranbury were commissioned by the department of Transport andMain Roads (TMR) to undertake the SEQ Strategic Stabling Investigation (SEQSSI).

The purpose and strategic aim of the SEQ SSI has been to identify the short (pre-2020),medium (2020 to 2031) and long term (2031 to 2051) train stabling requirements to supportthe future operation of the SEQ passenger rail network in the outer parts of the network andthe ‘rail revolution’ vision outlined in Connecting SEQ 2031 (CSEQ2031).

The project scope is to:

Identify and document the short (pre-2020), medium (2020 to 2031) and long term(2031-2051) train stabling requirements taking into account the projected UrbanLink,CoastLink and ExpressLink service requirements

Identify and document at a conceptual level the technical and functional specificationsfor future stabling, including (but not limited to) having regard to capacity, train consistlength, fleet mix, crew facilities, access, maintenance activities, etc.

Develop an evaluation framework to enable the suitability of sites to be assessed

Identify stabling options across the SEQ network to support the short, medium and longterm operational requirements including:

assessment of the capability and suitability of existing stabling locations, and

identification and assessment of new stabling locations.

The project included detailed on-going consultation with key stakeholders includingQueensland Rail and the TTA.

In parallel with the SEQ SSI, the SEQ Stabling Detailed Site Investigation is undertakingdetailed investigation and design at sites that have already been identified. Those sites areThorneside, Dakabin, Banyo and Elimbah.

Not included in the SSI was consideration of near city stabling depots (eg Mayne andClapham) nor depots associated with new lines (Moreton Bay Rail Link, Springfield/Ripley,Sunshine Coast and Flagstone/Beaudesert)

The project has been undertaken in three stages: Stage 1 contains scope definition; Stage 2site selection and shortlisting; and Stage 3 reporting.

1.2 Need for the study

Connecting SEQ 2031 is the guiding plan and policy document for the development of thetransport network in South East Queensland. For the rail system it envisages both increasedservices on existing lines as well as extensions of the system through new lines. It alsoproposes a new classification of rail services with different types of trains matched todifferent types of services (‘UrbanLink’, ‘ExpressLink’ and ‘CoastLink’).

A number of rail network strategies necessary to fulfil the rail network goals expressed inCSEQ2031 have been developed, including:


Page 2 2110606B-RPT001-D-LC FINAL REPORT VOL 1.DOCX PARSONS BRINCKERHOFF

sectorisation of rail operations to support UrbanLink, ExpressLink and CoastLink servicetypes

alternative operational termini for these service types, and

increasing train lengths from the current 6-car length up to 7 and 9 car equivalent lengths(to support UrbanLink and ExpressLink/CoastLink respectively).

These strategies have implications for the location, capacity and capability for existing andfuture train stabling to support future rail operations. Put in other terms, the three primarydrivers for developing a stabling strategy are fleet growth to support future services, fleetcomposition and facility location.

1.2.1 Fleet growth

The estimated growth in fleet over the planning horizon articulated in CSEQ2031 issummarised in Table 1.1, below.

Table 1.1 Summarised fleet growth – 2012 to 2051

Year Estimated fleet size(3-car units)

2012 211

2020 (without CRR) 270

2021 (with CRR) 320

2031 616

2051 926

1.2.2 Fleet composition

Over time, train lengths will increase from the current 6-car length up to 7 and 9 carequivalent lengths (for UrbanLink and CoastLink/ExpressLink service types respectively).Stabling facilities must be designed to cater for the trains that they are expected to house byensuring that track lengths of each stabling road are of the correct length. Furthermore, eachdepot must provide facilities appropriate to the expected train types to be stabled. Thisincludes items such as decanting facilities, train crew platforms in the right location as wellas cleaning and maintenance facilities.

Figure 1-1 shows the estimated changes in fleet composition from 2012 to 2051.



Figure 1-1 Change in fleet size and composition, 2012-2051

The change in fleet composition over time presents a number of challenges, particularly forexisting facilities where there is little or no room to expand train storage roads for longertrains. Planning for new facilities must also take into the account the future length of trainsand with appropriate regards for when they are expected to come into service.

1.2.3 Stabling location

The South East Queensland rail system has a number of stabling facilities in the outerregions of the network that are used to store trains when they are not in service. However,these facilities are at capacity, and with additional rolling stock coming into service to meetgrowing network demand, there is a pressing need to provide additional stabling.

The ‘Train Stabling Strategy’ assessment undertaken by Queensland Rail in 2009highlighted the limited scope for capacity expansion of existing stabling facilities for a rangeof reasons, including environmental and built environment (urban encroachment) constraints,and that existing facilities may not be suitable to support future operations due to changes innetwork sectorisation and operating patterns, and the introduction of longer trains. Giventhis, identification of new stabling locations is essential.

1.3 Document contents

This document is the first of three volumes that make up the final report for SEQSSI andrepresents the outputs from Stage 1. It is made up of 4 main sections:

Chapter 2 contains a summary of expected stabling requirements through to 2051.These numbers provide the basis for assessment of potential future stabling locations

Chapter 3 documents engineering design parameters and functional and operationalrequirements that have been used in the development and assessment of potential sites

Chapter 4 contains a review of existing suburban stabling facilities (ie excluding MayneYard) with consideration of current capacity, design and facilities and a preliminaryexamination of potential for expansion.

0

50

100

150

200

250

300

350

2012 2021 2031 2051

Tota

l tra

ins (

estim

ated

)

Change in fleet composition2012-2051

9-car (Express/CoastLink)

7-car (UrbanLink)

6-car



Chapter 5 documents the process and mechanisms that were used for site selection andassessment in Stage 2.

Volume 2 of this report contains the outputs from Stage 2 which includes site selection,assessment and preliminary evaluation (concept design).

Volume 3 contains appendices, including working papers and supporting information.

1.4 Other stabling investigations

In addition to the currently existing facilities discussed above, it is understood that planning isin progress by Queensland Rail for new facilities for shorter term delivery at the followinglocations:

Thorneside

Dakabin

Banyo

South of Elimbah

Clapham

Kippa-Ring (to support the Moreton Bay Rail Link project).



2. Demand assessment

2.1 Introduction

The purpose of this chapter is to document the required stabling demand over the periodfrom 2021 (Cross River Rail) to 2031 and to 2051, including the ideal locations to suitproposed network operations.

The stabling demand profile for 2021 and 2031 has generally been developed frominformation provided by TMR from previous rail strategy reports. Where specific informationis not available from previous reports (e.g. 2051), the stabling requirements have beenassessed from a ‘first principles’ basis from the nominated 2051 AM peak hour servicefrequencies from the Rail Strategy for SEQ (refer Figure 20.2 – Proposed Rail Network in2051 - Transformational 4 Balanced Focus), and the assumed 15 minute off-peak frequency.An alternative method using fleet numbers reported by Systemwide for 2051 in the RailStrategy development is also calculated using a pro-rata approach based on informationfrom the available reports.

The stabling demand profile described in this chapter will be used as an input to helpdetermine the optimum future stabling depot locations, size and development strategyprogressively over the period to 2051.

The output is a quantum of stabling requirements based on train types (lengths) for eachterminus including overnight and day-time off-peak stabling. The location of this idealstabling demand profile does not consider issues such as availability of sites and cost benefitanalysis of the location of stabling at alternative sites. These issues and others areaddressed in the stabling site corridor reviews and assessment documentation.

This chapter documents the Citytrain passenger train stabling depot demand for theQueensland Rail system in SEQ from 2021 until 2051.

The inputs and assumptions used to develop the contents of this report are documented inSection 2.2. Stabling requirements nominated for 2021 and 2031 planning horizons are asdetailed in Sections 2.3 and 2.4 respectively. The requirements for the 2051 planninghorizon and the planning assumptions around the rail network, peak and off-peak servicefrequencies at that time are as detailed in Section 2.5.

2.2 Inputs and assumptions

2.2.1 Inputs

The stabling demand for 2021 and 2031 is provided from the SEQ Stabling Project –Strategic Stabling Requirements Specification Discussion Paper developed by TMR.

The stabling demand for 2051 required an assessment of the fleet size and compositionexpected at that planning horizon, and the planned operating mode at that time. The RailStrategy for SEQ: Connecting SEQ 2031 developed a number of planning scenariosimpacting on expected public transport demand in conjunction with the Regional Plan andIntegrated Regional Transport Plan (Connecting SEQ 2031). The Rail Strategy’s preferredplanning scenario for rail was the Transformational 4 – Balanced Focus Scenario,represented by the AM peak service frequency as per Figure 20.2 – Proposed Rail Network,



and as included in Appendix A - Figure 1A, with the exception of the proposed 12 carCoastLink trains.

Subsequent planning for Cross River Rail excluded provision of inner city station capability toaccommodate the 12 car train, with planning only to provide for the 9 car train. Hence the 12car CoastLink train scenario has been replaced with an equivalent number of 9 car trains tomaintain total corridor passenger capacity during the AM peak. The proposed sectorisationand rail network infrastructure at that planning horizon are as indicated in Appendix A -Figure 1A.

The fleet size required to operate this service plan was assessed via:

A ‘first principles’ approach based on AM peak and off-peak requirements, anticipatedsector cycle times, plus an allowance for spares.

Utilising a previous assessment by Systemwide included in its draft report ConnectingCSEQ 2031:Rail Strategy Development (refer Appendix A, Table A-1). The derivation ofthis fleet size has not been validated.

Key features of the 2051 plan as it impacts on stabling are:

increase in AM peak service levels, including peak spreading strategies

increases in train car requirements and changes in train consist lengths to support thoseservice levels

overall significant increase in fleet size

changes in termini locations

sectorisation that suited the planning at that time, including the indicative solution forStage 2 of inner-city rail capacity (post CRR). (Note: This notional sectorisation differsfrom that subsequently developed during detailed planning for Cross River Rail; but thecorridor capacity and required peak hour trains required to meet modelled demand isrelatively independent of which matching sectors are adopted; however it doesdetermine what type of trains (eg length) can run on each sector).

2.2.2 Reference documents

SEQ Stabling Project – Strategic Stabling Requirements Specification Discussion Paper

Rail Strategy for SEQ – Connecting SEQ 2031: Integrated Regional Transport Plan forSouth East Queensland

Draft report Connecting SEQ 2031 - Rail Strategy Development (Feb 2010) bySystemwide

CRR Project Case 2031 Service Plans

CRR Operation Strategy –Passenger Fleet and Stabling Requirements Assessment



2.2.3 Current termini and stabling facilities

Existing stabling facilities to service the termini are documented below:

Table 2.1: Existing stabling facilities and termini

Current termini Stablingdepot

Existing capacity

Stabling depot PlatformRosewoodIpswichRichlandsDarra

Ipswich 13 x 3 car units on 4roads:2 x 6 car2 x 6 car1x 6 car + 1 x 3 car1 x 6 car

2 x 3-car units can alsobe stabled at IpswichPlatform 1

Redbank 6 x 6 car (commencedoperations March 2012)

BeenleighKuraby

Beenleigh 16 x 3 car 2 x 3-car units in thedead-end middle roadto the south of thestation platforms.

Varsity Lakes Robina 7 x 6 car

ClevelandManly Thorneside

Manly 2 x 6 car An additional 2 x 3 carunits can also bestabled at the platforms

CaboolturePetrieGympie NorthNambour

Caboolture 11 x 6 car

Petrie 2 x 6 car

Gympie North 2 x 6 car ICE train

Nambour 2 x 6 car 2 units in the DockRoad (part of thestation platform area)

Roma StreetBowen HillsShorncliffeFerny GroveMitcheltonDoombenAirport+ overflow from remotedepots

Mayne 124 x 3 car

For further discussion on current stabling facilities, refer Chapter 4 of this report.

2.2.4 Future stabling sites currently under investigation

Future out-depot stabling sites nominated for separate investigation by Queensland Railinclude:

Thorneside (9 x 6 car train capacity in the proposed Stage 1)



Dakabin

Banyo

1.3 km south of Elimbah

Nambour area

Kippa-Ring (in conjunction with the planned Moreton Bay Rail Link project)

A future inner-city train stabling and light maintenance depot is being investigated atClapham.

A new rollingstock maintenance depot and associated train stabling depot is also beinginvestigated as part of New Generation Rollingstock (NGR) project, to be located Wulkuraka,just west of Ipswich.

2.2.5 Stabling depot location and capacity – desired attributes

Train stabling is required to stable trains when not in use. This includes stabling of the fleetwhen the system is not operating (eg overnight), and stabling those trains required only toprovide the extra peak period services when these trains are not in service.

Ideally stabling is best provided where trains terminate and restart, to reduce dead-running,reduce capacity pressures on the network, and have trains best placed to respond to trainfailures. The current and planned SEQ network is for a Brisbane CBD focus as the AM peakdestination, with the outer termini the destination for PM peak services. Off-peak and contra-peak services ideally start and finish from both the outer termini and the inner city, to providecoverage in both directions for the operating hours. Stabling just on the upstream side of theterminus reduces the dwell time needed for turn-backs and dead-running; however siting ofstabling relative to termini stations generally suffers from a practical consideration onacquiring a suitable site.

Other issues with stabling depot locations and termini design relate to the logistics of gettingtrains into and out of stabling, including local network capacity, managing train crossingconflicts, available platform capacity, and configuration of stabling depots for entry/exit andplacement of trains to meet required headways.

Accessibility for train crew is another significant consideration. Ideally stabling depots locatedwithin easy walking distance for train crew from a station is desirable, to suit train crew shiftchanges (at either start or finish of a shift). A more remote site will require driving train crewto or from a station for the start or finish of a shift.

Servicing and cleaning depots also provide some capacity for holding trains when not in use;but require the ability to ensure accessibility for trains into and out of these facilities tooptimise their main role.

At termini stations, the difference between arrival and departure train numbers at anyparticular time (at a maximum during morning and afternoon peaks) and the number of trainsrequired to provide for initial start-up morning services, determines the maximum out-depotstabling capacity requirements to eliminate/minimise dead running of trains. Daily overalltrain numbers arriving and departing a terminus are generally the same; however schedulingrequirements (e.g. additional evening services to suit passenger service levels) may result ina daily overall mismatch between arrivals and departures at a terminus. Dead running oftrains to meet these schedules cannot be eliminated unless these trains are run as additionalpassenger services.



Out-depot stabling manages the demand surge in the peak direction during the morningpeaks and after the evening out-bound peak, and provides operationally efficient stablinglocations during shutdown periods. Off-peak daytime stabling is best provided at the near-city stabling locations to remove trains as soon as possible from the AM peak and to ensuretrains are best positioned ready for the afternoon peak. These need to be located to suitsectorisation, to minimise crossing conflicts to access into and out of these depots.

Stabling is also required for trains undergoing maintenance (including some queuingallowance) at the maintenance depots. These depots need good accessibility to minimisedead running from the sectors served by trains being maintained at each.

The ideal total stabling demand will be in excess of the stabling required just for the fleet sizedue to the changing demand over a work day, with more than half the train fleet stabled atout-depots overnight ready for the morning peak services and also at the inner city locationsduring the daytime off-peak ready for the evening peak services. Alternatively, schedulingadditional off-peak services reduces the total train stabling demand.

Stabling depots need to meet the following criteria for the most efficient ideal operation:

stabling capacity for daytime off-peak

stabling capacity for overnight and shutdown

minimise system operational costs / maximise system efficiency by stabling trains whereservices commence (i.e. locate stabling depot as close as possible to the associatedtermini stations to minimise dead running and other associated operational andinfrastructure costs).

This ideal stabling demand profile assumes stabling depots are located at termini stations.However, this is generally not possible in all situations in practice. The practical locations forthe SEQ network will be developed and documented in subsequent SEQSSI project reports.

2.3 2021 Stabling demand profile

The following table is an extract from the SEQ Stabling Project – Strategic StablingRequirements Specification Discussion Paper (refer Appendix A, Table A-3). The totalstabling demand is shown based on 3 car equivalent numbers. The fleet in 2021 is plannedas only comprising 6 car trains (using the current 3 car sets). The indicative fleet size for2021 was assessed as requiring 341 three car units.

Table 2.2: 2021 stabling demand

Stabling Location 2020CRC 2020

2021Rail Operations Report

6car

7careqv.

9 Car Total 6 Car 7careqv.

9 Car Total (3 car eqv)

SouthernLoganleaBeenleighRobinaElanoraGreater FlagstoneThornesideManly





6car

7careqv.



Cleveland Line 26 20Flagstone andBeenleigh/ Gold CoastLines

NA NA

Beenleigh/ Gold CoastLine

34 NA

Southern Outer NA 52Southern Total 60 72Northern/Kippa-Ring 16KawanaStrathpineCaboolture 18PetrieNambour 14Gympie NorthBanyoPetrie/RedcliffeNorth Coast Line NANorth Coast Line,Kippa Ring Extension,Shorncliffe Line &CAMCOS

NA

Shorncliffe Line 14 NANorth Coast Outer 12Caboolture Outer 58North Suburbs 12 8Northern Total 60 78WesternSouth RipleyRedbank 38Ipswich 8SpringfieldIpswich and SpringfieldLines

NA

Ipswich, Springfield andRipley Lines

NA NA

Ipswich Line NA NAWest Inner NA 16West Outer NA 26Western total 46 42Inner CityClapham 44 56Mayne Yard 124 114





6car

7careqv.



Inner City Total 168 170

Network Stabling 334 3722

2 Figures sourced from Table Figure 20 from CRR Rail Operations: 2021 with and without project.There are an alternative stabling figures detailed in Figure 21 within the same document.


2.4.1 CRR Operating Strategy – Passenger Fleet and StablingRequirements Assessment

The CRR Operating Strategy – Passenger Fleet and Stabling Requirements Assessment(Version 1.2 – 8 Dec 2010) undertaken by Systemwide, identified the proposed operatingplan for the AM peak hour and peak shoulder for 2031, and derived fleet size and stablingrequirements. These are as summarised for 3 car units in Table 2.3 below.

Table 2.3: 2031 stabling demand

Stabling Location 2031CRR Fleet Options Paper

6 car 7car eqv. 9 Car Total (3 carequiv)

Southern

Loganlea (18)1

Beenleigh (27) 1

Robina (24) 1

Elanora (30) 1

Greater Flagstone (20) 1

Thorneside (26) 1

Manly (6) 1

Cleveland Line ** 32

Flagstone and Beenleigh/ Gold Coast Lines ** 119

Southern Total 151 (151) 1

Northern

Kippa-Ring (17) 1

Kawana (27) 1

Strathpine (28) 1

Caboolture (36) 1

Petrie

Nambour (21) 1

Gympie North



Stabling Location 2031CRR Fleet Options Paper

6 car 7car eqv. 9 Car Total (3 carequiv)

Banyo (20) 1

North Coast Line NA

North Coast Line, Kippa-Ring Extension,Shorncliffe Line & CAMCOS

** 149

Shorncliffe Line NA

North Coast Outer NA

Caboolture Outer NA

North Suburbs NA

Northern Total 149 (149) 1

Western

South Ripley (22) 1

Redbank (42) 1

Ipswich (14) 1

Springfield (22) 1

Ipswich and Springfield Lines NA

Ipswich, Springfield and Ripley Lines ** 100

Ipswich Line NA

West Inner NA

West Outer NA

Western Total 100 (100) 1

Inner City

Clapham ** 72 (72) 1

Mayne Yard ** 124 (124) 1

Inner City Total 196 (196) 1

Network Stabling 596 (596)

** 6 Car Trains could also be high-capacity HCSWMU (7-Car Equivalent) train types;

The forecast fleet size in 2031 from the CRR planning studies was 516 x 3 car units (Source- CRR operating strategy- Passenger fleet and stabling requirements assessment –Dec2010). The fleet size derived by Systemwide to meet the proposed operating plan was 518three car sets, inclusive of 47 spares (~10%). This comprised 117 x 6 car trains and 79 x 9car trains in service during the AM peak. The assessment was noted as utilising RailSysmethodology, with close agreement on calculated fleet size with a separate spreadsheetmethodology (516 three car sets). There would appear to be no adjustment for the longerHCSMU train in calculating equivalent 3 car sets.



2.4.2 ‘First Principles’ calculation of stabling demand

An alternate assessment based on ‘first principles’ evaluation of the fleet needed to operatethe Operating Plan for the 2031 AM peak as per Figure A-2, has been undertaken, based onthe same methodology as detailed in Section 5.1. The outcomes and comparison with theCRR / Systemwide assessment above are as per Table 2.4.

The first principles assessment is based on ideal stabling location options to minimise dead-running, and is based on the numbers required at each remote terminus and at the near-citycorridors to meet sectorisation and junction constraints. For example the nominated terminuson the Gold Coast in the 2031 plan is Elanora, whereas Robina is the only practical sitingoption for the bulk of trains required on this corridor.

There is a considerable discrepancy between the two assessment methods in the trainnumbers and stabling required to achieve the services planned for the Gold Coast, and thedesired day-time off-peak stabling required for trains from the south and west at Mayne, andthis should be addressed.

The reality for this day-time off-peak requirement is that more remote over-night stablingdepots will also require to provide this dual function, with more dead-running required. Moredetailed planning is required in the lead-up to the 2031 planning horizon, based on actualnetwork development, fleet acquisition and changes in service plans in the interveningperiod.



Table 2.4: Calculated stabling demand 2031

Stabling Location CRR Table 4.1 First Principles Method

3car

7car

9Car

Total (3 carequiv)

6car

7car

9Car

Total (3 carequiv)

Southern

Loganlea 18 14 33

Beenleigh 27

Robina 24

Elanora 30 33 99

Greater Flagstone 20 8 16

Thorneside (26)

Manly (6)

Cleveland Line 32 16 37

Southern Total 151 185

Northern

Kippa-Ring 17 9 18

Kawana 27 11 33

Strathpine 28 14 33

Caboolture 36 1 13 41

Petrie

Nambour 21 6 18

Gympie North Not covered Not covered

Banyo(Shorncliffe)

20 9 21

Northern Total 149 164

Western

South Ripley 12 24

Redbank 32

Ipswich 22

Springfield 22 15 35

Rosewood 8 16

Western Total 76 75

Inner City Day time off-Peak

Near West-Wacol/ Redbank

32 36

Near South-Clapham

72 52

Near East-Cleveland

12

Near North-Mayne 114 178

Near City Total 218 278




Stabling demand and its desired spatial distribution for 2051 is not available from previousreports; and it has been derived using two methods:

1. From ‘first principles’ based on the 2051 Sectorisation Plan and AM peak servicefrequency

2. On a pro-rata basis from the 2051 Operations Plan (by Systemwide) and the nominatedtrain fleet numbers.

The following Sections 2.5.1 and 2.5.2 detail both methodologies, and Section 2.5.3compares the outcomes.

2.5.1 Method 1 – ‘First Principles’ calculation of stabling demand

This section explains how the 2051 demand is calculated on a ‘first principles” basis from the2051 peak hour Operational Plan available from previous reports, and required inputs,assumptions and the actual calculation process for the outer and inner city demand.

Data inputs

Key base data is obtained from:

Appendix A Figure A-1 - 2051 Operations Plan (Figure 20.2 in the Rail Strategy)

The ideal stabling out-depot locations are determined from the termini listed.

The AM peak service train numbers listed (in-bound services/hour)

The off-peak services are assumed to be a minimum of 4 services per hour (RailStrategy for SEQ – Connecting SEQ 2031: Integrated Regional Transport Plan forSouth East Queensland refers to implementation of 15 minute off-peak frequencyservices).

Assumptions

The planning assumptions adopted for a ‘first principles’ assessment of ideal stablingnumbers at the out-depots for the 2051 service plan, are:

The AM peak is the more demanding demand period, and is of 2 hour duration. In-bound services in each hour are as per Figure A-1, with the exception that the 12 carCoastLink trains are replaced with an equivalent number of 9 car trains (due tosubsequent planning limiting CRR to 9 car train).

The total fleet comprises those required to provide for the AM peak, plus an allowancefor 10% spare trains. Of these spares, half are assumed to be in maintenance depots orundergoing overhauls, whilst the other half are available to provide replacements fortrains failed in service and require stabling in stabling depots. (The actual fleet size willfluctuate from this assumption subject to procurement arrangements, and actualnetwork development and timetable changes over the plan duration.)

The off-peak is generally 15 minute frequency in both directions. The system notionallyshuts-down in the late evening as currently; however a skeletal continuous very lateevening service continuation would have limited impact on total stabling numbers.



Stabling for the fleet used in the off-peak is shared 50/50 between the out-lying depotand the near-city depots, assuming the system shut-down and start-up involvesservices in both directions commencing and terminating at similar times.

The extra services required to make-up the AM peak are stabled at the out-lying depot.

Day-time off-peak stabling is desirable at near-city stabling depots to meet the eveningpeak start-ups and reduce dead-running, with locations to best suit sectorisation and thenetwork configuration, particularly constraints imposed by flat junctions.

Out-depot stabling demand

Night-time off-peak train stabling demand is calculated as the total required to commenceearly morning services, plus the difference in train numbers arriving and departing at aterminus during the AM peak, with the objective of efficient operation by elimination of deadrunning of trains. During the day time service (including day-time off-peak), it would beexpected that there would be little or no need for out-depot stabling (in the ideal case wherethere is sufficient near-city stabling available to cater for the total day-time off-peak stabling).

The train stabling numbers for the out-depots are determined from the difference betweenthe morning peak and contra direction off-peak train numbers plus the initial start-uprequirements to feed trains towards the inner city (while other trains are still in transit fromthe Inner-City). The calculation, simply stated is:

Stabling demand at a particular terminus = (A - B) + C, where

(A) is the peak inbound service numbers from that terminus

(B) is the contra direction off peak service numbers to that terminus

(C) is the initial start-up requirements to cover time before the contra direction off-peakservices begin to arrive

The specific calculations for (A) and (B) have been developed by calculating the trainnumbers required to service the peak and off-peak services for each terminus from theOperational Plan and existing or forecast section run times. Train numbers required toservice the off-peak are calculated from the turnaround times from the CBD to the terminusand the train frequency (4) per hour on each corridor. The additional trains required toservice the peak periods are calculated from the difference between the peak and off-peaktrain frequency over the 2 hour peak service taking into account section run times (e.g.shorter section run times will allow a train to provide multiple services).

The calculations are not dependent on matching specific sector pairs, but include the triptime savings achieved with CRR and the North West Transport corridor routes, and thestopping patterns for each planned sector remaining consistent across the day.

Initial start-up train stabling numbers are determined by the number of trains that depart theterminus before the opposing trains arrive at the terminus (based on off-peak train frequencyper hour and the approximate section run time from the Inner City to the Terminus).

An allowance to stable 50% of the spare trains (ie 5%) of the trains required to make up thescheduled services from the particular terminus, has also been added to the totalrequirement, allowing these spares to be available to make up for any AM starting services.

Inner city stabling

Daytime off-peak Inner City stabling is required for all trains not operating the off-peakservice or stabled for maintenance purposes.



These stabled trains are then best position to enter service for the out-bound afternoon peakand are then stabled at the out-depot stabling facilities ready for the next morning peak.

Night-time off-peak Inner City stabling is required for the remainder of the fleet after theallocation of trains for stabling at out-depots and maintenance facilities.

2.5.2 Method 2 - Pro-rata calculation of stabling demand

This section explains how the 2051 demand is calculated on a pro-rata basis from dataavailable from previous reports, covering required inputs, assumptions and the actualcalculation process for the outer and inner city demand.

Data inputs

Key base data is obtained from:

Appendix A Figure A-1 - 2051 Operations Plan

The ideal stabling out-depot locations are determined from the termini listed.

The peak service train numbers listed

Appendix A, Figure A-2 and Table A-3

Fleet numbers to deliver the 2051 Operations Plan

Provides total fleet and breakdown of fleet number for 3 car SMU, 7 car HCSMU,and 9 car IMU train consists.

The off-peak services are assumed to be a minimum of 4 services per hour.

Assumptions

The operations planning assumptions are similar to those described in Section 2.5.1.

Out-depot stabling demand

Night-time off-peak train stabling demand is calculated from the difference in train numbersarriving and departing at a terminus during the morning service with the objective of efficientoperation by elimination of dead running of trains. During the day time service (including day-time off-peak), it would be expected that there would be little or no need for out-depotstabling (in the ideal case where there is sufficient near-city stabling available to cater for thetotal day-time off-peak stabling).

The train stabling numbers for the out-depots are determined from the difference betweenthe morning peak and contra direction off-peak train numbers plus the initial start-uprequirements to feed trains towards the inner city (while other trains are still in transit fromthe Inner-City). The calculation, simply stated is:

Stabling demand at a particular terminus = (A - B) + C, where

(A) is the peak inbound service numbers from that terminus

(B) is the contra direction off peak service numbers to that terminus

(C) is the initial start-up requirements to cover time before the contra direction off-peakservices begin to arrive

The specific calculations for (A) and (B) have been developed by combining different typesof available data – e.g. anticipated peak hour service levels from each termini, the



anticipated contra off-peak services arriving at each termini, together with the total fleetnumbers for each consist type to support peak operations.

Initial start-up train stabling numbers are determined by the number of trains that depart theterminus before the opposing trains arrive at the terminus (based on off-peak train frequencyper hour and the approximate section run time from the Inner City to the Terminus).

Inner city stabling

Daytime off-peak inner city stabling is required for all trains not operating the off-peak serviceor stabled for maintenance purposes.

These stabled trains are then available to service the afternoon peak and are then stabled atthe out-depot stabling facilities ready for the next morning peak.

Night-time off-peak inner city stabling is required for the reminder of the fleet after theallocation of trains for stabling at out-depots and maintenance facilities.

2.5.3 Comparison of outcomes

The key difference between the two methods is the fleet numbers used to provide theoperational service which results in difference stabling demand at the termini.

Table 2.5: Fleet numbers

Method 2 – Pro-Rata Method 1 – FirstPrinciples

PercentDifference

2031Fleet

3 Car 7 7 0%7 Car HCSMU 171 147 16%9 Car 238 183 30%Total (3 carequivalent)

1120 898 25% 516

The outputs from both methods are listed below and are used to provide the range ofstabling demand to be considered for the future design of each terminus with total stablingdemand of between 1130 and 1278 (3 car equivalent sets). The forecast fleet size in 2031from the CRR planning studies was 516 x 3 car units (Source - CRR operating strategy-Passenger fleet and stabling requirements assessment –Dec 2010). There was no fleetcomposition break-up included in that report, nor has any separate validation of its derivationbeen undertaken as part of this review.

Table 2.6: Calculated stabling demand 2051

StablingLocation

Method 2 Pro-Rata Method 1 First Principles

3car

7car

9Car

Total (3 carequiv)

3car

7car

9Car

Total (3 carequiv)

Southern

Loganlea 15 45 13 39

Beenleigh 9 27 10 30

Robina

Elanora

Coolangatta 28 84 28 84



Greater Flagstone

Beaudesert 10 30 10 30

Thorneside

Manly

Cleveland Line 20 47 22 51

Southern Total 233 234

Northern

Kippa-Ring 16 37 17 40

Kawana

Maroochydore 6 19 63 6 15 51

Strathpine 10 23 9 21

Caboolture 2 21 68 5 16 60

Petrie

Nambour 6 18 8 24

Gympie North

Banyo(Shorncliffe)

9 21 9 21

Northern Total 230 217

Western

South Ripley

Redbank 15 35 16 37

Ipswich

Springfield 20 26 138 21 23 118

Rosewood 16 48 14 42

Western Total 221 197

Inner City Day time off-Peak

Near West-Wacol/ Redbank

90

Near South-Clapham

151

Near North-Mayne 196

Near City Total 544 437 ##

MaintenanceStabling

50 45

Total NetworkStabling

1278 # 1130 #

# Assumes Night time off-peak stabling for Ferny Grove (37 to 42 x 3 car) and Airport (12 to 14x 3 car)lines at an Inner City location.## Assumes day-time off-peak stabling at Cleveland for 44 x 3 car equivalent due to system congestion

2.5.4 Recommended ideal 2051 stabling profile

The ‘first principles’ assessment of total fleet size and desirable stabling deployment toachieve the assumed 2051 AM peak operating plan frequency, with the outputs as per



Tables 2.5 and 2.6 is the more realistic (and conservative) of the two methodologies, and isrecommended for stabling depot sizing planning purposes. The derivation of key inputs intothe alternate “pro rata” method have not been able to be validated, and it provides a muchhigher fleet size than expected, based on patronage forecast modelling undertaken for theRail Strategy.

The calculation assumes a fleet size and composition based on the suggested sectorisationas per Figure A-1. This is particularly so in respect of termini locations and train typesserving the various sectors; however there is a very high probability that these will varysignificantly as the rail network is expanded and upgraded over the next 40 years. Equallyland use within South East Queensland, trip generation and mode share will also vary fromthat assumed in the demand modelling undertaken for the Rail Strategy.

The calculated fleet size, composition and resultant ideal stabling distribution, as developedin this Working Paper are consistent with the total peak hour rail corridor capacity modelledfor the Figure A-1 scenario. However the calculation of total 3 car equivalent units has beenassessed on a terminus to CBD and return cycle time for the off-peak services, with the extrapeak services essentially only providing a single trip to the CBD during the peak for mostcorridors, and is not reliant on which other sector these trains operate to and from. Forexample the assumption on future operation of 9 car trains on the western corridor toRosewood and Ripley depends on a future solution for additional inner city capacity (postCRR) and station upgrades on this corridor to permit these trains to operate; however if only6 car trains are feasible on this corridor, then more trains are required to maintain the peakcapacity, and this has no change on the number of 3 car equivalents needed (it doesobviously affect stabling road lengths and stabling depot design).

The assessment clearly demonstrates the desired locations for stabling, and the likely scaleof the stabling required at the 2051 planning horizon. It also identifies the more problematicrequirement for near-city stabling for the day-time off-peak, and the likely limitations atMayne and the proposed Clapham Depot. Additional near-city stabling will be required onthe western, southern and northern corridors, and on the Cleveland corridor to manage thenetwork configuration, corridor track capacity and flat junction issues, as well as limit theextent of dead-running. The access conflicts into and out of stabling depots, with at-gradecrossing conflicts during the AM and/or PM peaks, needs to also be considered in locatingand sizing stabling depots. This is particularly so on stabling depots adjacent to more heavilyutilised track sections.

Actual development of new and expanded stabling depots, and the priority for theirdevelopment will be driven by the rate of expansion of the fleet, decisions and timing tointroduce the longer UrbanLink HCSMU and the ExpressLink/CoastLink 9 car trains, andnetwork expansion. The likely demand for stabling in 2021, 2031 and 2051 for the systemand individual corridors should drive the priorities for such development, including theimperative for the timely acquisition of sufficient land to accommodate future needs.

2.6 Summary of demand

Assuming the preferred scenario whereby stabling can be adequately provided in both theouter and inner regions of the network to best suit rail operations, the projected growth instabling requirement between 2012 and 2051 has been calculated, and is shown in Figure2-1 below, contrasted with the projected growth in fleet:



Figure 2-1 Fleet and stabling growth (2012-2051)

2.7 Outstanding issues

In this chapter, an indicative future demand profile has been developed to guide the optionsdevelopment phase of the project. However, there are a number of important issuesremaining outstanding which will need to be taken into account. These are particularlyimportant when it comes to implementation timing and planning.

Inner city stabling

This demand assessment has highlighted the level of inner city stabling likely to benecessary to support the identified service patterns.

The sectorisation and network configuration for all planning horizons requires trains to beremoved from the AM peak service and then re-entered for the PM service. Both actionscause crossing conflicts at critical locations on the network such as Park Road and RomaStreet junctions, and for Mayne and Clapham depots, impacting peak operations. Carefulplanning for off-peak stabling locations and operations will be required to resolve theseconflicts.

The development of options to support inner city stabling is not in scope for this project.However, it is not possible to develop a comprehensive stabling strategy without fullyunderstanding the demands and requirements for both outer and inner city stabling. Thedevelopment of a robust inner city stabling strategy to complement the SEQ SSI should beundertaken as a matter of priority.

219334

372

702

1130

211270

320

616

926

0

200

400

600

800

1000

1200

2005 2015 2025 2035 2045 2055

3-ca

r equ

ival

ents

Estimated fleet and stabling growth2012-2051

Stabling requirement Fleet size

Stabling growth rate 4.25% pa (2012-2051)

Note step change in fleetand stabling sizeintroduced by CRR



Cross River Rail (CRR) implementation – timing and scope

CRR is a critical component in the strategic development of the SEQ rail network. Thedemand assessment has considered the stabling requirements up until the point CRR isdelivered, as well as afterwards when significant new services will be unlocked, requiringfurther fleet and stabling to be delivered.

Understanding that CRR will take many years to deliver, a review by the Queenslandgovernment was commissioned to consider short term opportunities to provide additionalnetwork capacity to provide relief until CRR can be built.

One of the recommendations from this review was the delivery of targeted stabling facilitiesto reduce junction conflicts. This will have implications for the selection of sites for stabling,as the ability to perform a dual function of overnight stabling and peak capacity relief wouldincrease the utility of stabling facilities.

New Generation Rollingstock (NGR) delivery

In the short-term (i.e. pre 2020), demand for greater stabling in the SEQ is drivenpredominantly by new fleet planned to be procured under the proposed NGR project.However, the contract for NGR is yet to be awarded and there is currently no certainty as tothe number of trains to be included in the contract or the timeframe over which the trains willbe delivered. Both of these have an impact on stabling investment in terms of timing forprocurement and facility sizing.

As the NGR project develops and important procurement decisions made, it is important thatthe ramification of those decisions on the stabling program are appropriately considered.



3. Design and operational requirements

3.1 Introduction

3.1.1 Purpose and scope

The purpose of this chapter is to detail the design and operational requirements that will beused throughout the project to develop stabling schemes for site selection and assessment.

As the primary goal of this project is to identify sites suitable for stabling, the contents of thischapter are centred on those design and operational requirements which will have the mostimpact on site footprint. Technical requirements which have no bearing on land size, orwhich do not impact heavily on construction cost or constructability are not considered here.

It is important to note that there is currently no consolidated Queensland Rail standard orrequirements specification for stabling facilities.

3.1.2 Chapter contents

This chapter documents the agreed design and operational standards to be used for theconcept design of stabling facilities in SEQ. It also contains the proposed method for use ofrelevant design standards for the preliminary site selection stage of the site selection andassessment process.

A series of CAD drawings to support the identification and assessment of sites are includedin Appendix B. These are based on the design standards included in this document.

Further details of the site selection and assessment process is included in Chapter 5 –Evaluation Framework.

3.1.3 Inputs and assumptions

The primary inputs into this document were the outcomes from a workshop held on 13February 2012 with representatives of TMR, Queensland Rail, TransLink and the ParsonsBrinckerhoff/Ranbury consultancy team.

Information has also been supplemented by informal discussions with Queensland Railoperations staff during site visits to existing stabling facilities in February 2012.

The requirements documented below are primarily for purposes of determining the footprintof a facility at a concept or feasibility level – it cannot be used for detailed design purposes.

3.2 Design requirements

3.2.1 Track design

Table 3.1 below summarises the track design standards that should be adopted for design ofstabling for the purposes of SEQ SSI.



Table 3.1: Stabling track design standards

Min Desirable Max

Track centres 5.5 m 6 m 7 m

Road lengths See text

Turnout types (mainline) 1:16

Turnout types (in yard) 1:8.25 1:10

Gradient Flat 1:200

Curvature Straight

Entry/exit speed 50 km/h

Space between trains 9 m

Overrun protection 5 m

There is no maximum road length that trains can be ‘stacked’. Intermediate crossoversshould not be provided when more than two trains are stabled in line. This would introduce apotential risk (e.g. points failure) that is greater than the one it is proposed to mitigate.Provision of an intermediate crossover would also add additional cost and complexity.

To date, stabling has been measured in ‘3 car units’. However, for future planning purposesstabling will need to consider their ability to stable 6-car, 7-car equivalent and 9-car sets.Table 3.2 below shows the assumed set length.

Table 3.2: Train lengths

Set Assumed length

6-car 150 m

7-car equivalent 175 m

9-car 225 m

Straight and flat roads are preferred for stabling, with curves potentially increasing trackcentres and creating the need for additional cameras and lighting due to safetyrequirements. Access platforms cannot be provided on sharply curved track due to centre-throw and end-throw clearance issues.

Turnouts at the entry/exit of a stabling facility should be located on tangent track, to permituse of standard turnout components and permit an acceptable entry/exit speed. There isalso a preference for double ended stabling to allow trains to enter or exit from either end;however this is dependent on the location of the depot relative to the terminus, and any otherrequirement for accessing from the opposite end..

For overrun protection there should be a minimum of 9 metres between trains. The followingsection deals with the overrun requirements following a buffer stop.

3.2.2 Buffer stops

Where a stabling facility needs to be single ended, buffer stops will be required at the end ofeach road for overrun protection. For concept design purposes, where dead-ended sidingsare being proposed, a minimum of 10m (max 20m) of track will be provided (as can beaccommodated) beyond the face of the buffer stop. Ultimately, the actual length will bedriven by the type of buffer stop used e.g. friction type buffer stops or hydraulic type.



3.2.3 Access platforms

Access platforms are required for train crew and maintenance to safely enter and exit trains.An allowance of 2m for platform widths has been allowed for concept design purposes.

3.2.4 Overhead line equipment

Portals are preferable for overhead wiring supports to reduce obstacles on walkways. Theexact span of a particular portal is a design issue that will need to take into account thetrade-offs between the size and cost of the structure that would be required and the potentialimpacts on track centres.

For concept design purposes, if 6m track-centres can be provided it is assumed thatadequate space is present to create the necessary portal structures during detailed design.

3.2.5 Buildings and crew facilities

For every 12 operational sets working from a particular stabling depot a 25x12m crewingbuilding footprint should be provided. This building footprint includes room forstorage/cleaning.

All pathways should be sealed and access platforms provided if geometry permits.

Standard width track centres (section 3.2.1) include sufficient space for walkways andaccess platforms.

3.2.6 Maintenance and cleaning facilities

Maintenance

Currently, minimal maintenance is undertaken within stabling facilities and there is no clearpolicy on what maintenance will be undertaken within stabling facilities in the future

For the purposes of site investigation, it has been agreed that generally no allowance isrequired for maintenance activities at stabling depots. Light maintenance activities (e.g.window replacements) may occur, but this type of activity should not result in any additionalspace being required.

At a central location (eg Clapham) or at the larger remote depot locations (eg Robina) theprovision of a maintenance road and pit should be considered. The requirements are specificand such sites should be looked at with a risk and opportunities approach for maintenance.

Decanting

For planning purposes it can be assumed that every site will require decanting facilities.Provision of decanting facilities will have minimal impact on geometry, and standard trackcentres (section 2.1) will provide sufficient width.

Ideally, provision of decanting facilities should be provided on every second road in order toaccommodate “back to back” decanting.

Cleaning

Provide hot and cold running water and waste water drain (sink) for cleaners to roads atevery access platform.



3.2.7 Access and parking

Heavy vehicle access should be accommodated and should include:

provision for hi-rail access (maintenance vehicles)

access for emergency vehicles accommodated on one side of the stabling facility, withcapacity for vehicles to turn around

access/ turn around areas for garbage trucks (or similar)

5 car parking spaces should be allotted per every operating train to cover train crew andother depot staff.

3.2.8 Security

Clearances from fences and boundaries

A minimum 5 metre clearance is required between a security fence and the nearest trackcentre line

Security

Ideally, train crew facilities (including parking) should be located within stabling yard securityfence. If not, a secure path is required between a station and a stabling facility as far aspracticable

Queensland Rail standards for fencing, noise barriers etc. should be followed.

3.2.9 Walkways

Walkways were not discussed in detail in the workshop. For the concept designs to be usedin this project, all walkways will be at rail level for crossing tracks and cannot be located nearpoints or crossings.

3.2.10 Lighting

In general, lighting will have a limited impact on the overall footprint, but allowance will needto be made for construction costing as well as being considered in regards to potentialcommunity impacts and understanding its role with regards to safety and security.

Some specific considerations with regards to lighting are as follows:

for safety reasons, emphasis should be placed on lighting paths rather than trains

full floodlighting of sites will be determined on a site by site basis

3.2.11 Flood immunity

Stabling facilities should be built to withstand Q100 flood levels.

3.3 Operations and location

Signalled operations



All future stabling sites will be fully signalled, with remote control from Mayne Control Centre.(Similar to Redbank Stage 1 which was recently completed).

Location

When considering operation at a terminus, the preferred location characteristics are:

down side of terminus station

minimises main line manoeuvres

close to the main line (does not require a spur line to access)

close to a station (ease of access by crews at shift changeover etc)

allows for entry and exit from both ends of the facility

3.4 Standard design modules

The methodology adopted for this project requires a rapid, high-level identification andshortlisting of sites before any detailed design work is undertaken. In order to support thisprocess, a set of ‘standard design modules’ has been developed. By using these modules itis possible to quickly identify whether a site may have sufficient area to provide stablingwithout requiring engineering design.

Four types of templates have been developed:

stabling road

turnouts

clearance

ancillary buildings and parking

Each of these provides a conservative estimate of space required for various facilities, andby combining modules an indicative footprint of a range of stabling yards can be determined.

Each type of is discussed in further detail below.

3.4.1 Stabling road

Three standard modules have been developed: 6-car, 7-car equivalent and 9-car.Dimensions of these modules are in Table 3.3 below.

Each module contains space for the train set, a buffer at each end, and half the spacerequired between tracks. Either a second stabling module or a clearance module is requiredto provide the full clearance required.

Table 3.3: Stabling road module dimensions

Module Width Length

6-car 6 m 160 m

7-car equiv 6 m 185 m

9-car 6 m 235 m



3.4.2 Turnouts

Four standard turnout modules have been developed. These are for a single turnout from themain line into a stabling line, a single low speed turnout and ladder configuration for 2 or 3tracks. Additional combinations are possible by combining these.

At this stage, these modules are at concept stage only, but have been based on availableQueensland Rail standards.

Table 3.4: Turnout module dimensions

Module* Width Length

Main line turnout (50 km/h) 6 m 36 m

Single 12 m 145 m **

Double 18 m 215 m **

Triple 24 m 288 m **

*All turnouts are 1:12 for these modules** Total length of single, double and triple modules are inclusive of the 36m main line turnout

The resulting length of the turnout ladders formed by using these modules represents anideal situation where there are no spatial constraints.

It is recognised that in practice, there will not always be allowance for an ideal track design,and that turnouts may need to be stacked much closer together to fit in the available space.Techniques for doing this may include removing transitions between turnouts and usingmore compact turnouts. For instance, by stacking 1:12 turnouts directly one after the other(i.e. removing the transitions), the overall length of a triple laddered turnout can be reducedto 192m long. Going further still, using 1:10 turnouts stacked one after the other would give alength of 166m. However, doing these types of optimisations does involve trade-offs such asreduced yard entrance speeds and increased points maintenance.

During the concept design phase, optimisations such as those just discussed will be useddependent on the availability of space.

3.4.3 Boundary between modules

These are simple modules that allow for the necessary spaces between the edge of astabling road module and a wall (e.g. retaining) at the edge of the site, a building or otherfacility.

Three standard modules have been developed: 6-car, 7-car equivalent and 9-car.Dimensions of these modules are in Table 3.5 below.

Table 3.5: Clearance module dimensions

Module Width Length

6-car 3 m 160 m

7-car equiv 3 m 185 m

9-car 3 m 235 m



3.4.4 Ancillary buildings and parking

Three ancillary modules have been developed: crew building, single parking module anddouble parking module. Single parking modules are of a size suitable for 5 parked cars,while the double parking module provides for 10 parked cars. Dimensions of these modulesare in Table 3.6 below.

Table 3.6: Ancillary module dimensions

Module Width Length

Amenities building 25 m 12 m

Small car park (5vehicles)

14 m 15 m

Large car park (10vehicles)

17 m 15 m

Note that the dimensionality of the amenities building is based on 12 operational trainsoperating from a particular facility. This can be scaled up as required in a pro-rated fashion.

For car parks, 5 spaces are required per operational train using the facility. This takes intoaccount the average number of car parks required, including all train crew, operations andmaintenance staff.

The size of the buildings and car park can be scaled to suit the requirements for the numberof operational trains. For instance if a stabling facility were to stable 24 operational trains, theamenity building would be doubled in size.

3.4.5 Examples of use

Appendix A contains a number of CAD drawings based on the building blocks describedabove.

A complete example, for a 3-road facility capable of holding 2x9 car trains per road is alsoincluded in the Appendix to demonstrate how a number of the modules can be combined.



4. Existing facility review

4.1 Assumptions and inputs

Parsons Brinckerhoff/Ranbury team members met with Queensland Rail staff on site atstabling locations around SEQ on 20, 21 and 22 February 2012. Around one hour was spentat each site. The information that was collected by inspection and with generally informaldiscussions with Queensland Rail staff forms the basis of this report.

The locations visited were:

Nambour

Caboolture

Petrie

Beenleigh

Robina

Manly

Redbank

Ipswich.

Land use inputs are based on review of current planning schemes for Sunshine CoastCouncil, Moreton Bay Regional Council, Brisbane City Council, Logan City Council, GoldCoast City Council, Redlands City Council and Ipswich City Council, as appropriate.

4.2 Nambour

4.2.1 Site location

Stabling at Nambour is located directly to the west of Nambour railway station.

Nambour station is located on the western side of the Nambour CBD. It has frontages toCivic Way and Price Street. As indicated in Figure 4.1 below, it runs close to but does notcross Petrie Creek.



Figure 4.1 Nambour stabling yard location

Site details are summarised in Table 4.1, below:

Table 4.1: Nambour site details

Description Address Area m2 Tenure Description

Lot 216SP102280

Currie Street,Nambour 4560

33,600 State land(Transportinfrastructure)

Lot 216SP102280

Proposedshopping centre

Stabling

Station building

Park and Ride

Industrial area



4.2.2 Current facilities and operations

Current stabling facilities at Nambour include one double-ended siding west of and parallel tothe main line. This siding has capacity for 4x3-car train sets end to end (Figure 4.2). Trainsare also stabled overnight on the platform siding – capacity for 2x3-car train set.

The siding is a former Q-link freight depot and a disused freight shed is on site (Photo 2.1).Currently there are no staff facilities provided, although it is understood that a project iscurrently underway to provide this amenity. Staff sign-on at the passenger station then mustrequest a line block to cross the main line to the siding (Photo 4.2)

Driver/guard access platforms are not provided.

Security is via 1800 high security chain wire fence with barbed wire. Floodlighting and CCTVsecurity is provided. There is some history of vandalism and graffiti.

The siding is generally located in a light industrial area and few complaints from locals havebeen received.

Figure 4.2: Track layout at Nambour

Train access to the station (from western sidings) is by shunting (backing up) to north end ofstation on main line then south on to the main platform road.



Photo 4.1: General view of stabling yard at Nambour. Expansion space to left andredundant freight shed in middle distance

Photo 4.2: Nambour from station platform, stabling on right (note crew accesspath across main line)

4.2.3 Opportunities and constraints

4.2.3.1 Potential for expansion

Site visits and preliminary investigations suggest that with reconfiguration of the west side ofthe station it should be possible to provide one additional stabling track for one 6-car trainset. This would require removal of disused QLink freight shed and possibly reallocation ofcarpark space (Photo 2.1). This would bring total stabling on this site to two 6-car train sets,exclusive of any trains parked in the dock platform road.

This additional stabling road would provide short term relief for Nambour, but it does not suitthe future duplication arrangement and extra platform on the western duplicated track.



However, it does not appear that it would be a practical to expand this stabling road to suitlonger (7 or 9 car trains) within the current station footprint. Further expansion in this areawould not be possible without major property acquisition in the Price Street industrial area. Amore practical future expansion would be to the south (towards Arundell Avenue) butexpansion in this direction would be unlikely to be compatible with the additional road.Therefore provision of one additional 6-car road in the current station yard would not be auseful first step to ultimate expansion of the site.

4.2.3.2 Current infrastructure proposals

The proposed upgrade of Landsborough to Nambour railway will require the redevelopmentof Nambour railway station and sidings which will impact on this location. This project wouldsee duplication of the railway line through to Nambour with ultimate allowance for 4 tracks.

An Environmental Impact Statement (EIS) has been completed for this project, but notimeframe has been set for project implementation.

Stabling was not included in the scope of the final EIS. However, it is understood that someinvestigations were undertaken during preliminary work. While work including landacquisition associated with the Landsborough to Nambour upgrade may provide anopportunity for additional/redundant line to be used for stabling, a supplementary EIS tospecifically cover this use would likely be necessary.

4.2.3.3 Surrounding land uses

The Nambour site is located on the western side of the Nambour CBD. Land uses to the eastof the site include civic, retail and commercial land uses. The former Moreton sugar mill siteis located to the south east of the site. A new shopping centre including a large-formatsupermarket has recently had local government approval to be developed on this site.

Park and ride facilities for commuters are located directly adjacent to the west of the existingstation. Light industry land uses are dominant between the station and Petrie Creek, withresidential land uses further west. There are a number of parks including Petrie Park and theModel Railway Park, plus linear park land generally following the Petrie Creek channel.

Sensitive land uses in the vicinity of the Nambour site include the Nambour childcare centreon Mill Street. Nambour State College is located on Coronation Ave approximately 300metres from the northern most extent of the Nambour site. There are other schools includingSt Joseph’s College on Currie Street and Burnside State Primary and State High School,however these are some distance from the site.

There are limited noise attenuation devices, such as screening, adjacent to the Namboursite. In addition, the existing railway line is elevated above ground level north of the PriceStreet crossing.

4.2.3.4 Land use designations

The Nambour site is within the Sunshine Coast Regional local government area and theapplicable planning scheme is the Maroochy Plan 2000.

Approximately two thirds of the Nambour site is within the Town Centre Frame precinct, withthe remaining third (to the south) in the Core Industry precinct. The entire site is within theUrban Footprint, as defined by the South East Queensland Regional Plan 2009-2031.



Nambour is also nominated as a major regional activity centre within the South EastQueensland Regional Plan 2009-2031.

The provisions of planning scheme and the SEQ Regional Plan as they relate to theNambour site are described in Table 4.2, below.

Table 4.2: Nambour land use designation

Description Zoning(precincts)

Planning scheme overlays SEQ Regional Plan

Lot 216SP102280

Town CentreFrame (2/3)ANDCoreIndustry(1/3)

Flood ProneLand

The northern extent ofthe site is within thisoverlay (associated withPetrie Creek).

Urban FootprintNambour is nominated asa major regional activitycentre within the SEQRegional Plan.Acid

sulphatesoils

Within Area 2: landabove 5m AHD andbelow with a small areaof Area 1: land at orbelow 5m AHD(associated with PetrieCreek)

4.2.3.5 Environmental constraints

There are no known environmental constraints within the site, with the exception of floodingand Acid Sulphate Soils, however these are regulated by the planning scheme.

4.2.3.6 Flooding

The Nambour site is affected by flooding associated with the Petrie Creek which is adjacentto the site to the north.

An assessment has not been made against the provisions of Temporary State PlanningPolicy 2/11: Planning for stronger more resilient floodplains. However, flood mappingprepared by Sunshine Coast Council since the major flood events in January 2011 to assistemergency preparedness show significantly larger areas of flood impact, including adjacentto the Petrie Creek in Nambour. It is recommended that further assessment is made withregard to flooding.

4.2.3.7 Heritage

There are no known heritage listed sites within the Nambour site. No searches of statedatabases have been undertaken for the site.

4.2.3.8 Recommendations

Additional stabling is required to meet current Nambour operations. Future requirementsinclude capacity for additional trains and expansion to suit the planned 9 car train. Ideallyany expansion of existing stabling should be built to suit future duplication trackarrangements at Nambour, and be expandable to meet increasing demand.

The expansion of the existing stabling area to the south west is recommended. This couldentail temporary incorporation of the existing siding in ultimate depot design, or replacing itwith a new siding on a permanent alignment. More detailed design planning is required toreview options for this.



4.3 Caboolture

4.3.1 Site location

The Caboolture station and stabling facilities are in the centre of the Caboolture CBD. This isshown in Figure 4.3.

Figure 4.3: Caboolture stabling yard location

Table 4.3 below summarises land parcels and ownership details.

Northernsidings

Southernsidings

Depot facilities

Station buildingand bus

interchange

Industrial area

Park and ride

Central businessdistrict



Table 4.3: Caboolture site details

Description Address Area m2 Tenure Current land use

Lot 266 on CP 827038 11600 State land(Transportinfrastructure)

Railway

Lot 261 on CP 827037 32400 State land(Transportinfrastructure)

Railway


Capacity of approximately 22 x 3 car sets is available at Caboolture. Stabling at Cabooltureis over two sites: north and west of the station platforms and directly east of the stationplatforms (Figure 4.4).

Crew facilities, break room, parking etc. are provided at the north end of the eastern sidingswith dedicated access from Hayes Street (Photo 4.6). These facilities provide direct accessto the eastern sidings; access to the western sidings is via a secure pedestrian gate to thestation overbridge, then via a secure gate from the north end of platform 1.

Access gates are manually operated.

Driver/guard access platforms are provided.

Lighting is by a combination of floodlights and low height bollard lighting. There is somehistory of vandalism at this site.

Figure 4.4: Track layout at Caboolture

Train access to the northern sidings is direct from platform 1. Access to the eastern sidingsrequires trains to reverse on the main line.



Photo 4.3: Eastern sidings at Caboolture (crew facilities in distance, main line andplatforms to left) – note: lack of sealed paths to central tracks



Site inspections show that the Caboolture site is effectively fully built-out and there is littlepotential for expansion within the current site boundaries. There are no practicalopportunities for provision of additional stabling roads within the site. It may be possible toextend two or three roads in the south/east yard to take longer trains through removal ofeither crew buildings to the north or the heritage listed turntable to the south. This wouldhowever be the effective limits of expansion.

Expansion of the site is heavily constrained with the McKean Street level crossing to thenorth, King Street overbridge and then Caboolture River to the south and close developmenteast and west. Significant expansion would almost certainly require property acquisition ofeither residential properties on Walter Street or light industrial properties on BeerburrumRoad.

The proposed extension of platforms to suit the 9 car train and the construction of a 4th

platform, will have significant impacts on current track configuration in the station precinctand accesses to the stabling roads, and the current stabling roads cannot be readilyexpanded to fit 9 car trains. These developments would have significant staging implicationsif undertaken whilst stabling remained at Caboolture


There are no known confirmed major infrastructure proposals for the Caboolture stationarea.

Recent planning documents (including Connecting SEQ 2031) have proposed theestablishment of a new station at Caboolture North as the new terminus for Caboolture



services, providing for major park& ride capacity, and train stabling relocated out of thecurrent central Caboolture location. Caboolture would essentially be a thru station withbus/rail interchange serving an expanded Principal Regional Activity Centre.


Land uses to the north and east of the site are primarily residential (largely low densitydetached housing with some medium density dwellings). The town centre features to thewest of the site and includes various community services and facilities such as the Counciloffice, a school, library and shopping facilities. The northern sidings abut a number of smalllight industrial facilities while the eastern sidings are adjacent to residential buildings and achild care centre.


Caboolture is part of the Caboolture Morayfield Principal Regional Activity Centre (PRAC)designated under the SEQ Regional Plan 2009. The PRAC functions include keyadministrative, commercial, retail and community functions, and higher density residentialdevelopment. As such, location of rail stabling yards and/or potential expansion of stablingyards within a PRAC could potentially be considered inconsistent with strategic designationof this area.

The site is located within Moreton Bay Regional Council area. At present, the planninginstrument that applies to this site is the Caboolture Shire Planning Scheme.

The existing site is designated as a special use zone under this Scheme. Planningdesignations for the surrounding land include that of residential (low and medium to highdensity residential developments), district centre and open space areas.

Under the Scheme, rail infrastructure and associated facilities are defined as a major utilityland use. Within all of the above outlined zones, major utilities are considered to be uses thatare consistent with and are located in those planning designations.


A review of the Scheme indicates that a waterway (Caboolture River) is located south of theexisting site. The entire area also contains acid sulphate soils and has been categorised aslow bushfire and landslide hazard land. These environmental considerations are not likely torestrict development opportunities in the area – provided that proposed developmentscomply with relevant local and state codes, policies and/or regulations.

4.3.3.6 Flooding

The site and surrounding areas are not identified on any flood mapping systems.Furthermore, the Planning Scheme does not outline any specific planning provisions orconstraints associated with flood management areas and has been designed to reflect andaddress the bushfire and landslide aspects only of State Planning Policy 1/03 – Mitigatingthe Adverse Impacts of Flood, Bushfire and Landslide (see p. i of the Scheme).

4.3.3.7 Heritage

The Scheme and State Government Cultural Heritage Register do not identify any areassubject to cultural or heritage protection orders on the site or within immediate surroundingareas.




Given ongoing growth in demand for stabling on the Caboolture line, as well as pressures forhigher intensity commercial development around the railway station precinct associated withthe growth of the Caboolture town centre, the future of the current stabling depot atCaboolture is limited. A new purpose built depot to the north, to accommodate allrequirements for the stabling needs of the Caboolture Terminus, is recommended. Theretention of the existing depot prior to the introduction of the longer 9 car train, or any newCaboolture North station, could be considered in the context of reducing the initial capitalrequirements in developing a new replacement depot to the north.



4.4 Petrie

4.4.1 Site location

Figure 4.4, shows the location of the Petrie stabling site.

Figure 4.5: Petrie stabling yard location

Details of the land parcels are provided in Table 4.4

Table 4.4: Petrie site details


Lot 21 on SP 102253 75500 State land (Transportinfrastructure)

Railway

Lot 241 on SP 102252 18700 State land (Transportinfrastructure)

Railway

Station

Northernsidings

Southernsidings

IndicativeMBRL route




Stabling at Petrie is by two independent single-ended sidings: one on the north eastern sideof the station with capacity for 2 x 3 car sets, and one at the south-western side of the stationwith capacity for an additional 2 x 3 car sets (Photos 4.4, 4.5 and Figure 4.6).

Due to track curvature and limited space, there is no driver/guard platforms provided. Traincrew facilities are provided at Petrie Station.

Photo 4.4 Southern stabling at Petrie

Low-level flood lighting is provided and no CCTV surveillance is in place. However, there areno recent reported vandalism incidents. There is a record of complaints about noise fromresidents adjacent to southern sidings.

Figure 4.6: Track layout at Petrie

Train access to the station from the southern siding is by shunting north to the stationplatform on the main line for a wrong road departure to the CBD. Train access to the stationfrom northern siding is by proceeding south to the station platform three for a departure tothe south.



Photo 4.5: Northern siding at Petrie

Photo 4.6; Staff access path, Petrie

Train crew facilities are provided at the station with a 250 m – 300 m walk (across the railoverpass) to the eastern stabling depot.



There is some capacity for expansion to provide for longer trains, and the northern sidingsarea could potentially be extended to provide limited additional tracks. Potentialredevelopment of Petrie station associated with the construction of the Moreton Bay Rail



Link will have significant impact on this site. Petrie ceases as a terminus in the 2031 and2051 operating plans, but it could still serve the needs of the proposed Strathpine terminus ifsufficient capacity was available and rail access during the peaks was feasible.


The Moreton Bay Rail Link (Petrie to Kippa-Ring railway line) will have a significant impacton the Petrie area. Details of the ultimate grade separation arrangements required for thisjunction, and interim staging arrangements are not yet available, but it is likely theconfiguration of railway tracks within the area as well as station plans, Queensland Rail landholdings and other features will change considerably.


Land uses to the west of the stabling area are primarily developed as mixed densityresidential dwellings (detached and semi-detached housing as well as units). Our Lady of theWay Primary School, Mt. Maria College and Kolbe College are also located within this area,as are various community services developments such as a shopping village, police,ambulance and fire stations, and churches. Land to the east of the stabling area is a mix ofopen space and industry – notably a large packaging industry development.


The site is located within Moreton Bay Regional Council. At present, the planning instrumentthat applies to this site is the Caboolture Shire Planning Scheme (the Scheme).

The site is designated as a special purpose zone under this Scheme but is located outside ofrelevant planning area zoning maps. Planning designations for surrounding land includesresidential (low and medium to high density residential developments), special facilities,village centres and general industry areas.

Under the Scheme, rail infrastructure and associated facilities are defined as a major utilityland use. Within all of the above outlined zones, major utilities are considered to be uses thatare consistent with and are located in those planning designations.


A review of the Scheme indicates that certain environmental constraints apply to landadjacent to the existing site. In particular, land to the north-east of the site features awaterway that is surrounded by an estuarine stream buffer This area also contains abiodiversity corridor and endangered remnant vegetation (Figure 4.7), while the site itself (inaddition to surrounding areas) are mapped as land that is a bushfire hazard area, containsacid sulphate soils and is near to an erosion prone area

Many of the outlined environmental considerations occur within or on land immediately to thenorth of the existing site. Within this area, considerations such as endangered remnantvegetation are likely to restrict development opportunities, while the presence of acidsulphate soils and/or bushfire hazards will require compliance with applicable local and statebased policies and regulations.

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21 SP10225375500 sqm

241 SP10225218700 sqm

Young St

Petrie St

Brittainy S

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Reid

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Gympie Rd

Wyll

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River St

Old Dayboro Rd

Tayl

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Champagne St

Arm

stron

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Whites Rd

Connors St

Anzac

Av

(Red

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Paper Av (Brisbane

Woodford Rd)

Argy

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Baldw

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Mundin St

Lorient Ct

Hough

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Oloan St

Saunders St

Dijo

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Grenoble St

Mill

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Station St

La Fayette Ct

Roanne Ct

Dayboro Rd

Anzac Av (R

edcliffe Rd)

Gympie Rd

PETRIE STN

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© Parsons Brinckerhoff Australia Pty Ltd ("PB") Copyright in the drawings, information and data recorded ("the information") is the property ofPB. This document and the information are solely for the use of the authorised recipient and this document may not be used, copied orreproduced in whole or part for any purpose other than that which it was supplied by PB. PB makes no representation, undertakes no dutyand accepts no responsibility to any third party who may use or rely upon this document or the information.NCSI Certified Quality System to ISO 9001. © APPROVED FOR AND ON BEHALF OF Parsons Brinckerhoff Australia Pty Ltd

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\\apbnefps01\PROJ\D\Dept_Transport_MainRdsQLD\2110606B_SEQ_RNF_Phase_2\10_GIS\Projects\Drawings_Figures_Sketches\2110606B_F009_A1.mxd www.pb.com.au

Scale correct when printed at A3 Landscape

2110606B_F009_A1

LegendEssential habitat regrowth vegetation

Regional ecosystemEndangered - DominantEndangered - Sub-dominantOf Concern - DominantOf Concern - Sub-dominantLeast Concern Plantation forestWaterEssential habitat regrowth vegetation



4.4.3.6 Flooding

A review of the Scheme has indicated that parts of the site and surrounding area areincluded within a flood management area (see Figure 4.7). However, the Planning Schemedoes not outline any specific planning provisions or constraints associated with floodmanagement areas and have been designed to reflect and address the bushfire andlandslide aspects only of State Planning Policy 1/03 – Mitigating the Adverse Impacts ofFlood, Bushfire and Landslide. Nevertheless, in order to achieve the purpose and objectivesof this Policy, the development will need to demonstrate compliance with applicableoutcomes of this Policy and minimise community risks to this natural hazard.

4.4.3.7 Heritage

The Scheme does not identify any areas subject to cultural or heritage protection on the siteor within immediately surrounding areas. The Department of Environment and ResourceManagement’s Heritage Register does list the nearby Murrumba Homestead Grounds at 38Armstrong Street, Petrie (west of the subject site) as a State Heritage Place.


The only area for expansion of stabling is to the north-east. This has significantenvironmental and drainage constraints, with limited capacity for expansion. Given likelychanges to track alignment and operating plans associated with the Moreton Bay Rail Link,short term expansion of facilities at Petrie does not appear warranted.

Petrie ceases to function as a terminus in the long term planning, and with only limitedservices terminating here upon opening of the MBRL. However whilst stabling is required forthe planned Strathpine terminus, the Petrie site is unlikely to be suitable for this due to thesite limitations.



4.5 Beenleigh

4.5.1 Site location

Beenleigh station and stabling is within the Beenleigh town centre (see Figure 4.8).

Figure 4.8: Beenleigh stabling yard location

Stabling

Stationbuilding

Park

Central businessdistrict

Shopping centre

Electricitysubstation



Table 4.5 below summarises the location of the site.

Table 4.5: Beenleigh site details


Lot 2 SP107675 45400 State land(Transportinfrastructure)

Railway

4.5.2 Current facilities and operation

Capacity is available at Beenleigh for 16 x 3 car sets in 5 roads of varying lengths, 2potentially suitable for up 12 car sets. All sidings are single ended. The stabling is located atthe down side of Beenleigh station on the eastern side and parallel to the main lines (seeFigure 4.15)

Trains arrive and depart through Beenleigh Station with trains travelling from Beenleigh toBrisbane having to cross over the opposing Gold Coast traffic, via travelling on the wrongroad or shunting via a dead-end between the mail lines. Crews sign-on 60 to 90 minutesbefore departure. Crew facilities are on the opposite side of the main lines from the stablingfacility around 200 m from the stabling roads. There is a proposal to move the train crewamenities into the stabling area to reduce the crew travelling time and need to cross themain lines. Lighting is by flood lights and security consists of 2 m steel fence with razor wire.The site has a history of break-ins and graffiti. Driver/guard access platforms are provided.

Figure 4.9 Track layout at Beenleigh



Photo 4.7: General view of Sidings at Beenleigh

Photo 4.8: Permanent and demountable buildings on site at Beenleigh



Photo 4.9: General view of facilities at Beenleigh



The current Beenleigh site is severely constrained to the east by the Hugh Muntz park andwetlands, to the south by the electrical feeder station, and cannot be extended to the northdue to track configuration, commercial properties and the Alamein St overpass and tunnel.The requirement for an ultimate 4 platforms, and longer platforms at Beenleigh toaccommodate the 9 car train, severely impacts the stabling depot and its access off the UPtrack. Any access into and out of the current stabling area would entail a time consumingturn-back to access into a Beenleigh platform in the peak period.

The operating scenario in 2031 undertaken for CRR assumes Beenleigh is not a terminus atthat time. The stabling roads could be used to part meet the requirements of a Loganleaterminus prior to the introduction of the 7 car train (without the platform turnback problems atBeenleigh); however the existing Beenleigh site is insufficient to meet the demand forLoganlea.

A possible option for expanding the Beenleigh site is through relocation of the feeder stationat the southern end of the facility. Indicatively, this would create the opportunity for triplestacking the existing roads, nominally providing capacity for 30 x 3-car units (or 10 x 9-carunits), effectively doubling the existing capacity of the site. There would be no need todouble end the sidings back to the mainline heading south, but there may be space toachieve that if there were operational reasons for doing so. The relocation of the feederstation would ideally be a 50m move to the east to simplify reconnection to the PowerLinkgrid – reducing the costs. However, irrespective of the move distance, a new feeder stationwould need to be built, costing in the order of $20m. The expansion of the facility would costa similar order of magnitude, equating to an investment in the order of $40m. Thisinvestment though would be jeopardised by the proposed Beenleigh station platformlengthening, track realignment and quad-tracking scheme which, in current designs, prohibitsefficient entry and exit from the facility.



The existing feeder station was built in the mid 1980’s and is nearing (within the next 10-15years) life-expired status. A replacement for this feeder station could be used as the catalystto relocate it, freeing up the necessary space to extend the facility.

A decision to expand the existing facility via this mechanism must be linked to fullconsideration of the entire southern corridor stabling solution and possible reconsideration ofthe Beenleigh station and track redevelopment scheme.


There are no current infrastructure proposals directly related to the stabling facilities atBeenleigh. However, some work has been done in relation to the mainline and stationprecinct, which does have an impact on stabling.

In 2010 TMR commissioned a study to investigate options for the redevelopment/relocationof Beenleigh rail station as part of the future four track rail corridor envisaged in the SEQRegional Plan and in keeping with the revitalisation of the Beenleigh Town Centre as aregional activity centre.

The study, completed by GHD, investigated a number of options for relocating the stationand reconfiguring the main line. Four options were investigated, with three requiringsubstantially new alignments to be developed and therefore new stations (rail and bus) to beconstructed. The fourth option, which used much of the existing corridor (but requiring a cutand cover approach to be taken) was selected as the most appropriate option.

With regards to stabling, the first three options all rendered the existing stabling facilityimpossible to access, whereas the fourth option, although potentially impacting the stablingfacility, does not preclude it from being retained – although design work would need to bedone to ensure operations to the facility are retained.

At any rate, a final, four-track alignment through Beenleigh would no doubt cause substantialrework around the facility, which may trigger other design options for the yard to beconsidered (should the yard still be in operational use at that time).


The surrounding area represents a mix of low intensity uses, including large scale retailoutlets, car parking lots, some low density residential development (detached housing) and anumber of vacant/ currently undeveloped lots. A significant cleared vacant site is availableoff Market Place drive, south west of the railway line. A significant area of open space andparklands is located to the east of the railway line, between the Pacific Motorway and therailway line. This area is adjacent to Albert River and is likely to be affected by floodingconstraints.

4.5.3.4 Strategic designations

Beenleigh is identified as a Principal Regional Activity Centre (PRAC) under the SEQRegional Plan 2009. The PRAC functions include key administrative, commercial, retail andcommunity functions, and higher density residential development. As such, location of railstabling yards and/or potential expansion of stabling yards within a PRAC could potentiallybe considered inconsistent with strategic designation of this area.

The draft Beenleigh Master Plan has been prepared for Beenleigh PRAC in 2011 and iscurrently being advertised for public comment. Under the Master Plan provisions, the subject



site is located within Beenleigh Town Centre core area, designated for mix of retail,commercial and residential uses.

4.5.3.5 Local designations

In accordance with the Queensland Government local government boundary reforms, thearea north of the Albert River was transferred from Gold Coast City Council to Logan CityCouncil on 15 March 2008. In accordance with the requirements of the Integrated PlanningAct 1997, Logan City Council now administers all development and land use planning withinthe transferred area.

Until such time that Logan City Council amends their planning scheme to incorporate thetransferred area, the content of the Gold Coast Planning Scheme 2003, as it applies to thisland, will continue to apply. Accordingly, Version 1.2 of the Gold Coast Planning Scheme2003 continues to contain the relevant statutory planning information for the transferred area,including but not limited to the Beenleigh Local Area Plan.

The subject site is located within Precinct 2, Beenleigh Central Precinct and Beenleigh TownCentre Local Area Plan. Additional development of substantial office and additional retailfacilities is proposed for this area.

The significant area of parkland is identified as Precinct 9, River Gateway Precinct, and isintended to act as focus recreational open space for the Beenleigh Principal Activity Centrein the future.


Land adjacent to current stabling facilities is subject to Koala Planning Area constraints,including medium level bushland and land with some potential for rehabilitation (Figure 4.10).

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2 SP10767545400 sqm

Main St

George St

Tansey St

Alamein St

Bellew St

Reisers Rd

Killinure

St

Kent

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Bushland Habitat

Medium Value Bushland

Low Value Bushland

Suitable for Rehabilitation

Low Value Rehabilitation

Generally not suitable

Native Title Determination Applications



4.5.3.7 Flooding

No information was available.

4.5.3.8 Heritage

The subject site and adjoining area may be subject to Native Title Determination and furtherstudies may be required.


There is limited opportunity to expand the current depot without significant cost to relocatethe electrical feeder station. The impacts of future 4 tracking through Beenleigh andextending platforms to suit longer trains will adversely impact on accessing into and out ofthe existing stabling depot from a Beenleigh terminus (requiring turnbacks north of thestation), and there is the uncertainty in respect of Beenleigh being retained as a terminusstation, Alternative stabling sites at Ormeau or Bethania would appear to offer a more viablestabling solution in lieu of trying to expand the current Beenleigh site. It is recommended that

(a) Further investigations be undertaken into the alternative sites at Ormeau andBethania, as well as options for the Beenleigh precinct in conjunction with the 4th

tracking and longer platform planning.

(b) The existing Beenleigh site be retained in use until the longer trains are introducedon this sector.



4.6 Robina

4.6.1 Site location

Robina stabling is located adjacent to Robina Station on the fringes of Robina town centre(see figure 2.18). The relevant land parcels are documented in Table 2.6 below.

Table 4.6: Site details, Robina

Description Address Area m2 Tenure Currentland use

SP 100218 Lot 749 8081 State land (Transport infrastructure) Railway









Figure 4.11: Robina stabling yard location


Stabling at Robina is at two sets of sidings either side of the main line to the north (RomaStreet) side of Robina Station. Capacity is for 5 x 6 car trains on the eastern side and 2 x6 car trains on the western side. Three additional 6 car sidings are currently planned for thewest side, with the basic civil works already completed. A staff-only footbridge is providedover the main line between the two locations.

The terminal station is currently at Varsity Lakes, approximately five minutes away. Trainsdepart from the stabling yard south to Varsity Lakes where they turn-back to commenceservices.

Crew amenities facilities are adjacent to the stabling facility on the eastern side, withcapacity for 40 train crew, two cleaners and two supervisory staff. Hot and cold runningwater is provided to sidings for cleaner use.

Driver/guard access platforms and a high level of flood lighting are provided.

Railway stationbuildings

Depot facilities

Substation

Skilled Parkstadium

MudgeerabaCreek

Westernsidings

Eastern sidings



Security includes CCTV and 2 m steel fence with barbed wire. Installation of a fencevibration detection system is proposed. The site has a history of break in and graffiti.

Toilet decanting facilities are available on the eastern side facilities. Two decanting accesspoints for a six car train on two adjacent sidings. Decanting equipment is operated by thecleaners.

Photo 4.10: Close up of facilities at Robina. Note cleaners sink provided at left ofaccess platform

Photo 4.11: General view of Robina facilities – stabling to left and right with mainline in centre (photograph taken from staff Access Bridge)



Photo 4.12: View towards western stabling at Robina – electricity substation inforeground

Figure 4.12 Track layout at Robina



An additional stabling for 3 six-car trains can readily be provided on the western side in thearea already developed to fit these.

Expansion to serve additional or longer trains is more difficult as the site is constrained byMudgeeraba Creek on northern end and the depot facilities, railway station buildings, trackarrangements to access the main lines and the Robina substation on the southern end. Noadditional sidings can be added on the eastern side due to the proximity of Skilled Stadium.On the western side a sporting field would be affected; but there is insufficient length to asddmore sidings short of Mudgeeraba Creek.



Land is available on the northern side of Mudgeeraba Creek but is flood prone and wouldrequire significant fill to bring it up to existing track level, as well as bridging of the creek.This land is part of the Mudgeeraba flood plain and whilst there should be no pressures forany developments on it, the impact of potential loss of floodplain capacity with the raising ofthe stabling yard area will need to be addressed. Queensland Rail already owns a significantportion of the site on the eastern side north of the creek.

Both the eastern and western side sidings can be extended to the north by bridging thecreek and the overflow channel.

If Robina is to accommodate the proposed 9 car trains, then extension of the existing sidingsnorthwards over Mudgeeraba Creek appears the only viable solution.


Completion of the additional 3 x 6 car sidings on the western side are planned to meet fleetexpansion associated with the proposed NGR project.


Land to the north of the site forms part of the Merrimac-Carrara Floodplain – an area knownfor regular flooding. Community infrastructure based land uses prevail to the west, south andsouth-east of the site which features a hospital, high school, and shopping precinct. Land tothe east of the rail infrastructure is primarily residential (low to medium density dwellings)with Skilled Park football stadium located to the north east.


The planning instrument that applies to this site is the Gold Coast City Council PlanningScheme.

Under this Scheme, the site itself is zoned as part of the integrated planning anddevelopment zone (Floodplain Merrimac-Carrara), while surrounding land is primarilyreserved for urban residential land uses.

Under the Scheme, rail infrastructure and associated facilities are defined as a public utilitiesor railway activities. Within the above outlined zones, these activities are considered to beuses that are consistent with those planning designations.


A review of the Scheme indicates that few environmental constraints apply to land within oradjacent to the existing site. The site and surrounding land are identified as acid sulphatesoil hazard areas. However, this should not restrict development provided that it occurs inline with relevant local and state policies and regulations.

4.6.3.6 Flooding

A review of the Scheme indicates that much of the land surrounding the existing site isdesignated as flood inundation areas These areas will be subject to various local and statebased flood codes, policies and/or regulations including the Scheme Code for Flood AffectedAreas and relevant sections of State Planning Policy 1/03 – Mitigating the Adverse Impactsof Flood, Bushfire and Landslide.



4.6.3.7 Heritage

The Scheme and State Government Cultural Heritage Register do not identify any areassubject to cultural or heritage protection on the site or within immediate surrounding areas.

4.6.3.8 Native Title

The subject site and surrounding areas have been identified as covered under Native TitleDetermination Applications. Further review of provisions in relation to Native title will berequired.


The provision of the additional 3 six-car sidings on the west side of Robina yard isstraightforward, and should be undertaken as and when required.

Further expansion of the railway footprint to the north across Mudgeeraba Creek appearsfeasible, with extension of the 7 current sidings (and planned 3 extra sidings ) likely to be themost viable option for expanding stabling capacity on the Gold Coast line.. Extension of the 5east side sidings to provide for increased train numbers is recommended in the first instance.Extension of the 5 western side sidings would be undertaken when the 9 car trains areintroduced on the sector. The eastern side sidings would be extended to suit both trainnumbers and increased train length as required.

The ability to access either the west side and east side stabling sidings will have advantagesin managing crossing conflicts in getting in and out of the stabling during the AM and PMpeaks, as peak service frequencies increase..



4.7 Redbank

4.7.1 Site location

Figure 4.13: Redbank stabling yard location

The Redbank site is located directly to the west of the Redbank railway station in the suburbof Redbank in Ipswich. It is located south of the main lines and has frontages to BrisbaneRoad to the south (see Figure 4.13)

Site details are summarised in Table 4.7 below:

Stabling

Crew facilities

Station



Table 4.7: Site details

Description Address Area m2 Tenure Current landuse

Lot 501 SP130146 2 River Road,Redbank Qld 4301

76,410 State land (Transportinfrastructure)

Railway


Redbank is a new facility with Stage 1 commissioned in March 2012. Stage 1 provides for 3sidings each holding 2 x 6 car trains (12 x 3 car units) and there is provision for an additional3 sidings, providing total capacity of 24 x 3 car sets..

Crew facilities are provided adjacent to the stabling facility on the eastern side for 40 traincrew. The facility includes training rooms as well as change rooms, meal room, staff,carparking, etc.

The facility provides double ended stabling roads. Overnight stabling is provided for trains onthe Ipswich corridor, with some use for day-time off-peak stabling. Ipswich is around tenminutes’ dead running from Redbank

Flood lighting level is high for crew access and vandalism management, comprising low andhigh level LED lights. Security fencing is 2 m steel fence with razor wire. A fence vibrationdetection system is installed.

As this is a new facility, no information on vandalism is available.

Gate operation is automatic and linked to the signalling system

Figure 4.14: Location of stabling at Redbank



Photo 4.13: Close up of security fencing and high capacity LED floodlightinginstalled at Redbank

Photo 4.14: General view of facilities at Redbank, shortly prior to opening


Figure 4.15 on the following page shows the Planning designations and constraints inRedbank.

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R E D B A N K T O I L E T S

J E H O V A H S W I T N E S S E S

R E D B A N K S T A T E S C H O O L

R E D B A N K F I R E S T A T I O N

R E D B A N K A M B U L A N C E S T A T I O N

501 SP13014676410 sqm

River Rd

Ipswich Mtwy

Chalk St

Brisbane Rd

Mine St

Wee

dman

St

Brisbane Tce

Kerw

ick

St

Law

St N

John St

Brick St

Lew

is S

t

Francis St

Enfield St

Cole St

Auster St

Tile St

Ipswich Mtwy

(Cunningham Hwy)

Col

lingw

ood

Dr

Woolen Mills Accs

Bridg

e St

Overhead B

dge (Brisbane Rd)

Ipswich Mtwy

(Cunningham Hwy)

Brisbane Rd

Ipswich Mtwy

Collingwood DrREDBANK STN

0 30 60 90 metres

1:4,000


¯Scale Redbank Railway Station

Site Locality MapEditor:

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2110606B_F012_A1

LegendEssential habitat regrowth

Flooding

Native Title Determination Applications




The site is planned for future expansion (Redbank Stage 2). All earthworks have beencompleted to allow for easy construction of three double ended sidings to fit an extra 6 x 6car trains. Residential and commercial property and a high retaining wall to the south on theexisting facility make expansion beyond this number of sidings difficult. This site can beextended to the west to accommodate the 7 car train, providing total capacity for 12 x 7 cartrains. This will require additional land acquisition (one house) and extension of trackworkand re-laddering the western end with a new mainline connection to fit the extra trainlengths.

A new facility on the northern side of the main lines is possible for another 12 x 7 car trains(plus). This may require some modification to the freight sidings and track accesses to theRedbank Workshops and Locomotive Servicing Depot, and partial acquisition of some oldindustrial property in the area (subject to required size of expansion and final site footprint).


The current depot is configured to accommodate another 3 sidings (each holding 2 x 6 cartrains) and the basic site works have already been completed.


The Redbank site is located directly to the west of the Redbank railway station. Land uses tothe south of the site are generally residential in nature, with some commercial and retail landuses on Brisbane Road. Industrial land is the predominant land use to the north. Bothinformal and formal park ‘n ride facilities surround the Redbank railway station.

There appears to be limited noise attenuation devices screening adjacent land uses from theland within the rail corridor. However, the site is partially in a cutting and retaining wallsprovide some noise attenuation. The adjacent mainline operation involves a significantlyhigher maximum noise events with operation of diesel freight trains on a 24/7 basis.

Sensitive land uses near the Redbank site include:

Redbank Station Childcare Centre, located on Brisbane Road

Redbank Respite Centre, located on the corner of Brisbane Road and Brick Street

Redbank Preschool and Redbank Primary School, located adjacent to the Ipswichmotorway on Church Street.


The Redbank site is within the Ipswich City local government area and the applicableplanning scheme is the Ipswich planning scheme. The majority of the site is within the SU02– Special Uses (Railways) zone, however an area in the north-eastern most extent of the site(with frontage to River Road) is within the Regional Business and Industry (Low Impact)zone. The entire site is within the Urban Footprint, as defined by the South East QueenslandRegional Plan 2009-2031.

The provisions of planning scheme and the SEQ Regional Plan as they relate to theRedbank site are described in Table 2.8 below.



Table 4.8: Land use designation

Description Zoning Planning scheme overlays SEQRegionalPlan

Redbank:Lot 501SP130146

SU02 –SpecialUses(Railways)AndRegionalBusiness &Industry(Low Imp)

OV3-Mining InfluenceArea Overlay

Encroaches slightlyinto the north boundaryof the site

UrbanFootprint

TLPI 1_2011 - AdoptedFlood Regulation Line -03/05/2011

Affects approximatelythird of the site

OV5-Flood Line 1 in 100Overlay - 15/04/2011

Minor encroachment atwestern end of site

OV14-Rail Corridor NoiseImpact Manmt AreaOverlay - 15/04/2011

OV Character Places-Identified Places ofInterest - 15/04/2011

Identified at easternend of site


Small areas in the western part of the site are mapped as containing ‘high value regrowthvegetation containing endangered regional ecosystems’ as identified in the Essential HabitatMapping obtained from the Department of Environment and Resource Management1.

4.7.3.6 Flooding

Ipswich City Council has adopted Temporary Local Planning Instrument 01/2011 - FloodingRegulation (TLPI 01/2011). TLPI 01/2011 took effect on 20 June 2011 and will cease to haveeffect on 19 June 2012 or when it is repealed in accordance with the provisions of theSustainable Planning Act 2009.

The purpose of TLPI 01/2011 is to provide improved flood regulation based on a revisedflood regulation line and associated development provisions. The revised flood levels arebased on the January 2011 flood event levels.

Approximately one third of the Redbank site is within the new flood levels within TPLI01/2011. These flood areas are within the western part of the site.

4.7.3.7 Heritage

There is an ‘identified heritage place’ listed within the eastern part of the site. Searches ofstate databases have not been undertaken to determine the status of this site.

1 Vegetation Management Act Essential Regrowth Habitat mapping is available fromhttp://www.derm.qld.gov.au/wildlife-ecosystems/biodiversity/regional_ecosystems/introduction_and_status/regional_ecosystem_maps/#lot

http://www.derm.qld.gov.au/wildlife-




There are a number of opportunities apparent for the Redbank area, including expanding thecurrent facilities and provision of additional or alternative facilities elsewhere within the railcorridor.

Initial expansion would provide for the extra 3 sidings (6 x 6 car trains) within the currentdepot footprint. Introduction of the longer train will require extension of the depot to the westto maintain the same number of longer trains. Expansion beyond this would need to beaccommodated elsewhere, with a site on the northern side of the mainline at Redbank ableto be developed.

Further consideration of this site is recommended as part of overall stabling investigations forthe Ipswich corridor.



4.8 Ipswich

4.8.1 Site location

The Ipswich site is located in the suburbs of Ipswich City and Woodend (refer Figure 4.26).Ipswich stabling yard does not have any street frontages. The stabling location is roughlybounded by the following streets:

Ellensborough Street (overpass)

Waghorn Street (overpass).

Lot 1 on RP212242 has an easement over almost the entirety of the site. QR granted thiseasement in December 2007 (Easement E SP207274 for 15,240m2), and further additionaleasements, allotments and leases have been granted over this lot. It appears that this site isearmarked for future development as a shopping centre above the railway facilities currentlyat ground level.

The Ipswich site is comprised of three lots, summarised in Table 4.9 below.


Description Address Area m2 Tenure Currentland use

Comment

Lot 222SP130158

Not AvailableIpswich QLD4305

14,7000 State land(Transportinfrastructure)

Railway

Lot 23 SP136631 3 West Street,Woodend QLD4305

1410 State land(Transportinfrastructure)

Railway

Lot 1 RP212242 Ipswich CityMallIpswich QLD4305

15,260 Freehold title Railway Easement ESP207274 for15,240m2 andadditionaleasements andleases



Figure 4.16: Ipswich stabling yard location


Ipswich stabling is located west of Ipswich station and parallel and south of the main lines

It has capacity for 6 x 6 car trains plus one additional three car train. All sidings are singleended. Access gate operation is manual.

Train arrive and depart from Ipswich Station (terminus station) or Rosewood terminus trainsshunt via Ipswich station. Daytime off-peak trains arrive and depart from the CBD via Ipswichplatforms. Trains can access from Platforms 2 – 4, but with limitations as to which sidingsare accessible. There is no direct access from Platform 1..

Terminus stations served are Ipswich and Rosewood. Rosewood is around 10 – 15 minutesdead running from Ipswich, and requires a turn-back on either Platform 2 or 3.

Crew Facilities are located at Ipswich station. Amenities are provided for approximately 75train crew and cleaners. Access to sidings is from end of platforms at Ipswich station, adistance of approximately 400 m.

Station

Stabling

Ipswich CBD



Narrow walkways are provided from the station to train access points and platforms, acrossthe tracks at mid points and around the facilities. Access to some stabled trains is poor dueto narrow site and vehicle access to stabling requires crossing main lines.

Some driver/guard platforms are provided where clearance between tracks is available.

The site is provided with floodlights and CCTV.

Fencing is 2 m chain wire fence with razor wire. The site has a history of numerous break-ins, particularly from southern boundary.

Photo 4.15: View of stabling at Ipswich, showing tight geometry (main line beyondfence to left)

Photo 4.16: Vehicle access to sidings at Ipswich crossing main line



Figure 4.17: Track layout at Ipswich



The site visit and preliminary investigations have shown that the Ipswich stabling facility is ateffective capacity. It may be possible to extend one or two tracks to the west to take longertrains, but this would be the practical limit.

No additional land is available for additional tracks or for expansion of the remainder of thesidings to take longer trains, as the site abuts the main line on the north side and is upagainst a cutting on south side adjoining a prominent commercial precinct.


There are no major confirmed infrastructure proposals for the Ipswich station area in theshort term; however a re-development of the station precinct could entail a relocation of thestation to the west, requiring the site of the existing stabling area.

In the longer term, it is planned to extend rail services from Ipswich to Yamanto, the RipleyValley and Springfield. This will change the operational requirements for Ipswich stabling,and also provide opportunities to access land further afield for stabling, if required. Currentplanning has Ipswich ceasing to be a terminus with construction of the Ripley Valley Line,with both Rosewood and Ripley becoming the new termini. Stabling at Ipswich is notrequired under that planning scenario.


The Ipswich site is located directly adjacent to the Ipswich CBD. To the north of the site land,uses are a mix of commercial and retail fronting Darling Street, with residential developmentwithin the suburb of Woodend beyond. This residential area is a character precinct withstrong heritage values. There appears to be limited noise attenuation devises (i.e. screening)present along the length of the site’s Darling Street frontage.



South of the site is commercial and retail development, including Brisbane Road retail stripleading to the Ipswich City Square shopping mall at the intersection of Brisbane Road andEllenborough St. Brisbane Road is highly pedestrianized and has a strong historic character.

Sensitive land uses in the vicinity of the Ipswich site include:

Ipswich Grammar School, on Waghorn Street

St Mary’s Primary School, on Mary Street

St Mary’s College, on Mary Street

St Edmunds College, on Mary Street.


Figure 4.18 illustrates the planning scheme designations and constraints relevant to theIpswich site.

The Ipswich site is within the Ipswich City local government area and the applicable planningscheme is the Ipswich planning scheme.

Ipswich is nominated as a principal regional activity centre within the South East QueenslandRegional Plan 2009-2031 and is also earmarked as a ‘health, education and technologyemployment area’, that is a significant growth area for jobs an business.

The provisions of planning scheme and the Regional Plan as they relate to each of the lotswithin the Ipswich site are described in Table 4.10 below.



Table 4.10: Land use designation

Description Zoning Planning scheme overlays SEQ Regional Plan

Lot 222SP130158

TT -CBDTop ofTown


Encroachesslightly into site atnorthern boundary

Urban Footprint.Ipswich CBD is aPrincipal RegionalActivity Centre andnominated as an‘employment area

(health, education andtechnology)’.


Encompasses site

Lot 23SP136631

TT -CBDTop ofTown


Very small area innorth-west corner.Generally notaffected

Lot 1RP212242

PR -CBDPrimaryRetail

OV5-Flood Line 1 in 100Overlay - 18/10/2006

Does not appear todirectly affect thesite

OV7A-45m BuildingHeight Restriction Overlay- 05/04/2004


Encroachesslightly into site atnorthern boundary


Includes some ofsouthern part ofsite

OV Character Places-Identified Places ofInterest - 10/05/2010

Affects entire site.

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I P S W I C H C I T Y S Q U A R EI P S W I C H C I T Y S Q U A R E

I P S W I C H T O I L E T S

I P S W I C H C I T Y S Q U A R E T O I L E T S

A N G L I C A N C H U R C H O F A U S T R A L I A

1 RP21224215260 sqm

E SP20727415240 sqm

222 SP13015814700 sqm

23 SP1366311410 sqm

Brisbane St

Martin St

Elizabeth St

Darling St E

Waghorn St

Horan St

Mary St

Limestone St

Bremer St

Bell

St

Elle

nbor

ough

St

Arthur St

Elle

nsbo

roug

h St

Wes

t St

Nic

hola

s S

t

Roseberry Pde

Darling St E (Ellenborough

St)

Mary St (West St)

West St

0 10 20 30 metres

1:2,000


¯Scale Ipswich Railway Station

Constraints MapEditor:

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LegendFloodingNative title determination applications



There are no known environmental constraints within the site.

4.8.3.6 Flooding

Ipswich City Council has adopted Temporary Local Planning Instrument 01/2011 - FloodingRegulation (TLPI 01/2011). TLPI 01/2011 took effect on 20 June 2011 and will cease to haveeffect on 19 June 2012 or when it is repealed in accordance with the provisions of theSustainable Planning Act 2009.

The purpose of TLPI 01/2011 is to provide improved flood regulation based on a revisedflood regulation line and associated development provisions. The revised flood levels arebased on the January 2011 flood event levels.

This flood area is mapped as affecting small areas along the Darling Street boundary of Lot222 on SP130158 and the northern extent of Lot 1 on RP212242.

4.8.3.7 Heritage

Lot 1 RP 212242 is marked within Ipswich planning scheme mapping as an ‘identifiedheritage place’. No detailed searches of state databases have been undertaken to determinethe status of this site.


There do not appear to be any viable options for expansion of the sidings within the currentIpswich rail footprint. Expansion of the site would require acquisition and demolition of alarge number of inner city properties, extensive earthworks and potentially closure orreconstruction of at least one road bridge. This would be extremely expensive and disruptive.

Consideration of the Ipswich site for expansion to serve future demand does not appearwarranted at this stage, as in the planning undertaken for the future network, Ipswich ceasesto function as a terminus (assuming the extension to Ripley Valley proceeds), andalternatives should be sought as part of the strategic stabling investigation of theIpswich/Rosewood corridor at sites more appropriate for the terminal locations.

Ipswich could continue to function as a stabling depot prior to the introduction of longertrains, and provides capacity for day-time off-peak stabling, if there is insufficient capacity onthe western corridor closer to Brisbane..

4.9 Manly

4.9.1 Site location

Stabling at Manly is directly adjacent to the Manly Railway Station (Figure 4.29). Therelevant land parcels are documented in Table 4.11 below.


Description Address Area m2 Tenure Current landuse

Comment

37 SP133482 937 State land(Transportinfrastructure)

Railway


Railway


Railway


Figure 4.19: Manly stabling yard location


Manly is provided with 2 x 6 car sidings on the western side of the station parallel to the mainline (Figure 4.20).

The sidings have access at both ends (double ended) although is operated as single endedwith normal operations requiring use of the Cleveland end access. Running to/fromCleveland involves approximately 10-15 minutes dead running. One train is also stabled onthe platform overnight.

Train crew facilities are at Manly station, although new facilities on site are planned.

Gate operations are manual by station staff.

Fencing is 2 m wire fence with three-strand barbed wire at the top. Basic lighting is providedfor crew access.

Stationbuilding

Stabling

CustomerParking

Primary School

CCTV is provided. The site has a history of break-in and graffiti on trains even though thedepot is close to a staffed station.

Figure 4.20: Track layout at Manly

Photo 4.17: Stabling at Manly, looking towards unused northern (Roma Streetdirection) exit (potential space for expansion to left)


Photo 4.18: Stabling at Manly looking south (main line and station platform to left)



Preliminary investigations indicate that there is some limited capacity for site expansion, withroom for an additional 3 x 6 car trains on the western side. Ability to expand for longer trainsis restricted by road overbridges at both ends. However, reconfiguration as single-endedsiding may allow for additional length to approximately 210 m.


There are no known infrastructure projects relating to Manly station.


Adjoining areas are developed for urban, predominantly residential, purposes, with detachedhousing currently being the dominant housing stock. Manly State High School and ManlyState Primary School are located in vicinity of the subject site.


The planning instrument that applies to this site is Brisbane City Plan 2000 (the planningscheme).

The site is designated as Community Infrastructure under the planning scheme. The site islocated within Wynnum/Manly Neighbourhood Plan area.

Planning designations for the surrounding land include Low Density Residential (LR) andLow-Medium Density Residential (LMR) and Community Purpose (CP 4 - Education) areas.A number of properties in the vicinity, but not directly adjacent to the subject site, areidentified as Commercial Character Buildings (Heritage- Cultural), with a number of adjoiningproperties identified as Adjoining Heritage Building under the City Plan provisions.


Planning scheme review did not identify any environmental constraints that apply to the siteor directly adjoining areas. Natural Assets Law and Significant Trees Provisions apply to thearea south of the subject site. This category protects trees that are defined as 'SignificantLandscape Trees' (SLT) in the Natural Assets Local Law - 2003. These trees are describedin Schedule 2 in the Local Law or included in a register in a Planning Scheme Policy underBrisbane City Plan as amended from time to time: or protected under Vegetation ProtectionOrder (VPO) 'Individual Tree'. VPO trees are not restricted to species and size. SignificantLandscape Trees (including VPO 'Individual Trees') cannot generally be interfered withunder the exemptions of the local law. Removing, pruning, or otherwise working on aSignificant Landscape Tree requires a permit.

4.9.3.6 Flooding

Planning scheme review did not identify any flooding constraints that apply to the site ordirectly adjoining areas. Community Purpose area south (Manly State School) and north(Manly High School) of the site have land subject to Overland Flow.

4.9.3.7 Heritage

A number of sites in vicinity of the subject site are identified as Heritage Places. HeritagePlaces are sites or structures that are recognised for cultural, indigenous or naturalsignificance, and are protected. Heritage Places are shown on the Scheme Maps and listedin the Heritage Register. Many sites of cultural heritage are also included on the QueenslandHeritage Register. Heritage Places are subject to the Heritage Place Code.


There appears to be potential for some limited expansion of the Manly site to provide formore and longer stabling yards. However the site cannot accommodate the current or futureCleveland corridor demand, and is in an established residential area. More intense utilisationof the site for overnight stabling would likely meet strong local objections.

Expansion of the Manly depot is not recommended, and its continued use as a depot whena larger, purpose designed depot is built elsewhere (eg Thorneside or Hemmant) needs tobe considered. Its temporary use for day-time off-peak stabling (to part address the ParkRoad Junction constraint) should be considered.

4.10 Conclusions

Based on this review of existing facilities, 3 key conclusions can be reached.

A wide range of standards have been implemented

As the stabling facilities have been developed over time, a wide range of different standardshave been implemented. Many of the older facilities do not meet modern expectations,particularly with regards to lighting, safe working areas and driver facilities. As many of thesites are constrained, bringing these facilities up to standard would likely be an expensiveexercise.


Existing stabling facilities cannot meet strategic requirements

This study has shown that existing outer depots have very limited capability of beingexpanded to meet growth in demand. Furthermore, the introduction of bigger payload, longertrains on the various sectors will make some existing stabling depots untenable or reducetheir effective capacity.

A number of existing sites, including Caboolture, Beenleigh and Ipswich (comprising some60% of the outer network stabling capacity), are located in urban growth areas which isputting increasing community and council pressure on these sites to be relocated.

To meet this challenge, new sites will be required to meet network demand.

Land use compatibility of existing stabling locations

Operationally, train stabling facilities are best located close to terminus stations. However,these stations often exist in important activity centres for which planning intent and thedesirable development pattern are incompatible with train stabling. A number of existingstabling sites, including Nambour, Beenleigh, Caboolture and Ipswich all fall in this category.It is likely that in the medium to long term, the incompatibility of these sites with localplanning intent will be a catalyst for seeing these sites moved, requiring additional stabling atnewer facilities.

The exact timing of any closure of existing facilities will need to be carefully considered aspart of the broader network development strategy – particularly with regard to rail operations.While any closure will be challenging, it does bring the opportunity to realise the value ofexisting sites for higher use at activity centres, to offset cost of new facilities.

5. Site selection and evaluation framework

5.1 Purpose and overview

This chapter contains the framework that will be used in the remainder of this project toselect and review sites for expansion and new stabling depot sites to meet the quantum ofstabling required for the network and each sector, taking into consideration the designstandards required.

5.2 Process framework

5.3 Step 1 – site identification

The first step is to identify potential sites for investigation. This will be done by corridor, butwith the understanding that the outcomes will need to support a sectorised stabling strategy.

Sites will be included on the ‘long list’ if one of the following applies:

1. they are an existing stabling facility

2. they have previously been identified for stabling (e.g. Thorneside)

3. they were identified in the New Generation Rollingstock (NGR) ConsolidationReport and satisfy 4(a) / 4(b) below

4. there is some other ‘catalyst’ land that can be identified, as discussed below

Site identification• Rules for sites to be placed on 'long list'

Preliminary filter• Qualitative assessment to reach 'short list'

Prefeasibility assessment• Detailed engineering assessment of sites

Options packaging and assessment• Based on stabling demand requirement identify site or sites from shortlist that meet

the demand.• Assess to determine preferred option based on consitituent sites' scores

Preferred option

Figure 5.1: Process overview


The process used for site identification is a constraints mapping or sieve mapping planninganalysis. The process is also known as a McHarg technique named after pioneeringecological planner, Ian McHarg, who developed the technique in the 1970s.

A map transparency is created for each constraint, with the darkest gradations of tonesrepresenting areas with the greatest value, and the lightest tones associated with the leastsignificant value. All of the transparencies are then superimposed upon one another. Thedarkest areas show the areas with the greatest overall constraints, and the lightest with theleast.

Constraint layers used are:

koala Planning Areas

essential Habitat Mapping

regional Ecosystems and Remnant Vegetation Mapping

drainage lines and water bodies

lots < 1000m2

A nominal size of around 500m x 50 m has been identified as the minimum space that wouldbe considered for a stabling facility (refer to Operational Requirements working paper formore detail). Where this amount of space or more appears to be available within a lightcoloured area then the area is designated as a potential site.

The sites identified through the constraints composite map are then validated throughanalysis of aerial photography to identify existing uses. Any sites which are shown to includehigh intensity/high value uses, schools and recognised high-value nature reserves (‘showstoppers’) are excluded.

An ‘operationally ideal’ location will also be identified for each terminal station. This will be asite located directly adjacent to the station with sufficient space to provide full stablingcapacity for all trains terminating. This site would almost certainly be costly and requiresignificant acquisition of property. However, it is essential for project completeness that thisoption be considered.

It is expected that this process may identify up to 8-10 possible sites per corridor.

5.4 Step 2 – preliminary filter and shortlisting

Step 2 is designed to reduce the initial ‘long list’ down to a manageable short-list of 2-3 sitesfor each corridor.

The preliminary filtering will be undertaken as a qualitative analysis by the technical team.Each site will be given a score of 1-5 on each of 5 criteria. This score indicates how well thesite performs against the criteria. Table 5.1 lists the criteria and Table 5.2 the scoring to beused.

Table 5.1: Assessment criteria

# Criterion Factors considered

1 Operations and location Proximity to terminus/dead runningLocation relative to terminus (‘upstream or downstream’)Proximity to nearest station (crew access)Access to and from main line, including location relative tomain line, geometry, gradient and curvature and impacton main line operations

2 Configuration and footprint Possible practical capacity based on available landConfiguration (simple or complex arrangement, curvatureof sidings etc)Space for crewing facilities and buildingsAccess roads and parking (ease of access)

3 Planning and environmentalconstraints(regulation/legislation)

vegetation/ coastal waterways/heritage protectionoverlaysnative title issueshabitat (including Koala)strategic designation/planning scheme zoning

4 Socio-economic impact sensitive adjoining land users (noise, light, traffic)additional land acquisition (quantum)plant and services relocation

5 Civils and constructability Hydrology/floodingGeotechContours/cut and fill requiredAccess to services and utilities (power, sewer)

For operations, the sites will be scored in their operational suitability for serving the terminusor termini of the corridor under investigation. Where the sites may be operationally suitablefor other purposes this will be noted but not included in scoring.

Table 5.2: Scoring

Score Explanation

1 very poor performance

2 poor performance

3 adequate performance

4 good performance

5 excellent performance

Inputs to the assessment process will include:

operations plans/numbers of trains to be stabled (demand)

standard stabling ‘building block’ components (refer Operational Requirements workingpaper for further details) to identify possible capacity


planning scheme designation and constraints overlays to identify constraints andimpacts – each identified site is subjected to a detailed desktop planning assessment,including Q100 flooding levels assessment.

GIS layers including contours and aerial photography to provide guidance onconstructability issues

professional judgement by technical specialists to provide guidance on operational andconfiguration issues

To provide confidence in the site scoring process, a set of sensitivity tests will be conductedby weighting the criteria. The tests that will be adopted are

1) equal weighting (the default)

2) balanced weighting – highest weighting to environment and planning constraints, next tooperations

3) operations – highest weighting to operations and then others lower weight

4) civils– highest weighting to civils and constructability and others lower weight (proxy for‘cheapest’ option)

The weightings to be applied to each under these tests are listed in Table 5.3 below. Notethat in each case, the weightings sum to 20, meaning each test will always return a score outof 100.

Table 5.3: Weighting for sensitivity testing

Criterion Equal Balanced Operations Civils

Operations andlocation

4 4 6.25 1.5

Configuration andfootprint

4 3 6.25 4.6

Planning andenvironmentconstraints

4 5 2.5 3.1

Socio-economicimpacts

4 5 2.5 3.1

Civils andconstructability

4 3 2.5 7.7

Options which perform particularly poorly will be excluded and those performing best will beshortlisted for prefeasibility assessment.

5.5 Step 3 – prefeasibility assessment (concept design)

In Step 3 a detailed ‘prefeasibility’ assessment of each shortlisted site will be undertaken.

The team will conduct a site visit of each of the sites shortlisted for evaluation. This willinclude taking photos and inspecting the site for obvious engineering, traffic management,

environmental, land use or other constraints which may not appear in maps or other dataheld in the normal government databases.

At the completion of each site visit, the team will develop up a working concept of the siteaccording to the stabling demand profile determined in Stage 1. This will involve thedevelopment of:

A simple “Concept of Operations” – describing the way in which the site would broadlybe operated and the functionality to be provided. This would be described in a time-based sense, taking into account the requirements for a staged increase of capacityover time.

A sketch layout of the site, demonstrating that the site can be made to work from ageometric sense. This would be done with regards to the ultimate configuration whilstshowing the likely staging (in regards to number and location of stabling roads). Thesketch would also show other key features of the site, including property boundaries(and potential areas that will require resumption), major environmental features and soon.

Cost estimates will then be developed for each site. Capital cost will be estimated by unitrates for construction based on other recent projects together with estimates of propertyacquisition and other costs. A dead running cost will also be calculated based on number ofservices and distance from the terminus. A general commentary will also be provided againstother critical elements as previously identified and assessed in Step 2, including social andenvironmental impacts, operational efficiency and crewing issues.

5.6 Step 4 – options assessment and preferred solution selection

The best solution for each sector (terminus/corridor) may be to provide stabling at onelocation, or it may require several sites in combination to provide the necessary stablingcapacity.

In Step 4 the stabling demand for each sector/corridor will be used to develop ‘options’ foreach sector/corridor, ‘options’ being a combination of one or more stabling sites. Each optionwill be sufficient to meet the stabling demand at each of three key time periods: post CRR,2031 and 2051.

An average performance score for each option will be calculated as the average of thescores of the individual sites that make up the option. An operational score may need to berecalculated to take into account suitability within different operations plans in place in eachyear. For example, one depot site may be well located for the terminus under the 2020operations plan, but by 2031 the terminus may have moved and the location no longer assuitable.

Options will then be ranked and compared.

Other factors that will be considered at this stage include:

stageability – how well does the option stack up over time, or will components becomeunsuitable or redundant?

cost – based on preliminary cost estimates

A final overall review will be undertaken to confirm the preferred option for each corridor.

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