CITY LINK RAIL MASTER PLAN Lowering of the Railway in Perth March 2010

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www.perthcitylink.wa.gov.au In 2009, the Public Transport Authority of (PTA) undertook planning for the Rail and Bus Projects. During this time the project was known as ‘The HUB’. In March 2010, the PTA’s ‘HUB’ project and the East Perth Redevelopment Authority’s ‘Link’ project were joined to form the ‘Perth City Link’ Project. This Master Plan outlines the PTA’s Rail project works for the Perth City Link Project. Throughout this document ‘Perth City Link Rail’ will be referred to as ‘The HUB’. THE HUB : Master Plan for the Lowering of the Fremantle Lines

THE HUB Master Plan Part 1 : Lowering of the Fremantle Railway in Perth

FINAL

Latest version March 30, 2010 PRODUCED BY: Planning and Land Services Division Public Transport Authority of Western Australia Level 5 West Parade PERTH WA 6000

ISBN : 978-0-646-51795-7

Capital funding for this project is provided by the State of Western Australia, the Australian Government and the

THE HUB : Master Plan for the Lowering of the Fremantle Lines

CONTENTS 4.5 Passenger Transfer between Platforms ...... 17 FOREWORD ...... iii 4.6 Connecting Perth Station and Perth Underground ...... 18 EXECUTIVE OVERVIEW...... iv 4.7 Passenger Transfers between Perth Station and Perth Underground 19 THE MASTER PLAN PROCESS ...... 1 4.8 Evaluation of Feasible Interconnection Solutions...... 19 1.1 Background ...... 1 4.9 Operational Staging ...... 21 1.2 What is a Master Plan ...... 1 5. HUB PROJECT SCOPE DETAIL ...... 27 1.3 Master Planning Steps ...... 1 5.1 Civil works ...... 27 2. BACKGROUND ...... 3 5.2 Geotechnical issues ...... 34 2.1 Early History ...... 3 5.3 Railway Infrastructure and Services ...... 39 2.2 Immediately Post World War 2 ...... 4 5.4 Perth Station ...... 59 2.3 Effect of Gauge Standardisation ...... 4 6. HERITAGE ...... 79 2.4 Railway Developments over the last 20 Years ...... 5 6.1 Changes to Elements of Cultural Heritage Significance ...... 79 2.5 The HUB Project ...... 7 6.2 ...... 79 3. THE NEED ...... 9 6.3 ...... 80 3.1 The Drivers of This Project ...... 9 6.4 / Bridge ...... 80 3.2 The impact on Future Public Transport Growth ...... 9 7. ENVIRONMENTAL ...... 82 3.3 Capacity to Meet Future Demand ...... 10 7.1 Introduction ...... 82 3.4 The Northbridge Link ...... 11 7.2 Environmental Risks ...... 82 4. HUB PROJECT SCOPE OVERVIEW ...... 16 7.3 Impacts ...... 82 4.1 High Level Objectives ...... 16 7.4 Consultation ...... 83 4.2 Impact on Perth Station...... 16 7.5 Management...... 84 4.3 Changes to Fremantle Alignments and Profiles ...... 17 7.6 Noise and Vibration ...... 84 4.4 Changes to Perth Station Platforms ...... 17 8. OPERATIONAL STAGING ...... 85

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THE HUB : Master Plan for the Lowering of the Fremantle Lines

8.1 Maintaining a Viable Station during Construction ...... 85 9. COST ESTIMATES, BUDGET AND FINANCE ...... 86

9.1 Factors Affecting costs ...... 86 9.2 Estimate Reliability ...... 86 9.3 Estimate Benchmarking ...... 87 9.4 Escalation ...... 87 9.5 Base Capital Cost ...... 87 9.6 Outturn Cost ...... 88 9.7 Financing Assumptions ...... 88 9.8 PTA Associated Costs ...... 88 9.9 Operating costs ...... 89 9.10 Asset lifecycle costs ...... 89 9.11 Financial Impacts: loss of advertising and rental income ...... 90 9.12 Source of Funds ...... 90 10. IMPLEMENTATION ...... 91

10.1 Risk Management ...... 91 10.2 Insurance and Risk Transfer ...... 92 10.3 Project risk profile ...... 93 10.4 Risk Engineering ...... 94 10.5 Insurance options ...... 95 10.6 Procurement Strategy ...... 95 10.7 Preliminary Implementation Program ...... 98 10.8 Statutory Considerations and Approvals ...... 101

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THE HUB : Master Plan for the Lowering of the Fremantle Lines

FOREWORD A number of the people involved in developing the PURD Supplementary Master Plan and construction of the central underground route played key Two Master Plans have been prepared to facilitate the requirements of roles in this Master Plan. In that regard may I record the contributions the Link Implementation Deed: this one to lower the Fremantle railway made by the late Graham Guilford who passed away in March this year lines between Milligan Street and the Horseshoe Bridge; the other, to after a brief illness. Graham contributed much to the train service and build a new underground Wellington Street Bus Station immediately after rolling-stock requirements of the PURD Supplementary Master Plan and the railway has been sunk. These Master Plans follow five previous to the service and passenger requirements that were addressed in Master Plans prepared over the last twenty five years to expand and preparing this Master Plan, especially his advocacy of the need to extend develop Perth’s Suburban Railway System. The two new plans have been the underground pedestrian connection from the William Street prepared by a specialised team that began work on the Rail Master Plan in underground platforms into Perth Station. January 2009, and completed both plans by March 2010. Then there were the contributions to both the PURD Supplementary Preparation of the plans followed a proven, structured process of: Master Plan and this Master Plan by Andrew Cartledge, Robert Lowe, Eric providing background information; describing motivation and justification Hudson-Smith, Jock Henderson and Max Collins; along with the efforts for the project; consulting extensively with key stakeholders to define the back in 1992 of Guy Mander, Stephen Goldie, and my co-author of the requirements; identifying, assessing and addressing risks to successful PURD Supplementary Master Plan, Paul Frewer. implementation; providing advanced concept plans of what is required; Preparation of this Master Plan would not have been possible without the and developing proper infrastructure staging and operational plans. All full cooperation of the stakeholders. I acknowledge the contribution of this then became the basis of cost estimation. Experience has shown that Ian Johnston (East Perth Redevelopment Authority) and representatives of through this method, well developed proposals evolve with minimal the City of Perth, Planning Commission and Main potential for scope creep during implementation, and in which there can Roads Western Australia. be confidence in the cost estimates produced. The support and the confidence shown by the Hub Steering Committee More personally, the plans are completion of unfinished business, and its Chair, Mr Reece Waldock is greatly appreciated. because the opportunity to lower the Fremantle lines was put to the Government in 2001 by the Perth Urban Rail Development (PURD) Office Finally, I would like to acknowledge the contribution of fellow members of which had been asked by the Government to prepare a Supplementary the Public Transport Authority Executive – Mark Burgess, Hugh Smith and Master Plan to bring the proposed railway from directly up the Kim Stone, and of Ross Hamilton who has been appointed Project Director , through South Perth. The PURD Office proposed a to implement the works. central, underground route through the City, the development and Peter Martinovich planning of which was done in a way to ensure sinking of the Fremantle Executive Director, Infrastructure Planning & Land Services lines between Milligan Street and the Horseshoe bridge could be Master Planning Manager undertaken when funds became available. March, 2010 iii March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Fremantle Lines

EXECUTIVE OVERVIEW of William Street, with stations at the Esplanade and another between Introduction Murray and Hay Streets, before continuing beneath the existing railway There has been an aspiration to sink the railway though Perth for a facilities between Wellington and Roe Streets before rising back to ground hundred years. However, the site between the and level to link into the Joondalup lines at Milligan Street. But as there were William Street was occupied by major railway freight and maintenance alternate proposals from others, the State Government established the facilities until the mid 1960’s when they were moved elsewhere as part of Perth City Rail Advisory Committee (PCRAC) to examine all proposals and the construction of a standard gauge railway from Kalgoorlie to Fremantle advise government of a preferred option. and the Kwinana industrial region. In its development of the direct route, the PURD Office recognised that as Once the railway facilities were gone there remained only the two the connection to Joondalup would now be underground until at least mainlines between Perth and Fremantle plus a small number of sidings Lake Street before emerging, the opportunity presented itself to that added some convenience to suburban operations. completely remove any railway barrier between Milligan Street and the By 1992, the suburban rail system had been electrified and an additional Horseshoe Bridge and established a staging option that would allow the two mainlines had been built through the area, as part of the Northern Fremantle lines to also be sunk when the required funds became Suburbs Railway. The operation of the suburban system had been fixed available. by running trains on a through route from Fremantle to Midland stopping In May 2002, the PCRAC recommended the final central route as at Perth, whilst services from Joondalup were routed through Perth to developed by the PURD Office. In August 2002, the State Government Armadale. endorsed the PURD Supplementary Master Plan, allocated the necessary In 1998, it was proposed that a new suburban line from Mandurah would funds, and approved the commencement of construction. share the Armadale route from Kenwick to Perth and Mandurah services In 2003, the State Government appointed the East Perth Redevelopment would then continue onto Joondalup whilst Armadale services would Authority (EPRA) to plan and develop what was the railway land bounded terminate in Perth. However in 2001, with a change in State Government, by the Mitchell Freeway and Roe Street, between the Mitchell Freeway the Perth Urban Rail Development (PURD) Office was asked to examine and the Horseshoe Bridge. the option to construct a railway directly up the median of the Kwinana By 2007, EPRA had prepared “The Link Master Plan” to develop the area. Freeway through South Perth, rather than deviate from the Freeway at Glen Iris to Kenwick. In 2008, the State Government executed the Link Project Implementation Deed which clarified the roles and responsibilities of the principal In developing the direct route option, the PURD Office undertook stakeholders, these being EPRA, Public Transport Authority (PTA) which preparation of a Supplementary Master Plan in which it proposed that the occupied the land, and City of Perth. direct route into Perth as it became known, should follow an underground route from the Perth foreshore, more or less directly along the alignment Public Transport Authority of Western Australia | March 2010 iv

THE HUB : Master Plan for the Lowering of the Fremantle Lines

Benefits The motivation for this Master Plan is fundamentally different from previous undertakings as infrastructure that accommodates existing Sinking the two remaining (Fremantle Railway) lines between the public transport services must be substantially modified to meet the Horseshoe Bridge and Milligan Street, in conjunction with construction of State’s strategic planning objectives. But in doing so, every effort has a new underground Wellington Street Bus Station, will realise an been made to ensure that the required level of amenity to public aspiration that is a hundred years old whose time has come. transport users has been provided and has sufficient flexibility to meet It will connect Perth’s Northbridge District with its main city retail and normal operational requirements and capacity to meet the demands business area. placed on the system, both existing and into the foreseeable future. It will also enhance the vitality of the area by optimising integration of the Master Plan Objectives busiest public transport HUB within the metropolitan area and its PTA has been charged to deliver certain outcomes in conformance with surroundings. the Link Project Implementation Deed. Under that deed, the PTA It will realise significant development benefits that were highlighted by responsibilities are to provide: Premier Barnett in October 2008 when he described the project of as one A surface connection across the railway on the western side of of strategic importance to Western Australia. • William Street between Wellington and Roe Streets. The HUB Project has been identified as one of national significance and A surface connection between King Street and Lake Street. the Federal Government allocated $236 million through Infrastructure • Australia (IA) in the 2009 / 2010 Federal Budget. • A cleared development area between the two connections bounded by Wellington and Roe Streets. Motivation for the HUB Master Plan The site is to be delivered to EPRA in a condition that can be readily The PTA has prepared two Master Plans to meet the Government’s developed, bearing in mind the history of the area as a major rail facility objectives; this plan that describes what is needed to sink the railway; and with an expectation of site contamination from that activity. The HUB another that addresses the issue of building a new underground bus Project site area and linkages between Perth and Northbridge are shown station. Each of the HUB Master Plans has been developed in in Figures 1 and 2. conformance with the requirements of the Link Master Plan, which has been endorsed by the State Government. The public transport facilities at the HUB facilitate the arrival and departure of the most concentrated movement of people in the This Railway Master Plan has been prepared to meet the state’s objectives metropolitan area. It is estimated that numbers using the facilities will by lowering the railway lines. It is the latest of five railway Master Plans double in the next 30 years. There is an increasing standard of amenity prepared since 1986. The previous Plans and the projects that ensued demanded by a discerning community, increasingly dependent on public were based on the provision of infrastructure and rolling stock to improve transport access to the city. What is built must also complement an and expand the suburban rail system.

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THE HUB : Master Plan for the Lowering of the Fremantle Lines investment over the past twenty years of nearly $3 billion in current • Defining and addressing the risks involved value, to extend and improve metropolitan public transport services. • Developing Infrastructure and operational staging plans Therefore, in discharging its obligations under the Link Project • Preparing robust and conservative timeframes and cost estimates to Implementation Deed, the PTA must also ensure the provision of an execute the works. efficient, safe, robust public transport infrastructure and operating system to meet the needs out to 2050 (at least), at minimal risk and disruption to Areas of greatest risk were identified early in the process and sufficient public transport passenger services, people, and property during work was undertaken subsequently to reduce the risk. Worthy of special construction. mention are the following specific risks that were addressed:

At a high level, project sense, the objectives of the Master Plans were to • Lowering the Fremantle Lines in a tunnel over the recently develop the scope of work to undertake the project in sufficient detail to completed bored tunnels between Wellington Street and prove feasibility, establishing what risks there were and how they were to Northbridge. be managed and then developing conservative implementation • Staging during construction to maintain a safe and effective public timeframes and cost estimates within which the works could be transport system. constructed. • Locking the public transport system into constrained underground The Master Pan Process facilities from a previously unconstrained site, and the need to In January 2009, the PTA established a dedicated team of highly ensure delivery of a public transport system that meets present experienced professionals to prepare this Master Plan which was needs with minimal redundancy for irregularities and capacity for completed in February this year. some future growth. In summary, the plans were prepared as per the following sequence: Governance • Accepting the outcomes required by the Link Master Plan as the key Governance and guidance of the HUB Master Plans was provided by the drivers of the project HUB Steering Committee chaired by the Chief Executive Officer of the PTA, Mr Reece Waldock. • Recognition that taxpayer funding for the project was limited Membership of the steering committee includes: the Chairman of the • Consulting extensively with stakeholders to develop the scope West Australian Planning Commission; the Lord Mayor and CEO of the City • Developing the scope of works and concept plans to a high level of of Perth; the CEO of the East Perth Redevelopment Authority; the Director certainty in accordance with stakeholder needs, present and future General of the Department of Planning; representatives from the needs, engineering feasibility and requirements, operational Commonwealth Department of Infrastructure, Transport, Regional requirements, regulatory and statutory requirements Development and Local Government; senior representation from the Department of Transport and the Department of Treasury and Finance Public Transport Authority of Western Australia | March 2010 vi

THE HUB : Master Plan for the Lowering of the Fremantle Lines with representatives from the Minister Transport, the office of the • The existing timber footbridge, adjacent to the eastern side of the Department of Premier and Cabinet and the Premier’s office. Day to day Horseshoe Bridge, linking the main platform (Platform 5) with the stakeholder input into the Master Planning process was provided by a adjacent island Platform (Platform 7) is inadequate) and will be Technical Reference Group, managed and chaired by PTA. dismantled.

Outcomes of the Master Plan • A new pedestrian underpass connecting all platforms and Perth The following is a summary of the Scope of Works required to sink the Underground Station will be constructed on the general alignment of Fremantle lines between Milligan Street and the Horseshoe Bridge; the dismantled, existing timber footbridge. Maintaining Operations during Construction • The two Fremantle mainlines will be reconstructed on a new, final alignment, fully in tunnel between William Street and Lake Street. As described earlier, trains currently operate through Perth from Fremantle to Midland whilst Armadale and Thornlie services terminate in • The roof of the existing Joondalup tunnel and incline is to be Perth. This project requires temporary termination of Midland services in extended westwards from Lake to Milligan Streets to a point in line Perth and connection of the Fremantle and Armadale services. Once with the western portal of the new Fremantle line tunnel / incline. works are finished, the Fremantle and Midland lines will be reconnected, • The existing Perth Station platforms will be reconfigured to conform and Armadale / Thornlie services will again terminate in Perth. to the track lowering and include the introduction of a new platform Railway safety and reliability depends on an integrated system of civil and designated Platform 10 and an adjacent platform track. electrical infrastructure, electronic signalling, communications and • There will be a new opening and associated retaining walls computerised central train control that must be maintained during the constructed under Barrack Street to accommodate the track work for construction programme. Platform 10. A very detailed staging plan has been developed over the past 10 months • The Horseshoe Bridge foundations will be strengthened to to ensure that disruption will be minimised during construction and an accommodate track lowering and the structure will be modified to acceptable standard of passenger services can be maintained. A detailed enable the necessary realignment of railway tracks under the public communications plan will also be prepared. northern part of the bridge. The Construction Sequence • The existing pedestrian concourse over the railway (the Western The Master Plans that have been prepared by the PTA are on the basis Concourse), between the intersections of William Street with Roe that: and Wellington Streets, will be demolished. • The railway works will be constructed first to a timetable that will • Platforms 6 and 8, between the Western Concourse and the have the works completed around mid 2014 Horseshoe Bridge will be demolished

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THE HUB : Master Plan for the Lowering of the Fremantle Lines

• A new Underground bus station will then be constructed and There will be a direct benefit of $30 million to future developers and completed by the end of 2016 builders for the provision made in the underground structures to allow construction of buildings up to 30 storeys high over them. Cost Estimates The costs estimated in this Master Plan are based on: In preparing the Master Plan, priority attention was given to define scope of works and then fully exploring areas that were identified to present the • The sequence of construction as described earlier greatest risk to the project. That process involved specialised, detailed • The highly developed scope of work that has been defined. examination and independent engineering analysis through consultants where necessary. This also included a review of the constructability of the • The estimated cost of doing the work at this time. project in conjunction with preparation of a detailed program of works. • A manner that is consistent with past practise but allowing for Final cost estimates were therefore based on a highly developed scope of improvement. works. The estimates were then subjected to a similar level of scrutiny as Because the costs are most sensitive to the scope of works to be built, the had been applied to the scope, including a detailed review of the defined scope must be agreed by all parties as the basis of the cost contingencies and allowances made for each item of work. As estimates. This must be comprehended in approving the budget and in appropriate, these allowances were adjusted to take some account of the selecting the method to construct the works. level of complexity and risk associated with that item. The costs therefore contain a prudent contingency allowance appropriate to the high level of Procurement and Delivery Options scope development and associated risks. The Master Plan has been developed to the most conservative program On March 15, 2010, Cabinet approved the capital allocation of $609.3 whereby the works would be funded and managed by the Government, million to the PTA to complete the railway works and construct a new with the railway works to commence in the first quarter of 2011 and be underground bus station as described in the HUB Master Plans by the end completed by the end of 2014. This will be followed by construction of of 2016. That amount includes proper allowance for escalation, the new underground bus station to be completed by the end of 2016. contingency, and construction “float time” over the period to the end of An alternative was examined to construct the railway and bus works 2016. concurrently, which, while reducing the time for construction, would The total estimated cost of the rail works is $335 million (January 2010 increase the annual draw on the States cash flow in the earlier years of the dollar value) which escalates to $360.3 million assuming the rail works are project. It was therefore rejected. constructed in accordance with the objective to complete those works by A further option was for the Government to fund and manage the railway the end of 2014. In cooperation with EPRA, the engineering enhancements works, and to have the bus station constructed and partially or fully to the structures have been designed at concept level to accommodate funded by the private sector. For a number of reasons discussed in the Bus the planned development footprint and loadings from EPRA including Master plan, that is not favoured by either the PTA or EPRA. buildings above the railway of up to 30 storeys. Public Transport Authority of Western Australia | March 2010 viii

THE HUB : Master Plan for the Lowering of the Fremantle Lines

The PTA has determined that the preferred form of delivery for this 4. The future passenger and service demands on the two Fremantle project is by a competitive form of Alliance contracting because this will mainlines that will be sunk and on the Perth Station infrastructure deliver greater certainty of reduced risk to public transport services during have been assessed. It can be safely concluded that the sunken the course of the works. This follows a deliberate risk based process to mainlines will not cause any constraints to traffic operations that will determine the most appropriate form of contract for PTA’s particular be required even well beyond the next fifty years. It has also been circumstances. shown that there will be adequate platform capacity to accommodate growth at Perth Station at least out to year 2031 and Environmental and Planning Requirements even well beyond that time. However, the high levels of commuter Sufficient work and planning has been done to identify the important transfers at peak periods between the Perth underground platforms environmental, social and heritage issues to the extent the Government and Perth Station, and between the platforms at Perth Station can be assured there are no serious impediments to the project from require an extension of the existing underground connection from those perspectives. Perth Underground that will connect to an underpass which will be Applications for development approval of the forward works and for the built between the platforms at Perth Station. major rail works have been lodged with the West Australian Planning 5. The total estimated cost of the rail works is $335 million (January Commission and the East Perth Redevelopment Authority respectively. 2010 dollar value) which escalates to $360.3 million assuming the rail Summary of Master Plan Outcomes works are constructed in accordance with the objective to complete those works by the end of 2014. 1. The Master Plan has defined the scope of work, to sink the railway through Perth that satisfies the requirements of the Link Master Plan. 6. The estimated cost given above is based on the most conservative This has been undertaken in close consultation with internal PTA and program which to construct the rail works commencing in the first external stakeholders, especially the East Perth Redevelopment quarter of 2011 to completion by the end of 2014, and then to build Authority, and the City of Perth. the bus station which would extend the total construction period to the end of 2016. 2. The scope of work has been defined to a level sufficient to identify the infrastructure in accordance with passenger demands and 7. Construction of the works can be managed to maintain the defined operational requirements, and to a level from which estimates have scope of works, the budget, and control risk to a level as low as been produced, in which there can be a high level of confidence. reasonably possible.

3. The alterations to Perth Station have preserved the capability for special event services, emergency occurrences and operational flexibility for future growth.

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THE HUB : Master Plan for the Lowering of the Fremantle Lines

Figure 1 The HUB Project site area and new linkages between Perth and Northbridge

New Linkages

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THE HUB : Master Plan for the Lowering of the Fremantle Lines

Figure 2 The HUB Project location plan

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THE HUB : Master Plan for the Lowering of the Fremantle Lines

THE MASTER PLAN PROCESS • Preparing cost estimates based on the above work. Areas of greatest risk were identified early in the process and sufficient 1.1 Background work was undertaken subsequently to reduce the risk. Worthy of special The purpose of the Master Plan process is to define the objectives and mention are the following specific risks that were addressed: establish a ‘road map’ to achieve the objectives and to develop a robust cost estimate and timeline for the Works. • Lowering the Fremantle Lines in a tunnel over the recently completed bored tunnels between Wellington Street and This process will control scope creep and prevent ‘cost blowout’. The Northbridge. history of projects managed by the Western Australian Government Railways/PTA over the last 40 years has demonstrated this fact. • Staging during construction to maintain a safe and effective public transport system. The HUB Master Plan has been developed in conformance with the requirements of the Link Master Plan, which has been endorsed by the • Locking the public transport system into constrained underground State Government. facilities from a previously unconstrained site, and the need to ensure delivery of a public transport system that meets present There have been five railway Master Plans prepared since 1986. The needs with minimal redundancy for irregularities and capacity for previous Plans and the projects that ensued were based on the provision some future growth. of infrastructure and rolling stock to improve and expand the suburban rail system. However, this project is fundamentally different as The experience of the previous Master Plans shows that through this infrastructure that accommodates existing public transport services must method of planning, well developed proposals evolve in which there can be substantially modified to meet the State’s strategic planning be confidence in the cost estimates, with minimal potential for scope objectives. creep, and from that cost creep during implementation. In January 2009 the PTA established a team to develop the HUB Master 1.3 Master Planning Steps Plans. The objectives of the HUB Master Plan have been addressed through the following process: 1.2 What is a Master Plan Preparation of the Master Plan followed a proven structured process of: 1. Clarifying what the drivers of the project are.

• Identifying / defining the need for the project. 2. Defining the Public transport requirements for the present and over the short, medium and longer terms • Consulting extensively with key stakeholders to define the scope. 3. Defining the infrastructure, operational and safety requirements to • Developing the scope to a high level of certainty. meet the demands for the current, medium and longer terms. • Developing infrastructure staging and operational plans.

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THE HUB : Master Plan for the Lowering of the Fremantle Lines

4. Examination of the risks with respect to; project definition; stakeholder expectations, construction of the infrastructure required; disruption to passengers during construction; and finally, the options for procurement.

5. Extensive consultation with the Public Transport Train Operations and Maintenance Divisions and ensuring they are familiar and in agreement with the final outcomes and how they will be achieved.

6. Consultation with external stakeholders in the definition of requirements, the scope of works, and how they will be delivered. In this regard the closest working relationship was developed with the East Perth Redevelopment Authority.

7. Preparation of concept plans to the extent necessary to define the work scope to a high level. In this stage, special attention and effort was directed to reduce the uncertainties exposed by the risk process in the areas that provide the greatest physical and financial risk to the project.

8. Preparation of detailed staging plans that will minimise the risk of disruption to public transport services during construction.

9. Preparation of cost estimates that are based on a well defined scope of works to a high level of certainty.

10. Examination of procurement and delivery options. 11. Achieving a balance between the planning vision and the practical reality of engineering value for money principles.

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THE HUB : Master Plan for the Lowering of the Fremantle Lines

2. BACKGROUND

2.1 Early History In the early 1880’s, Perth’s city centre was divided when services on the Fremantle – Perth – Guildford railway line commenced in 1881. The railway soon became the preferred mode of transport and its role was consolidated by serving the agricultural hinterland beyond Guilford and the significant growth in demand for passenger and freight transport driven by the resources boom of that time, the Gold Rush of the 1890’s. Since the railway opened, the north/south morphology of Perth has been defined by the Swan River to the south, the east-west ridge line between St George’s Terrace and Hay Street, and the railway lines to the north. Perth Station became the focus of public transport for the city. Originally opened in 1881, it was replaced in 1893 by the current building, designed Horseshoe Bridge, circa 1919 by George Temple Poole, and has become the iconic city landmark known From the beginning, ideas to overcome the separation caused by the today. railway focused on both lowering the railway and establishing Perth For the first years after the railway was built, roads crossed the railway at Station as a core element of an axis between the river and Northbridge. Melbourne Road and William Street. In 1911 the Government Architect, W B Hardwick, proposed a concept to The William Street provided a direct road and pedestrian lower the railway from around Delhi Square through to Wellington Square link from the main city area to increasing development north of the that was covered by gardens and a grand mall. In 1914, the Town Clerk of railway lines. It was closed so often for long periods that the Horseshoe the City of Perth, W E Bold, proposed a planning agenda of ideas garnered Bridge was constructed and opened in 1904, to overcome the division from a world tour that included creating a north-south axis through the caused by the overloaded intersection. city based on Perth Station. Despite the construction of the Horseshoe and Barrack Street Bridges over Some years later in 1930, the Metropolitan Town Planning Commission, the railway, there developed a desire for greater connectivity with the under the guidance of architect/planner, Mr Harold Boas, released the railway itself seen to be the major divisive factor. first plan for the City of Perth. A core element of this plan was to relocate the railway to an alignment along Vincent Street to the north to create an expanded city area with a civic centre in and around the Roe Street/William Street intersection.

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THE HUB : Master Plan for the Lowering of the Fremantle Lines

2.2 Immediately Post World War 2 An event that was to have a substantial effect on the ability to remove the Changes in planning and focus followed World War 2. The Stephenson – railway as a barrier through Northbridge was the construction of a Hepburn Plan of 1955 retained the railway in its location, and shifted standard gauge railway between Kwinana and Kalgoorlie in the 1960’s. focus towards the growing motor car industry and road transport. With As part of that project, a new rail connection was built from Midland to this shift in focus also came a shift in the way land use in the city was to Kwinana through the southern outskirts of Perth that could accommodate develop. Prior to the 1955 plan, the predominant land use on the both narrow and standard gauges, with marshalling yards and depots at northern side of the railway through much of North and East Perth was Forrestfield, Kewdale, Canning Vale, Kwinana and North Fremantle. A residential. With the incoming planning strategy of zoning land to single connection was built from Cockburn to North Fremantle. use areas, this changed and pushed the residential to the outskirts of the Providing a new route for freight traffic between Midland and Fremantle city areas with industrial zones being developed to the north of the made redundant the freight marshalling yards and locomotive depots railway lines from West to East Perth. between East and West Perth, including facilities between William Street Stephenson and Hepburn proposed demolishing the Railway Station and and Dwyer Street. the Horseshoe Bridge and bridging from Wellington Street across the All this meant that only two railway tracks were required through railway line into a proposed Cultural Centre precinct. Northbridge - to maintain the passenger rail services between Perth and In 1964 the Town Planning Department and in 1967 Skidmore Owings and Fremantle. Most of the former railway land could be freed up for other Merrill and Harold Boas proposed lowering the railway line and purposes. redeveloping the air space above it to re-connect those parts of central Thus, an important change in railway operations had removed the need Perth south and north of the railway line. for much of the physical infrastructure that had formed a barrier between Planning consultants DeLeuw Cather prepared a report to lower the the Perth City block and Northbridge and this made removal the railway through the Central City Area for the Government of Western remaining “railway barrier” a practical possibility. Australia, Premier’s Inter - Departmental Committee April, 1963. In 1967 In 1974 there was a plethora of proposals following gauge the Government had reached the stage where it was considering five standardisation. Firstly, John Oldham and then the New Heart for Perth detailed proposals from three British, one American and one Australian Society proposed to lower the railway line and to develop parklands group to undertake the work, but nothing eventuated. above it. Forbes & Fitzhardinge proposed a Post Office redevelopment 2.3 Effect of Gauge Standardisation within Forrest Place, the State Government proposed redevelopment of By 1960, with the exception of the metropolitan markets, railway freight the Cultural Centre precinct and then the City of Perth produced facilities occupied most of the land bounded by Barrack Street on the east, alternative proposals. Also in 1974 the State Government considered a Dwyer Street in the west, Wellington Street to the south, and Roe Street proposal to replace the railway line with a bus way. to the north.

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THE HUB : Master Plan for the Lowering of the Fremantle Lines

In 1975 Stephenson revisited his earlier proposals and sought to retain Westrail) in the late 1980’s, before planning responsibility passed to the Perth Railway Station and the heritage buildings of the Cultural Centre Department of Transport (DOT) in 1991. DOT was to continue planning precinct. He also proposed the Wellington Street Bus Station in its present the route to Mandurah through Fremantle till 1994. location. In 1992, the Department for Planning and Urban Development (DPUD) The Forrest Place redevelopment, Perth’s bicentennial project in 1979, enlisted the support of Westrail to plan and reserve a direct route for a connected the Perth Railway Station with an eastern elevated concourse suburban passenger railway from Perth to Mandurah. The route had to across Roe Street to the Cultural Centre precinct and across Wellington pass through a designated, future town centre along the Kwinana Street to the City retail precinct. Freeway, at Jandakot. The Fremantle line was closed to passenger services in 1979 and no doubt Options for a direct connection into Perth were examined, but for a the intention was to remove the railway and make the necessary surface number of reasons including the presence already of a bus way within the connections to Northbridge across the vacated site. Although the line had median of the Kwinana Freeway from Perth to Murdoch, the only other been closed to passenger traffic, the WAGR continued to operate limited option was to put the railway into an extended tunnel from Perth to Mt freight services through Perth to Fremantle, as there was no alternative Henry, and that was unaffordable. After evaluation of indirect route narrow gauge fright access to the port facilities at North Fremantle, and to options between Perth and Jandakot - to go to Perth via Kenwick or Robb Jetty. This ensured the Fremantle line was maintained in operating Fremantle - the Kenwick route was chosen. condition. The route from Perth to Mandurah via Kenwick and Jandakot was After the Fremantle line was reopened to passenger services in 1983, and promulgated in the Metropolitan Region Scheme (MRS) in December before the system, was electrified, the question of sinking the railway was 1994. However, unbeknown until 2002, was a private examination by a raised once again. This was avoided and the task to lower the railway consultant in 1996 that concluded the most direct and quite achievable later was made harder when the link between Joondalup and Armadale route to Perth from Jandakot was within the median of the Kwinana was constructed through the area in the early 1990’s. Freeway (BSD, 1996). That report used as a key reference, work developed within Westrail in 1992. 2.4 Railway Developments over the last 20 Years 2.4.2 PERTH URBAN RAIL DEVELOPMENT AND NEW METRORAIL 2.4.1 ROUTE OPTIONS FOR THE PERTH TO MANDURAH RAILWAY In 1997, the Perth Urban Rail Development (PURD) Office was formed Realisation of the present opportunity to sink the railway line through within the Department of Transport to produce what became the South Perth came from a serious of seemingly unconnected, fortuitous, events West Metropolitan Railway (SWMR) Master Plan to extend the urban rail associated with planning a railway to Mandurah over the last 20 years. It system from Perth to Mandurah. The PURD team was an amalgam of is appropriate to recognise that history here. railway and town planning expertise working initially within the Planning for a railway from Perth to Mandurah via Fremantle was Department of Transport and then the Department for Planning and commenced by Western Australian Government Railways (then known as infrastructure. 5 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Fremantle Lines

The SWMR Master Plan made it clear that its development was consistent In extending the concept to bring the railway directly into Perth, PURD with the following metropolitan public transport policy. (SWMR Master proposed to tunnel the railway up William Street with major underground Plan; Clause 3.1.2) stations at each end, then under the railway reserve in central Northbridge to link into the Joondalup Line near Milligan Street. This • Extension of the Kwinana Freeway Bus-way from Perth to would replace the connection between the Joondalup and Armadale lines, Murdoch and then Jandakot. and the Armadale line would be terminated in Perth. • Provision of a transit service linking Rockingham, Fremantle and PURD proposed the Central Route because: Kwinana. • It provided the optimum town planning benefits through integration • Extension of the suburban passenger railway system from Perth, with: the business district at the southern end of the City through through Kenwick, Jandakot, Kwinana and Rockingham to Esplanade Station; and with the cultural and retail sector at the Mandurah. northern end through the Perth Underground Station located The SWMR Master Plan was endorsed by the State Government in 1999. between Murray and Wellington Streets. Final approval for the expenditure of $1.147 Billion to undertake the • Rather than “dead ending” the railway from Mandurah in Perth, it project was granted by the Court Government in October 2000. Tenders provided a seamless north / south service through the city to to construct the infrastructure and purchase rolling stock had been called Joondalup, which maximised passenger amenity, rolling stock prior to the State Election that was held in February 2001. utilisation, and operating efficiency. Following the election of a new State Labor Government, the new • It connected the metropolitan public transport system by integrating Minister directed that the option to bring the Mandurah line directly into with: bus services from east and west of the metropolitan area that Perth from Jandakot up the Kwinana Freeway along the designated bus passed through the Perth Esplanade Bus-port; buses servicing way be explored. Given the experience of work carried out in 1992, the western suburbs and the north/north east corridors through the PURD office confirmed the feasibility and was then directed to develop Wellington Street Bus Station; and train services through Perth the concept. Railway Station. In the SWMR Master Plan it had been found that, because of a number of It provided the best opportunity to sink the Fremantle line through commonalities, a rail service from Perth to Mandurah should be • Perth if the Central Underground Route was extended at least as far integrated with the service already operating from Perth to Joondalup; as Lake Street before commencing its rise to the surface. the two operations should be merged, creating in effect, a Mandurah to Joondalup service through Perth. Up to that time, two segregated railway However, at that time there was severe criticism of the Central Route. services through Perth operated; from Joondalup to Armadale; and from There was a well supported alternative for the railway to remain within Midland to Fremantle. the median of the Kwinana Freeway until north of Murray Street before leaving the Freeway to a terminus at the western end of Perth Station.

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THE HUB : Master Plan for the Lowering of the Fremantle Lines

To evaluate the competing options and recommend a preferable route, remain – as closely as possible - within the budget allocated by the the Government formed the Perth City Rail Advisory Committee (PCRAC). previous State (Court) Government. During the evaluation period the government accorded PCRAC, the The Central Route was subsequently recommended by the PCRAC in its Central Route was refined by PURD in the following ways. final report of May 2002, which advocated the PURD option to sink the railway through Northbridge. • By lowering the section from the through the Foreshore and up to . In August 2002, the State Government endorsed the Perth Urban Rail Development Supplementary Master Plan of which the Central Route was • Improving the design and accessibility of the William Street a key feature. Sinking the Fremantle lines through Northbridge was Underground Station, especially to the existing Perth Station with presented as one of three a future City Building Initiatives and the Plan an underground pedestrian connection. ensured that the subsequent design and construction of the works paved • Strengthening the integration with town planning. the way for this inevitability. • Adopting the tunnel boring method to construct the tunnels 2.5 The HUB Project under the City and into Northbridge. The Supplementary Master Plan highlighted three City Building objectives Development of the Central Route showed that the existing railway (section 4.5.3), an edited version of which is replicated below. infrastructure between William Fitzgerald Streets had to be pulled up. The Construction of the SWMR through the Perth CBD: It was found that to maintain services on the Fremantle and Joondalup • Provides the opportunity to remove the William Street Bridge over lines during construction, the underground railway had to extend north Riverside Drive and realignment of Riverside Drive to provide a under those lines and Roe Street before rising to meet the surface and significant increase in the area of the foreshore parkland. connect with the Joondalup line between Milligan and Fitzgerald Streets. • Makes possible connection of the City and Northbridge by Development of the staging plan showed that given the underground providing the opportunity to lower the railway would extend at least to Lake Street, locating the Fremantle through Northbridge below ground level at an affordable cost. besides Roe Street from Fitzgerald to Lake Streets created a vacant site on the original alignment of the Fremantle lines, where they could be sunk • Encourages redevelopment of the William Street – Wellington later. This would then allow surface connections between Lake Street and Street precinct from Murray Street to the Mitchell freeway, King Street and across William Street from Roe Street to Wellington including creation of opportunities to return development benefits Street. to the state from currently under-utilised Crown land. The idea to sink the Fremantle lines was put to the Minister but it was not The first of the three objectives has been achieved, whilst progress adopted as part of the New MetroRail Project because of the need to towards the third is well in hand, as evidenced by building development above the station at 140 William Street and Raines Square across the

7 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Fremantle Lines road, construction of the on Wellington Street west of Milligan Street, and Government endorsement of the East Perth Development Authority Link Master Plan. Sinking of the Fremantle lines through Northbridge will complete the trio of City Building recommendations. Lowering the Perth – Fremantle lines between Lake Street and the Horseshoe Bridge, as well as the Wellington Street Bus Station will be significant and exciting innovations with profound, beneficial effects on the City of Perth. The ever increasing use of public transport for commuter trips into the City will bring an associated increased pedestrian movement and vitality that will require careful planning for pedestrian movement into and across the whole area bounded by Murray and James Streets running east/west, and Fitzgerald and Pier Streets running north/south. These links will serve the business, cultural, retail, commercial, and entertainment attractions of the City. These infrastructure changes will enable the space within the Horseshoe Bridge to be developed as a unique urban space, called City Square. The HUB Project will mark the time when the perception of public transport moved from being peripheral to central Perth to being central as it matures as a world class city.

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THE HUB : Master Plan for the Lowering of the Fremantle Lines

3. THE NEED • That the required standard of amenity afforded to public transport users is consistent with that demanded by a discerning 3.1 The Drivers of This Project community, increasingly dependent on public transport access to Previous Master Plans associated with railway works have been initiated the city. by a demonstrated and definable demand for public transport services • That the attractiveness and standard of facilities provided will against which the provision of infrastructure, rolling stock and future compliment an investment over the past twenty years of well operations could be developed, costed and justified. From a holistic, over three billion dollars (current value), to improve the extent societal perspective, these services were planned to compliment the land and standard of public transport services to the Metropolitan settlement pattern along the routes taken, and to provide equality of Area. travel and environmental sustainability. 3.2 The impact on Future Public Transport Growth This project is fundamentally different as the required public transport The core objectives of this Master Plan focus on reconnecting the city with services are already in place. The motivation in this case is to enable land its entertainment district and providing a platform for the urban renewal use to be optimised in the following ways: of this area of the city. However, they also require the Project to deliver • Reconnecting the Northbridge area with the main City Block at robust public transport infrastructure capable of meeting future needs. surface level providing for a surface connection from the river The existing Perth was upgraded in the mid 1980’s when the into Northbridge along the William Street spine. rail network was electrified with a 20 year vision and further • Developing former railway land in a sustainable way to meets enhancements during the early 1990’s during the Northern Suburbs community and the Government’s objectives. Transit System (NSTS) Project. • Developing the new public transport facilities in a manner that The commissioning of underground stations at William Street and the compliments land use within walking distance of the station. Esplanade has reduced the passenger throughput at Perth Station to less But it is essential that delivery of the land use objectives described above than half that would have been expected had the Central Route through is consistent with the maintenance of fundamental public transport Perth not been adopted. However the changes to rail infrastructure requirements. The public transport requirements will be achieved by proposed under this program includes closing two platforms and giving due regard to the following: significantly reduces the most desirable platform area availability, and location, from a public amenity perspective. Furthermore, • Understanding that the public transport system is the conduit for implementation of the Link project will terminally limit any further the delivery of large numbers of people into the area, to an alterations to the infrastructure once tracks are rationalized and relocated extent that it provides the most concentrated, mass movement of into underground tunnel structures people anywhere in the metropolitan area.

9 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Fremantle Lines

The standard of infrastructure within the affected area of the existing 3.3 Capacity to Meet Future Demand Perth Station such as power and communications, platform infrastructure, The table below shows current numbers departing from the City platforms as well as infrastructure for emergency service, is such that replacement is each weekday and the projected number for 2031. The data of relevance long overdue and this will be incorporated as part of the general works to this Master Plan is the number of people who will be using the necessary to accommodate the Link Project. Fremantle line, and the number of people catching trains at Perth Station in 2031. In summary, the objectives that have been set are as follows. Perth Rail System: Current and Projected City Station Departures • To meet the Government’s and associated agency objectives for city and place building. Station Destination Line March 2009 2031 • Reinforce the role and attractiveness of public transport as an Perth Underground Joondalup 12, 569 25,000 essential alternative for commuter travel, at its most important Esplanade Joondalup 4,482 9,500 terminal facilities Total Joondalup 17,051 34,500 • Ensure the capacity and amenity of public transport infrastructure to meet present and future commuter needs whilst successfully integrating with the vision for land use in the overall area Perth Underground Mandurah 10,354 20,500 Esplanade Mandurah 4,663 9,500 The measures taken as described in this Master Plan to meet the overall Total Mandurah 15,017 30,000 objectives have included:

• Stretching the railway technical standards for the design of Total Perth Joondalup & 22,923 45,500 alignment and profile to extreme limits of technical acceptability Underground Mandurah • Reconfiguration of platform infrastructure and relocation of passenger distribution to alternative platform sites, in some cases Total Esplanade Joondalup & 9,145 19,000 with less amenity than available at those areas which had to be Mandurah vacated

• Ensuring that the passenger connectivity into, out of, and across the station site complies with best practice Perth Central Armadale 6,771 19,200 • Ensuring that the design of the underground bus station Fremantle 6,026 15,360 represents the most efficient outcome in line with current world Midland 4,750 12,960 standards for such infrastructure Total Perth Central 17,547 47,520

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THE HUB : Master Plan for the Lowering of the Fremantle Lines

The data in the above table indicates that there will not be any constraints land between Northbridge and the main City Block that would require the due to lack of capacity to carry future traffic demand on the two Fremantle Lines to be lowered. Fremantle lines that will be sunk through Northbridge. In January 2005, the Expenditure Review Committee of the State Cabinet The Fremantle lines now carry about 6,000 people per day in each approved The Link business case based on all Crown Land in the project direction. Given the present signalling system and assuming the use of a area being transferred to EPRA at no cost. homogeneous four car train operation, the lines now have the capacity to In June 2008, The Link Implementation Deed was executed clarifying the carry about 20,000 people per hour in each direction. roles and responsibilities in delivering the project with: In 2031, it is projected that 15,360 people will travel in each direction on • EPRA appointed as the State’s nominee to coordinate and deliver the the Fremantle lines, each weekday, of which about 4,500 will be carried in project, and be the planning authority for the project area each direction in the busiest hour. That is well within capacity limits. • The Public Transport Authority appointed as the State’s nominee to There are already two sunk tracks through Northbridge, (the Joondalup coordinate and deliver construction of; lines). These now carry about 17,000 people each way each day. They will carry double that number by 2031, over twice that on the Fremantle  All rail works including sinking of the rail lines. lines.  Construction of the new bus station. With respect to platform capacity, there will be ten platforms in 2031 to  Delivering possession of the land being lots 1193 and 1178 in a accommodate the estimated 47,520 daily boardings. Of this figure, the manner that can be readily developed. greatest number (28,320) will be on the Fremantle-Midland Lines where there will be four platforms available. In comparison, the two platforms The Deed identified a land swap between the State and the City of Perth at Perth Underground must accommodate 45,500 boardings per day. that incorporated a funding contribution by the City to lower the railway and construct a new bus station. The Deed was executed, but, there was From another aspect, had the Kenwick Route been adopted for the no funding commitment in the State’s Capital Works Program. Southern Suburbs Railway (Mandurah Line), then Perth Station would have been expected to accommodate around 49,000 arrivals, and 49,000 Following State Government elections in August 2008, Premier Barnett, in departures each day compared to the present 17, 547 each way. October 2008, confirmed that sinking of the railway through Perth was a Strategic Project for this State. The Project now had not only the support Clearly, as 2031 approaches, the greatest pressure on infrastructure to of the Premier, but subsequently that of the Prime Minister as well. The accommodate commuters will be at Perth Underground. allocated $236 million in the May 2009 Budget to lower the railway. 3.4 The Northbridge Link Achievement of the Deed’s objectives has been made possible through In 2004, during construction of the underground railway through Perth, cooperation between the Western Australian and Federal governments the Northbridge Link Committee commenced planning of former railway and the City of Perth to fund the works.

11 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Fremantle Lines

The project will deliver a new civic space to be known as City Square that will be almost twice the area of Forrest Place. It will enable the direct connection of William Street at ground level between the intersections of William Street with Roe Street on the north side and Wellington Street on the south side of the railway reservation, which will become the major desire line for pedestrian movement between the river and Northbridge. This connection could be also adopted for low volume vehicle or transit movement in the future. However, the function of the William Street Horseshoe Bridge as the main vehicular thoroughfare will be retained. It will allow King Street and Lake Street to be linked by a connecting road suitable for pedestrians and low volume vehicle traffic. Queen Street will be extended over the sunken rail lines and bus station to a Tee with Roe Street. The streetscapes of Roe and Wellington Streets will be reconstructed to provide for more harmonious integration between cyclists and pedestrians. The EPRA 2009 Master Plan and the urban design vision is illustrated in Figures 3 and 4

Public Transport Authority of Western Australia | March 2010 12

THE HUB : Master Plan for the Lowering of the Fremantle Lines

Figure 3 EPRA 2009 Link Master Plan

13 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Fremantle Lines

Figure 4 EPRA 2009 Link Master Plan Urban Vision and Celebration Place review

Public Transport Authority of Western Australia | March 2010 14

THE HUB : Master Plan for the Lowering of the Fremantle Lines

It provides for a combination of commercial, retail and residential property development in a range of multi-storey building zones above and adjacent to the railway structures. These structures will need to incorporate provision for the sub-structures of the future buildings. These ‘enabling works’ are identified in a report prepared by EPRA and are included in the schedule of capital cost estimates in Section 9.5. Figure 4 shoes the final urban plan the Link with the street connections and building development above the railway infrastructure.

15 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Fremantle Lines

4. HUB PROJECT SCOPE OVERVIEW Furthermore, the changes will terminally limit any further alterations to the infrastructure once tracks are rationalized and relocated into 4.1 High Level Objectives underground tunnel structures. Those changes must accommodate at The HUB Project is the extent of work delegated to the Public Transport least a doubling of patronage anticipated by year 2031. Authority by the Link Implementation Deed. The responsibility delegated Existing infrastructure affected by the alterations in Perth Station will be to the PTA under the Deed is to provide for the following: modernised to comply with current standards. • A surface connection across the railway on the western side of Strategies that will be implemented include: William Street between Wellington and Roe Streets. • Testing railway technical standards for the design of alignment • A surface connection between King Street and Lake Street. and profile to the limits of acceptability. • A cleared area for future development between the two • Reconfiguration of platform infrastructure and relocation of connections. passenger distribution to alternative platform sites, in some cases with less amenity than available at those areas which had to be 4.2 Impact on Perth Station vacated. The existing Perth Train Station was last upgraded in the mid 1980’s when • Ensuring passenger connectivity into, out of, and across the the rail network was electrified with a 20 year vision. The Station capacity station site complies with best practice. was to be extended to accommodate provision of the new service from • Ensuring there is capacity for future patronage growth. Mandurah via Kenwick, however it was recognised then that the ability for • Providing the capability required in tracks and platforms to capacity increase was limited. accommodate irregularities and emergencies. Adoption of the Central Route through Perth with its two underground It is opportune to carry out these works now as part of the HUB Project to stations, which was constructed as part of the New MetroRail Project deliver the capability and flexibility to accommodate growth and to avoid completed in December 2007, removed the immediate need for ongoing disruption and inconvenience to the travelling public. expansion of the existing station and even reduced the immediate load This can be achieved but any improvement will be marginal and there will when the Mandurah line was opened by diverting all passengers from the be many challenges ahead. The Infrastructure to be built will provide for Joondalup line – who previously used the station - into the underground no more than adequate redundancy to meet future needs. stations. Given that numbers using the station in the next 20 - 30 years will double, However the changes to rail infrastructure now required include closing every effort must be made to provide the infrastructure required within two platforms and significantly reduces the most desirable platform the one construction program, taking maximum advantage of the arrangements, and location, from a public amenity and operational disruption and inconvenience that will occur, as there will not be another perspective. opportunity.

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THE HUB : Master Plan for the Lowering of the Fremantle Lines

4.3 Changes to Fremantle Track Alignments and Profiles The additional track and changes to existing layouts will provide the The Fremantle line is currently located on an alignment immediately on flexibility to “dwell” trains at two platforms to handle passengers the north side of the Joondalup line alongside Roe Street. It will be embarking and alighting for special events whilst maintaining two lines relocated in a tunnel to run along the south side of the Joondalup line and platforms for through operations on the Fremantle lines. from almost the West Perth Subway into Perth station. 4.5 Passenger Transfer between Platforms 4.4 Changes to Perth Station Platforms The new platform configuration will require a greater degree of passenger Proper and prudent planning demands that the needs of passengers and transfer between platforms. The management and safety of transfers will the operator are satisfied when the railway is sunk. The level of amenity be critical at peak, crush times of operation. must be at least as good as presently exists. In transferring between platforms, commuters must be provided with the Limited lowering of existing platforms within Perth Station will take place following basic requirements. to maximise usage of the open area and to accommodate the gradients • Facilities that minimise time and distance travelled. required immediately west of the Horseshoe Bridge to ensure the Minimum vertical climbs. Fremantle lines are completely underground by William Street. • The existing platforms west of the Horseshoe Bridge will be demolished to • Clear pedestrian paths that are convenient, safe and secure, make way for City Square. Platform capacity lost will be replaced by comfortable and protected from the elements. extending existing platforms at the eastern (Barrack Street) end of the Operators require: station under the public car park, and the construction of a new parallel • Adequate capacity now and for the longer term. platform. • Flexibility to adapt to varying load demands. The new platform (Platform 10) will be built between the Horseshoe Bridge and Barrack Street alongside Roe Street. Service to Platform 10 • Robustness and reliability. will be provided by a new, track running parallel to tracks serving the • Good visibility. existing platforms. This new track will link with the Fremantle mainlines west of the Horseshoe Bridge and east of Barrack Street. • Minimal operating costs. The new track and Platform 10 is essential for effective operations to In order to understand this issue a pedestrian study was undertaken to serve major events at , the Royal Show and other non routine evaluate a number of options, including pedestrian overpasses and events on the Fremantle Line. It will also provide limited operational underpasses at various locations. The conclusion was that an underpass flexibility to accommodate problems that inevitably arise from would deliver the least transfer penalty and the best travel time benefit. breakdowns, irregularities and emergencies. Consequently an underpass connecting all platforms will be built. This

17 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Fremantle Lines will also replace the facility lost because of closure of the existing western There are two ways to resolve the issue. One is to elevate the passengers concourse to allow development of City Square. via escalators and bridge across the Wellington Street face of the Horseshoe Bridge and the public right of way. This significantly increases The underground passenger connection has been defined as a the vertical movement, compared to existing arrangements, which would requirement by the passenger services and operating divisions of the PTA. be against the passengers’ requirements, and is not a sensible outcome. It will provide the shortest, safest and most manageable route for It presents a new visual obstruction across the face of the Horseshoe passenger movement. It will minimise the vertical transfer component Bridge facing Wellington Street and that would conflict with the aesthetics and maximise capacity. of the Horseshoe Bridge. 4.6 Connecting Perth Station and Perth Underground The second would be to build an underpass to take the commuters under The town planning requirements associated with the Link Project the public right of way in a continuation of the tunnel from the mezzanine supported by the aspirations of the City of Perth and the West Australian level of the underground station, for the following reasons: Planning Commission, stipulate there must be a direct, public connection, at street level, between Forrest Place and City Square across Wellington • For people transferring between the central and underground Street and under the Horseshoe Bridge. This directly conflicts with the platforms, there is no increase in vertical travel to Platform 5, and route by which commuters presently transfer between the Perth a decrease in vertical movement to the other parallel platforms Underground Platforms and the central station, noting these passengers compared to existing arrangements. are within the “paid” (ticketed) zone of the station. • For those passengers transferring to or from Perth Underground, it reduces the vertical distance travelled when transferring A comprehensive pedestrian study has shown that in the morning peak between the platforms within the central station by about 70%, in rush hour, 3,200 people transfer between the underground and central comparison to bridging over the tracks between platforms. station platforms. This number is expected to reach almost 6,000 by 2031. Commuter transfer movement through this conduit reaches • It is unobtrusive to the public right of way and to the Wellington extreme limits at times, such as the Perth Sky Show, the annual city street Street façade of the Horseshoe Bridge. pageant, the Royal show and routinely when football matches are held at • It is in keeping with the standard of amenity advocated through Subiaco Oval. the Perth Urban Rail Development Supplementary Master Plan, At peak times on a daily basis, the movement of people transferring but which was not achieved at that time. between the central and underground stations is the most concentrated • It is aesthetically superior by maintaining as much of the existing of any pedestrian movement within the city. station open ambience and natural light as possible, as well as visual exposure from within the station to the eastern facade of For reasons of safety, security, and to satisfy the PTA’s community service the Horseshoe Bridge. obligations it is necessary that these transferring commuters are separated from the required public right of way. • It provides the best universal access.

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THE HUB : Master Plan for the Lowering of the Fremantle Lines

4.7 Passenger Transfers between Perth Station and Perth An analysis was conducted based on coincidental events during the Friday Underground afternoon peak period. Two events were assumed including the commencement of an AFL football game at Subiaco Oval and the A comprehensive pedestrian study conducted by Arup has revealed that conclusion of a theatre show at Perth Arena. The impact on flows is the daily passenger boardings at Perth Underground platforms will about significant, especially when combined with afternoon peak flows. double (from 23,000 currently) by 2031 and that passenger boardings at Perth Station will increase about 2.5 times (from 17,700 currently) in the The most significant movement in terms of internal station movements same period. are for those transferring from the Mandurah (Platform 1) and Clarkson (2) at Perth Underground to Perth Station platforms Fremantle (6) and the Arup’s pedestrian model has derived forecasts for passenger transfers Event Platform (10). It is estimated that over 6,300 pedestrians make this between Perth Station, Perth Underground and Wellington Street Bus movement for the event, therefore when combined with the afternoon Station from the Smartcard Data, STEM public transport forecasting peak flows, approximately 8,250 passengers transfer from Perth model, PARTS data and a series of Stated Preference Surveys. The Underground to these platforms (including the Midland Service). As a following transfer figures were identified: comparator, approximately 8,600 passengers depart the Perth Passenger Transfers between Perth Station Platforms and Perth Underground lines in the morning peak hour. Underground It should be noted that the peak period for events is typically significantly 2009 Forecast 2031 higher than for standard peak period flows due to the fixed start time for Passenger Transfers per Peak Hour 3,200 5,950 an event that is not typically applied in the workplace. Therefore flows to the event will be not be distributed as evenly across the peak period as Passenger Transfers per day 9,275 17,250 per the standard assessments.

4.8 Evaluation of Feasible Interconnection Solutions A key feature in these transfer figures is the movement from the Clarkson Two feasible west end entry/exit systems have been identified. Schematic and Mandurah Lines to the Fremantle, Midland and Armadale lines to drawings of both options, an underpass solution and an overpass solution access “City Stations”, those located within the free transit area. These have been included in this report. Both options have been reviewed by passengers would typically use the tunnel to access Perth Station before engineering and architectural advisors who are satisfied on the crossing platforms to access alternative rail services. These movements constructability of both in the operational and staging environment. The are typically time critical due to the visual impact of seeing trains at overpass however must pass through the upper floor façade of the stations. heritage –listed station building, with structural, aesthetic and heritage The other noteworthy element is the movement from Train to Bus implications. Station. This represents approximately 15% of transfers and includes An evaluation predicated on travel time penalties was undertaken which large volumes of school children. is summarised hereunder. 19 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Fremantle Lines

The Arup Pedestrian Model Report indicates 3,471 people use the link • $ 1,326,000 (for $20 per hour) in 2015 increasing to $1,471,000 in during the morning peak hour. The morning peak hour represents 2031. approximately 15% of the daily movement pattern (based on current The estimated difference in cost between the overpass option and the smartcard data), therefore it can be assumed that approximately 22,600 underpass option is $10m. people utilise the proposed link per day in 2031. Over a 60 year project life with an appraisal period of 30 years, assuming a The travel time difference between the two options, incurred by having 7% discount rate, the net present value accruing from an underpass will two additional escalator traverses with the overpass option, is actually 45 be in the order of $13.377m and $5,776m respectively resulting in a BCR seconds. The calculation of benefits is therefore: of 2.42:1 and 1. 61:1. Given the nature, life and risk associated with the • 22,600 people saving 45 seconds per weekday = 16,950 minutes development, a discount rate of 4% is more appropriate indicating a BCR or 84,750 minutes per week. of 3.95:1 and 2.64:1 for the tunnel option.

• Translating this into hours gives us 84,750/60 = 1,412.50 hours This value is conservative as: per week. • No account is given to weekend flows. • Therefore the annual saving is 1,412.50 hours per week x 52 • No account is given to the time taken in queuing at the foot or weeks = 73,450 hours per annum in 2031. Using the same head of the two additional escalator traverses incurred with the calculation for 2015 (project opening year), an annual saving of overpass. 66,300 hours per annum is achieved. • No account is taken of the additional time/inconvenience The values of commuter time postulated by AustRoads is conferred upon the mobility impaired, those with prams, those • $11.49 per hour for commuters; and with luggage and those with cycles, who have to go through two additional lift transfers with an overpass option. • $36.76 per hour for business travellers • No account is taken of the volume of passengers going to/from Both traveller classifications are represented among public transport users Platform 9 diverted away from the Eastern Concourse – at but no definitive information is available as to the proportions on any present there’s no route for these people. particular day. No account has been taken for event movements; If we complete the evaluation using two ‘Values of Time’ of $30 per hour • and $20 per hour– then the annual benefits are • No account has been taken into the non-transport related impacts of the underpass vs. the overpass. • $1,989,000 (for $30 per hour) in 2015 increasing to $2,206,000 in 2031; and • No escalator operating and maintenance costs have been included.

Public Transport Authority of Western Australia | March 2010 20

THE HUB : Master Plan for the Lowering of the Fremantle Lines

The underground walkway option has been adopted in preference to the Following completion of the refurbishment work operations will resume overpass option because: on Platforms 6 & 7 and the major construction work can proceed. In order to construct the tunnel for the Fremantle line it will be necessary to 1. It is economically superior; and initially deviate the tracks northwards. This will permit construction of the 2. It has a higher level of passenger convenience being more evenly high risk section of the tunnel which passes over the existing twin bored graded without gaining unnecessary height; and Joondalup tunnels. Tunnel constructions can then progress in a westerly 3. It avoids the aesthetic and heritage issues which would arise with direction. Demolition of the western concourse from a point north of the overpass in breaking through the Perth Station facade. Platform 11 (old Platform1) and careful dismantling of the old timber foot bridge will be required prior to the deviation. 4. It provides the best access overall. Once sufficient tunnel length has been constructed to the west the second 4.9 Operational Staging deviation of the Fremantle line to the south will occur to connect up with 4.9.1 INTRODUCTION Platform 5&6 roads. This will effectively initiate an Armadale to Fremantle through service and a Midland service which terminates in Perth. The Project involves significant risks to the existing public transport Construction can now progress to the Horseshoe Bridge strengthening operations and infrastructure. A key performance indicator for the and the eastern dive structure areas. Project is to deliver the objectives with minimal risk and disruption to public transport passenger services, people, and property. The following stage descriptions indicate how different areas of Perth Station will operate to facilitate the sequencing of the Project works. The risk of disruption to existing public transport infrastructure can be managed by engineering design and is discussed later in the Master Plan. 4.9.2 STAGE 1 The risk of disruption to existing public transport services will be managed • Direct Midland - Fremantle services to Platform 8 and terminating by a sequence of operations and construction stages that will enable the services to Platform 6 (west) respectively. Passengers to use various elements of the Project to be constructed while maintaining public existing western concourse to access Wellington St and Platform transport services. 5 via Platform 11 (old Platform 1). Universal access to Platform 11 To facilitate the major civil construction and rail works there will be a via at grade crossing at the end of Platform6/8. package of forward works involving the relocation of signal and • Refurbish Platforms 6 (east) and 7 and carry out forward works communication main cable routes, relocation of the 25kV traction power for signals, communications and overhead traction power. Ensure infeed to the Perth Interposing Switching Station (PISS), the construction that a minimum of 150 metres of standing room is provided for of two new signals and communications equipment rooms and the operational flexibility. Construct temporary extension to Platform refurbishment of Platforms 6 and 7. The PTA will manage these works “in 5 east end. house” because of their critical nature and the need to minimise • Construct retaining wall east of Barrack Street (Wellington Street disruption to the travelling public. side). 21 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Fremantle Lines

• Install 25kV cable containment from PISS to boosters east of 4.9.5 STAGE 4 Barrack Street. • The turnback dead-end track east of the Barrack St Bridge will be • Re-direct train services to refurbished platforms 6 and 7. slewed to form the Midland down main (Slew No 2). • Midland Line services will use Platform 7 and Platform 9 will 4.9.3 STAGE 2 become non operational and a construction site. • Dismantle, archive and temporarily store old timber footbridge • Upgrade Platform 9 and construct Platform 10. for future relocation to a suitable place. • Remove 827 crossover and renew track to Platform 9. • Demolish western concourse north of Platform 11. • Construct the northern section of underpass to Platform 9 and 10 • Construct track work for Perth – Fremantle deviation. and emergency exit to Roe Street and construct dive structure Slew Perth – Fremantle lines onto Northern deviation (Slew No 0). • east of Horseshoe Bridge. Platforms 8 will no longer be available for Midland Fremantle • Barrack Street tunnel to be completed and track laid to Platform services 10. • Construct underpass between platforms 5 and 6. • Refurbish Platform 7 western end • Demolish Platforms 8. • Complete underpass to Perth Underground. • Construct rail tunnel from ch 2240 towards the West. • Rehabilitate old Platform 1 (now Platform 11) and extend to 4.9.6 STAGE 5 150m to accommodate 6 car sets. • Reinstate turnback (Slew No 3) to restore the Midland down main. 4.9.4 STAGE 3 • The Underpass between platforms 9, 10 and Platform 5 must now Construct track work for Fremantle – Armadale deviation. • be operational. • Slew Perth – Fremantle onto Armadale line (Slew No1) • Commission 818, 819 crossovers and 828 points, Platform 9 and • Services now run Armadale to Fremantle using refurbished 10 are commissioned and operational. Platform 6 (150m to be available), and Platform5. • Midland line services will switch from Platform 7 and use • Midland services will now terminate in Perth. Revised Midland Platforms 9 and 10. line service will use Platform 9 and crossover 827 temporarily • Complete the dive structure and Fremantle tunnel fit out except prior to Slew No 2. Platform 6. • Platform 11 now reinstated for 6 car sets (For Special Events and • Renew track to Platform 7. emergencies). • Commence underpass to link Perth Underground. 4.9.7 STAGE 6 • Strengthen Horseshoe Bridge and construct dive structure west of • Complete and commission the underpass to Perth Underground. Horseshoe Bridge. • With the Fremantle tunnel completed the tracks will be slewed onto the new alignment at Sutherland Street (Slew No 4). Public Transport Authority of Western Australia | March 2010 22

THE HUB : Master Plan for the Lowering of the Fremantle Lines

• New tunnel will be fully commissioned and the Midland to Fremantle services restored. • Armadale services will once more terminate in Perth • The final section of the eastern dive structure will be completed and the west end of Platform 6. • Renew track to Platform 6. 4.9.8 STAGE 7 • Final Commissioning of the track to Platform 6 will take place to provide through running to Fremantle. • Refurbish Platform 5 progressively and ceilings on Platforms 3 and 4. The following diagrams indicate the above operational stages proposed for Perth Station

23 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Fremantle Lines

Figure 5 Operational Stages 1 - 3

Public Transport Authority of Western Australia | March 2010 24

THE HUB : Master Plan for the Lowering of the Fremantle Lines

Figure 8 Operational Stages 4 - 5

25 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Fremantle Lines

Figure 7 Operational Stages 6 - 7

Public Transport Authority of Western Australia | March 2010 26

THE HUB : Master Plan for the Lowering of the Fremantle Lines

5. HUB PROJECT SCOPE DETAIL road level along Wellington Street varies from RL 12.30 at the west end and RL 12.00 at Horseshoe Bridge with a dip to RL 11.00 at the 5.1 Civil works Entertainment Centre through to the Wellington Street Bus Station. 5.1.1 EXISTING FEATURES C. EXISTING UTILITY SERVICES A. BACKGROUND Extensive utility services cross the railway yard in the north south The Project area is land that was reclaimed in the late nineteenth century direction. These are located in 3 corridors, the principal of which is on the from low lying wetlands extending from Claisebrook to Stirling when the line of Milligan Street. The services in this corridor had shallow cover and railway from Fremantle to Guildford was built through Perth in 1880. Use were lowered as part of the New MetroRail Project City works and will not of the land since has been railway related throughout and has some level impact on this Project. Other services were incorporated into the ramp of contamination arising from the very nature of railway activities, the structure of the New MetroRail Project City works and a similar treatment presence of coal residue, diesel fuel and activities including movement is proposed for these services under this Project. and storage of goods and the servicing of a range of buildings and plant The 2nd corridor is on the line of Queen Street/Nicks Lane, consisting of throughout the site. many communications cabling ducts. These cables and ducts will require B. GEOGRAPHICAL & GEOTECHNICAL FEATURES relocation into a new service duct recess, in the roof of the new tunnel. Similar treatment was used during the construction of the Graham Farmer The site of the works between Perth station and the Mitchell Freeway Freeway road tunnel. comprises a varying depth of sand filling up to 2m deep over 8 to 10 metres of medium dense Spearwood Sands and up to 20 metres of dense The third corridor is on Barrack St and incorporates telco cables which will clay sand and silt of the Guildford Formation. The bedrock of the Kings need relocating in conjunction with construction of the new rail tunnel for Park Formation is below the Guildford Formation. platform 10. Pockets of remnant peat layers from the lake system still exist under parts Another service that will require treatment is the Wellington Street of the original filling for the railway. Some areas of land have been Branch Drain, a rectangular storm water culvert located parallel to and contaminated by the previous land use associated with the railway east of the Queen St Nicks Lane corridor and connecting main outfall including hydrocarbons and heavy metals. drains in Wellington Street and Roe Street. The prevailing water table is nominally at RL 9.50, but this can have a The rail reserve itself contains many live and redundant pipes, ducts and seasonal variation of between RL 10.00 and RL 9.00. The 100 year flood cables running east-west and north-south in the yard. There are also level in the area of the is estimated to be RL 11.20. many abandoned footings and pits associated with past railway operations. The prevailing ground level in the rail yard is approximately RL 11.00. The road level along Roe Street varies from RL 12.00 at Fitzgerald Street to RL 11.50 at the Horseshoe Bridge with a level of RL 11.7 at Lake Street. The

27 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Fremantle Lines

D. EXISTING RAILWAY INFRASTRUCTURE The bus way lies within PTA controlled land that is not accessible to The railway infrastructure comprises up and down mains for the Perth to general traffic. The bus way will need to be temporarily relocated to the Fremantle Line at the north side of the rail reserve adjacent to Roe Street. south in order to provide construction space for the railway works. A concrete wall has been built along the rail reserve northern boundary to 5.1.2 UTILITY SERVICES RELOCATIONS act as a vehicular barrier and accommodate a change in level between the It is assumed that the telecommunications cables between Queen Street rail and road. and Nick’s Lane will be accommodated within a recess in the roof The tracks, ramp and tunnels of the new Clarkson – Mandurah railway structure of the new tunnel. The existing conduits will be protected occupy the middle third of the reserve, thus leaving the southern third during construction and supported on a temporary bridge during tunnel available to construct new infrastructure. excavation. A similar strategy was used effectively on the Northbridge road tunnel project. In Perth Station, the Fremantle-Midland line operates from Platforms 7, 8 and 9; Perth–Armadale line operates from Platforms 5 and 6 and Perth – The Barrack St cables will be relocated to the Western side of the road Thornlie from Platform 4. concurrent with the tunnel staging. At the Freeway end of the rail reserve, the Perth to Clarkson line enters a The Wellington Street Branch storm water drain will be reconstructed tunnel that passes under the Perth to Fremantle line and Roe Street. between Roe and Wellington Streets on a revised alignment and level, at its intersection with the rail tunnel. A siphon will be constructed to convey Track crossovers are provided between the up and down mains in each the water under the rail tunnel. The siphon would be incorporated into direction on both routes and there is a diamond crossing that connects the walls and base slab of the structures. The proposed final alignment is the two routes. still subject to review. Communication and signalling cables run parallel to the tracks on the Alternative construction methods are being investigated and costed. south side of the rail reserve, but connect to a relay equipment building on the north side of the reserve near Nick’s Lane. 5.1.3 CHANGES TO PERTH YARD AND ASSOCIATED INFRASTRUCTURE Traction power overhead cables are up to 6300mm above the rail level. There are certain physical infrastructure constraints to the proposed rail Equipment masts and gantries extend up to 7000mm above rail level. alignment that require alteration and change. These proposed changes, along with the proposed new infrastructure works, pose significant E. EXISTING BUS INFRASTRUCTURE engineering and operations risks. The most significant of these are the Bus infrastructure comprises the Wellington Street Bus Station (WSBS) proximity of the proposed cut and cover tunnels to the existing bored with entrances from Wellington Street via signalised intersection and tunnels of the Perth – Joondalup lines, maximum permissible railway Fitzgerald Street via Roe Street and a signalised level crossing into a bus gradients, the impact on the Horseshoe, Barrack St and Mitchell Freeway way along the southern boundary of the railway reserve to the bus bridges, construction of the pedestrian underpass beneath the heritage station.

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THE HUB : Master Plan for the Lowering of the Fremantle Lines listed Perth Central Station building, disruption to the Perth City Council Construction of a retaining wall as part of the new Barrack Street tunnel child care centre above the station and the staging of construction works. will affect the outdoor activities of the PCC child care facility located on the eastern concourse of Perth station. Consideration will be given to Clearly the highest engineering risk posed by the project is the proximity relocate the centre temporarily or provide alternative outdoor facilities. of the new tunnel to the existing bored tunnels. Minimum clearance cover must be maintained between the tunnels and special construction Most important will be PTA’s ability to successfully stage the works to techniques will be employed to ensure that the risk of substantial damage enable logical and sensible progress of construction whilst maintaining a or a catastrophic incident is eliminated This constraint combined with a safe and efficient service to its customers. Some degree of disruption will design maximum tunnel portal level and permissible railway gradients has be inevitable, however the staging of the works has been planned to resulted in some compromises to track design standards. Typically the minimise this as much as possible. resultant maximum rising grade on the eastern ramp has translated to a Other considerations are the impact on the Principal Shared Path (PSP) 4% over a short distance. Traction modelling however has indicated that which is currently routed on the south side of the northern leg of the this will not be a critical constraint. Horseshoe Bridge and passing close to the entrance to the PTA Transit Careful treatment of the Horseshoe Bridge columns and foundations will Guard’s Office. It also conflicts with rail patrons accessing Platform 9, be required to ensure the piers are protected against impact and the making this a quite hazardous location. Construction of new Platform 10 foundations are underpinned prior to excavations for the tunnel ramp will reduce clearance considerably to an extent that cycle access becomes structure. non viable. The proposed alternative is to relocate the PSP onto the Southern footpath zone of Roe Street and widen it in accordance with the Additional beam strengthening will be installed to compensate for the current standards. The Roe Street road pavement alignment will require columns removed to facilitate the new Platform 10 track. modifying to accommodate this. Connection of the new Platform 10 track In like terms, pier protection structures will be required to affected to the Midland down main will be from a new turnout located east of the columns of the Barrack St Bridge and the piers of the Mitchell Freeway at Barrack St tunnel. This alignment will require relocation of the sheet pile West Perth. Due to track proximity a small section of slab track will also retaining walls to the Public Transport Authority car park Alternative be constructed to protect one of the pier footings of the Wellington Street accommodation for staff parking will have to be provided throughout the on ramp. duration of the project as the area will be used for construction purposes. Carefully staged retaining, groundwater cut-off and strengthening works Prior to any works proceeding on site, main cable routes for will be conducted to ensure the pedestrian underpass successfully communications and signalling that are affected by construction will be penetrates beneath the Station building and platforms and live rails of the relocated either temporarily or permanently. The direct buried return Central Station, with appropriate monitoring of surrounding infrastructure conductor cables on the southern side of Perth yard will be relocated to during the works. the north side onto existing masts to conform to Slew 0, until permanent containment in the new tunnel is available. The 25kV traction power

29 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Fremantle Lines supply cables to the City section (between Leederville and Esplanade making the length of the extension 65 metres. The tunnel extension will Track Sectioning Cabins and associated Neutral Sections) via the Perth be designed to carry either road loading or 3 storey buildings. Interposing Switching Station (Perth ISS) will be relocated to a new The new structure is assumed to straddle and be separate from the location along the forecourt of Perth station. The proposed new existing ramp structure and is costed as such. The work comprises a connection point will be east of Barrack Street. The work will be precast/in situ concrete roof deck supported on bored piles with capping undertaken in a two stage process to minimise the risk of disturbance to beam. The deck will have a waterproofing membrane, which will be the city section during the works within the Perth station. The protected by a sand cement screed under building areas. configuration of Isolators and associated Booster Transformers (BT) will need to be altered to ensure that the BT's remain in the feeding circuit. A study of the capacity of the existing structure to carry the new roof has Reversing of crossover within the western dive of P-J tunnel will require a been conducted. This indicated that it is very likely that the existing move of the 25kV traction power supply point and extension of cables to structure has the capacity to support the additional loads. However some follow the modified Overhead Wiring System (OHWS). The return remedial works will be necessary and this will have to be defined during conductors for the traction supply to the PISS will be relocated from their detailed design. current location to the same route as the 25kV. As part of Slew 1, the The ventilation provisions for the tunnel will also need to be extended. Fremantle - Armadale return conductors will be redirected aerially Changes will be required to the traction power equipment and other between platforms 5&6. power and lighting services. The new Fremantle line tracks will be realigned to the southern side of the Demolition of that portion of a retaining wall along Roe Street that is Perth-Joondalup railway where at the western end of the Perth yard above road level will be required in order for the Link road and frontage clearances are fairly tight, especially between the Freeway piers and buildings to Roe Street to be developed. Market Street. The proposed rail geometry will incur minor alterations to the Principal Shared Path (PSP) and Market Street. Conflict between the An option proposed by EPRA is to extend the structural cover over the two turning circle of large pantechnicon vehicles and the PSP has been rail ramps and the bus ramp from the Lake St portal to a portal at Milligan identified and will be addressed. St. This option would also increase the scope of mechanical and electrical services in the extended tunnel. 5.1.4 PROPOSED NEW WORKS B. FREMANTLE LINE RAILWAY TUNNEL A. JOONDALUP LINE TUNNEL EXTENSION Structure The roof of the Joondalup line tunnel structure will be extended in order that a new road linking King and Lake Streets can be constructed. A new The portal to portal length of the tunnel is approximately 325 metres. The tunnel portal will be located 30 metres west of the western boundary of western portal is in line with the extended Joondalup Line tunnel portal. Lake Street to allow a 30 metre building depth either side of the new road The western ramp is 190 metres long and is the same length and profile as the adjacent Joondalup Line ramp. The eastern portal is in line with the eastern boundary of William Street north of the rail reserve. The eastern Public Transport Authority of Western Australia | March 2010 30

THE HUB : Master Plan for the Lowering of the Fremantle Lines ramp is 140 metres long and extends 45 metres into Platform 9 and the An alternative braced excavation methods and sequencing is also proving proposed new platform 10 of Perth Station. The top end of this ramp will possible. be integral with a new pedestrian access underpass that will connect the No provision is being made to accommodate multi storey building platforms. Run-on slabs will be provided at the top of each ramp. structures above the existing railway tunnel or ramps. However, The typical tunnel cross section comprises 600mm thick diaphragm walls recognizing the provision made in the bored tunnels of the Joondalup Line with 800mm thick roof and base slabs for the tunnel. It may be necessary to accommodate a 40 kPa surcharge load at ground level for light to provide screw piles or other anchoring piles to resist buoyancy loads, buildings (30kPa in certain areas) and a lining distortion of up to 15mm depending on the depth of the walls and final structural combination of post-construction, the project tunnels will be designed to accommodate walls and slab size. The minimum depth of diaphragm wall will be 15m. the same loading and distortions limits. The 40kPa loading is equivalent A central wall is provided for 35m from the east portal in order to reduce to a 3 storey building of lightweight construction of similar type to that the base and roof slabs span and therefore reduce their depth. This being constructed above the road tunnel. Such minimises the extent that the structure protrudes above natural ground at loading does not increase the cost of construction much beyond that this point on the connection between the north and south parts of necessary to satisfy current regulatory standards, because no increase in William Street. This dividing wall could be extended for the full length of foundation structure is required. Existing disused temporary cable the tunnel if deemed appropriate and cost effective; this will be anchors from the City Project will need removal prior to construction in investigated during the detailed design stage. The roof slab will have a this area. finished top level of RL 11.50. Western Ramp The tunnel passes over the bored tunnels of the Joondalup Line. There The western ramp supports the tracks from the tunnel portal to ground will be a minimum vertical clearance of 610mm between the tunnels and level at Milligan Street. On the south side of the ramp there is a common it is important that the bored tunnels are not distorted or damaged in any wall with the adjacent bus ramp. The north wall of the ramp will be the way. There is a high risk that the sequence of dewatering, excavation and back face of the existing Joondalup ramp. construction of the new tunnels could change the stability of the segmental lining. One option shown by 2D and 3D finite element soil – Existing temporary wall anchors will need to be removed during structure interaction analysis (FE Analysis) is to use a sequence of staged excavation behind this wall. open batter excavations to open up the site above the existing tunnels The base slab will vary in thickness between 700mm at the deepest point and construct the new tunnel in sections, leaving soil loads in place above to 500mm at the top end. Buoyancy loads from the high water table will the tunnels for as long as possible, in order to prevent or minimise be resisted by a pattern of screw piles at 3m centres. movement of the bored tunnels. This issue is being thoroughly It is proposed that the base slab will connect into the back face of the investigated by further 3D FE Analysis of the soil/structure interaction existing wall of the Joondalup Line ramp. This provides a generous under the changing stress conditions of the various construction stages. distance from the Fremantle down track to this wall in which future

31 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Fremantle Lines foundations of buildings over the ramp could be located. Such future station will house duty and stand-by pumps with automatic controls and foundations would have to penetrate the base slab and extend to the change over provision. Access to the pumps will be through the tunnel deeper Guildford Formation founding layers. Construction of these base slab.. foundations at a later stage would be problematic. D. TUNNEL ACCESS & EGRESS Eastern Ramp It is proposed that access to, and egress from the tunnel during The eastern ramp supports the fan of tracks into Perth station. The maintenance or emergency events will be via a central walkway 1400mm retaining structure will be 800mm thick diaphragm walls where this type wide located between the tracks, similar to that incorporated into the of construction can be achieved between the tunnel portal and Horseshoe Subiaco Rail Tunnel. Hand rail refuges 3m long will be provided at 10m Bridge. Under the bridge, shallower walls 400mm thick of traditional intervals along the tunnel and ramps. The height of the walkways is to be reinforced concrete constructed in open excavation or within temporary confirmed, and may be raised to the level of the track to facilitate sheet piling will be adopted. The footings of this bridge are shallow and detraining. will have to be underpinned by injection grouting prior to the excavation At the west end the walkway will lead to an emergency services access for the ramp at this location. from the adjacent busway. A level bitumen mustering area across the The base slab will vary in thickness between 700mm at the deepest point whole railway reserve will be provided at the top of the ramp structures. to 500mm at the top end. Buoyancy loads from the high water table will At the end of the east ramp the walkway will lead to the end of platform be resisted by a pattern of screw piles at 3m centres. 6, 7. The walkway will be located on the north side of the central dividing wall, which will have regular perforations to allow access from the south A robust and effective waterproofing strategy must be designed in order side. to prevent groundwater seepage into the underground structures. The steel reinforcement to the concrete will be continuously bonded and Emergency egress direction signage will be provided along the tunnel connected to the railway traction power earth grid. The rail tunnel will be walls and walkway to assist way finding. electrically isolated from the adjacent bus station, tunnel and ramp E. TUNNEL VENTILATION structures. The tunnel will have a mechanical ventilation system to exhaust smoke in C. TUNNEL DRAINAGE the event of fire and to cool trains in the event of breakdown or stoppage Storm water runoff from the approach ramps and from the tunnel will be in the tunnel. The system comprises a series of axial fans fixed to the collected in line-side pits and a cut off channel at the portals, formed in tunnel roof above the walkway. The fans will be able to move air/ smoke the base slab. The water will be piped to a central storm water sump and in either direction along the tunnel and will be operated remotely from pump station at the tunnel low point. The sump will be formed integrally the PTA control room and in accordance with a safety management plan. under the base slab and an adjacent pump station will discharge the water The system will be designed with redundancy, such that it will operate in a rising main into the Wellington Street Branch Drain. The pump effectively with 1 fan not working, similar to provisions included in the Subiaco Rail Tunnel. Public Transport Authority of Western Australia | March 2010 32

THE HUB : Master Plan for the Lowering of the Fremantle Lines

F. TUNNEL FIRE PROTECTION 5.1.5 CONSTRUCTION SITE AREA The tunnel will be fitted with a wet fire main with double hydrant heads at A construction site area of approximately 1Ha will be required for offices, 60m intervals. Fire detection will be through a linear heat detector amenities, parking, materials storage, bentonite plant, reinforcement cage located at roof level. The heat detector will be connected to an alarm in preparation, contaminated soil excavation storage and ground water the control room that will identify in which of 4 separate zones the fire is treatment facilities. An area immediately north of the Wellington Street situated. This information enables the fan operator to determine in which Bus Station has been identified as being close to the tunnel works and of direction the evacuation will occur and therefore which direction the adequate area. Access to this area from Wellington Street for smoke exhaust needs to be sent. Linear heat detectors and smoke alarms construction traffic would need to be via the Channel 7 site or the bus will be integrated to prevent false alarms. station site. This area will be convenient for the first stage of tunnel construction, however when the Fremantle lines are moved to enter Emergency telephones will be fixed to the hand railing along the walkway platforms 5 and 6, an area north of the rail reserve adjacent to Roe Street at 30m intervals. will be required for subsequent stages of tunnel construction. Working G. TUNNEL ELECTRICAL SERVICES from this area will avoid major plant and equipment crossing the Power supply to the tunnel plant and equipment will be from two relocated railway tracks. separate Western Power 22KV circuits such that if one circuit fails the 5.1.6 WORKS other will supply the full demand with an automatic changeover. Power The scope of works at the location of the Barrack Street Bridge consists of: will be transformed to 415v for general power and lighting and 660v for ventilation fans. A building containing transformer and switchboard • A new tunnel under the northern end of the Barrack Street Bridge rooms will be required. This facility may be located in a new building parallel to the existing tunnel to accommodate a new single track; adjacent to the existing PTA plant room on Roe Street. • Pier protection for the existing pier columns under the bridge; General 240v power outlets will be located on the walkway hand railing. • Removal of the existing crib and sheet pile walls and building of a new The tunnel will be fitted with fluorescent lighting along both walls to retaining wall. Modification of carpark and fencing; provide a level of 20 lux at the walkway. An emergency lighting level of 3 • Extension northwards of the bridge balustrade based on the details in lux at the walkway will be provided in the event of power failure. It is the structural design drawings; proposed that alternate light fittings will be supplied from separate Western Power circuits. • Proposal for new electrification protection screens (canopies). Conduits and troughs to contain the electrical circuits and railway Construction of the new tunnel must be carried out in stages, similar to communications, signalling, SCADA and traction power cables will be fixed construction of the existing tunnel. It is proposed that the tunnel should to the tunnel walls. be of similar construction to the existing with a slab supported by two rows of secant piles.

33 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Fremantle Lines

The new tunnel roof slab will be connected to the existing tunnel roof the HUB Project. Additional detailed geotechnical and groundwater slab, while also being kept separate from the adjacent slab underneath studies are proposed for the HUB Project, targeting specific aspects of the the Child Care Centre and the carpark. project and infilling gaps in the current knowledge database.

5.1.7 DEMOLITION WORKS 5.2.2 EXISTING BORED TUNNELS Demolition of existing railway infrastructure will be required during the Construction, damage and repair records are available for the existing works as follows: bored tunnels. The tunnel contractor, Leighton Constructions through the project joint venture Leighton Kumagai Joint Venture (LKJV), has 7 years of • Platforms 6 and 8 of Perth station a 10 year maintenance contract to run. Maintenance and repairs to the • The western concourse between the bus station and Roe Street tunnels needs to be managed and coordinated with the forthcoming HUB • Cut down the concrete retaining wall along the north boundary of project works to minimise physical and commercial impacts. the rail reserve to finish level with existing footpath • The relay room adjacent to Roe Street The heritage listed timber footbridge that connects platforms 5 and 7 in Perth station must be dismantled and removed. The Perth Entertainment Centre must be either fully or partly demolished in order for the busway to be moved to the south to allow the western ramp to be constructed. Alternatively the existing busway must be realigned to pass through this building.

5.2 Geotechnical issues 5.2.1 GROUND AND GROUNDWATER CONDITIONS Considerable information is available in the project area from previous investigations for previous projects. Particularly relevant information has been gained during the construction phase of the New MetroRail Project City works where cut and cover and bored tunnel works involved excavations up to 23 m deep with deep foundations up to 50 m deep, more than 20 m into the underlying bedrock in the area. Typical ground conditions are shown in Figures 8 to 10. By direct involvement of personnel engaged full-time on the NMR City works in the HUB Project team, the knowledge and experience gained is being transferred across to

Public Transport Authority of Western Australia | March 2010 34

THE HUB : Master Plan for the Lowering of the Fremantle Lines

Figure 8 Bore Hole Locations

35 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Fremantle Lines

Figure 9 Geotechnical and Groundwater Conditions

Public Transport Authority of Western Australia | March 2010 36

THE HUB : Master Plan for the Lowering of the Fremantle Lines

Figure 10 Geotechnical and Groundwater Conditions

37 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Fremantle Lines

5.2.3 PROPOSED WORKS AND KEY GEOTECHNICAL ISSUES Preliminary studies of interaction between the lowered Fremantle line The proposed new works have been studied and an assessment of tunnel and existing bored tunnels have been conducted, indicating that associated key geotechnical issues made. Other than works in close these works can be achieved and the risks managed using a series of proximity to the existing bored tunnels, in general, conventional staged open cut or braced excavations and dewatering. Comprehensive underground construction methods for Perth are being used, where studies using both two and three dimensional finite element analysis associated risks are well understood and management procedures software to model the complex geometry of structures and ground generally accepted. Excavated spoil will include contaminated material conditions is being undertaken. and acid sulphate soil requiring management, treatment and disposal in Detailed studies of international cases of broad-scale unloading above and accordance with accepted guidelines. Dewatering of excavations below in close proximity to existing segmentally lined bored tunnels has been groundwater level will be necessary to maintain dry work sites. On-site undertaken to more fully understand how risks were managed in those treatment and disposal by recharge to groundwater outside the circumstances. excavations will be required to maintain groundwater pressures in aquifers around the site. The effects of the works on nearby buildings, Comprehensive condition surveys and baseline and ongoing monitoring of services and infrastructure will need to be assessed and management the existing bored tunnels throughout construction of the HUB project will procedures implemented including monitoring, condition surveys and be required to manage risks to the operating Joondalup lines. These protection works where necessary. strategies are consistent with international best practice and the requirements of the tunnel insurance industry’s Code of Practice for Risk 5.2.4 WORKS IN CLOSE PROXIMITY TO EXISTING BORED TUNNELS Management of Tunnel Works. As noted previously the proposed new works in proximity to the existing 5.2.5 FUTURE DEVELOPMENT ABOVE AND ADJACENT TO NEW AND bored tunnels have been identified as a significant project risk requiring EXISTING UNDERGROUND WORKS detailed analysis. Changes to in situ stresses around the existing bored tunnels will occur during the tunnel works that are taking place above and Possible future development above and adjacent to the new and existing alongside. Stress changes cause deformation of segmentally lined underground works in Perth Yard ranges from landscaping, water features tunnels. Small movements of tunnel could cause cracking and changes to and ground contouring to low to high rise office and apartment towers seepage flows. with multiple levels of underground basement car parking. Management of these risks during the proposed undergrounding of the Limitations exist on future development above and adjacent to existing Fremantle lines will be undertaken through careful review of construction tunnels unless specific provision for the imposed loads and ground and methodology, staging, and impacts on the existing tunnel linings. structure deformations has been included at the time of tunnel design. Construction methodologies will be assessed for effects of both The existing Joondalup line bored and cut and cover tunnels and dive temporary and permanent works on tunnel buoyancy and uplift resistance structure have been designed for limited future development loadings and moments, forces and deflections in the tunnel linings. and tunnel lining deformation. Any such future loadings will need to

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THE HUB : Master Plan for the Lowering of the Fremantle Lines consider the imperfect and changing nature of the existing tunnel linings The track alignment through Perth Station has been designed to offer and underground structures. maximum operational flexibility in providing a new platform road, designated platform 10, and incorporating a connection from Platform 6 Tunnels are dynamic changing structures subject to deterioration over to the Fremantle up main. The arrangement will satisfy the requirements time, and future development over and adjacent to these structures for special event trains, emergencies and general out of course running needs to be considered on a targeted case-by-case basis. Impacts of due to failures or other incidents. Future growth through increased excavations, dewatering and applied loadings all need to be considered. patronage or expansion to the network has also been comprehended with Provision has been made to incorporate the EPRA ‘enabling works’ sufficient capacity for the next thirty years. A minimum length of 150 described in Section 3.3 in the works procured by PTA. metres for platforms with accommodation for six car train sets will be A careful review and acceptance process will need to be implemented as provided. part of the statutory development approval process for any development 5.3.2 ALTERNATIVES works over or adjacent to the zone of influence of new and existing Alternative rail alignments were considered which underground rail tunnels. a. placed the Fremantle line north of the existing alignment or 5.3 Railway Infrastructure and Services b. delivered an underground solution for platforms beneath 5.3.1 INTRODUCTION platform 9. The new rail alignment parallels the existing Perth to Joondalup main lines These options whilst technically feasible resulted in more expensive and on the southern side of Perth yard, connecting with the existing Perth- riskier propositions. A “do nothing” option was also contemplated but Fremantle slightly east of Sutherland Street in West Perth. The existing this failed to deliver the Master Plan objectives. series of crossovers between the Fremantle and Joondalup lines will be preserved in order to retain the interchange function between the two 5.3.3 DESIGN OF THE RAILWAY ALIGNMENT lines. A review of the concept designs for the proposed track alignments has been undertaken, and a report on the Proving Design (Report No PUR With the commissioning of the Bus Bridge at Fitzgerald Street the existing 03149) details the process used to establish the proposed track busway level crossing at the western end of Perth Yard near Market Street alignments and the logic behind the decisions. can be removed. It is proposed to retain the crossing in service during the construction period. Due to low overhead traction wires in the area, the The proposed changes necessary to the trackworks in Perth Yard to level crossing is equipped with an over-height detector system. The PTA achieve the Project outcomes from Perth Yard east to Perth Yard west are will retain this crossing in the short term for use by approved and shown on Figures 11 to 18. authorised vehicles.

39 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Fremantle Lines

Figure 11

Perth Yard East – new crossover at Moore Street level crossing

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THE HUB : Master Plan for the Lowering of the Fremantle Lines

Figure 12

Perth Yard East – new Barrack Street tunnel and crossovers

41 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Fremantle Lines

Figure 13

Perth Station – eastern decline structure, passenger underpass, and new platform 10

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THE HUB : Master Plan for the Lowering of the Fremantle Lines

Figure 14

Perth Yard West – new Fremantle Line tunnel and temporary deviations

43 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Fremantle Lines

Figure 15

Perth Yard West – new cover to Joondalup Line tunnel and new Fremantle Line decline structure

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THE HUB : Master Plan for the Lowering of the Fremantle Lines

Figure 16

Perth Yard West – new west yard crossovers to Joondalup Line

45 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Fremantle Lines

Figure 17

Perth Yard West – new Fremantle Line and Market Street realignment

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THE HUB : Master Plan for the Lowering of the Fremantle Lines

Figure 18

Perth Yard West – new Fremantle Line tie-in over Sutherland Street

47 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Fremantle Lines

5.3.4 TRACKWORKS In the tunnel a central walkway has been comprehended for maintenance inspection and emergency purposes based on clearances established for A. TRACK ON BALLAST existing rail tunnels elsewhere on the Metropolitan rail network. Track on ballast and standard formation will consist of 50 or 60 kg per metre A.S. rail, depending on location laid on concrete sleepers supported 5.3.5 SIGNALLING AND TRAIN CONTROL SYSTEMS on 200 mm of crushed stone ballast. Resilient clip fastenings will hold the A. SUMMARY rails to the sleepers. The temporary deviations for Slew 0 and Slew 1 will The signalling system will be in accordance with the PTA codes of practice. utilise free issue second-hand 41kg rail and turnout components. Processor based will replace the existing relay based system, B. TRACK ON SLAB predominantly housed in the Perth Relay Room. Track in tunnels and ramp sections will be direct fixed to reinforced Two new signalling equipment rooms (SER) will be built at Barrack Street concrete plinth slabs by resilient fastenings. The rail will be 60kg per and within the new James Street Bus Bridge ramp opposite Fitzgerald metre AS and the fastening system will be the same as on the existing City Street. These will be known as Perth Yard East SER (PYESER) and Perth underground section ( Vanguard), or a system capable of Yard West SER (PYWSER). delivering the equivalent durability and noise and vibration performance. This initiative will not only facilitate the construction staging but offer

better reliability and flexibility for the future. Train Control alterations will C. TURNOUTS be necessary to cater for the new layout. The existing Perth Relay Room New turnouts will all be of 60kg per metre A.S., 1 in 10 swing nose design, will be demolished after the Project is commissioned. either direct fixed to concrete slab or supported on concrete bearers and Additional power supplies will be needed for the new SERs and a standby ballast. power plant will be required for PYWSER.

D. EXISTING TRACK B. BACKGROUND Due to the extensive platform modifications and track changes, the Signalling modifications are required throughout the various stages of the existing old 41kg per metre rail on timber sleeper track will be replaced on HUB Project to enable continued operation of train services. The Perth platform roads 6, 7 and 9. Replacement with 60kg per metre rail and Yard signalling system is currently a hybrid of “Relay Based Interlocking” concrete sleepers will result in a track structure that is consistent with PTA (free-wired relays), and “Processor Based Interlocking” (using fail-safe standards for new trackworks and will require less maintenance. computer technology) to control field equipment such as signals and E. CLEARANCES points. The design conforms to standards adopted during the Southern Suburbs Replacement of the relay-based elements of the existing hybrid Railway Project for transit space and concessional clearances. interlocking is driven by three factors:

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THE HUB : Master Plan for the Lowering of the Fremantle Lines

• Excavation works for the new tunnel and pedestrian underpass • Major equipment node ‘J7’ – local feed point to the majority of will cut through all major cable routes from Perth relay room, signalling equipment in the Western end of Perth Yard requiring either immediate relocation of the equipment within • Cable access route from City Relay Room to all associated the relay room and relocation of cables containing around 500 equipment. cable cores carrying vital signalling functions – alternatively distributed processor-based interlocking equipment The functionality currently located at these sites will be transferred to interconnected by easily re-routable fibre optic cables can be new East & West Equipment Rooms. The East equipment room will used to eliminate the multi-core cables within the worksite contain a Microlok II processor-based interlocking which will control all zones; signalling throughout Perth station platform area through to McIver station. The master interlocking controller hardware will be installed in • Stage works to accommodate operational requirements over the the Eastern equipment room, principally because of accessibility issues. life of the project will require several alterations to the signalling The West Equipment Room will contain a second Microlok which will be system. Relay-based interlocking can only be modified on the under the control of the Eastern unit; it will interface with signalling day of the stage works, requiring shutdowns for rewiring and equipment in the Perth end of the new tunnel dive structure through to testing. These shutdowns require tens of hours for small City West station. changes, and several days for major changes. By contrast, processor-based interlocking changes can have the vital Designs for all signalling stages will be completed or managed by PTA interlocking software pre-tested off-site, and during the shut- using similar practices to those adopted for the recent Southern Suburbs down for the stage works only correspondence testing is Railway work, and Daglish and West Leederville stations. required to prove that the field equipment is correctly connected All interlocking application software will be installed and tested on the to the processor-based hardware. target hardware by PTA. The Main Contractor will be free issued this • On conclusion of the project, the area occupied by the existing operational equipment for installation on site. relay room is to be demolished and the land surrendered to the The following sections identify major signalling works. The “stages” refer East Perth Development Authority, requiring relocation of the to the operational stages defined in Section 2.2 above, except for “Stage functions presently performed within the relay room. 0” and “Stage 5.1”.

The various stages and final layout conflict with a number of significant C. STAGE 0 – RELOCATE EXISTING RELAY BASED INTERLOCKING TO NEW existing signalling installations; in particular the functionality in the ROOM IN PERTH YARD EAST following sites must be relocated: Stage 0 precedes the operational Staging and is specific to the signalling • City Relay Room – currently houses the ‘hybrid interlocking’, works for the reasons identified in subsection “B” above. This stage of the which controls all signalling equipment in the Western and signalling work is to replicate the functionality of the existing free-wired, Eastern ends of the Perth Yard. 49 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Fremantle Lines relay base interlocking to the new East Equipment Room, located to the • New location case F20.9 between Platforms 5 & 6; east of the Barrack St Bridge. This will require the following work: • Recovery of redundant equipment; • Establish East Equipment Room (PYESER); • Minor Interlocking & Train Control System change. • Purchase of long lead items including Automatic Train Protection E. STAGE 2 – TEMPORARY SLEW OF THE FREMANTLE MAIN & Interlocking equipment; Preparation work to stabilise the ground above the existing bored tunnels • Install new Microlok II Interlocking controller system with “Warm will be done during this stage. This will affect numerous underground Standby” in the new East Equipment room; cable services, requiring temporary relocation of services. The temporary • Install new underground & under-track cable ducting to reticulate realignment of the Fremantle Mains to the North of the existing alignment services from the new East Equipment Room to new field will be in conflict with location case F23.2. This location case currently equipment such as new points and signals; controls signals, point machines, track circuits & automatic train protection equipment in the local area. The functionality of this • Intercept existing main multi-core cables and redirect them into equipment will be maintained for the existing Fremantle alignment until the East Equipment Room, to allow the functionality previously the cutover, then re-established from a relocated location case on the performed by Perth Relay Room to be assumed by the new East new alignment. Equipment Room; Once this realignment is complete, excavation of the new Fremantle • Provide a temporary power supply to East Equipment Room from tunnel dive will begin. The excavation will be in conflict with the main an existing switchboard near Platform 3, with backup supply from cable route between City Relay Room and the major western equipment Claisebrook Relay Room; node, ‘J7’. A temporary cable route between City Relay Room and J7 will • Establish new redundant communications links (fibre optic) be established along the northern edge of the reserve which will remove between East Equipment Room & City Relay Room all functionality from the cable route in the conflict zone.

• Removal of redundant cables through City Station Work for this stage includes: D. STAGE 1.1 – EXTEND PLATFORMS 6 & 7 • Relocate cables from City Relay Room to J7 on a new temporary alignment; Minor reconfiguration of signalling for Platforms 6 & 7 to enable 6-car sets to continue operation on the extended platforms. • Relocate F23.2 Location case out of conflict area; • Relocate Platform 6 & 7 starter signals; • Re-cable all local equipment fed out of location case F23.2; • Relocate points machine to suit the Platform 6 extension; • Re-cable main cables from F23.2 to City Relay Room; • New temporary Platform 7 signal; Public Transport Authority of Western Australia | March 2010 50

THE HUB : Master Plan for the Lowering of the Fremantle Lines

• Relocate signals, points, track circuits & automatic train Stage 5 restores the functionality of the and introduces operation protection equipment to suit the new Fremantle alignment. onto the new Platform 10. This involves the following signalling work:

F. STAGE 3 – SLEW FREMANTLE LINES ONTO ARMADALE MAINS • Major Interlocking & Train Control System change to suit To enable construction of the tunnel area to continue, the Fremantle modified layout; mains will be slewed onto the existing Armadale alignment. The following • New crossover between the Midland Up & Down Mains east of signalling work will occur: Moore St;

• Major Interlocking and Train Control System change to • New crossover between the Midland Up & Armadale Down at the comprehend the new yard layout; East end of Platforms 6 & 7;

• Establish cable route linking Platform 11 (‘old platform 1’) • Restore permanent signalling equipment to the Siding and Location case with the East Equipment Room; Midland Down Main;

• Establish temporary cable route from Platform 11 location case to • New turnout and signalling equipment from the Midland Down City Relay Room Main onto new Platform 10;

• New minor location case to feed Platform 9 equipment. • Extend the existing underground cable route from the eastern end • Relocate and install new signalling equipment to suit the new of Platforms 6 & 7 to the western end of Platform 10; alignment • Install new minor location case to control Platform 10 signalling • Removal of redundant equipment on previous alignment. equipment; G. STAGE 4 – TEMPORARY USE OF SIDING AS FREMANTLE DOWN MAIN I. STAGE 5.1 – MIGRATE TO NEW WEST EQUIPMENT ROOM Stage 4 temporarily uses the Perth Yard East siding as the Midland Down The majority of the signalling equipment in Perth Yard West is controlled Main. The stage has minor signalling involvement as follows: by the major equipment node ‘J7’. The location of J7 is in conflict with the final Fremantle Main alignment and becomes redundant after the • Relocate signalling equipment to suit the temporary Midland commissioning of the new tunnel. Down; All signalling infrastructure that remains in the final layout will have • Removal of redundant equipment between Platforms 6 & 9; controls relocated to the new West Equipment Room, located within a • Minor interlocking logic change & Train Control System change to void in the James St. Bus Bridge. suit modified layout; Work will involve: H. STAGE 5 – RESTORE SIDING + ADDITIONAL POINTS • Establish the West Equipment Room;

51 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Fremantle Lines

• Install new major underground cable routes linking West the previous stage requiring only minor field work and Train Control Equipment Room with the existing cable routes through the City System Changes. Tunnel and toward Fremantle;

• Rerun cables from West Equipment Room to all existing signalling 5.3.6 COMMUNICATIONS equipment that remains in the final layout; A. INTRODUCTION AND SCOPE • Establish new signalling main power feeds for Joondalup & The lowering of the Fremantle line, refurbishment of station platforms, Fremantle lines; construction of the pedestrian underpass, slewing of tracks, removal of • Install purpose built software to allow the staged migration of infrastructure such as the relay room, western concourse and some functionality from the existing node J7 into West Equipment platforms will have a significant impact on existing communications Room. services. Furthermore, the sinking of the bus station will require alterations to existing communications to interface into bus station J. STAGE 6 – FREMANTLE LINE RE-ALIGNED INTO NEW TUNNEL communications. The interfaces are covered within this Master Plan Stage 6 is the major realignment of the Fremantle Mains to the southern however the services within the bus station are covered in a different side of the Joondalup Mains. At this stage all signalling functionality is Master Plan specific to the bus station. removed from the City Relay Room and transferred to the West Equipment Room as follows: Communications services through Perth Yard and in the Project area serve three broad functions: • Establish 3 x new location cases to enable local equipment feeds; • Services specific to the station confines including public address • Install 15 x new double point machine turnouts; (PA), Customer Information Displays (CIDs), Closed Circuit Television (CCTV), Driver Assist Video System (DAVS), • Install all signalling equipment on the new Fremantle alignment; equipment rooms, clocks and ticketing systems. • Major Interlocking & Train Control System change; • Services which traverse the station and carry services along the • Install main power cable between the West & East equipment extended railway network, for example underground rooms; conduits/cabling and multiplex systems.

• Demolition of City Relay Room. • ‘Back office’ services which monitor and control equipment in the station, for example the Station Services mentioned above. K. STAGE 7 – INSTALLATION OF TURNOUT ONTO PLATFORM 6 With respect to the latter item, some communications works for this The final stage is the installation of a turnout at the Western end of project will be carried out in places well away from Perth Station, for Platforms 6 & 7. All controls for this equipment will have been installed at example the Public Transport Centre (PTC) in East Perth.

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THE HUB : Master Plan for the Lowering of the Fremantle Lines

It is expected other projects will be occurring around the same time as the Passengers will be moved to different parts of the station during stage Project works. These include relocation of PTA’s Central Monitoring Room works. It is essential to keep PA, CIDs and ticketing facilities available (CMR), upgrades to the Perth to Nowergup communications system, to the public. refurbishment of Forrest Place, and 140 William St and Raine Square • Provide new communications services for the changed arrangement developments. At this stage no allowance has been made for the possible of Perth Station and confines. impacts of these projects on Perth Yard railway communications systems. New or replaced services will be required for most platforms. A new B. KEY IMPACTS equipment room under the bus bridge at the western end of Perth The broad scope of communications work is to: Yard will serve as a major communications node to replace the relay room and play a key role in the stage works by delineating the • Ensure continuity of those existing communications services which Fremantle and Nowergup line services from the services going are required throughout the works by either protection or relocation through the site works. A new equipment room in the underpass of the services. under platforms 6/7 will replace facilities which will be lost when the Most conduit routes from Barrack St to the Freeway are in conflict current room under the current western concourse is demolished. with the works and will be destroyed. New conduit routes and new cabling are required to be constructed in advance of demolition. In • Remove redundant services some cases temporary conduits and cabling will be required as the The removal of redundant services is a large task in itself but will be preferred final route may not be available until later in the stage done to ensure future capacity is left in the remaining cable routes works. and equipment rooms.

• The relay room on Roe St near the northern end of the Horseshoe C. STAGING Bridge and the communications room underneath the escalators on The communication systems, like the signalling and overhead traction platforms 6 west and 8 will be demolished. These are key nodes for power systems, are fundamentally critical to the operation of the communications services and alternative equipment rooms, conduit passenger services. The staging of the communications works is therefore routes and cables are required. For example all PA speakers directly related to the staging of civil infrastructure, track, and station throughout the station are fed from amplifiers in the relay room. PA works, and must be implemented in such a way as to enable passenger services must be in place throughout the stage works which requires services to continue to operate during the construction project. The up front works to relocate amplifiers and speaker cabling. changes proposed to the communications systems have been devised to align with the staging proposals for the Project works as currently • Closely follow the many stage works to ensure services to passengers planned. such as PA and CIDs are functioning during critical periods. The Project is to be undertaken in two distinct phases – Forward Works and Main Works. Due to the nature of the distribution of existing communications facilities throughout the entire Forward Works and Main 53 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Fremantle Lines

Works sites, there will be a large component of communications work The Master Plan also includes for new power supplies to the Perth Yard undertaken for the Forward Works which will clear communications East (PYE) and Perth Yard West (PYW) Signalling Equipment Rooms (SER) facilities out of the affected areas so that it does not have to be relocated which are planned to be provided as part of these Works. part by part as the construction stage works progress. A new Central West Electrical Switchroom will be constructed as part of 5.3.7 LOW VOLTAGE POWER SUPPLIES the new underpass which will provide access to and across the platforms. A. POWER SUPPLIES AND DISTRIBUTION This infrastructure will replace the existing West end overpass which will be demolished as a result of the Works. The new Central West Main The existing Perth Railway Station is supplied from a solitary Western Switchboard will service the new underpass lifts, escalators and Power “Point of Supply” known as the Roe Street Substation. The surrounding infrastructure, including lighting, ticket barriers, ticketing 1000kVA Substation coupled with the Central North Electrical Switchroom equipment, CIS displays, pumps and the like. A new Uninterruptible power the Station main building, all Platform areas and the Eastern Power Supply (UPS) System will also be provided within the Central West concourse linking the platform areas. Whilst being a single source supply, Electrical Switchroom to deliver uninterrupted power to Communications the substation is serviced from one of Western Power’s most secure High Systems equipment within a new Western Communications Equipment Voltage connections. It is not proposed to upgrade the Station’s supply Room (West CER). arrangements as part of these Master Plan Works. Access will also be provided from the existing Perth Underground Station The length of the new Perth to Fremantle Rail Tunnel demands that the (PUG) to the South West end of the new underpass. This section of the tunnel’s ventilation systems and associated infrastructure be supported underpass will be supplied from the existing PUG power supplies since by a minimum of two discrete power supplies. These new power supplies they are already configured as duplicate power supplies therefore making will be derived from duplicated Western Power “Points of Supply” located it unnecessary to provide any additional or upgraded power supplies to at the Central or West end of the new rail tunnel. Under normal and service key emergency and egress infrastructure required for the emergency conditions, the rail tunnel electrical loads will be supplied in an underpass. equal ratio between each new rail tunnel power supply but to protect against the loss of one of these supplies; both will be rated to carry the B. LIGHTING full electrical load under emergency conditions. The existing Station New general, security and emergency exit lighting will be provided on the power supply does not have sufficient capacity to serve as one of the new Station to illuminate the relocated platform positions under the central rail tunnel supply points. These Western Power “Points of Supply” can space frame and the underside of the existing City of Perth car park also be used to supply the new underground Bus Station, although complex over Platforms 6/7 and 9/10 as well as the new underpass. separate Supply Transformers and Low Voltage Switchboards will be Emergency exit signage will also be provided. required for each installation, as the rail tunnel and bus station will operate on different earthing systems. The remaining general, security and emergency exit lighting and signage under the central space frame area will also be upgraded over the

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THE HUB : Master Plan for the Lowering of the Fremantle Lines platform areas in addition to the Eastern concourse. Ceilings to Platforms generation of Alert and Evacuate Tones and Messages to pre-programmed 3 & 4 will be replaced which will necessitate new lighting. zones in response to control inputs. C. EARTHING AND BONDING PTA’s current strategy is to ensure that Fire Information Panels (FIP) located at various points around the main Station and Perth Underground Upgraded earthing and bonding infrastructure compliant with the PTA’s are integrated. In accordance with this strategy it is intended that any new new standards has been allowed for on Platforms 4, 5, 6/7 and 9/10. equipment installed as part of the HUB Project will be compatible and D. FIRE DETECTION AND EWIS conformable with the integration plan. The Project Works include for new Fire Detection System and Emergency E. CABLE CONTAINMENT Warning and Intercommunication System (EWIS) equipment to Platforms The Project Works include for new electrical/ communications cable 3, 4, 5, 6/7 and 9/10 as well as fire detection to the tenancies within the access systems to provide code compliant cable containment on Platforms Station main building (as recommended by the Fire Engineering 4, 5, 6/7 and 9/10. The cable containment comprises: Consultant). The only Station area not covered by fire detection will be New “in ground” electrical and communications cable routes along the central space frame since the extremely high roof level makes • Platforms 4, 5, 6/7 and 9/10 as well as a new signalling and provision of smoke or heat detectors ineffective. communications main cable duct route along the outside of Platform Allowance has been made for both a Fire Detection System main indicator 9/10. Major across track cable routes for the electrical, panel and a Warning and Intercommunication System (WIS) main communications and signalling systems will be provided at the Central indicator panel to be housed within a central Fire Control Room. The fire West area of the Station (near the new Western overpass/ underpass) indicator panel will link with and be compatible with the existing and to the East side of the Barracks Street Bridge. Onyxworks system throughout the station. A Fire Detection System sub- • New “above ground” electrical and communications cable routes indicator panel will be provided within the new Western end through the Station’s central space frame and to the underside of the Communications Equipment Room (West CER). A number of Warden’s City of Perth car park complex along Platforms 3, 4, 6/7 and 9/10. A Intercommunication Points (WIP’s) will be provided throughout the major access point is proposed at the West end of the space frame Station platforms. The final configuration and location of the Fire utilising the new lift shafts on Platforms 6/7 and 9/10. Detection System and EWIS equipment will be subject to the agreed Fire • Minor cable access to all new and relocated equipment. Engineering Strategy (Evacuation Plan) and the subsequent safety measures and systems introduced. F. STAGED WORKS Provision has been made to make the Public Address (PA) System Allowance has been made during various stages of the Project Works: speakers EWIS compliant so the same speakers can be used to perform PA • To supply the existing Station infrastructure from temporary power and EWIS duties. The Jacques PA Controllers currently used at the Station supplies and for the removal of all redundant services upon have the capability for integration with an EWIS system, including the completion of the Works.

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THE HUB : Master Plan for the Lowering of the Fremantle Lines

• For temporary cable containment for the existing Station The power feeding arrangement will require relocation of existing RC, rail infrastructure during various stages of the Works and removal of all bonds as well as changes to the configuration of Isolators and Booster redundant cable containment upon completion of the Works. Transformers (BT) to ensure that BT remain in circuit in the city section. The following schematic diagrams illustrate the changes. 5.3.8 TRACTION POWER AND OVERHEAD TRACTION WIRING SYSTEM Traction power will be supplied from the existing source at the Summers The traction power infeed and isolator structure for the City section is St Feeder Station at East Perth. It is unlikely that the demand loads will currently located above ground on the Joondalup dive in the Perth Yard. vary significantly due to the altered overhead layout. However, supply EPRA has proposed an option to cover the dive and install deep feeding arrangements to the Perth ISS will need to be changed to mitigate foundations on the north side of the wall. The impact to the programme the risk of increased fault exposure to the City underground section. In of relocating the 25kV to an internal feed and isolators is being order to remove the dependency of the traction supply to the critical investigated and costed. section between Esplanade Neutral Sections (NS) and Leederville NS For the overhead traction wiring system (OHWS) standard PTA (referred to as the ‘City section’) on the Armadale and Fremantle lines, components will be used whenever possible unless clearance constraints which will be truncated at various stages of construction a new 25kV dictate otherwise. Preliminary design work has shown that the proposed traction power supply cables will be installed along the forecourt of Perth layout is achievable and staging work can be comprehended satisfactorily. station. The new traction cables and associated Return Current Costs for re-profiled cantilevers for the Joondalup dive have been conductors (RC) will be connected between Isolators east of the Barrack St incorporated in the estimates. Bridge and Circuit Breakers at the Perth Interposing Switching Station Traction power feeding arrangements are shown on Figures 19 and 20. (PISS). The cable containment works for the new feed will be undertaken by the City of Perth for PTA in conjunction with the upgrading of Forrest Place and the station forecourt. The work is expected to be carried out in

March 2010. Following the configuration of each of the stages of work, the traction power source will be taken from either the dead-ended Midland or the dead-ended Armadale line to balance the electrical load in corresponding feeders at the Summer St substation. This new arrangement will allow for isolation of required sections of the Overhead Traction Wiring System (OHWS) within Perth Station precinct, as required under the track and civil works programme, and significantly reduce a risk of disturbance to Mandurah to Joondalup train service caused by the planned works.

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THE HUB : Master Plan for the Lowering of the Fremantle Lines

Figure 19 Traction Power: Return Conductor and 25kV Cable Relocation Schematic

57 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Fremantle Lines

Traction Power: Return Conductor and 25kV Cable Relocation Schematic Figure 20

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THE HUB : Master Plan for the Lowering of the Fremantle Lines

5.4 Perth Station The completion of the New MetroRail Project and planning for the Link Project has contributed significant impetus for other urban renewal projects in and around the HUB Precinct. Some of the more prominent projects are the City of Perth’s redevelopment of Forrest Place and upgrading of Wellington Street, the development of 140 William Street site over the underground platforms, and the Raine Square redevelopment.

Bird’s eye view of 140 William St and Raine Square developments

Realising the objectives of the Project will have significant impacts on the

existing Perth Station facilities. It will involve the restructuring of the platforms to achieve the increased platform capacity necessary to maintain current levels of services and accommodate future patronage growth, at the same time as altering the platforms to accommodate the eastern dive structure to achieve the lowering. Careful attention has been paid to ensuring the current levels of passenger amenity provided by the large light open space under the main canopy are retained as the main Birdseye view of proposed City of Perth Forrest Place Redevelopment passenger activity area.

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The staging of the changes to the Station will follow the operational Platforms, refurbishment of escalators on Platform 6&7 and staging to ensure the passenger services can be maintained. The 9&10; elemental changes required are; • Earthing & Bonding of all new structures, including installation of • platform modifications, including a new platform and platform under tiling continuously welded mesh to SSR standards on all extensions; platforms affected by works and sacrificial protection strips down all concrete reinforced structural elements, and concrete • remedial treatments to temporary Platform 11; platform and retaining walls within /Pantograph • modifications and alterations to existing concourse areas and Zones; platform access; • New ceilings to Platforms 6/7 & 9/10; • pedestrian circulation routes between Perth Station platforms, • Removal of old timber footbridge; the Eastern Concourse and Perth Underground, including provision of an underpass and modified overpass circulation • Construction of new Western underpass connection from Perth routes; and Underground station to Platforms 5, 6/7 & 9/10. Underpass includes lift, stair and escalator access from underpass to the • relocation of the east-west Principal Shared Path to the north of platforms. The underpass will also have an emergency exit/staff Perth Station. entry to Roe St; 5.4.1 GENERAL SCOPE • Alterations to lift at existing Perth Underground entry to service The scope of the changes to buildings, passenger facilities, and adjacent new underpass and PUG concourse level; streetscapes contemplated by the Project works are: • Alterations to the Eastern Concourse to provide access to • Demolition of the Western Concourse north of Platform 11 prior Platform 9/10; to the first temporary deviation of the Fremantle lines; • New Communications and Electrical rooms; • New permanent retaining wall between Platform 5 and Platform 6 and between Platform 10 and Roe Street landscaped area. • Removal of existing Barrel Vault within space frame structure Temporary retaining wall between Platforms 7 and 9 during above the timber footbridge, including making good to space construction; frame structure and roofing;

• Platform works, including introduction of vertical curves and falls • Relocation of existing Principal Shared Path between the to achieve track levels and alignment to dive structure, Horseshoe Bridge and existing Transit Office and northern side of construction of new Platform 10 and extensions to existing dive structure to a new alignment on Roe Street;

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• Extension of space frame structure and new columns to match configuration of existing fencing and barrier gates to this platform will be existing to provide weather protection to the new Platform 10. revised as part of the extension to maintain the secure/paid zone. Platform 11 will be permanently demolished after the Fremantle line tunnel has been commissioned. 5.4.2 DETAILED SCOPE Demolition Works - Western Concourse & Platform 8 Platforms 6/7 east will be refurbished, including retiling and replacement of ceilings, to accommodate services from Midland and Fremantle Demolition of the Western Concourse will occur once train services have following demolition of Platform 8 and while Platform 9 works are in been directed onto the refurbished platforms 6 and 7. The structure will progress. be removed from the edge of Platform 11 to Roe Street. This will permit the construction of the first temporary track direction – slew 0. Platforms Platform 9 will be extended east, along with the construction of the new 6 (west) and 8 will also be demolished. Platform 10 to the north. Demolition Works - Timber Footbridge New Platform 10 The introduction of the new dive structure requires significant alterations A new Platform will be created to the North of Platform 9. Works to the levels of the western end of existing Platforms 6/7 and Platform 9. required include: This will affect the existing timber footbridge that connects the Horseshoe • New Platform retaining wall – at this stage it has been assumed Bridge pedestrian level to the western ends of Platforms 5 and 6/7. that steel plank and post type platform wall will be used to remain The extensive alterations to the timber footbridge that would be required consistent with current platform steel post/plank construction are not considered feasible from either a passenger capacity or heritage which is only just over 20 years old. retention perspective. As a result the footbridge is to be dismantled and • Relocation of the existing lift currently on Platform 9 to new archived ready for relocation to a more appropriate location. The location to provide access to Eastern Concourse level. pedestrian link across platforms has been in place for many years and is • Alterations to the existing Space Frame canopy structure to provide an important functional element of passenger movement. The old weather protection to patrons on Platform 10. footbridge will be replaced with a new underpass structure serving all • New landscaping works to the remaining landscape area between platforms and linking to the new underground platforms with a high the new Platform 10 and Roe Street Shared Path. capacity and quality access facility. • Hardstand areas will be incorporated into the landscaping design to Platform Extensions facilitate maintenance and service vehicle access to the Perth The old Joondalup Line Platform 1 will be recommissioned and renamed Station site. Platform 11. It will be extended west to a length of 165m to Platform Level Works accommodate temporarily relocated Fremantle services. The

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The introduction of the new dive structure requires significant alterations 5.4.3 NEW WESTERN UNDERPASS to the levels of the western end of existing Platforms 6/7 and Platform 9 Numerous options were investigated for passenger access at the western to achieve the required track levels. The Western end of these platforms end of all platforms, including access from the concourse level of Perth will be altered to introduce a new vertical curve and a 1:100 fall to the Underground to the surface platforms at Perth Station. platforms constructed to obtain the required platform levels. These platforms will be retiled with welded mesh underlay to SSR standards. A fundamentally important public transport connection is the pedestrian New platform end fences and gates will be required to both ends of link between passengers moving between the underground station and Platforms 6/7 and 9/10. the western ends of platforms 5, 6&7 and platforms 9 and 10. All feasible options were examined including the use of the existing exit at Wellington Existing ceilings over Platform 6/7 and Platform 9 under the Eastern Street leading to platform 5 at which point passengers could move concourse will be removed along with all redundant services. New between platforms either overhead or underground with vertical ceilings will be installed to Platforms 6/7 and 9/10 to match the existing movement provided by stairs, escalators and passenger lifts to provide ceiling profile and relative levels, ensuring access is readily available to all universal access between all sections of the station. retained services. Works to ceilings above Platform 4 are currently excluded from the Master Plan scope. The extension of the current connection to the underground platforms is considered critical to providing an efficient and convenient connection for The remaining existing ceiling tiles under the eastern concourse are to be public transport users moving between Perth Underground and Perth completely removed along with all redundant services. All remaining Station, and to catering for anticipated future growth of passenger services will be boxed out in a fire rated encasement. Alteration of these volumes using this link. ceilings is required as part of the overall fire and life safety strategy for Perth Station. The final preferred new western Underpass option has been designed to provide passengers with unimpeded underground access to Perth Station The requirement for new overhead protection screens will need to be platforms 5, 6/7 & 9/10, and allows passengers to efficiently and considered during the design phase, including screens to Horseshoe conveniently transfer between Perth Station and Perth Underground. The Bridge and Barrack Street Bridge. underpass provides a legible connection to platforms with all platform The relocation of the boundary of secure/paid zones is proposed at the entries originating from a continuous level. western end of Platform 5 under the southern wing of the Horseshoe The new underpass improves efficiency and amenity for all passengers Bridge by relocating the existing ticket barriers at the end of Platform 5 transferring between Perth Underground and Perth Station by minimising and installing a new set of ticket barriers under the Horseshoe Bridge. the number of vertical transitions required. The new underpass has the This arrangement satisfies a fundamental planning criterion of EPRA to opportunity to provide direct access to Northbridge, City Square and Perth provide unconstrained public access under the Horseshoe Bridge between CBD Central from Perth Station. City Square and Forrest Place.

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The existing Perth Underground concourse exit at the Horseshoe Bridge is physical and visual impediment to the pedestrian connection from Forrest to be retained to provide alternative egress from the underground Place to City Square, as well as being a remnant piece of architecture not connection and satisfy fire and life safety requirements; the existing lift relevant to any of its surroundings. Replacement by an alternative lighter must be modified to service the new underpass level. In time a second structure would facilitate a shorter underground link and a better visual escalator may be required in this entry. Provision of a future escalator is outcome for the forecourt area in front of the Horseshoe Bridge, however not part of the HUB project. such modifications are a matter for the City of Perth and other agencies such as Heritage Council and do not form part of this master plan The underpass allows for the retention of heritage listed structures proposal. including the existing Perth Station Building and Horseshoe Bridge, along with unimpeded views of the Horseshoe Bridge as a result of the removal of the existing Timber Footbridge. During the construction of the underpass, it is necessary to vacate the ground and part of the first floor spaces for safety and practical reasons. The works will require removal of some ground and first floor building elements. During this time, the offices of the General Manager TTO will be temporarily relocated to nearby premises and the offices re-instated and re-occupied by PTA on completion. Passenger Information Display systems and Public Art will be incorporated into the underpass design.

5.4.4 EXISTING PEDESTRIAN OVERPASS Removal of the overpass connection between the Horseshoe Bridge and Albert Facey House is part of the City of Perth’s Forrest Place redevelopment. During further detailed design stages, the fate of this stair needs agreement by all stakeholders. The effect of its retention or replacement will impact on the detailed design of the pedestrian underpass. The alignment of the underpass between the Perth Station façade and Perth Underground is determined by the location of the existing stair connection to the Horseshoe Bridge in the Perth Station forecourt, which will remain after demolition of the existing overpass from Horseshoe Bridge to Albert Facey House. The remaining stair structure will provide a 63 March 2010 | Public Transport Authority of Western Australia

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Figure 21 Existing Platform numbering and connections

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Figure 22 Proposed changes to Platforms

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Figure 23 Sections – Proposed Underpass

North – South Section

East - West Section

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Existing passenger link from Perth Underground existing underpasses. The ceiling treatment at this transition will also need to be considered. It is proposed that skylights be provided to the underpass at key locations between the Perth Station façade and the connection to Perth 5.4.5 PLATFORM ACCESS REQUIREMENTS Underground, preferably where the underpass changes direction. The A ‘rule of thumb’ provision for passenger movement is for sufficient stairs southern portion of the tunnel which is largely under Wellington and escalators to clear a train platform within approximately 3 minutes, Street/Perth Station Forecourt and the existing heritage station is remote and definitely no longer than 4 minutes, from the time of a train’s arrival. from the platform entrances and hence will not receive any natural Analysis of the passenger flows anticipated from the proposed new station ventilation from these openings. A mechanical ventilation solution is operation shows that the exit requirements at each location are: therefore proposed within the underpass. An air-shaft/light-well is recommended and the location is to be coordinated with the Forrest Place Platform 9/10 - West: 1 escalator plus 3.0 metres of stairs (or 2 redevelopment works being undertaken by the City of Perth. escalators plus a 1.2 metre stair) - Centre: 1 escalator

- East (beneath concourse): 3.0 metres of stairs

Platform 7/8 - West: 1 escalator plus 3.0 metres of stairs (or 2 escalators plus a 1.2 metre stair) - East: 1 escalator plus a 1.5 metre stair The following access/egress requirements have accounted for the anticipated flows and contra-flows:

At the eastern end of Platform 9/10, provide 2 escalators (1 up, 1 down) from the extended eastern concourse to the central part of the platform. Provide a 3.0 metre stair to/from the eastern end of the platform, with a 1.5 metre stair wrapping around each side of the new lift.

At the western end of Platform 9/10, provide either 2 escalators or 1 Existing passenger link from underground platforms escalator plus a 1.8 metre stair side-by-side at the centre of the platform, At the point of tie-in between the new underpass and the existing Perth together with a 1.5 metre stair wrapping around the proposed lift. Underground it is proposed that there be a level change of 2.84m. This is However, there is insufficient width to also provide access past the stairs to minimise excavation required for the construction of the underpass. and lift on both sides of the platform. In order to achieve this movement, The level difference will be accessible through the inclusion of 2 escalators the new Platform 10 would need to be moved by approximately 10 to 12 and stairs, with the existing lift reconfigured to service the new and metres toward the east, with the stair and lift located immediately at the end of this platform. 67 March 2010 | Public Transport Authority of Western Australia

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The eastern end of Platform 6/7 can remain exactly as is, with 2 escalators platforms, passenger flows into the underpass and the Level of Service (1 up, 1 down) plus a 1.5 metre stair side-by-side. At the western end of within the underpass heading towards the underground station. Platform 6/7 the same will be provided as for Platform 9/10. That is, 2 Verification of these widths and capacity will be carried out during escalators or 1 escalator plus a 1.8 metre stair at the centre of the detailed design. platform, together with a 1.5 metre stair wrapping around the proposed lift. A Hybrid Option has also been investigated, which involves an underpass connection from Perth Underground concourse to underneath Perth All new access facilities will comply with Disability Standard for Accessible Station building. Vertical connectivity within the building joins the Public Transport (DSAPT) and the requirements of the Disabilities Services underpass to an overpass over all platforms. Existing TTO accommodation Act and related legislation. within the Perth Station building is permanently relocated, and a large 5.4.6 UNDERPASS VS OVERPASS portion of the northern façade is removed. It was initially assumed that the proposed connection between platforms This option has unacceptable heritage impacts and is not being considered at the western end of the station could occur as either an overpass or an any further. underpass. However, with a high proportion of passengers from Platforms 9/10 and 7/8 transferring to Perth Underground station to link with north- 5.4.7 PEDESTRIAN FLOW ANALYSIS – COMMENTARY south trains, it is obvious that the stair and escalator capacities for the Constraints on the width of platform 9/10 mean that the recommended connection to the existing Platform 5 (and the link to the underground widths and configuration of stairs and escalators to the underpass cannot station) would have to be the combined total of the stair and escalator all be achieved without moving the platform 10-12m east. This is due to capacities from both of the island platforms. PTA requirements for minimum clearances from structure to platform edge required. This means that if an overpass is constructed, and each platform has an exit capacity of 2 escalators plus a 1.5 metre stair, then the connection The combination of stairs and escalators proposed are: from the overpass to Platform 5 will have to provide for 4 escalators plus Platform 6/7 west – 2 escalators to east of underpass and 1.5m wide 3.0 metres of stairs to cope with the peak flows during a special event. stair wrapping around lift to west of underpass, resulting in 4.3m Alternatively, by constructing an underpass for this link between thoroughfare either side of the escalators (achieves platforms, the underpass would then be extended directly into the recommendations). underground station, thus removing the need for multiple escalators and stairs at Platform 5. Platform 9/10 west – 2 escalators to east of underpass and 1.5m wide stair wrapping around lift to west of underpass, resulting in 3.0m The required width of the underpass is then dependent on the combined thoroughfare either side of the escalators, (achieves capacity provided to/from the ‘island’ platforms. It is therefore critical recommendations). that an appropriate balance is achieved between queuing on the

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Consultation with PTA has indicated that it is likely that escalators will operate in the up direction at most times. The widths of the stairs may be affected by the requirement to include a bicycle guide channel to facilitate access for patrons with bicycles between platforms.

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Figure 24 Access at-grade and underground

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5.4.8 UNDERPASS CONSTRUCTABILITY An initial engineering review indicates that construction of the underpass can be achieved by open cut cast in situ method. A general description of this method is as follows;

• Installation of steel sheet piling with jet grout base slab for waterproofing of the excavation, and concrete slab at ground level for top down construction to allow for excavation and construction of the in situ concrete box; • The existing space frame foundations need to be both temporarily and permanently supported over and on the tunnel structure; • Care with construction and protection of heritage Station building will be required as the underpass is taken beneath it. Condition surveys, monitoring dewatering controls and possible underpinning of the existing building may be required, depending on further studies to be conducted at detailed design; • Construction methods for the underpass under the existing Perth Station building include installation of sheet-pile, secant pile or diaphragm walls through the building floor to facilitate the excavation under the building. A jet grout base slab and concrete slab at ground level to facilitate top down construction is envisaged. Temporary steel support beams and structure to support the existing building over will be required and need to be installed. Part Plan showing pedestrian underpass between Perth Underground Some damage to the building from the construction processes and and platforms 5,6,7,9 and 10 with emergency egress connection to Roe movement of the structure as it restabilises will occur; Street. • Deep sheet-piling and excavations will be required along Wellington Street; • Dewatering will be required along the full length of the proposed underpass tunnel but should be minor with the jet grout base slab installed.

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5.4.9 ALTERATIONS TO EASTERN CONCOURSE No alterations are required at the connection from Platforms 5 and 6/7 to the Eastern Concourse as there is sufficient pedestrian capacity available with the existing stairs and escalators. The existing Platform 9 connection to the concourse will need to be altered to accommodate the new Platform 10. The existing lift and escalators will be moved to provide new stair and lift access to service the eastern portion of this platform. The stairs wrap around the new lift in order to allow sufficient clearance to the existing columns at platform level. The Eastern Concourse will be extended in a localised area over Platforms 9/10 to provide additional concourse area at the top of the relocated escalators, lift and new stairs.

5.4.10 SPACE FRAME ALTERATIONS The second row of space frame columns from the West on Platforms 6/7 and 9/10 are located over the section of underpass leading to the stair and escalator to platform level. A preliminary engineering review indicates that the space frame can be temporarily supported during construction of the underpass, and permanently supported off the underpass structure when completed. The new lift shaft structures from underpass level on Platforms 6/7 and 9/10 will replace the western most column supports for the space frame. The relocation of the Platform 9 lift to the Eastern Concourse will require some alterations to the frame to account for the loss of lateral stability. The northern edge of the space frame structure will be extended to provide weather protection to Platform 10. An additional row of columns will be required on the Roe Street side of Platform 10 to support the extension.

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Figure 25 Proposed changes to Eastern Concourse

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Figure 26 Perth Station Cross Sections

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necessary to provide a mechanical ventilation system fit for purpose to exhaust fumes from the platform. The scope and cost of any 5.4.11 SERVICES changes to this mechanical ventilation system is outside the scope of the Provision will be made for Electrical and Communications Systems HUB Project and is a matter for agreement between the PTA and City of accommodation including an Electrical Switchroom and Communications Perth. Room. These rooms have been provisionally located at Underpass level. The Electrical Switchroom would be best located near Platform 6/7. 5.4.12 FIRE & LIFE SAFETY Modelling of smoke dispersal over the platforms has indicated that build Driver Assist Video System cases (DAVS) are proposed at platform level on up of smoke over platform 4 is the most serious hindrance to the safe Platform 6/7, although options for locating these may be limited by escape of all station users irrespective of which platform a fire actually available platform space. occurs on. The modelling suggests that the use of natural ventilation only The proposed underpass will be utilised as a main services access for will not be sufficient to allow occupants to evacuate the area beneath the cables across the tracks. Further study on separation of electrical circuits eastern concourse before untenable conditions are reached. from separate Station feeds is required. Due to the requirement for a smoke management system, several options The existing underground easement along the Wellington Street face of have been investigated to achieve the required tenable conditions. These Perth Station will be expanded to accommodate the alignment of a new options include a Smoke Extraction System, provision of another standard 25kV cable route connecting to the Perth Interposing Switching Station. access/egress route to Platform 4, provision of a smoke-proof exit corridor Coordination has occurred with the City of Perth’s adjoining Forrest Place on Platform 4 and relocation of the Australind line. redevelopment works, due to commence in February 2010. The fire engineering consultants found there are extended one-way travel Lighting requirements throughout the station have not been studied. distances to the eastern end of the existing platforms 4, 6/7 and the new On the existing platforms which serve electric trains (platforms 4 to 9 and 9/10. It is proposed that new egress paths will be provided from the new 10) a suitable level of air quality is maintained during normal eastern end of these platforms through the rail reserve to Wellington circumstances when the station is in operation. This is achieved through Street from Platforms 4, 6/7 and 9/10, and an egress path directly to natural ventilation. Wellington Street from the eastern end of Platform 3. This would allow all platforms to have two paths of travel to exit and achieve BCA compliance. The Australind train service between Perth and Bunbury is the only non- electric service to operate from Perth Station. The existing diesel exhaust The modelling indicated that there is not a requirement to provide smoke- extraction system serving platform 3 was installed by the City of Perth as proof construction around the stairs and escalators leading from platform part of the Forrest Place City Station Development in 1988. The existing levels to the eastern concourse as these paths of travel remain available system suffers from many problems, and should be replaced by a system for egress in the case of a fire under the eastern concourse. However, the specifically designed to keep the levels of contaminants within specified modelling does not take into account the effect that wind may have on limits. The PTA and City of Perth will identify the scope of works the smoke movement. This means that in some wind conditions smoke 75 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Fremantle Lines may cause the stairs and escalators to the eastern concourse to become A heat detection system in compliance with AS 1670.1 is required to be unavailable. To eliminate this possibility, it is proposed that a 1.8m high provided to the undercover areas of Platforms 6, 7, 9 and 10. balustrade/glazed screen is provided to the sides of the stairs/escalators It is recommended that the existing hydrants are upgraded to comply with at the top-half of the stairs. current standards, and should all be connected to the existing tanks and To reduce the likelihood of a fire within the dive structure or the tunnel pumps and all metallic installations made to comply with earthing and structure affecting occupant egress from the eastern concourse area of bonding requirements. the station, it is proposed that a void be placed in any dive structure 5.4.13 EARTHING AND BONDING roof/covering to allow for the dispersal of heat and smoke and ventilation. The location, dimension and nature of this treatment will be established Earthing & Bonding measures to be addressed during design phase during the detailed design stage. include, but are not limited to: The extended travel distances within the underpass are to be addressed • installation of under tiling continuously welded mesh to the full through a performance based engineering approach, through assessment extent of all platforms affected by the Works; of the risk of a fire in this area and limiting combustible materials in the • sacrificial metallic protection strips to any concrete reinforced underpass. In addition, smoke seals and self-closing fire doors are likely to structural elements within the Overhead Line/Pantograph zones; be required for rooms opening onto the underpass. In the event of a fire • ensure the electrical and mechanical continuity of new ceilings in Perth Underground, the spread of smoke to this underpass will be installed to the underside of the carpark areas at the East end of required to be considered. To facilitate this extended travel distance Platforms 6&7; and provision of compartmentation or a smoke management system in Perth • ensure new metallic Hydraulic and Fire services etc within the Station Underground that is sufficient to limit smoke spread through the precinct which traverse the Earth Exclusion Zones are treated by connection path is likely to be required. using insulted pipe sections. All ticket barriers and gates required for evacuation are to be simultaneously disabled and opened in the event of an emergency. This 5.4.14 TOWN SQUARE INTEGRATION requirement exists elsewhere in Perth Station and the new facilities, The staged development of works to the west of the Horseshoe Bridge systems and operational plans will be consistent throughout the station between the end of railway lowering works (approximately mid 2014) and complex. the completion of the next stage with the completion of the new Emergency lighting will be required to be installed in accordance with the underground bus station (approximately mid 2016) is indicated generally DTS provisions of the BCA to all areas of the station. in Figures 27 and 28. Passenger lifts will operate in emergency conditions to allow evacuation to areas of safety.

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Figure 27 Completion of rail lowering mid 2014 before demolition of bus station

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Figure 28 Town Square connection complete with bus station and adjacent EPRA development approx. mid 2016

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6. HERITAGE movement requirements along the same alignment as the timber footbridge. The bridge would be archivally recorded and would be Preliminary investigation into the heritage aspects of the Project and the dismantled and stored for re-use in another appropriate location. cultural heritage value of the Perth Railway Station Precinct, have been Informal approaches to the Bennet Brook Railway Group at Whiteman carried out for the Master Plan. These investigations have identified the Park have been held to establish whether the footbridge could be following heritage places within the Perth Railway Station precinct: appropriately incorporated into the heritage framework of the railway within the Park. a. Perth Railway Station; b. Western Footbridge; An option has also been investigated where vertical circulation, consisting of stairs, escalators and a lift, are located within the western wing of the c. Horseshoe Bridge; Perth Station building where passengers from the concourse level of Perth d. Barrack Street/Beaufort Street Bridge. Underground are conveyed to the first floor level and then across the Perth Railway Precinct is permanently entered as place number 2133 on station on an elevated structure and distributing down to platforms by the State Register of Heritage Places of Western Australia, and the means of stairs, lift and escalators. Horseshoe Bridge is separately and permanently entered as place number In this option a large portion of the northern façade of the Perth Station 2153 on the State Register of Heritage Places. building to platform 5 will be required to be removed, but the entire A draft Heritage Impact Study has been developed and submitted to the southern façade to the forecourt will remain intact. Heritage Council. This draft will be refined into the Heritage Impact Study Tunnelling will be required underneath the building with new concrete and submitted at the end of the master planning period. foundation support beams to the existing foundations, and the majority of 6.1 Changes to Elements of Cultural Heritage Significance the existing ground and first floor infrastructure being demolished. A The following changes to elements identified as having cultural heritage major impact of this option was the loss of ground and first floor office significance have been identified and proposed in the draft Heritage spaces due to the need to make space for the vertical access provisions. Impact Study. The need to change has arisen from the operational This option had the most significant Heritage and operational impacts on passenger capacity and safety risks associated with increased demand for the station. public transport services. The changes proposed are consistent with the During construction of this or similar options involving construction work functions of the original elements. that undermines the station building, both ground and first floor 6.2 Perth Railway Station tenancies must be vacated and alternative spaces be provided during the The timber pedestrian footbridge at the western end of platforms 5 and construction period. In the case of this option, permanent alternative 6/7, which is identified as having considerable cultural heritage accommodation is required for the General Manager TTO and his support significance, would have to be removed to satisfy projected pedestrian staff.

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6.3 Horseshoe Bridge The superstructure would be adapted through the removal of three columns one bay south of the northern undercroft, on the western side of the bridge. The removal of these columns requires the replacement of six single span beams with three double span beams of greater depth. The six supporting columns would be strengthened with a circular outer casing, which would increase the diameter of the columns by 51mm. The substructure of the Horseshoe Bridge would be protected by the channels of the ramp structure to ensure the Horseshoe Bridge is not undermined and to provide for impact protection. The eastern balustrade of the bridge would need to be adapted to infill the opening where the western timber pedestrian footbridge would be removed and to create another opening where the bridge would be vertically connected to the proposed western underpass system.

6.4 Barrack Street /Beaufort Street Bridge The identified heritage element of the bridge that are affected by the proposal is the extension of the eastern balustrade by a further two balustrade panels, requiring the termination pedestal to be re-located northwards.

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Figure 29 Sketch Elevation of Proposed Barrack Street Bridge Balustrade Extension

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7. ENVIRONMENTAL 7.3.1 DISTURBANCE OF CONTAMINATED SOIL INCLUDING POTENTIAL ACID SULFATE SOIL 7.1 Introduction The site has been reported as a contaminated site due to activities The HUB Project area has a long history as a railway yard, and has been associated with past uses. The large amount of dewatering required also reported as a contaminated site to the DEC. The area also is classified as has the potential to expose potential acid sulfate soil if not correctly having a high risk of occurrence of acid sulfate soils. The groundwater managed. table at the site is estimated at between 1 and 2 m depth depending on It has been estimated that about 70,000 tonnes of soil will be transported the season. off this site as part of this project. This spoil may include soils with known 7.2 Environmental Risks contaminants as well as unexpected hazardous material. A Detailed Site Investigation and soil classification programme will be conducted to • contamination further define the extent of contamination, develop contamination and – unexpected hazardous materials acid sulfate soil management plans and confirm disposal requirements. • dewatering Management plans for acid sulfate and contaminated soils will be – not maintaining pumping and discharge volume to allow implemented to the guidelines established by the DEC. continuous construction 7.3.2 DEWATERING – Changes in groundwater levels causing damage to other The groundwater table is between one and two metres below ground structures, vegetation, bored tunnels and exposing level and extensive dewatering will be required. potential acid sulfate soils and lowering groundwater pH. A detailed investigation will take place to minimise dewatering impacts – Dewatering volumes exceeding ground water recharge capacity requiring treatment and disposal to the and ensure that recharging will minimise the change to the groundwater stormwater system levels in the area. The use of diaphragm walls will reduce dewatering requirements at the site. An extensive groundwater investigation and • Noise and vibration monitoring program will be implemented as part of this project. – Both construction activities and operations have the potential to cause damage to other structures or an annoyance to the community. 7.3 Impacts The PTA has identified three potential major environmental impacts.

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Dewatering at the Arena construction site Dewatering plant at the Arena

7.4 Consultation 7.3.3 NOISE AND VIBRATION Preliminary consultation has been undertaken between the PTA and the The operation of underground railway systems has the potential to EPA to ensure all major environmental impacts of the project have been generate noise and vibration impacts. given preliminary consideration during the master planning phases of the project. The consultation concluded that all the environmental impacts Similar criterion to that for the City Section of the Mandurah Railway will can be managed through existing processes such as the Contaminated be adopted, including the track design and use of resilient fasteners. A Sites Act, dewatering approvals and related management plans. monitoring and complaints procedure for construction and operations will be implemented. Previous studies have indicated no significant Aboriginal heritage issues. Aboriginal heritage issues will be managed as for the previous City Rail project. Traditional landowner groups will be invited to monitor earthworks during the shallow depth excavation phase of the project Public Transport Authority of Western Australia | March 2010 83

THE HUB : Master Plan for the Lowering of the Fremantle Lines where the old lake infill materials will be excavated, down to about 2m 7.6 Noise and Vibration depth below existing ground. Noise from construction will comply with the Environmental Protection 7.5 Management (Noise) Regulations 1997. The environmental assessment and management for the project will Noise and vibration from train operations will be emitted from the tunnel. initially occur in 4 stages. It is proposed that these emissions will not exceed those currently applying to the Joondalup tunnels. Vibration will be mitigated through 1. Preliminary environmental site assessment covering the use of resilient rail base plates. This provision is consistent with the a. Preliminary Site Investigation (PSI) of contamination adjacent Joondalup tunnel and ramps. An operational noise and vibration b. Identification and classification of Acid Sulfate Soils (ASS) monitoring program will be implemented to ensure that the movement of and Potential Acid Sulfate Soils (PASS) trains meets the criteria set for the HUB Project. Monitoring will occur c. Identification of groundwater quality for dewatering of within 3 months of commencement of train operations. Further site monitoring will occur 12 months from the initial monitoring.

2. PTA review of recommendations from PSI Regenerated noise from ground-borne vibration is likely to occur in the lower floors of buildings located above and adjacent the tunnel. Design 3. Detailed Site Investigation including sampling to improve the knowledge of the site. These results will inform the development and construction of non-public transport buildings above the railway must of the management plans. comprehend the anticipated output energy levels from the railway and contain design features that mitigate the effect of transmitted energy 4. Development of contaminated soil, acid sulfate soil and from the railway into the ground and adjoining buildings. groundwater management plans, in consultation with the Department of Environment and Conservation and the The design and construction of the railway and its connection to the floor construction contractor. slab of the tunnel and ramps and the on-going operations and maintenance levels of the railway infrastructure and rollingstock will be An Environmental Management Plan (EMP) for the construction of the carried out to the same standards that applied to the City Rail part of the HUB Project will be prepared in consultation with the Department of New MetroRail Project. Building condition surveys will be undertaken Environment and Conservation and the construction contractor. The EMP prior to construction to establish a baseline to evaluate any complaints will be implemented during the construction stage of the project. regarding damage to buildings potentially caused by vibration during the A DEC approved contaminated sites auditor has been appointed to construction of the Project. undertake a voluntary review of the preliminary site investigation and the sampling and analysis plan. A DEC approved contaminated sites auditor will be engaged by the PTA for the life of the project.

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8. OPERATIONAL STAGING 8.1 Maintaining a Viable Station during Construction During the forward works, train services which normally use Platform 6 and 7 will be relocated westward to Platform 6 (west) and 8. This will permit the refurbishment of Platforms 6 and 7 without undue conflict and disruption to the travelling public. Access and egress to the platforms will be via the existing western concourse and the timber footbridge. Customers with disabilities will move across the tracks at the western end of Platform 8 via a pathway to Platform 11. The Fremantle tracks will initially be slewed to the north to facilitate early tunnel work above the existing Joondalup bored tunnels. Tunnel construction will proceed in a westerly direction sufficient to permit the second deviation of the Fremantle line on to Platform 5 and 6 roads. The Midland line will be effectively terminated in Perth and customers will be able to access Platform 9 (initially) and Platform 7 for both arrivals and departures via the eastern concourse. Despite these constraints it is proposed to maintain the current timetable. Through all changes the public will be kept informed by a comprehensive communications plan involving the media, platform signage and supplementary customer service personnel where necessary. Every effort will be made to minimise the impact of construction on the public and PTA customers.

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9. COST ESTIMATES, BUDGET AND FINANCE 9.2 Estimate Reliability The PTA and its specialist advisors has used the same estimating 9.1 Factors Affecting costs methodology in association with the rigorous definition of scope that was From 2003 through to 2008, the construction industry was subject to employed on major projects over the past 20 years including the Perth significant upwards cost pressures caused by supply side constraints Urban Rail Electrification Project (PUREP) in the late 1980’s, the Northern associated with global resources and construction booms. However, Suburbs Transit System (NSTS) in the early 1990’s and the New MetroRail while this pressure has eased significantly as a result of recent downward Project (NMR) in the mid 2000’s. global economic trends, the ability to estimate and forecast future costs The project estimate planning has been rigorous in its detail and scope of remains problematic. research. It has been undertaken over a nearly 12 month period by Factors affecting costs relate to the nature and extent of risks associated experienced architects, engineers and quantity surveyors. The with carrying out construction works in operating electrified railway comprehensive estimate is refined in detail and founded on solid project territory. Rail and public safety requirements dictate the additional planning and research. management, administration, and safety tasks required under PTA The PTA is confident that the research and planning undertaken has contracts, which incur additional management costs. mitigated to the best of its ability the risk of the unforseen. This level of In addition to this there is the complexity of the project and the risks confidence underpins the budget and assures that the level of risk is associated with protecting existing railway infrastructure at the same time manageable. The estimates however do not include for any foreseen as keeping public transport service operating. unusual market or industrial condition that could affect total cost. The Historically the cost of building construction fluctuates. Changes in cost estimates are based on the known and readily foreseeable trends in material and labour costs, building and living standards, functional use, material and labour as they apply in the Perth market now and into the energy use and demands and environmental requirements are just some immediate future. of the reasons for this. The estimate has been considered in light of the Best Practice Cost Since 2008 the Perth construction market and relevant Indices show a Estimation for publicly funded road and rail infrastructure published by flattening out. However this may not continue as Western Australia as a the Department of Infrastructure, Transport, Regional Development and special case has been subject in the past to the influence on construction Local Government. The estimate has been reviewed at levels of detailed costs of inflationary pressures resulting from large scale mineral resource independent examination in order to provide assurance to the PTA that projects competing with building construction resources which pushes up the base estimates and the levels of contingency are appropriate to the prices above national trends. scope and extent of the work. Estimates have been developed to be equivalent to a P90 level of confidence.

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9.3 Estimate Benchmarking A revised model for forecasting construction cost escalation for non- Due to the unique nature of this and many other complex railway projects residential buildings (e.g. hospitals, schools, police stations, prisons, fire direct benchmarking against other similarly scaled projects is either not stations etc.), has been jointly developed by various business units within possible or relevant. Those elements of the project that most closely DTF (Infrastructure, Policy and Planning, Economic and Building resemble major civil construction have been independently reviewed and Management and Works - BMW) for use by Western Australian public this process has allowed a benchmarking evaluation process to reveal the sector agencies. level of confidence for the project. The railway infrastructure elements The model is based on a combination of multivariate (Macroeconomic have been reviewed against similar scope, complexity and cost in the Forecasting model) and subjective (BMW qualitative) forecasting recently completed New MetroRail Project which shows a high level of methods. project relevance. The use of this two-model approach is supported by extensive research 9.4 Escalation within other jurisdictions of Australia and abroad which indicates that the Forecasting escalation for the construction costs of a complex most useful forecasts are derived by combining stable, simple models that infrastructure project is problematic. Price change indicators relevant to capture empirically the most important economic data, with judgement the Project are historic (lag) indicators published by the Australian Bureau informed by an array of non-model and non-quantitative information. of Statistics and some private industry sources. The DTF model produces a Non-Residential Building Cost Escalation Index There are no forecast indicators specifically relevant to railway which is the index used to establish escalation forecast for this project. infrastructure works. In the past, the PTA and other agencies within The current DTF revised annual escalation rates for 2010-11 and the out- Government may have used one or more of appropriate construction years are: indices published for Perth by the Australian Bureau of Statistics (ABS), the 2010- 2011- 2012- 2013- 2014- 2015- Department of Housing and Works (DHW), now the Department of Works Year 11 12 13 14 15 16 within DTF, or by private industry sources such as Rawlinsons, Ralph and Beatty or Davis Langdon. In late 2008, the effects of the Global Financial Crisis in Australia became Rate 0.6% 3.6% 3.7% 5.0% 5.1% 5.1% evident and the reliability of any forecasts was questioned and the DHW index was suspended. In the absence of traditional DHW rates that were 9.5 Base Capital Cost acceptable to DTF, the PTA and other agencies have reviewed all available The capital cost estimate in un-escalated January 2010 dollars is $335 relevant data in order to establish a benchmark for the establishment of million. This is exclusive of GST and escalation. The project cost estimates likely outturn costs based on the base estimates and the annual cash flow incorporates an amount of approximately $30 million to accommodate developed from the project implementation program. the future building development requirements determined by EPRA in the Link Master Plan. Public Transport Authority of Western Australia | March 2010 87

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9.6 Outturn Cost funds from Commonwealth and program cashflows. Milestones The capital cost estimate escalated applying DTF rates is $360.32 million, represent monthly costs recouped from the Commonwealth from the exclusive of GST. following month The annual outturn cost requirement for the rail lowering is: • The net project financing requirements will be financed through State Debt arrangements. Year 2009- 2010- 2011- 2012- 2013- 2014- Total $ (outturn 10 11 12 13 14 15 million 9.8 PTA Associated Costs $) The detailed definition of the scope of the HUB Project has identified a number of activities that are the responsibility of the PTA and for which Rail 2.65 30.59 68.93 190.12 68.03 360.32 the HUB Project is a catalyst for the implementation of these works earlier lowering than would have been the case if the HUB project had not been developed in the present timeframe.

The changes to platform use within the station and the occupation of 9.7 Financing Assumptions platform space under the City of Perth concourse at the eastern end of The above cashflow financing requirements have been determined in the station requires the change to a number of existing platform services accordance with the following assumptions: and systems to provide system and compatibility and compliance with the sections of station that will be changed through the HUB project. • The payment by the City of Perth for both the Rail lowering and Sections of the station that are equipped with finishes or systems that are Wellington Street Bus Station occurs in November 2010 following the currently compliant for the current use will be non-compliant with signing of construction contract for rail works and November 2013 for functional changes brought about by the re-configuration of use with the bus station works. HUB project. The major items of work that require change to ensure • The MOU between the State and the Commonwealth requires the consistency and compliance with current operational or safety standards State to agree milestones with the Commonwealth and funds to be are: released on agreed milestones. Milestones are yet to be agreed with • Escalator overhaul on platforms 5,6 and 7 the Commonwealth. The Commonwealth cashflow contributions identified in the MOU can be varied to better reflect forecast project • Space frame roof lighting and Public Address (PA) systems cashflows where forecast costs is lower in one year than replacement Commonwealth estimates the Commonwealth will adjust the • Fire system detection system platforms 3,4,5,6,7 and 9 following year's cashflow but where forecast costs exceed Commonwealth cashflow no adjustment to Commonwealth cashflow • Emergency lighting on platforms 3,4,5,6,7 and 9 will be made. Forecasting assumes one month lag between release of • Floor tiling to platforms 4,5,6,7 and 9 88 March 2010| Public Transport Authority of Western Australia

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• PA upgrade to platforms3,4,5,6,7 and 9 Year $’000 escalated • Replace ceilings and lighting above platforms 3,4 and 5 2010-11 923 • Platform electrical services compliance and earthing and bonding 2011-12 2,384 for electrical safety on platforms 4,5,6,7 and 9 2012-13 4,723

The estimated outturn cost of the above works is $15.17 million. The PTA 2013-14 3,833 has identified the minimum required scope of these works to be done in association with the HUB works and will be funded within the approved 2014-15 600 Asset Investment Program. 2015-16 625 9.9 Operating costs 2016-17 652 During construction of the works, existing operations will be interrupted 2017-18 678 on occasions to permit the installation of parts of the works or to effect Note: Annual on-going operation and maintenance costs to be operational changes. Costs to provide alternative bus services on lines reviewed annually for the forward estimates where the railway has been closed down to facilitate the works have been included in the capital estimates. Where PTA must provide additional staff support to the existing passenger services, the additional costs are in respect to the maintenance of an existing level of service and these costs 9.10 Asset lifecycle costs are not put to the capital account. Additional shifts of staff will be The adopted life cycle costing is based on the technical life of items of the required as will the provision of additional safety personnel during the asset and the point in time when they need to be refurbished or replaced. staged construction to support existing staff resources to maintain a safe The general understanding of the definition of Life cycle cost as and efficient level of service to the public. determined by the international Chartered Institute of Management After completion of the project works, additional annual operating and Accountants (CIMA) embraces all the costs associated with feasibility maintenance costs are forecast due to the higher level of passenger studies, research development, design and production, and all the facilities, greater number of points machines, the servicing and inspection support, training and operating costs generated by the acquisition, or a re1quired of plant and equipment added during the project, such as replacement of physical resources. tunnel ventilation systems, more advanced fire and life safety systems due As for the purpose of the HUB project all the cost related to research to the underground operation. The annual net additional operating costs development, design, production and the acquisition of assets have been required during and after construction of the rail works are: recognised as capital costs and all the cost related to support, training, day to day operations and maintenance have been recognised as operating costs.

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The costs related to design, production and the acquisition of portions of the asset to extend the life of the HUB are recognised as asset lifecycle Year 2009-10 2010-11 2011-12 2012-13 2013-14 costs. A 20 year outlook has been adopted to recognise the inclusion of the midlife refurbishment and replacements of portions of the asset. Total Loss 22 68 672 692 772 ($’000)

Year 2015-19 2020- 24 2025-29 2030-34 Total 9.12 Source of Funds The HUB Rail Lowering will be funded by the three tiers of Government. The Commonwealth Government committed $236 million in the 2009-10 Signals 85 215 1,012 1,365 2,678 budget. This is the out-turn contribution and is capped by the Power and Commonwealth and is budgeted for expenditure in the following years: 7 109 104 1,780 2,000 Overhead 2009- 2010- 2011- 2012- 2013- Total Year 2008-09 Communications 1,010 497 2,611 4,118 10 11 12 13 14 $ m

Track 88 121 184 149 542 Amount Train $ 7.0 20.0 38.0 60.0 74.0 37.0 236.0 12,508 12,508 Operations million

Total $’000 179 1,455 14,305 5,905 21,845 escalated The State and the City of Perth have agreed that the City will fund approximately $37 million towards the cost of the lowering of the railway

and the underground Wellington Street Bus Station. The funding 9.11 Financial Impacts: loss of advertising and rental income agreement is in the Link Project Implementation Deed executed in June The existing arrangemenst at Perth Station includes commercial 2008 in which the City agrees to pay $25 million (November 2004 $’s) to arrangements that have been in existence fior many years. The existing be indexed at 6% p.a and payable in the first instance at 70% of the advertising tower structure was built in 1992 and has been in constant use adjusted amount on signing of the contract for the lowering of the as a high profile advertising facility returning revenue each year in the railway. The remaining 30% of the City’s contribution is due on the range of $300,000 to $700,000 depending on market conditions. Existing signing of the contract for the underground Wellington Street Bus Station. billboards at the intersection of Barrack Street and Wellington Streets will The balance of funds required will be based on interim State financing be removed. arrangements. Tenancies in the Western Concourse and in the adjacent WSBS will be terminated to make way for the new works. The effect on the PTA’s position of the loss of the income from rent on these properties is: 90 March 2010| Public Transport Authority of Western Australia

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10. IMPLEMENTATION and handover stages. Good management of risk relies entirely on planning, management, and budgeting strategies that provide for proper 10.1 Risk Management levels of experienced resources in a government project management The Perth Railway and Wellington Street Bus Stations both play pivotal team that will guide and manage the Project. roles in the day to day functioning of the City and the wider Metropolitan There are two areas of major risk that have been identified as specific to area. Between them they handle between 100,000 to 110,000 passengers the Project which are: per day, and this is anticipated to increase as much as 37% by 2016. 1) disruption to public transport services; and Given that the Project works will be undertaken within the operating 2) interference with and/or damage to the Joondalup Line bored territory of these facilities, and proximity of major road and major tunnels. pedestrian areas in the city centre, the Project is therefore not without major risks. These risks if realised could result in: • reduction to or loss of services, which will lead to significant Identification and management of risks to a level as low as is reasonably transport disruption during peak times, increased road congestion, practical (ALARP) is critical to the success of the Project. The management loss of revenue; and of risk commenced with the establishment of the study team. The studies have been carried out and managed by an interdisciplinary group • significant costs associated with fixing damage and providing comprised of professional expertise covering railway and bus operations alternative temporary services, loss of economic productivity planning; civil, geotechnical, and structural engineering, railway track and through increased peak time congestion on the roads leading into infrastructure services engineering; and architecture, quantity surveying, the city, loss of revenue, and increased environmental impacts from procurement, and project management. Many of the senior members of increased congestion. the team were key members of the recently completed $1.66 billion New A fundamental aspect of managing major project risk lies in understanding MetroRail Project. In addition to this, the Master Plan study team has the relationship between the time, and the ability to add significant been supplemented by specialist engineers and planners from the PTA intellectual/professional input value as a risk management tool. Adding with expertise in train and bus operations, signalling, communications, value through thorough intellectual and professional planning input is far overhead traction power, and railway controls systems. Risk management greater during the early stages of a project, and diminishes over time as and review at senior level was carried out in accordance with PTA the scoping of the project progresses into detail design and construction. practice. It occurs during the early project stages where the costs associated with adding value are very low relative to whole of life project costs and The Project will have the usual management risks such as controlling time damage mitigation costs, and therefore the cost of managing risks are also and cost which are typical to all projects. The management of these more very low. Changing course in later project stages as a way of adding value common project risks starts with a thorough master planning process, and and managing risk will attract very significant time and cost premiums, continues through the project design, implementation, commissioning, particularly once contractual commitments have been made. Also, the Public Transport Authority of Western Australia | March 2010 91

THE HUB : Master Plan for the Lowering of the Fremantle Lines point at which a major risk materialises through lack of planning is the design, and detailed monitoring throughout construction in line with the point at which major cost implications other than whole of life costs arise. International Tunnelling Code of Practice (ITCP) will be minimum This relationship can be indicated as follows: requirements to successfully access project insurances from the commercial insurance market with respect to both material damage and 10.2 Insurance and Risk Transfer public liability. Insurance can be effectively used to cap risk exposures on complex high risk infrastructure projects, however, it is an expensive form of risk The Project is an infrastructure construction project of a “brownfields” transfer and is therefore not an effective form of risk management in its nature which has three key areas that will attract great scrutiny: own right. a. damage to existing property (DTEP), in particular the bored A review of the key aspects of the likely project insurance risk profile Joondalup tunnels during un-loading and reloading; confirms that risk identification, effective mitigation through verified b. de-watering and recharging activities, both with respect to existing PTA property and that of third parties; and

c. third party bodily injury, both with respect to both contractors and patrons at a fully operational transport HUB. The ability to demonstrate a detailed review and understanding of lessons learnt from similar projects elsewhere in the world overlayed with the local knowledge of ground conditions and use of proven methodology will maximise insurable risk options and restrict the requirement for self insurance. It is important to note that this Project does not deliver any significant benefit to the Public Transport Authority and in fact will impact negatively on patrons throughout construction, whilst at the same time introducing significant risk of damage to operational assets, third party bodily injury, and reputation. Contractual sharing of retained risk should, therefore, be a broader Government ownership responsibility involving not only the PTA, but also those Stakeholders who stand to benefit from the Project. This ownership is a matter for close attention very early in the Project planning before major decisions about procurement and delivery processes are formalised. 92 March 2010| Public Transport Authority of Western Australia

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Construction insurance protection will still have limitations regardless of watering, and removal of over burden and re-loading activities associated adequacy of design and risk mitigation, specifically with regard to breadth with the cut and cover tunnel construction required in the lowering of the of cover (design risk), vertical limit (damage to existing property) and Fremantle line. retention (attachment point). The bolted segmentally lined tunnels will have a relatively unpredictable 10.3 Project risk profile performance envelope compared to others with the removal of Risk management has commenced with the preparation of design risk overburden. registers and treatment strategies for major scope items. Consequently This type of bored tunnel will offer early risk intervention possibilities and the potential major impacts on project insurability have been considered. the easy installation of monitoring instrumentation before hand to detect All “brownfield” projects introduce inherent risk of damage to existing movement across the joints and stress strain etc. Failure processes can be facilities and interruption to operations, and the Project demonstrates easily recognised, which will most likely become evident with spalling at these characteristics in many ways with the primary concerns from an the vertical or horizontal ring joints. insurance perspective outlined below. In the event of failure, rings can be replaced provided there are some Material Damage to PTA Property spare or if the moulds are still available. Several rings could be made up in advance as part of a mitigation strategy. Project works – the staging of the Project is an interesting logistical exercise in maintaining existing operational services whist providing The risk of flotation will remain the major concern - likewise the long-term access to the site to enable delivery of the project. The works in isolation performance of the affected length of tunnel (settlement from above). are not overly complex however in combination with the proximity of The EPDM segment gaskets will very likely "expand" the ring once the existing structures will attract a high level of concern and cause for overburden is removed. Whilst the ring bolts may help prevent this, the stringent engineering requirements to manage foreseeable risk. rings will expand outwards on their own, with the extent of expansion and integrity of the ring being the consequence requiring close attention and Damage to Existing Property (DTEP) control. There will be some upwards movement of the invert which will Whilst there are many interfaces with the existing Perth Rail Yard affect the rail track alignment, with the extent of upward movement also structures, most are readily manageable within normal risk management requiring close attention and control. practices including appropriate hoarding around worksites, hot work The overall consequence for the affected section of tunnel in the event of permit system implementation, dial before you dig controls with regard to such risks materialising is increase in minor cracking, loss of underground services etc. watertightness of the tunnel and a change of outside The primary concern from the perspective of insurance is potential acceptable tolerances. damage arising from the cut and cover tunnel being constructed over the Significant investigation mitigation measures to these risks have been existing bored tunnels. The existing tunnels will be impacted by the de- commenced as described in section 5.2.4

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Third Party Property Damage (TPPD) reputation cannot be undersold. From the perspective of transferring risk by way of insurance, the guiding principle to be applied to the Project can The project introduces several key risk areas with regard to third party best be summed up in the following statement: property with the primary area of concern being the following activities: “Insurance is not an effective form of risk management” • Dewatering and recharge activities associated with the cut and cover tunnel works. Review and implementation of lessons learnt The International Tunnelling Code of Practice (ITCP) provides a framework from the New Metro Rail City project combined with dilapidation that insurers will expect underpins design and risk management, and it reports of surrounding property and monitoring of water tables will will be the spirit of this code that controls insurers thinking. be the key to effective management of this exposure; Response from insurers will be contingent on an underwriter’s estimation • Vibration during construction of the Diaphragm walls; and of the residual risks and potential failure outcomes. A robust hazard assessment that embraces all stages of the project procurement from • Horseshoe Bridge structural modifications. design to construction will be key. The cause and consequence of even • Damage to the Heritage listed Perth Station Buildings in the vicinity the most remote scenario must be dealt with, in particular if there are any of the new pedestrian underpass circumstances similar to those on other projects elsewhere in the world which have failed or have otherwise been problematic. Third Party Bodily Injury (TPBI) The box tunnel above the existing bored tunnels will undoubtedly attract As the central HUB to Perth’s transport system the project site presents significant concerns. A key fact following investigation of tunnel failures is risk exposures which will impact the procurement of liability insurance. that many of these failure scenarios could have been mitigated (or indeed Injury to commuters and or pedestrians arising out of construction prevented) by proper monitoring and control systems. activities on what will be an incredibly busy “brownfields” site is a risk. Of The ITCP should ideally be implemented as early as possible, well before particular interest will be the risk management strategy implemented to the construction stage. Some risks will only become evident after it is too protect commuters travelling on trains through bored tunnels during cut late to introduce mitigation measures. The Code therefore targets the and cover tunnel construction. identification & risk management of risks associated in the design, ground The other issue is protecting workers on the site which can be addressed investigation and project procurement variables. in part through contractual controls. However, insurers will expect that The Code essentially deals with hazard assessment and risk management. adequate attention is given to worker interfaces and the effective These are often considered project imperatives even without the code, implementation of best practice OH&S procedures. however the code will ensure a robust framework for all areas of concern, 10.4 Risk Engineering in particular ground investigation and design. The complexity of the Project, particularly with reference to minimising Monitoring must verify/validate the design outcomes and triggers and if impact to existing property, interruption to services and maintenance of not, any deviations must attract the appropriate response (halt work) to 94 March 2010| Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Fremantle Lines implement pre-planned (read pre-designed) measures to prevent loss or b. Security – in the current economic climate, insurer security is failure. A back-up response plan for every conceivable scenario if the paramount and is able to be controlled via a PCIP. residual risks are still considered critical is a must. c. Cost Savings – Contractor supplied insurances will be costs Mitigation measures cannot be left to the ad hoc initiatives of on-site reimbursable and will normally incorporate a margin and also personnel. The role of the designer during the construction works will be potentially full commissions payable to broker. Individual an important factor in this respect. contractor’s poor claims experience can potentially impact the placement. There is a minimum approach or standard for tunnels that will deem a particular risk to be acceptable or insurable. The overall management d. Removal of Disputes and Administrative Burden - avoids need to approach, including design and project management systems and review, analyse and discuss contractor’s individual policies. processes and their implementation, is the key component. Eliminates cross claims and disputes between contractors and their insurers. The implementation of the ITCP will therefore be a non-negotiable e. Control - Principal controls appointment of Loss Adjusters/Legal requirement for potential insurers. Advisors and general claim management when losses occur. 10.5 Insurance options Maintains continuity on completed works where staged handover Principal Controlled (PCIP) or Contractor Controlled (CCIP) insurance occurs. Provides improved manageability of interface between provisions? Construction and Operational insurance programs. There is no right or wrong answer in this respect with both stakeholders There is no doubt that in certain circumstances a CCIP is potentially generally able to effect insurance on behalf of the project with respect to beneficial. However, in this instance given the complex interface with Contract Works Material Damage including DTEP and Third Party Liability. operational assets and potential significant self insurance of existing property, it may not provide the most appropriate protection and The fact that this is an integrated “brownfields” project tips the scales outcomes. towards a Principal supplied solution under the banner of “control your own destiny”. Some of the issues to be considered when deliberating over 10.6 Procurement Strategy the preferred insurance delivery option are: 10.6.1 HUB PROCUREMENT STRATEGY SELECTION PROCESS a. Cover – ensures protection supports overall contractual In order to select the preferred procurement strategy for the HUB project, environment and will be particularly important when it comes to a risk based process has been undertaken in accordance with the draft DTEP and potential impact on operational activities. Also CEIID Infrastructure Procurement Options Guide. This process has been eradicating gaps and/or overlap in coverage is easier from a PCIP undertaken through a series of workshops to identify the project and perspective issue with respect to the entire works. procurement risks as well as organisation success factors. These were

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THE HUB : Master Plan for the Lowering of the Fremantle Lines then matched with the various procurement options to obtain a best fit j) Select final proponent that deals with the majority of risks identified. k) Build up Target Outturn Cost (TOC) The end result is that an “alliance based contract” is best placed to meet 3. Enter into agreement. the PTA corporate objectives and manage the project risks. An alliance based contract will allow the PTA to be directly involved with the project 10.6.3 EARLY ADVICE TO INDUSTRY delivery team and decision making that affects the ongoing operations of Early advice to the contracting industry regarding the procurement the public transport system. approach for the HUB Project was advertised during January 2010. This The alliance contract will allocate selected responsibilities for elements of included the scope of works including a works program, an indicative the work to the contractor, such as for design and occupational health and program for the selection process and the form of procurement contract. safety. The Contractor will also be required to share the pain of cost Industry was advised that proponents would be restricted from including overruns and delays to works. specialist railway contractors (signals, communications, SCADA etc.) in their proposed teams. 10.6.2 PROPONENT SELECTION PROCESS The specialist rail contractors will not be part of the initial RFP process but A competitive process will be used to select the preferred proponent to will be jointly selected after the preferred proponent has been selected. enter into the alliance agreement with the PTA. The following steps will At least one of the specialist railway contractors will form part of the be undertaken as detailed in the process below. Alliance Management Team. 1. Early advice to industry. The railway systems works are not high value in terms of the total project 2. Request For Proposals (RFP). costs (15%), but are a high risk element in the successful completion of the railway works for the project. a) Release of request for proposals The interface and commissioning issues between the main contractors b) Close initial RFP and the specialist railway contractors on previous projects has been a c) Presentations by proponents significant concern and this was particularly evident with the Mandurah Railway project. d) Shortlist two preferred proponents e) Workshops with preferred proponents 10.6.4 REQUEST F0R PROPOSAL The current indications are that there is significant interest in this project f) Preferred proponents price components of project with up to six major groups interested in this project. A multi-stage g) Negotiations on risk allocations, overhead and margins competitive RFP process is proposed. This process will allow short-listing of two preferred proponents leading to the selection of the final h) Preferred proponents present proposals i) Negotiations to clarify proposals finalise risk/margin position. 96 March 2010| Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Fremantle Lines proponent, the identification and engagement of the specialist contactors Having short-listed two proponents, the PTA will work directly with both and the development of the total project cost. parties to select a preferred proponent. In order to ensure the PTA has ownership of any IP developed during this process, a project (alliance) The final construction agreement will not be entered into until a total cost development agreement will be entered into with both parties who will has been identified. The PTA will have the option to withdraw from the be paid direct costs for this phase of up to $1 million. These costs will process if it is not satisfied that value for money can be obtained. In order become part of the total project cost for the preferred proponent. to be short listed the proponents will have to respond to particular selection criteria such as those identified below: The PTA will have one team working with both parties through a series of workshops that will cover a range of activities including team building, • Experience with multi-disciplinary projects (including rail projects) constructability and staging. The workshops will also include negotiations with identification, in respect of previous projects, of achievement of on risk allocations, direct costs, overheads and profits. The proponents project budget, evidence of actual outturn costs compared to initial will also be asked to develop direct costs for selected portions of the estimates, actual completion date compared to initial date, and project such as the cut and cover tunnel over the bored tunnels and the production of deliverables against milestones; structure of the underground bus station in terms of a competitive Target • Experience in alliances or high performance teams; Outturn Cost process. • Experience and reputation of key personnel, including their direct Selection of the preferred proponent will then be based on the responsibilities’ experience (rather than old projects they may have workshops, their developed costs and the negotiations on risk allocations, had some minor involvement in) and proponent’s commitment to margins and overheads. The outcomes of the commercial negotiations keep the key personnel on this project, with an explanation as to and the priced components will carry forward to be included in the total how this commitment is to be carried forward; price to be worked up. • The team’s ability to work with diverse groups; As an adjunct to this main process, it is proposed to run an RFP process to • A minimum capitalisation of the proponent (on their own or select a firm to undertake the dewatering for the works across the entire combined with a parent company) of greater than $100 million; site. This process will be run in parallel to the main RFP and the selected • The proposed percentage overhead and profit margin for the project; firm will be a nominated subcontractor to the main proponents. This contractor will participate in the workshops as part of the PTA team • Understanding and management of project risks and how project advising both shortlisted proponents. The PTA’s geotechnical advisor has risks will be best managed in this project; indicated there are limited firms with suitable experience in the Perth CBD • Ability to commit to fixed costs/rates for the duration of the project who have the capability to undertake the dewatering work. (save for PTA’s scope changes); 10.6.5 TOTAL PRICE WORKUP • Performance at presentation and/or interview/workshops. Once the preferred proponent has selected and the specialist railway contractors engaged, the total project cost or target outturn cost will be Public Transport Authority of Western Australia | March 2010 97

THE HUB : Master Plan for the Lowering of the Fremantle Lines developed in conjunction with the proponent. Only when this stage is • Forward works commence mid 2010 and complete early 2011 complete and the cost is acceptable to Government will the final • Award main construction contract early 2011 agreement be entered into. • Commence bus station works late 2011 10.7 Preliminary Implementation Program Two likely construction scenarios have been examined in significant • Complete bus station mid 2013 detail. The construction and implementation program has been • Complete rail works late 2014 developed in parallel with the development and planning of the new Development of the Master Plan construction schedules has involved underground bus station which is documented in a complementary but rigorous examination of the scope of the work and has assumed an separate Master Plan. The first scenario is where the railway lowering is appropriate construction methodology that would be expected from carried out first with its associated forward works in the station area and major civil contractors. The timing and the relationship of the works has the track modifications necessary to enable the commencement of the been reviewed by the construction industry and specialist contractors and main construction contract to build the underground structures. This is is a realistic and achievable program, but must be tested and confirmed referred to as the Sequential Construction Schedule. The Sequential during the contract selection and final negotiation stage with the schedule proceeds through to completion of the railway works at which preferred contractor. time the underground bus station works would commence. The broad timing and key milestones of the Sequential program are: The above outline construction schedules assume that the forward works will be undertaken in a direct managed way with traditional supply and

contract arrangements. The schedules assume that the main construction • Forward works commence mid 2010 and complete early 2011 works will be carried by an Alliance based form of contract in which both the railway and the bus station are included within one contract, but in • Award main construction contract early 2011 which there are a number of separable parts. • Complete railway works mid 2014 An alternative development approach that is recognised, but has not been • Commence bus station works mid 2014 examined in any detail is whereby the bus station works are undertaken completely separately from the railway works within some form of Public • Complete bus station mid 2016 Private Partnership (PPP) contract arrangement. This form of delivery is The alternative construction approach is for the railway works and the bus outside the experience or competence of the PTA and if this was to be a station works to be combined into one construction contract and preferred form of delivery for the underground bus station, the compressed into a shorter timeframe, effectively saving two years of specification and delivery of such would best lie with other agencies construction and having a reduced time for overall impacts on the public within government such as the Department of Treasury and Finance. transport system. The broad timing and key milestones of the Concurrent program are: 98 March 2010| Public Transport Authority of Western Australia

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10.8 Statutory Considerations and Approvals The PTA is authorised to construct and operate railway and bus projects • Construction Environmental Management Plan under the Public Transport Authority Act 2003 and the Public Works Act • Operations Noise and Vibration Management Plan 1902. • Groundwater Management Plan Statutory approvals identified as necessary to enable the construction and • Contaminated Soil Management Plan operation of the Project are shown in the following table. Approval • Acid Sulphate Soil Management Plan requirements will be reviewed on an ongoing basis as the scope of the • Communications Management Plan Project is refined. The Rail Safety Regulator has been briefed on the scope of the project. These plans will be developed to effectively manage key environmental Normal change advice processes will be followed to satisfy Office of Rail issues throughout the course of the Project. Safety requirements. A review of the Perth Station Precinct Conservation Plan will be The need for the following management plans has also been identified: undertaken to ensure the Heritage values of the area are appropriately managed.

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HUB Project Schedule of Approvals Approval Type Reference Approving Authority Minister for planning via WAPC Development Application Planning and Development Act 2005 and EPRA Main Works - Change Advice Notice to the Office of Rail Safety for approval to change the rail system Rail Safety Act 1998 Office of Rail Safety Forward Works - Change Advice Notice to the Office of Rail Safety for approval to change the rail system Rail Safety Act 1998 Office of Rail Safety License to construct bores Rights in Water irrigation Act 1914 S 26D Department of Water License to extract ground water Rights in Water irrigation Act 1914 S 5C Department of Water Approved Noise Management Plan for out of hours work Environmental Protection (Noise) Regulations 1997 City of Perth Discharge approval for discharge of ground water to storm water Swan River Trust / Department of system SRTD 6 Dewatering policy Environment and Conservation Dangerous Goods Safety Act 2004 / Dangerous Department of Mines and Transport of dangerous goods Goods Safety Regulations 2007 Petroleum Controlled Waste Guideline Series / Environment Department of Environment and Transport of controlled waste Protection (Controlled Waste) Regulations 2001 Conservation Department of Mines and Storage and handling of dangerous goods Dangerous Goods Safety Regulations 2007 Petroleum Temporary ablution / toilet facilities discharge to sewer Water Corporation requirement Water Corporation Discharge of ground water to sewer Water Corporation requirement Water corporation Aboriginal Heritage - Invite Indigenous representatives to monitor Commitment contained in the letter to the shallow depth excavations Department of Indigenous Affairs 1 February 2010 Department of Indigenous Affairs Department of Environment and Contaminated site classification lots 1193 and 1178 Contaminated Sites Act 2003 Conservation Contaminated site validation report for handover of lots 1193 and 1178 Department of Environment and to EPRA Contaminated Sites Act 2003 Conservation

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The HUB Master Plan Part 1 : Lowering of the Fremantle Railway in Perth Latest version March 30, 2010 This edition of Master Plan issued without Appendices.

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