CITY LINK MASTER PLAN New Underground Wellington Street Bus Station March 2010

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www.perthcitylink.wa.gov.au In 2009, the Authority of Western Australia (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 Bus project works for the Perth City Link Project. Throughout this document ‘Perth City Link Bus’ will be referred to as ‘The HUB’. THE HUB : Master Plan for New Underground Wellington Street Bus Station

THE HUB Master Plan Part 2: New Underground Wellington Street Bus Station March 2010 FINAL

Latest version March 30, 2010. PRODUCED BY : Infrastructure 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 and the City of Perth

THE HUB : Master Plan for New Underground Wellington Street Bus Station

3.2.5. BUS PASSENGER SET‐DOWN ...... 18 CONTENTS 3.2.6. BUS LAYOVER ...... 21 FOREWORD ...... v 3.2.7. TOTAL BUS SPACE REQUIREMENTS ...... 21

EXECUTIVE OVERVIEW ...... vi 3.3. Bus Capacity ...... 22

1. BACKGROUND ...... 1 3.4. Bus Operations in the Bus Station ...... 23

1.1. History ...... 1 3.5. Design Bus ...... 24 3.5.1. CHARACTERISTICS OF TO USE THE BUS STATION ...... 24 2. Recent Precursors to the HUB ...... 3 3.6. Capacity Of Road Network And Traffic Management ...... 25 2.1. Objectives of the HUB Master Plan ...... 5 3.6.1. PROJECTED BUS FLOWS ...... 25 2.1.1. WELLINGTON STREET BUS STATION PROJECT OBJECTIVES ...... 5 3.6.2. ROLE OF MILLIGAN STREET ...... 25 3.6.3. BUS CROSSOVER ...... 25 2.2. Wellington Street Bus Station ...... 6 3.6.4. MILLIGAN STREET LANE CONFIGURATION AND SIGNALISATION 26 2.2.1. INTRODUCTION AND BACKGROUND ...... 6 2.2.2. THE ROLE OF THE WELLINGTON STREET BUS STATION ...... 6 3.7. Bus Station Layout and Dimensions ...... 26 2.2.3. FUTURE WELLINGTON STREET BUS STATION OPERATIONS AND DESIGN ...... 7 3.8. Requirements of other potential users ...... 30 2.2.4. OTHER DESIGN ISSUES ...... 9 3.8.1. BUS STATION MANAGEMENT ...... 30 2.2.5. STAGING ...... 9 3.8.2. SPECIAL EVENTS AND RAIL REPLACEMENT BUS SERVICES ...... 30 3.8.3. INTERCITY COACHES ...... 30 3. MEETING EXISTING AND FUTURE DEMANDS ...... 10 3.8.4. FIRE RESPONSE VEHICLES ...... 30 3.8.5. RECOVERY VEHICLES ...... 31 3.1. Site Characteristics ...... 10 3.8.6. WASTE REMOVAL VEHICLES ...... 31 3.8.7. TAXIS AND SHORT STAY PARKING ...... 31 3.2. Bus Space Requirements ...... 15 3.8.8. BICYCLES ...... 32 3.2.1. BUS PASSENGER SET‐DOWN AND PICK UP ...... 15 3.8.9. RETAIL AND OTHER ACTIVITIES ...... 32 3.2.2. IMPACT OF ARTICULATED BUSES ...... 17 3.2.3. BUS ROUTE GROUPINGS ...... 17 3.9. Temporary Bus Station ...... 32 3.2.4. PASSENGER PICK UP STOP REQUIREMENTS WITH ROUTE 3.9.1. WELLINGTON STREET BUS STATION – TEMPORARY BUS STATION GROUPINGS ...... 17 OPTIONS ...... 32 Public Transport Authority of Western Australia | March 2010 i

THE HUB : Master Plan for New Underground Wellington Street Bus Station

3.9.2. THE NEED FOR A TEMPORARY BUS STATION ...... 32 5.3.2. BUS SPACES ...... 55 3.9.3. PRINCIPLES FOR TEMPORARY BUS STATION ...... 33 5.3.3. PASSENGER SPACE AND PEDESTRIAN CAPACITY ...... 55 3.9.4. TEMPORARY BUS STATION FUNCTIONAL REQUIREMENTS ...... 33 5.3.4. PEDESTRIAN SAFETY AND ACCESS ...... 55 3.9.5. TEMPORARY BUS STATION OPTIONS ...... 36 5.3.5. VEHICLE OPERATIONS AND TRAFFIC ...... 56 5.3.6. INTELLIGENT TRANSPORT SYSTEMS AND BUS MANAGEMENT ... 56 4. Passenger requirements...... 39 5.3.7. FUTURE EXPANSION AND FLEXIBILITY ...... 56 5.3.8. BUS STATION LOCATION ...... 56 4.1. General ...... 39 6. Project Scope ...... 58 4.2. Passenger access ...... 39 4.2.1. PASSENGER FUNCTION ...... 39 6.1. Bus Station Configuration and sizing ...... 58 4.2.2. PASSENGER DESTINATIONS ...... 40 6.1.1. BUS STATION CONFIGURATION ...... 58 6.1.2. BUS STATION SIZING ...... 58 4.3. Passenger space requirements ...... 46 6.1.3. TAXI RANKS, SHORT STAY PARKING, BICYCLE PROVISIONS ...... 59

4.4. Comfort and amenity ...... 47 6.2. Milligan Street and James Street Access ...... 60

4.5. Information and Wayfinding ...... 48 6.2.1. MILLIGAN STREET ACCESS ...... 60 6.2.2. BUS LANE / MILLIGAN STREET INTERSECTION ...... 61 4.6. Safety and security...... 49 6.2.3. JAMES STREET ACCESS ...... 61

4.7. Prominence and integration ...... 50 6.3. Tunnel Access ...... 61

5. Design principles and parameters ...... 51 6.4. Pedestrian Access ...... 62 6.4.1. STUDY OUTCOMES ...... 63 5.1. Principles of interchange function ...... 51 6.5. Rail Interface ...... 71 5.2. Health and safety ...... 51 5.2.1. LIGHTING ...... 51 6.6. Structural ...... 71 5.2.2. AIR QUALITY AND VENTILATION ...... 51 6.6.1. CONCEPTUAL STRUCTURAL DESIGN ...... 71 5.2.3. NOISE ...... 53 6.6.2. METHOD OF BASEMENT CONSTRUCTION ...... 76 6.6.3. GEOTECHNICAL INVESTIGATION ...... 78 5.3. General requirements of Bus Station ...... 55 5.3.1. DESIGN YEAR ...... 55 6.7. Mechanical and Electrical ...... 79 ii March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for New Underground Wellington Street Bus Station

6.7.1. GENERAL ...... 79 6.11.1. INTRODUCTION ...... 90 6.7.2. NORMAL / EMERGENCY VENTILATION ...... 79 6.11.2. STAKEHOLDER CONSULTATION ...... 90 6.7.3. BUS WAY AND BUS TUNNEL VENTILATION ...... 80 6.11.3. DESIGN PRINCIPLES ...... 91 6.7.4. PASSENGER LOUNGE AIR‐CONDITIONING ...... 82 6.11.4. STATION ENTRIES ...... 91 6.7.5. MAJOR PLANT ...... 83 6.11.5. PASSENGER LOUNGE ...... 92 6.7.6. LOCATION OF PLANT AREAS ...... 83 6.11.6. BUS CIRCULATION ZONE ...... 93 6.7.7. FURTHER REQUIREMENTS ...... 84 6.11.7. SIGNAGE ...... 93 6.11.8. MATERIALS ...... 94 6.8. Fire Management ...... 84 6.11.9. STRUCTURE & SERVICES ...... 94

6.9. Hydraulics ...... 85 6.12. Intelligent Transport System ...... 99 6.9.1. SCOPE OF SERVICES ...... 85 6.12.1. SAFETY/SECURITY ...... 99 6.9.2. SANITARY FIXTURES ...... 85 6.12.2. INFORMATION ...... 99 6.9.3. TAPS AND VALVES ...... 85 6.12.3. OPERATIONS ...... 100 6.9.4. SOIL, WASTES AND VENT PIPES ...... 85 6.12.4. BUS BAY ALLOCATION ...... 100 6.9.5. SEWER DRAINAGE ...... 85 6.12.5. OTHER CONSIDERATIONS ...... 100 6.9.6. STORMWATER DRAINAGE ...... 85 6.9.7. COLD WATER SERVICE ...... 86 6.13. Safety ...... 103 6.9.8. HOT WATER SERVICE ...... 86 6.9.9. FIRE HYDRANT AND FIRE HOSE REEL SERVICE ...... 86 6.14. Amenity ...... 103 6.9.10. EARTH BONDING AND ELECTRICAL ISOLATION ...... 86 6.9.11. MATERIALS ...... 87 6.15. Easy access ...... 104 6.9.12. MAINTENANCE MINIMISATION ...... 87 6.16. Integration and urban design ...... 104 6.10. Geotechnical ...... 87 6.17. Wayfinding, information and queuing systems ...... 105 6.10.1. EXISTING CONDITIONS ...... 87 6.10.2. EXISTING BORED TUNNELS ...... 88 6.18. Management ...... 105 6.10.3. PROPOSED WORKS AND KEY GEOTECHNICAL ISSUES ...... 89 6.10.4. WORKS IN CLOSE PROXIMITY TO EXISTING BORED TUNNELS ..... 89 6.19. Maintenance ...... 106 6.10.5. FUTURE DEVELOPMENT ABOVE AND ADJACENT TO NEW AND EXISTING PTA UNDERGROUND WORKS...... 90 6.20. Commercial, retail and residential ...... 106

6.11. Architectural ...... 90 6.21. Environmental Considerations ...... 107

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

6.21.1. INTRODUCTION ...... 107 7.3.11. FINANCIAL IMPACTS: LOSS OF ADVERTISING AND RENTAL 6.21.2. ENVIRONMENTAL RISKS ...... 107 INCOME ...... 121 6.21.3. ENVIRONMENTAL IMPACTS ...... 107 7.3.12. SOURCE OF FUNDS ...... 121 6.21.4. MANAGEMENT ...... 108 6.21.5. NOISE AND VIBRATION ...... 110 7.4. Program ...... 121 6.21.6. ESD PRINCIPLES ...... 110 7.4.1. BACKGROUND ...... 121 7.4.2. PROCUREMENT ...... 125 6.22. Cycle Demand Management ...... 110 7.4.3. CONSTRUCTION METHODOLOGY ...... 125 7.4.4. PUBLIC HOLIDAYS ...... 125 6.23. Systems and Communications ...... 110 7.5. Statutory Considerations and Approvals ...... 125 7. Implementation ...... 112

7.1. Procurement Strategy ...... 112

7.2. Risk Management ...... 112

7.2.1. INSURANCE AND RISK TRANSFER ...... 113 7.2.2. PROJECT RISK PROFILE ...... 114 7.2.3. RISK ENGINEERING ...... 115 7.2.4. THE INSURANCE OPTIONS ...... 116 7.2.5. CONTRACTUAL REGIME ...... 117

7.3. Costing/Funding...... 117 7.3.1. FACTORS EFFECTING COSTS ...... 117 7.3.2. ESTIMATE RELIABILITY ...... 118 7.3.3. ESTIMATE BENCHMARKING ...... 118 7.3.4. ESCALATION ...... 118 7.3.5. BASE CAPITAL COST ...... 119 7.3.6. OUTTURN COSTS ...... 119 7.3.7. FINANCING ASSUMPTIONS ...... 119 7.3.8. PTA ASSOCIATED COSTS ...... 119 7.3.9. OPERATING COSTS ...... 120 7.3.10. ASSET LIFECYCLE COSTS ...... 120

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

FOREWORD Ian Johnston (East Perth Redevelopment Authority) and representatives of the City of Perth, the West Australian Planning Commission and Main Two Master Plans have been prepared to facilitate the requirements of Roads WA. the Link Implementation Deed; one to lower the railway lines The support and the confidence shown by the Hub Steering Committee between Milligan Street and the ; the other to build a and its chairman, Mr Reece Waldock was also greatly appreciated. new underground Wellington Street Bus Station immediately after the railway works have been completed. These Master Plans follow five Finally, I would like to acknowledge the contribution of fellow members of previous Master Plans prepared over the last twenty five years to expand the PTA Executive – Hugh Smith and Kim Stone, and Ross Hamilton, who and develop Perth’s Suburban Railway System. has been appointed Project Director to implement the works. In this regard, the contribution by the Division of the PTA led by Mark Together with the Master Plan to lower the railway, the Wellington Street Burgess and his senior officers has been essential in developing this plan. Bus Station Master Plan has been prepared by a specialised team established for the purpose within the Infrastructure Planning Division of the Public Transport Authority. Work started on this Master Plan in June 2009, and was completed by March 2010. Peter Martinovich Executive Director, Infrastructure Planning & Land Services Preparation of the two Master Plans followed a proven, structured Master Plan Manager process of; providing background information; describing motivation and March, 2010 justification for the project; consulting extensively with key stakeholders to define the requirements; identifying, assessing and addressing risks to successful implementation; providing advanced concept plans of what is required; and developing proper infrastructure staging and operational plans. The Master Plan development work then became the basis of cost estimation. Experience has shown that through this method, well developed proposals evolve with minimal potential for scope creep during implementation, providing confidence in the cost estimates produced. In presenting this Master Plan, I wish to acknowledge the excellent work of Kym Hockley in preparing the document, Andrew Cartledge who coordinated the developments of the two Master Plans and the costing, and those directly involved in developing this Master Plan. Preparation of this Master Plan would not have been possible without the full cooperation of the stakeholders. I acknowledge the contribution of

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

EXECUTIVE OVERVIEW It will realise significant development benefits that were highlighted by Premier Barnett in October 2008 when he described the project of as one The proposed new underground Wellington Street Bus Station, in of strategic importance to Western Australia. conjunction with lowering of the Fremantle Lines through Perth, will Each of the two HUB Master Plans that have now been produced have realise significant access and development benefits that will also optimise been developed in conformance with the requirements of the East Perth the integration of the busiest public transport HUB within the Redevelopment Authority’s Link Master Plan, as endorsed by the State metropolitan area and its surroundings. Government. This Master Plan should be read in conjunction with the Fremantle Rail Master Plan Objectives Lowering Master Plan. The PTA has been charged to deliver certain outcomes in conformance Based on the recommendations contained in the HUB Master Plans, with the Link Project Implementation Deed between the State and the Cabinet approved the joint PTA/EPRA submission in respect to the City of Perth. Under that deed, the PTA responsibilities are to provide: HUB/Link Projects on March 15, 2010. Specifically, Cabinet approved the allocation of $609.3 million to the PTA to undertake the railway works and • A surface connection across the railway on the western side of construct a new underground bus station as described in this Wellington William Street between Wellington and Roe Streets. Street Bus Station Master Plan and the Master Plan for the Railway • A surface connection between King Street and Lake Street. Lowering. Cabinet approved the construction of the railway and bus station sequentially and approved the allocation of operating expenditure • A cleared development area between the two connections bounded to the PTA. Cabinet also approved the allocation of capital funds to EPRA by Wellington and Roe Streets. to undertake its works and instructed that the timing of the completion of The site is to be delivered to EPRA in a condition that can be readily City Square be re‐assessed. developed, bearing in mind the history of the area as a major rail facility Benefits with an expectation of site contamination from that activity. The Hub Project site area and linkages between Perth and Northbridge are shown Sinking the two remaining (Fremantle Railway) lines between the in Figures 1 and 2. Horseshoe Bridge and Milligan Street, in conjunction with construction of a new underground Wellington Street Bus Station, will realise an The public transport facilities at the HUB facilitate the arrival and aspiration that is a hundred years old whose time has come. departure of the most concentrated movement of people in the metropolitan area. It is estimated that numbers using the facilities will It will connect Perth’s Northbridge District with its main city retail and double in the next 20 years. There is an increasing standard of amenity business area. demanded by a discerning community, increasingly dependent on public It will also enhance the vitality of the area by optimising integration of the transport access to the city. What is built must also compliment an busiest public transport HUB within the metropolitan area and its investment over the past twenty years of nearly $3 billion in current surroundings. value, to extend and improve metropolitan public transport services. vi March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for New Underground Wellington Street Bus Station

Therefore, in discharging its obligations under the Link Project Areas of greatest risk were identified early in the process and sufficient Implementation Deed, the PTA must also ensure the provision of an work was undertaken during the Master Plan development process to efficient, safe, robust public transport infrastructure and operating system reduce the risk. Worthy of special mention are the following specific risks to meet the needs out to 2050 (at least), at minimal risk and disruption to that were addressed: public transport passenger services, people, and property during  Lowering the Fremantle Lines in a tunnel over the recently construction. completed bored tunnels between Wellington Street and At a high level, project sense, the objectives of the Master Plans were to Northbridge. develop the scope of work to undertake the project in sufficient detail to  Staging during construction to maintain a safe and effective public prove feasibility, establishing what risks there were and how they were to transport system. be managed and then developing a conservative timeframes and cost  Locking the public transport system into constrained underground estimates within which the works could be constructed. facilities from a previously unconstrained site, and the need to ensure delivery of a public transport system that meets present The Master Plan Process needs with minimal redundancy for irregularities and capacity for In January 2009, the PTA established a dedicated team of highly some future growth. experienced professionals to prepare the rail Master Plan. Preparation of Governance this Master Plan commenced in June 2009. Both Master Plans were completed in February this year. Governance and guidance of the HUB Master Plans was provided by the HUB Steering Committee chaired by the Chief Executive Officer of the In summary, the plans were prepared as per the following sequence: PTA, Mr Reece Waldock.  Accepting the outcomes required by the Link Master Plan as the key Membership of the steering committee includes: the Chairman of the drivers of the project; West Australian Planning Commission; the Lord Mayor and CEO of the City  Recognition that taxpayer funding for the project was limited; of Perth; the CEO of the East Perth Redevelopment Authority; the Director  Consulting extensively with stakeholders to develop the scope; General of the Department of Planning; representatives from the Commonwealth Department of Infrastructure, Transport, Regional  Developing the scope of works and concept plans to a high level of certainty in accordance with stakeholder needs, present and future Development and Local Government; senior representation from the needs, engineering feasibility and requirements, operational Department of Transport and the Department of Treasury and Finance requirements, regulatory and statutory requirements; with representatives from the Minister Transport, the office of the Department of Premier and Cabinet and the Premier’s office. Day to day  Defining and addressing the risks involved; stakeholder input into the Master Planning process was provided by a  Developing Infrastructure and operational staging plans; and, Technical Reference Group, managed and chaired by PTA.  Preparing robust and conservative timeframes and cost estimates to execute the works. Summary of Master Plan Outcomes Public Transport Authority of Western Australia | March 2010 vii

THE HUB : Master Plan for New Underground Wellington Street Bus Station

1. The Master Plan has defined the scope of work required to lower the primary requirement for passengers is for access by foot to CBD Wellington Street Bus Station, which will accommodate the destinations. requirements of the Link Master Plan. This has been undertaken in 7. The facility should be safe to use for both passengers and buses. close consultation with both internal stakeholders within the PTA Passenger movements should be separated from bus movements and external stakeholders, especially the EPRA, Department for such that pedestrian movements to, from and through the Planning (DOP) and the City of Perth. underground Bus Station will not conflict with bus movements; and 2. The scope of work has been defined to a level sufficient to identify pedestrians should be effectively deterred from walking on bus the infrastructure in accordance with passenger demands and roadways where they could come into conflict with buses. operational requirements, and to a level from which estimates have 8. In keeping with the importance of the Bus Station in Perth’s public been produced in current dollar values, in which there can be a high transport network (it is the second most important generator of level of confidence. public transport trips), the quality of passenger facilities in the Bus 3. Prudent planning and the PTA’s own public service obligations Station should be consistent with world best practice. The objective demand that the needs of passengers and the operator are satisfied is for an enclosed, airport‐quality passenger lounge with high‐quality when the bus station is placed underground and that the level of fittings and finishes. amenity on completion must be superior to that which currently 9. The Bus Station will need to accommodate a range of bus types, exists. including rigid buses and articulated buses of types that may use the 4. The EPRA, Western Australian Planning Commission (WAPC) and the bus station during normal operations and special occasions such as City of Perth have stipulated there should be a pedestrian path at during events and rail replacement bus operations. The Bus Station surface level from Forrest Place to City Square through the must have sufficient capacity to accommodate weekday peak period Horseshoe Bridge where passengers currently surface from Perth demands for bus and passenger movements (including flows of other Underground to transfer to the central platforms. This has come as a pedestrians who may use the bus station as part of a journey transfer new requirement to the PTA. or another movement) in its design year (2031). It should be flexible and resilient in its design and operations to absorb incidents likely to 5. The Bus Station is a facility for passengers, not buses – the design be encountered during normal daily operations (early or late running and function of the facility should be focused on improving the of buses, variations in passenger boarding times, interruptions in experience for bus passengers, with bus operational requirements management systems etc) and to quickly recover from incidents being modified to facilitate the passenger amenity. without experiencing major delays or congestion. 6. The majority of bus passengers alighting in the Bus Station walk to 10. The Bus Station design will need to accommodate operational their final destination within the CBD and so while provision should requirements to enable efficient, safe and reliable operations, be made for intermodal transfer (bus to bus and bus to rail) the

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

acknowledging that services will require a higher level of Cost Estimates management. In preparing the Master Plan, priority attention was given to define scope 11. The Bus Station should be a prominent piece of transport of works and then fully exploring areas that were identified to present the infrastructure, helping to promote public transport in the city. It greatest risk to the project. That process involved specialised, detailed should be easy to find for intending users (particularly first‐time examination and independent engineering analysis through consultants users) by means of a prominent and aesthetic entrance, and should where necessary. This also included a review of the constructability of the integrate with pedestrian movement networks. This will be a project in conjunction with preparation of a detailed program of works. particular challenge with an underground facility where there is a Final cost estimates were therefore based on a highly developed scope of desire to minimise the impact of surface structures on urban design works. The estimates were then subjected to a similar level of scrutiny as outcomes. had been applied to the scope, including a detailed review of the 12. Bus access to the Bus Station will need to be efficient, with strong contingencies and allowances made for each item of work. As priority measures and high level infrastructure to avoid congestion appropriate, these allowances were adjusted to take some account of the and time delays. level of complexity and risk associated with that item. The costs therefore contain a prudent contingency allowance appropriate to the high level of 13. Adequate bus layover positions will need to be identified and scope development and associated risks. established to ensure appropriate flexibility and efficiency of services to accommodate current and future passenger demand. On March 15, 2010, Cabinet approved the capital allocation of $609.3 million to the PTA to complete the railway works and construct a new 14. Construction of the works can be managed effectively so as to underground bus station as described in the HUB Master Plans by the end maintain the defined scope of works, the budget, and control risk to of 2016. That amount includes proper allowance for escalation, a very low and acceptable level. contingency, and construction “float time” over the period to the end of The Construction Sequence 2016. The Master Plans that have been prepared by the PTA are on the basis The total estimated cost of the bus station is $205 million (January 2010 that: dollar value) which escalates to $248.9 million assuming the bus station  The railway works will be constructed first to a timetable that will works are constructed in accordance with the objective to commence have the works completed around mid 2014 those works around mid 2014 and complete them by the end of 2016.  A new Underground bus station will then be constructed and In cooperation with EPRA, the engineering enhancements to the completed by the end of 2016 structures have been designed at concept level to accommodate the planned development footprint and loadings from EPRA, including buildings above the railway of up to 30 storeys.

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

There will be a direct benefit of $30 million to future developers and A deliberate considered risk based process was undertaken for this project builders for the provision made in the underground structures to allow to determine the most appropriate method of contracting. It showed that construction of buildings up to 30 storeys high over them. for contract control purposes an alliance was the most appropriate method of procurement given the operational disruption that could occur The costs estimated in this Master Plan are based on: to PTA passengers. Given the level of scope definition undertaken as part  The sequence of construction as described earlier. of the project development and the use of a competitive alliance, the PTA  The highly developed scope of work that has been defined. does not expect that this contracting method will cost any more than a  The estimated cost of doing the work at this time. traditional design and construct contract.  A manner that is consistent with past practise but allowing for Environmental and Planning Requirements improvement. Sufficient work and planning has been undertaken to identify the Because the costs are most sensitive to the scope of works to be built, the important environmental, social and heritage issues to the extent the defined scope must be agreed by all parties as the basis of the cost Government can be assured there are no serious impediments to the estimates. This must be comprehended in approving the budget and in project from those perspectives. selecting the method to construct the works. Applications for development approval of the forward works and for the Procurement and Delivery Options major rail works have been lodged with the WAPC and EPRA respectively. The Master Plan has been developed to the most conservative program Staging Requirements whereby the railway lowering works will be funded and managed by the To facilitate the construction of the underground Wellington Street Bus Government, with the railway works to commence in the first quarter of Station, it will be necessary to temporarily relocate the bus operations to 2011 and be completed by the end of 2014; followed by construction of an alternative site. During the Master Plan development, four alternative the new underground bus station that will be completed by the end of temporary bus station options were assessed and discussed with various 2016. stakeholders. From this assessment process, the relocation of the current An alternative to construct the railway and bus works concurrently has bus operations to a temporary facility to be located along Wellington been rejected, as it which will increase the immediate annual cash‐flows. Street between Pier Street and Milligan Street was selected and agreed A third option was for the bus station to be constructed and partially or with the City of Perth. The construction of the temporary facilities will fully funded by the private sector. For a number of reasons discussed in need to be undertaken during 2013, to ensure that the buses can be the bus Master Plan, that is not favoured by either the PTA or EPRA. transferred prior to the proposed bus station construction period of 2014 – 2016. Whilst the estimating process has made allowances for contractual arrangements they have been based mainly on traditional contracting processes.

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

Figure 1 The HUB Project site area and principal connections

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

Figure 2 The HUB Project site area

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

But despite the construction of the Horseshoe and Barrack Street bridges 1. BACKGROUND over the railway, there developed a desire for greater connectivity, with the railway itself seen to be the major divisive factor, and the bridges seen to 1.1. History be an inadequate connection with the central city. In the early 1880’s, Perth’s city centre was divided from its hotel and

“nightlife” area when the Fremantle–Perth–Guildford railway line was constructed. The start of train services in 1881 was a turning point for the fledgling colony with a pronounced movement away from the Swan River as the focus of transport between Fremantle and Perth and from Perth to the agricultural hinterland through Guildford. The situation was further consolidated by 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 this time, Perth Station has been the focus and symbol of public transport for the city. Originally opened in 1881 with the new railway, it was replaced in 1893 by the current building, designed by George Temple Poole, and has become an iconic city landmark. For the intervening 118 Horseshoe Bridge, circa 1919 years, the north/south morphology of Perth has been defined by the Swan River to the south, the east‐west ridge line between St Georges Terrace and Hay Street, and the railway lines to the north. From the beginning, ideas to overcome the separation caused by the For the first years after the railway was built, the north‐south links across railway focused on both lowering the railway and establishing Perth Station the railway were: road crossing at Melbourne Road (later Milligan Street as a core element of an axis between the river and the nightlife area. In crossing that was closed in the 1950’s), the at‐grade crossing at William 1911, the Government Architect, W. B. Hardwick, proposed a concept of Street (replaced by the Horseshoe Bridge in 1894, the northern section then lowering the railway from around Delhi Square through to Wellington known as Hutt Street), busy William Street level crossing provided a direct Square that was covered by gardens and a grand mall. In 1914, the Town road and pedestrian link from the main city area to increasing development Clerk of the City of Perth, W. E. Bold, proposed a planning agenda of ideas north of the railway lines. The crossing was closed so often and for such garnered from a world tour that included creating a north‐south axis long periods that the now iconic Horseshoe Bridge was constructed and through the city based on Perth Station. opened in 1904, to overcome the division caused by the overloaded Some years later in 1930, the Metropolitan Town Planning Commission, intersection. under the guidance of architect/planner, Mr Harold Boas, released the first

Public Transport Authority of Western Australia | March 2010 1

THE HUB : Master Plan for New Underground Wellington Street Bus Station plan for the City of Perth. A core element of this plan was to relocate the considered a proposal to replace the railway line with a busway. In 1975, railway to an alignment along Vincent Street to the north to create an Stephenson revisited his earlier proposals and sought to retain the Perth expanded city area with a civic centre in and around the Roe Street/William Railway Station and the heritage buildings of the Cultural Centre precinct. Street intersection. There have also been other more recent proposals, including one to sink the railway through the city, under Wellington Street. The economic, social, and political growth of the era following World War II brought changes in planning and transport focus. The Stephenson – The Forrest Place redevelopment, Perth’s bicentennial project, retained the Hepburn Plan of 1955 retained the railway in its location, and shifted focus suburban railway system, , the Horseshoe Bridge and, towards the growing motor car industry and road transport. With this shift with an eastern elevated concourse, linked the pedestrian precincts of in focus also came a shift in the way land use in the city was to develop. central Perth, through the Perth Railway precinct to the Cultural Centre Prior to the 1955 plan, the predominant land use on the northern side of precinct. the railway through much of North and East Perth was residential. With the More than 100 years on from the construction of the railway lines and the incoming planning strategy of zoning land to single use areas, this changed Horseshoe Bridge, planning concepts and strategies are recognising the and pushed the residential to the outskirts of the city areas with industrial shortcomings of single use land zones when compared to mixed uses that zones being developed to the north of the railway lines from West to East encourage a broad range of activities and create a strong positive sense of Perth. Stephenson and Hepburn proposed demolishing the Railway Station urban place that attracts people. With these changes in planning strategies, and Horseshoe Bridge and bridging from Wellington Street across the some forward thinking from the planners of the recently completed New railway line into a proposed Cultural Centre precinct. MetroRail Project, and commitments from both the State and Federal In 1964, the Town Planning Department, and in 1967 Skidmore Owings and governments, the opportunity to recreate the lost connection between the Merrill and Harold Boas, proposed lowering the railway line and city and its nightlife area has presented itself in the form of The HUB redeveloping the air space above it to re‐connect those parts of central Project. Perth south and north of the railway line. The HUB Project will be the next stage in the evolution of the Perth Railway In 1973, the current Wellington Street Bus Station was built and opened in precinct. Lowering the Perth – Fremantle lines between Lake Street and the June that year as the principal bus station servicing the Perth city bus travel Horseshoe Bridge, as well as the Wellington Street Bus Station will be most demand. significant and exciting innovations with profound, beneficial effects on the City of Perth. The ever increasing use of public transport for commuter In 1974, there was a plethora of proposals. Firstly, John Oldham and then trips into the City will bring an associated increased pedestrian movement the New Heart for Perth Society proposed to lower the railway line and to and vitality that will require careful planning for pedestrian movement into develop parklands above it. Forbes & Fitzhardinge proposed a Post Office and across the whole area bounded by Murray and James streets running redevelopment within Forrest Place, the State Government proposed east/west, and Fitzgerald and Pier streets running north/south. These links redevelopment of the Cultural Centre precinct and then the City of Perth will serve the business, cultural, retail, commercial, and entertainment produced alternative proposals. Also in 1974, the State Government attractions of our City. 2 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for New Underground Wellington Street Bus Station

Under the vision provided by the Government this will be accomplished In 2007 the Northbridge Link Project was renamed “The Link”. The scope of whilst retaining the iconic Perth Railway Station and the Horseshoe Bridge The Link Project can be summarised by the following four elements: as the centrepieces of The HUB. These infrastructure changes will enable 1. New bus station to replace the ageing Wellington Street Bus Station; the space within the Horseshoe Bridge to be developed as a unique urban space, called City Square. 2. Railway works – lowering of the Fremantle Lines and associated works to create the opportunity for development over, reconnecting William The HUB Project will mark the time when the perception of public transport Street for pedestrians and connecting King and Lake streets; moved from being peripheral to central Perth to being central to its future as a world class city. 3. Redevelopment of the Project Area as a mixed use precinct with strong urban and civic principles and connections; and 2. RECENT PRECURSORS TO THE HUB 4. The , and multi‐use entertainment and indoor sports The Northbridge Link Project stadium. Following completion of the Supplementary Master Plan and The intent and objectives of the State and the City of Perth were formalised commencement of the implementation of the New MetroRail Project, the in an Implementation Deed in June 2008 which outlines, among other Government began looking into the feasibility of sinking the Fremantle things, the following objectives for The Link Project: Lines west of the Horseshoe Bridge. In February 2004, the Northbridge Link a) to connect Northbridge with the Perth City Centre; Committee was formed to oversee the planning and other studies related b) to lower the Fremantle line from the Perth Central Station to a point to the proposal to lower the Fremantle Lines and create a development site just west of Lake Street; over. c) to create a development area (the Project Area) that could be In 2005, the Government committed to progress the Project, based on the developed in a way to: business case developed under the Committee. Later that year the East Perth Redevelopment Authority (EPRA) was given responsibility for i. create a mixed‐use precinct in the Project Area; coordinating and delivering the Project as well as being the planning ii. create civic spaces befitting a capital city; authority for the Project Area, and the City of Perth formally resolved to iii. create additional rateable land; support the Project. iv. construct the Perth Arena; and The PTA was given responsibility for delivering the rail and bus transport v. construct the New Bus Station. aspects of the Project and to deliver the Project Area to EPRA ready for development. The Department of Housing and Works was given The latest EPRA Link Master Plan is shown in Figure 3. responsibility for delivering the entertainment facility proposed at the western end of the Project Area

Public Transport Authority of Western Australia | March 2010 3

THE HUB : Master Plan for New Underground Wellington Street Bus Station

Figure 3 The EPRA Link Master Plan

4 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Wellington Street Bus Station

2.1. Objectives of the HUB Master Plan With the completion of this Master Plan, endorsement is sought to progress the Project to the detailed design stage and preparation of The key objectives of The HUB Project are to create: documents to procurement works, based on:  a connection across the railway on the western side of William Street a) the location below ground of the Bus Station and the area proposed between Wellington and Roe streets; for the location to be finalised within;  an at‐grade connection between King Street and Lake Street; b) the project Staging plans;  a cleared development area between the two connections; and, c) the project cost estimate; and  an adequate, robust public transport infrastructure capable to meet the needs out to 2050 (design year of 2031, plus extended capacity d) the preliminary risk identification. through service changes, technology and layover management); 2.1.1. WELLINGTON STREET BUS STATION PROJECT OBJECTIVES with minimal risk and disruption to public transport passenger services, The objective of the Wellington Street Bus Station project is to deliver the people, and property. land use planning and urban design objectives of the HUB project (as These objectives have been framed through the following tasks: outlined above) by relocating the existing bus station underground to a new facility.  define public transport requirements for the current, medium and longer terms; The new bus station should accommodate all bus and passenger movements expected in the design year of 2031 (including proposed new  carry out concept planning to define the work scope to a high level; bus services on the Alexander Drive corridor) and connect with the  prepare a staging plan that will minimise the risk of disruption to Northbridge bus bridge and busway due to be completed in June 2010, as public transport services during construction; well as establishing priority access via an extension of Milligan Street to  achieve agreement with internal PTA stakeholders; the Busway for buses from the south and east that approach via Wellington Street.  achieve external acceptance of PTA footprint and needs; Other key objectives for the project are to improve the quality of  prepare base cost estimates on a well‐defined scope of works to a passenger and bus facilities and operations (to overcome potential high level of certainty; impacts of enclosing the bus station and placing it underground) and to  identify areas of significant risk for further development if necessary; integrate the bus station with other public transport facilities in the HUB; and and with surrounding land uses and the Perth CBD.  investigate procurement and delivery options.

Public Transport Authority of Western Australia | March 2010 5

THE HUB : Master Plan for the Lowering of the Wellington Street Bus Station

2.2. Wellington Street Bus Station The Station serves predominantly as a terminus for bus routes serving Perth’s inner northern suburbs and outer north eastern residential area. 2.2.1. INTRODUCTION AND BACKGROUND With significant growth forecasts in public transport patronage in the The Wellington Street Bus Station is the key bus component of the HUB areas served by the Station, new rapid routes are being Project. The relocation of the Station to a new underground facility will considered to provide the capacity to accommodate these proposed new be a major contribution to achieving the urban renewal objectives of the services. It is anticipated that bus flows through the facility will increase Project. from around 83 buses per hour in the morning peak in 2009, to more than The new Station will be designed to accommodate anticipated growth in 200 buses (space) per hour in 2031. bus patronage out to 2031, at the same time as provide sufficient capacity Current indications are that the existing Station functions as a destination for future bus network expansion. for around 85% of the average weekday passengers. This means that the The Station will benefit from lessons learnt from the design and operation confluence of the bus and train stations provide a transfer choice for of other underground bus stations in Australasia and Europe to ensure it around 15% of the daily bus patronage, but should be considered as two will be a world‐class facility. Dynamic stop allocation principles will define adjoining, major transport termini, rather than a combined interchange. the operational and functional performance of the Station. High levels of This consideration defines the weight attributed to the need for an bus priority on all approach routes to the underground bus station will be underground connection between the bus and train stations which, while established to maximise the design capacity of the facility. This approach desirable, is costly and complex and therefore difficult to justify against maximises commuter convenience while minimising the size and scale of a the low intermodal transfer volumes. However, the need for a covered bus station. walkway, similar to that currently provided, will be achieved via the City Passenger facilities will be built to a high level of comfort and safety Square redevelopment plans. including air‐conditioned waiting areas and fully enclosed lounge areas to separate commuters from buses, and provide them with an airport‐quality waiting environment, including real‐time arrival/departure information. Entry points to the new Station will be integrated with the main pedestrian links in the proposed Link development, to ensure it is highly visible and accessible for commuters. 2.2.2. THE ROLE OF THE WELLINGTON STREET BUS STATION The Wellington Street Bus Station is the second busiest public transport facility in Perth. Bus services account for around 38 percent of public transport trips into the CBD, and more than half of these movements are through the Wellington Street Bus Station. 6 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for the Lowering of the Wellington Street Bus Station

One of the core differences between the existing Station and the proposed new Station is the operational procedures and the extent of layover required. The dynamic stand allocation procedure will utilise proven electronic technology and integration with the operation of the wider road network. This dynamic stand allocation procedure will reduce the amount of stand space required within the bus station for pick up and set down of passengers, but will increase the amount of bus layover required, as buses wait for their next trip departure at a layover position rather than on the bus station stands. Buses arriving at the station drop their passengers off and then move off to layover before returning to an allocated stand for departure on the outbound trip. Layover is an important function, as it helps manage bus on‐time running. Layover (or recovery time) is intended, among other things, to absorb some late running due to traffic congestion and delay events, so that the late arrival of a bus doesn’t necessarily mean the late departure of the bus on its next trip. 2.2.3. FUTURE WELLINGTON STREET BUS STATION OPERATIONS AND DESIGN The new Station will accommodate more than double the current number of peak bus movements by 2031. To ensure that the Bus Station can operate as effectively as possible in the most efficient and cost‐effective footprint, PTA will apply best practice principles of efficient bus station design and operations. World‐class bus stations like the Christchurch Bus Exchange in New Zealand, and the Kamppi Terminal in Helsinki, Finland, have demonstrated the space‐efficiency benefits that can be achieved with dynamic stop allocation technology.

Figure 4 Service Area for Wellington Street Bus Station Services Public Transport Authority of Western Australia | March 2010 7

THE HUB : Master Plan for the Lowering of the Wellington Street Bus Station

information and excellent levels of lighting and safety. Passengers board buses via sliding glass doors.

Kamppi Terminal, Helsinki, Finland. With dynamic stop allocation, a computerised sophisticated bus management system keeps track of bus stop use in the Bus Station. Buses will be identified as they approach the Station and then assigned to vacant stops based on their route and arrival or departure time. The bus management system will communicate with passenger information displays in the passenger lounge so passengers are given up‐to‐date information on what stop their bus will leave from and when. Systems such as this can reduce the space needed in a bus station by up to 50% compared with conventional operational methods. Bus access routes to the Station will be via the James Street bus bridge and the Milligan Street extension to a bus only access ramp down to the Station. Buses will circulate within the underground Station and use the same routes to exit. The Station will have a consolidated passenger waiting lounge, with high levels of amenity similar to airport waiting lounges. This follows Christchurch Bus Exchange international developments in bus station design, with quiet air‐ conditioned waiting areas, high quality seating and furnishings, real‐time 8 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for New Underground Wellington Street Bus Station

The new Station passenger lounge will need to be integrated into the Link  access for service and emergency vehicles; development at strategic locations at ground level. Three access points  parking needs for ancillary activities; connecting the bus lounge to City Square, Queen Street and King Street have been proposed for the new Station.  commercial opportunities;  administration and management areas; While integration of all transport facilities in the HUB precinct is an important Project objective, the Wellington Street Bus Station is not, by definition, a  Intelligent Transportation Systems; transport interchange. Integrating the Bus Station with the train station will  communications and emergency systems; and, help to maximise opportunities for people to make use of the public  disabled access. transport services. However, the primary objective for the Bus Station will be to deliver passengers to the city safely and efficiently. 2.2.5. STAGING The new Station will therefore need to integrate with and contribute to the Current project planning proposes the sequential construction of the Bus HUB precinct. The design of the points of entry will need to balance the Station and the Fremantle Rail Line lowering. The construction of the new needs of passenger access and prominence and legibility of the Station with Wellington Street Bus Station (WSBS) will require the establishment of a the urban design and place making objectives for the overall precinct. temporary bus station for two or more years. Placing the Bus Station underground presents a number of operational Several temporary bus station options were considered, with passenger challenges, but also presents a challenge in terms of legibility for all kinds of needs and the extent of disruption to public transport services being a large passengers from daily commuters to first‐time users such as tourists. Having part of the assessment of a preferred option. Significant consultation with prominent, well designed and integrated surface entry to the Bus Station will stakeholders, including the City of Perth, on the various options was be a critical part of its success. undertaken as part of the assessment process. Details on the proposed temporary bus station options will be discussed in detail in the next section of In addition to well‐designed facilities with high levels of access and amenity, the Master Plan. surface structures associated with the bus station will be needed to accommodate services such as HVAC plant and ventilation, and The construction of the new WSBS will need to be coordinated with the rail communications and control systems to meet air quality and fire and life works and the establishment of the temporary bus station. The current safety standards. programming for the sequential construction of the Fremantle rail line lowering and the undergrounding of the WSBS shows the bus station works 2.2.4. OTHER DESIGN ISSUES beginning in mid 2013, with completion scheduled for mid 2016. These The following design functions, among others, will be developed during detail timings may change if the government chooses to construct the two projects design and incorporated into the new Station: concurrently.

Public Transport Authority of Western Australia | March 2010 9

THE HUB : Master Plan for New Underground Wellington Street Bus Station

location. The highest ranked site from this study work was evaluated as the 3. MEETING EXISTING AND FUTURE DEMANDS existing location. 3.1. Site Characteristics Two PTA studies that assessed the potential benefits and weaknesses of an on‐street bus station and tested a layout and operating parameters for an The core objectives of this Master Plan focus on reconnecting the city with its underground bus station have confirmed an underground bus station is entertainment district and providing a platform for the urban renewal of this feasible and that the current bus station location remains the best location. area of the city. However, they also require the Project to deliver robust public transport infrastructure capable of meeting future needs. The site is bounded by Roe Street in the north and Wellington Street in the south, with the Horseshoe Bridge and Perth railway station presenting The existing Perth Train Station and Wellington Street Bus Station effective eastern limits. To the west, the is the western limit infrastructure are dated. The bus station was constructed in 1973, and is of the Link site. now considered to be sub‐standard in terms of amenity and accessibility. The Bus Station access arrangements in the Link Master Plan include the Bus The new Wellington Street Bus Station (WSBS) is proposed to be located Bridge over Roe Street, linking to the existing busway south of the existing within the Northbridge Link development area. The site incorporates the surface rail line, which would cater for buses from the north; and Milligan Wellington Street Bus Station, which currently has some 36 bus routes that Street, which would connect with the busway and provide access from leave/terminate from this terminal. In coming years, the PTA will engage in Wellington Street for buses from the south and other directions (around 25% the construction of an underground bus station, located close to the existing of services). These are shown in Figure 4. station. Access to this new bus station will be via a dedicated bridge crossing over Roe Street and the railway, and a busway that connects to the Other bus routes in the vicinity include three free Central Area Transit (CAT) underground terminal. The new bus station will also be connected to shuttle bus services that provide connectivity to the edges of the CBD – the Wellington Street by means of an extension of Milligan Street to link to the Red CAT, Blue CAT and Yellow CAT (CAT routes are shown in Figure 6 below), new busway. route buses which cross Horseshoe Bridge but which do not enter the Wellington Street Bus Station (see Figure 7 below) and route buses which Previous studies by both EPRA and PTA have confirmed an underground bus operate along Wellington Street between East Perth and the Western station generally in the location of the current facility would best meet the Suburbs. objectives of both organisations. Figure 6 shows existing bus access routes to the precinct, including Fitzgerald EPRA engaged Sinclair Knight Merz (SKM) in 2004 to undertake a patronage Street from the north (making use of a level crossing of the Fremantle Rail and operational analysis of four bus station location alternatives including the Line to access the busway) and southern bus routes approaching via William existing location, east of , west of Milligan Street and Street (these routes presently use Barrack Street) and Wellington Street. east of the Entertainment Centre. This study was supported by a workshop to evaluate urban design, social, cultural and economic benefits of each Other surface street arrangements in the Link Master Plan are illustrated in Figure 1 and comprise:

10 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for New Underground Wellington Street Bus Station

An overall objective for the City, following work by Gehl Architects, is to “concentrate city life at street level” and the Master Plan for The HUB project aims to fulfil the Link objectives without compromising the needs of the community who wish to access the city using public transport and transfer between modes in a safe and sheltered environment.  The extension of William Street as a pedestrian link between Wellington Street and Roe Street.  Introduction of two‐way traffic on the Horseshoe Bridge.  The extension of Queen Street and King Street across the site between Wellington Street and Roe Street to create north‐south vehicle and pedestrian links. Vehicular traffic would be calmed and the links would operate in effect like shared zones. Public squares would be created at King’s Square and Queen’s Square.  Creation of a north‐south pedestrian link across the site along the old Milligan Street alignment. This would be achieved by bridging over the railway and busway (which are effectively on the surface at this point).  Milligan Street would be extended north of Wellington Street to the busway, both to provide priority bus access to the busway for southern buses, but also to provide vehicular access to the Arena carpark and the development precinct to the east of the Arena site.  The Master Plan also establishes a strong east‐west pedestrian link through the site, linking City Square/William Street extension in the east with Perth Arena in the west.  An east ‐ west Principal Shared Path (PSP) aligned along Roe Street.  Wellington Street and Roe Street carriageways would be modified and narrowed to provide a more pedestrian‐friendly environment, with Wellington Street to become a boulevard style road cross section.

Public Transport Authority of Western Australia | March 2010 11

THE HUB : Master Plan for New Underground Wellington Street Bus Station

Figure 5 Access provisions in Link Master Plan

12 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for New Underground Wellington Street Bus Station

Figure 6 CAT Bus Routes in Proximity of Bus Station Figure 7 Other Route Bus Services in Proximity of Bus

Public Transport Authority of Western Australia | March 2010 13

THE HUB : Master Plan for New Underground Wellington Street Bus Station

Figure 8 Current Bus Access Routes to Wellington Street Bus Station

14 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for New Underground Wellington Street Bus Station

3.2. Bus Space Requirements PTA work on planning for the Northeast Corridor Transit Strategy has identified future bus flows to serve growth of the WSBS catchment The demand for bus space in the Bus Station is influenced by: surrounding the Alexander Drive corridor.  the number of bus movements through the Bus Station Interchange in In addition, planning work for public transport services for Ellenbrook may the weekday peak hour; require additional bus routes to be accommodated in the WSBS, depending  the number of routes, or route groups and their headway (to identify the on the final public transport strategy (currently proposed to terminate at the limits of bus stop sharing that is possible); Bassendean Rail Station), as well as the expected growth in other services  the dwell time for buses in the Bus Station (and hence the number of from the south via the Esplanade Busport and the Causeway, which would bus stops needed); and also terminate at the WSBS.  bus operational procedures and layover requirements. PTA Service planners have predicted the future 2031 bus flows to the In turn, this will be influenced by the capacity and the level of bus priority of Wellington Street Bus Station for the weekday peak hour. The table below access and egress routes serving the bus station. shows these compared with 2009 flows. The projected bus flows include an assumed bus route structure for the Alexander Drive corridor (shown as 3.2.1. BUS PASSENGER SET‐DOWN AND PICK UP North East in the table) but does not include any allowance for possible bus By 2031, the design year for the new facility, the Wellington Street Bus services associated with the Ellenbrook area. Station will be required to accommodate substantial growth in bus services to The table shows an expected 2031 bus flow to the bus station of 212 buses cater for expected public transport patronage growth from the following per hour, increasing from 83 per hour in the PM peak. It should be noted sources: however, that this figure is based on the latest planning for bus networks for  population growth of some 24% in the WSBS catchment area; Alexander Drive and that the 68 buses per hour shown for North East  an increase in employment in Perth CBD of some 18%; Corridor services shown in the table has been updated near the bottom of the table to show the latest total of 92 buses per hour on these services.  increased educational activity in the Perth CBD in the order of 86%; and In addition to forecast bus services on these corridors, there is a chance that  an increasing mode share for public transport (from some 33.5% to 45%) public transport planning for the Ellenbrook area could result in additional due to increased fuel and parking costs. bus services operating on the North East corridor with an expectation that  A 2006 study into the implications of growth in demand on the Bus these be accommodated in the WSBS by 2031. Station estimated a future increase in bus services of 50% over 2008

levels.

Public Transport Authority of Western Australia | March 2010 15

THE HUB : Master Plan for New Underground Wellington Street Bus Station

4:00pm to 5:00pm 5:00pm to 6:00pm 4:00pm to 5:00pm 5:00pm to 6:00pm From the North 15 From Glendalough4466 Departing WSBS Afternoon Peak (2009) Departing WSBS Afternoon Peak (2031) 17 From Morley Bus Station0244 19 From Yokine4466 276 From Osborne Park2244 277 From Osborne Park2144 278 From Osborne Park0100 346 From Wanneroo4344 347 From Warwick Station1166 354 From Mirrabooka Bus Station6566 363 From Kingsway City SC0000 373 From Kingsway City SC5566 374 From Kingsway City SC1144 400 From Scarborough Beach3466 401 From Stirling Station2144 402 From Stirling Station4466 630 From Malaga 0 0 ‐‐ 777 From ECU Mt Lawley 0 0 ‐‐ 870 From Mirrabooka Bus Station6566 886 From Alexander Heights 3 2 ‐‐ 887 From Alexander Heights 3 3 ‐‐ 889 From Ballajura 2 3 ‐‐ sub‐tota l 52 51 72 72 1 From North East Corridor ‐‐12 12 2 From North East Corridor ‐‐44 3 From North East Corridor ‐‐44 4 From North East Corridor ‐‐44 5 From North East Corridor ‐‐44 6 From North East Corridor ‐‐44 7 From North East Corridor ‐‐44 8 From North East Corridor ‐‐44 9 From North East Corridor ‐‐44 10 From North East Corridor ‐‐44

11 From North East Corridor ‐‐44 12 From North East Corridor ‐‐44 13 From North East Corridor ‐‐12 12 sub‐total 68 68 From the South, West & East 23 From Claremont Station1244 30 From Salter Point4266 31 From Salter Point4366 34 From Cannington Station4466 78 From UWA0000 79 From QEII Medical Centre0000 102 From Cottesloe Station3344 107 From Fremantle Station3244 213 From Carousel SC0000 220 From Armadale Station4366 881 From Munster4566 940 From Hamilton Hill 4466 sub‐total 31 28 48 48 83 79 188 188 Plus latest Alexander Drive Planning 24 24 2031 bus flow 212 212

Table 3.1: Projected Bus Flows from Bus Station 2009 and 2031

16 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for New Underground Wellington Street Bus Station

3.2.2. IMPACT OF ARTICULATED BUSES The recommended bus route groupings for the purposes of stop space Some 10% of buses in the Transperth fleet are articulated buses, which are requirements calculations are as follows: around 40% longer than conventional rigid buses in the fleet. The proportion Zone A Alexander Drive/North East corridor services, plus other of articulated buses in peak bus flows need to be understood in calculating related routes, including routes 17 and 19; bus space requirements in the Bus Station as articulated buses will require more space and carry more passengers. Zone B Northern routes 15, 276, 277, 401, 402; The distribution of articulated buses across routes using the Bus Station will Zone C Northern routes 346, 347, 354, 373, 374, 400, 870; and not be even. Some routes, particularly future routes serving the Alexander Zone D Southern routes (from south, east and west). Drive corridor, will have a higher proportion of articulated buses than others.

The assumed proportions of use assumed for routes using the 3.2.4. PASSENGER PICK UP STOP REQUIREMENTS WITH ROUTE Bus Station by 2031 are as follows: GROUPINGS Alexander Drive/North East corridor services – 20%; The table below shows the required number of bus passenger pick up stops Osborne Park services – 20%; required in the Bus Station to accommodate 2031 demands, assuming distribution of articulated buses and the assignment of buses to shared ranks, Routes 15, 402 – 20%; and for options including future potential NE Corridor bus services (Alexander All others – 10%. Drive). The table shows the 2031 bus flows using rigid bus equivalents. Accordingly, the rigid bus equivalent of the projected 2031 bus flow through The table’s calculation of bus space requirements takes into account bus the Bus Station excluding Ellenbrook services (212 buses per hour) would be schedule coordination requirements. On a number of routes, bus schedules some 243 buses per hour. in the WSBS are not flexible because of scheduled connections at outer interchanges and so an even distribution of scheduled arrivals and 3.2.3. BUS ROUTE GROUPINGS departures cannot be assumed for all stands. For passenger convenience, bus departures in the Bus Station should be arranged in route groups with buses serving common destinations, While, for example, it can be assumed that routes on the Alexander Drive geographic areas or corridors leaving from the same general area. Rather corridor would be scheduled so that they offer a regular headway along the than a fully dynamic allocation of stops (which would allow the most efficient corridor (and so a reasonably regular distribution of bus arrivals and use of potential bus stop space), bus stop space requirements should be departures in the Bus Station), other routes with scheduled connections at calculated for route groups to identify stand requirements (groups of stops outer interchanges will have little flexibility for schedule adjustment and so serving common routes), rather than individual stop requirements. there is a higher potential for proximal departure times in some route groups to increase the number of stops required.

Public Transport Authority of Western Australia | March 2010 17

THE HUB : Master Plan for New Underground Wellington Street Bus Station

Route group Stand Buses/hr (peak) Rigid bus equivalent Stops required down passengers (though at the same time there will be fewer “in‐service” Alexander Drive A 92 110 routes 17, 19, A 10 10 bus departures). sub-total 102 120 6-7 Osborne Pk B 8 10 The number of buses arriving in the Bus Station to set‐down passengers in routes 15, 401, 402 B 16 19 sub-total 24 29 2 the AM peak hour in 2031 would be 212 (243 rigid bus equivalent). Mirrabook/Wanneroo C 34 37 3 South etc D 52 57 2 This would generate a requirement for four passenger set‐down spaces in the Total departures/hr 212 243 13-14 AM peak hour. Of course, since bus departure stop requirements would be reduced in the AM peak period (previous studies calculated a requirement of Table 3.2 Wellington Street Bus Station 2031 Bus Pick up Space some 10 departure spaces during the AM peak), there would potentially be Requirements (without Ellenbrook services) spare space in the Bus Station for overflow of passenger set‐down if required, As the table shows, to accommodate the forecast bus flows for 2031 depending on how the Bus Station was configured. (excluding any potential Ellenbrook services), the Bus Station would require a The figure below illustrates the Bus Station concept, as proposed in 2006, total of 13‐14 passenger pick up stops, assuming a service time of three showing the identification of separate set down stands in a consolidated minutes at the stop for most routes (two minutes for southern routes which location in the bus station. The set‐down stands are shown with a slightly pick up fewer passengers at the Bus Station during the peak period). different stop design to the pickup stands, with a wider footpath/passenger 3.2.5. BUS PASSENGER SET‐DOWN landing. The provision of passenger set‐down spaces in this way means that Because the Wellington Street Bus Station is a terminal, buses set‐down potentially those spaces may not be compatible with other functions (such as significant levels of passengers during all periods of the day. The current bus passenger pick up), but more importantly, passenger pick up stops may not station has a separate consolidated passenger set‐down area to allow bus be compatible with passenger drop off. Given the varying requirement for passengers to be dropped off close to pedestrian links to Perth Station and to pick up space during different times of the day, a more flexible and crossings of Wellington Street. The provision of separate set‐down stops is passenger‐friendly Bus Station layout and operation would result from taking not essential to the operation of the Bus Station, but it does improve a consistent approach to bus stop design in the Bus Station and ensuring that convenience for bus passengers if set‐down stop locations are located close stops can be used for both passenger pick up and drop off. to Bus Station exits (or links to other parts of the HUB precinct). PM peak set‐down space requirements Nevertheless, at the same time that buses are occupying passenger pick up The peak requirement for bus passenger pick up stop space will occur in the stops, buses will also be arriving in the Bus Station to drop off passengers and weekday PM peak and will be 13‐14 spaces. During this time, it is assumed so sufficient space should be provided for this activity. that around half of the buses arriving in the Bus Station will be arriving in‐ AM peak set‐down space requirements service, that is, carrying passengers. The remaining buses will arrive as “special”, that is, arriving empty from the depot or from a school service. During the morning peak period the requirement for passenger set‐down Buses on southern routes (from the Busport or Causeway services) may not space will be greater, as all buses arriving in the Bus Station will be setting all set‐down passengers in the Bus Station because this would represent a 18 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for New Underground Wellington Street Bus Station substantial diversion for them from the most direct route (accessing the Bus Station via Wellington Street and Milligan Street), so it is expected that a proportion of these routes (up to half) would make use of surface bus stops along Wellington Street to set‐down passengers, travelling direct to layover or departure stops in the Bus Station. However, all buses on southern routes should be able to set down passengers inside the bus station, if required by future scheduling. The remaining buses entering the Bus Station during the weekday PM peak hour requiring set‐down space would be some 93 (107 rigid bus equivalent) buses in 2031. Bus passenger set‐down is shorter in duration than pick up, as passengers disembark through both doors. An allowance of an average of 50 seconds per bus set‐down time has been assumed (typical bus dwell times for passenger set‐down range from 20 to 30 seconds, but a requirement for tag‐ off increases this to around 30‐40 seconds or longer) to be conservative and this indicates a space requirement for set‐down in the PM peak of two bus spaces.

Public Transport Authority of Western Australia | March 2010 19

THE HUB : Master Plan for New Underground Wellington Street Bus Station

Figure 9 PTA’s Original Bus Station Concept from 2006

20 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for New Underground Wellington Street Bus Station

3.2.6. BUS LAYOVER However, in Wellington Street Bus Station, a third form of layover – to Because Wellington Street Bus Station is a terminal, bus operations in the accommodate meal or “rest” breaks – also takes place. This usually takes Wellington Street Bus Station will take the form of buses arriving in the bus place in off‐peak times when more space is available. These breaks may station, discharging passengers, then either departing (to operate “special” to require buses to be parked for extensive periods (longer than 10 minutes) in another destination such as a bus depot) or taking layover (layover, or or near the Bus Station. recovery time is a major component of dwell time in bus terminals and The previous bus station modelling (based on a bus flow 50% higher than interchanges). This is the time scheduled between a bus’s arrival and then‐current flows) established a requirement for some 16 bus layover departure time on a subsequent trip, to minimise the impact of late running spaces (the modelling assumed creation of an off‐site layover area on the of a previous trip on the on‐time departure of the next trip. Layover time is north side of the bus bridge) for the bus station. an essential part of all bus operations and the importance of providing sufficient space must not be under estimated. The minimum amount of time Separate investigations into layover requirements for the WSBS for 2031 allowed in Transperth operations is typically three to five minutes (though have indicated that: many buses arrive in the bus station without layover provision) but may be  The requirement for layover directly associated with peak scheduled longer for a number of reasons including headway considerations to services in bus station (and which should be provided within the accommodate driver rest and meal breaks, then picking up passengers before immediate environs of the bus station in order to facilitate efficient bus departing the bus station on the outbound journey. operations) is 21 spaces. In the Wellington Street Bus Station concept, bus layover would take place in  There is a need for additional layover spaces associated with meal separate stops located around the outside of the Bus Station, rather than at breaks, rostered rest breaks associated with the Bus Station and pick up or set‐down stops (this will allow greater turnover of pick up and set‐ additional layover presently being taken in the bus station by other bus down stops). routes not directly associated with WSBS passenger operations. These spaces should not necessarily be provided directly within the bus station Previous modelling established a two‐fold requirement for layover spaces in itself but should be located where reliable access to the bus station is the Bus Station: possible. Up to 30 spaces of this type may be required in the city centre  Immediate layover spaces for recovery time for buses between arrival by 2021. on one trip and departure on a subsequent scheduled trip. 3.2.7. TOTAL BUS SPACE REQUIREMENTS  Storage for buses arriving “special” in the Bus Station typically are at the The total requirement for bus space in the Bus Station by 2031, inclusive of shoulder of the peak. passenger set‐down, pick up stops and layover is shown in the Table below. Both are critical to the efficient operation of the Bus Station at peak times. As the table shows, the requirement for passenger pick up and set‐down Buses arriving “special” come from a range of previous destinations and are spaces in the bus station would be some 15‐16 spaces in the PM peak hour vital to ensuring PM peak services are able to depart on time (as around 40% and 21 bus layover spaces. of peak period bus station trips arrive “special” rather than in‐service). Public Transport Authority of Western Australia | March 2010 21

THE HUB : Master Plan for New Underground Wellington Street Bus Station

In off‐peak times, the space required is likely to be around half of the peak  Use of remote layover (one option tested was for layovers located on requirement. the James Street site) adds substantially to bus operating costs and scheduling requirements. Stop type Time of Day An update of the micro‐simulation model was commissioned based on the AM Peak PM Peak Off‐peak projected 2031 bus flows and stop requirements calculated above. Pick‐up 10 13‐14 6 The updated model found that a bus station concept of 16 spaces would cope Set‐down 3 2 1 with the latest projected 2031 bus flows with the following conditions: Layover 21 21 8  Establishment of a remote crossover point for buses to cross from the Total (pickup + set‐down) 13 15‐16 7 left side of the road to the right side (this was modelled as occurring at the Milligan Street/Busway intersection). A remote crossover point is Table 3.3 2031 Bus Space Requirements in WSBS necessary to reduce congestion around the bus station entrance. If the 3.3. Bus Capacity crossover is performed at the entrance, then there would be unacceptable delays, as arriving buses are required to give way to The bus capacity of the WSBS was evaluated in a 2006 study (Wellington departing buses as well as circulating buses. Street Bus Station Future Interchange Review, July 2006). The study used a specialist bus micro‐simulation tool, TranScope, to assess the performance of  The computerised bus management system is required to control buses different options for the configuration and operation of the bus station. attempting to access bus stops and layovers when they are occupied, to ensure they do not block the circulating roadway. The TranScope model identified some issues with the smaller Master Plan bus station layout (based on 140 buses per hour in peak times) which would have  The proportion of articulated buses using the bus station has implications for the ability of the general bus station concept (with a single implications for its capacity, as articulated buses require two vacant bus access and egress point and a central passenger lounge with anti‐clockwise stops to access a stop – one at the rear of the stop for draw‐in and one bus circulation) to accommodate the higher bus flows (212 per hour in peak stop for the bus to park in. times) in latest bus flow projections. These include:  A further implication is that a bus allocation to the stand behind an  Having buses cross over (from left side of road to right side of road) at articulated bus will mean that this bus cannot depart before the the entrance to the bus station caused congestion and queuing in the articulated bus, as there will be insufficient room for that bus to draw busway because these buses needed to give way to both circulating and out into the circulating lane. departing buses. This is required as buses need to circulate The total capacity of the bus station is uncertain and likely to be constrained anticlockwise within the bus station; by capacity of the single‐lane circulating roadway, bus size, the bus management system and the level of bus priority on the approach routes.  Separate bus set‐down spaces can lead to inefficient circulation and congestion; and This capacity is estimated to be in the order of 212 bus departures per hour

22 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for New Underground Wellington Street Bus Station

(a passenger car equivalent of around 12,500 vehicles per hour, or an system controlling space allocation, there may be no need for a separate set‐ additional seven freeway lanes). down bus stop design, if the bus management system can assign buses to spaces as they arrive, with a preference for set‐down towards the eastern

3.4. Bus Operations in the Bus Station end of the Bus Station. If the design of all the stops in the Bus Station is The Wellington Street Bus Station operating concept is substantially different essentially identical, then any stop can be used for passenger pick up or set‐ to current operations in the Bus Station. The proposed new Bus Station will down and the bus management system can be used to assign buses to spaces be operated from a more compact facility and being underground, accordingly. operational flexibility will be severely restricted compared with a surface In terms of special passenger unloading requirements, articulated buses’ rear facility, while accommodating more than double the current peak bus flows. door locations create the only potential difficulty and this can be overcome This will require greater control over bus and passenger movements in the by having the design of the bus stops allow for an additional unloading‐only Bus Station than is presently applied. door for these vehicles. The Master Plan Bus Station concept is based on a central passenger lounge Present bus schedules have a substantial number of services with common with anti‐clockwise operation of buses in a loop arrangement. Buses would departure times based on clock face (memory) headways, which leads to enter and leave the Bus Station via a busway at its western end. Short‐term concentration of departures. Smooth operation of the proposed Bus Station bus layover spaces would be located around the outside of the circulating may require schedule adjustments on some routes to avoid simultaneous roadway, with additional longer term layover provided off‐site. departures at peak times. Bus operations would be closely controlled by a computerised bus Bus stop assignments in the Bus Station will be dynamically managed within management system coordinated with passenger information to manage broad pre‐assignment of routes to areas within the Bus Station based on increased bus movements in a more constrained space. geographic route groups (see section 5.1). To assist passenger legibility, The Master Plan concept for the Bus Station provides for separate passenger buses in particular route groups would always depart from a particular zone set‐down stops located at the eastern end of the facility and with a different in the same general area of the Bus Station. However, individual bus routes design to passenger pick up stops (wider footpath for passenger landing and would be assigned to individual stops within that “zone” dynamically by the longer spaces to allow for nose‐to‐tail ranking by buses). This was to bus station management system. Arriving buses (or buses in layover with facilitate passenger unloading close to the Bus Station eastern exit, Perth impending scheduled departures) would be identified by their route and Station and Perth Underground. scheduled arrival or departure time and the bus management system would, However, having a different design for set‐down spaces may make it difficult by monitoring bus stop occupancy, assign the arriving bus to a vacant bus to make use of set‐down stops for passenger pick up, reducing flexibility of stop in the relevant zone. The bus management system would monitor the the facility. bus’s activities at the stop, including the length of stay, the times that doors opened and closed to predict when the stop would become vacant again. Having buses set down passengers towards the eastern end of the Bus Station is likely to benefit most passengers, but with a bus management Public Transport Authority of Western Australia | March 2010 23

THE HUB : Master Plan for New Underground Wellington Street Bus Station

This system allows the bus station to be more compact by allowing more  Current buses in the Transperth fleet (and which would still be in the intensive use of bus stop space (greater turnover of stops). Having a more fleet when the Bus Station is opened in 2014 (if construction is in compact facility is critical for an underground facility in terms of reducing parallel with the Perth Station works) or 2016 (if construction is capital costs, but it also limits operational flexibility and requires a different sequential) including rigid and articulated buses; operational philosophy.  Future buses which are planned to be acquired by Transperth for their Part of this will necessitate a more managed approach to bus movements in fleet (rigid and articulated buses) from 2009 to 2031; and and around the Bus Station. Movements of buses, bus operators, passengers  Potential rapid transit vehicles which may operate on Alexander Drive in and others will need to be closely monitored and managed through the ITS to future (including bi‐articulated buses up to 25m long) ensure efficient operation. In particular bus movements will need to be PTA provided information on the dimensions of the buses expected to use controlled on approach and as they move through the facility, which may the WSBS. The figure in Appendix 1 shows the design envelope for the design require adjustments to management procedures, used in the existing facility. buses (rigid and articulated). The operation of the bus station should be Provision of and management of bus layover facilities will be of particular tested and verified for the following: importance to the ongoing success of the Bus Station. Bus layover areas will  Circulation and independent operation of bus stops and layover spaces need to be contained within the Bus Station control system (in terms of by 12.5m rigid low‐floor bus; monitoring and management of bus movements), particularly if these are remote from the Bus Station. The provision of adequate supplies of bus  Circulation by standard articulated bus (18.0m) and access to bus stops layover to ensure peak operations, close to and with reliable travel time to assuming use of two bus stops (a vacant stop behind the target stop, but bus passenger pick up stops, will be critical to the Bus Station operation (and independent egress); on‐time departures for passengers).  Circulation by a bi‐articulated rapid transit vehicle (25m) and access to Bus drivers will require training on operations in the new Bus Station as well bus stops assuming use of two bus stops (a vacant stop behind the as a period of familiarity with the layout and proposed operations before target stop, but independent egress); and commissioning. Field trials have been undertaken at critical parts of the Bus  Overhead clearance of ramps and bus circulating areas (including bus Station layout to verify the design (and allow fine‐tuning) and bus drivers stops and layover spaces) sufficient to accommodate single‐deck buses with different experience levels were used during the trials to test the layout. in Perth’s bus fleet which could reasonably be expected to operate in 3.5. Design Bus the bus station (including buses in the Transperth and private urban bus fleet – excluding tourist and intercity coaches) 3.5.1. CHARACTERISTICS OF BUSES TO USE THE BUS STATION The Wellington Street Bus Station should accommodate all the single‐deck bus types expected to use the facility in normal and exceptional situations. These would include:

24 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for New Underground Wellington Street Bus Station

3.6. Capacity Of Road Network And Traffic Management northern buses. Milligan Street, however, will have new roles in providing access and incident relief. 3.6.1. PROJECTED BUS FLOWS The present access to the existing bus station for southern buses via the King Access and egress for northern buses to the final Bus Station will be via the Street intersection will be replaced by Milligan Street (providing access to the Northbridge Bus Bridge and Busway. Southern and Eastern buses will access busway to the bus station for some 25% of services). In addition, in case of the Bus Station via Milligan Street and Wellington Street. incidents within the bus station or on the bus bridge, Milligan Street will be Table 3.3 below shows the existing and projected bus flows on the key access the only effective relief and emergency exit route for diverting buses and links for the Bus Station. maintaining bus operations to the city. As the table shows, while the Northbridge Bus Bridge and Busway As well, access to the Bus Station for emergency vehicles and bus recovery accommodate the majority of bus flows, a substantial number of buses will vehicles would primarily be via Milligan Street, given limitations on access to use Milligan Street and Wellington Street to access the Bus Station. the bus bridge and busway from south of the rail line. Link Buses per hour (departing) in There are a number of potential conflicts between the bus station access, peak hour operational and safety functions of Milligan Street and other functions the street is expected to perform in future. One of Perth Arena’s car park 2009 2014 2031 entrances will be located close to the intersection of Milligan Street with the busway access to the bus station, and vehicle and pedestrian traffic Bus bridge/busway west of Milligan 53 112 164 generated by the Arena and adjacent developments must not conflict with Milligan St Nth of Wellington 33 40 48 regular bus movements generated by the station, as this could result in it ceasing to be able to operate due to congestion. Wellington St Milligan to William 33 40 48 3.6.3. BUS CROSSOVER Table 3.4 Projected Bus Flows on Street Network The proposed bus station features a central passenger lounge, with buses In addition to their role in the final Bus Station, depending on temporary bus circulating anti‐clockwise in the bus station. This requires that buses cross station arrangements, Milligan Street and Wellington Street (at least between from the left side of the road to the right side for anti‐clockwise circulation. Milligan and William Street) will need to accommodate all bus movements Micro‐simulation modelling has shown that this crossover must take place between 2011 and 2016. upstream of the bus station entrance. 3.6.2. ROLE OF MILLIGAN STREET At present this crossover is planned to occur at a new signalised intersection The role of the Northbridge Bus Bridge and Busway are explicit in the master of Milligan Street with the busway. planning for the Link project and also reinforce existing access routes for

Public Transport Authority of Western Australia | March 2010 25

THE HUB : Master Plan for New Underground Wellington Street Bus Station

3.6.4. MILLIGAN STREET LANE CONFIGURATION AND SIGNALISATION require that the Arena car park eastern egress lane is also signalised. A comprehensive review of the lane allocation of Milligan Street was Detailed in Appendix 2 is the proposed signals layout for this intersection. undertaken by PTA to ensure that all the required service functions of 3.7. Bus Station Layout and Dimensions Milligan Street could be accommodated within the allocated lane provision. The proposed WSBS layouts for the proposed two levels are detailed on the The study recommendations were: attached architectural drawings.  Construct a left turn lane on Milligan Street northbound for the entry to The broad dimensions of the WSBS lower level are for an external facility of the Arena carpark. The length of this turn lane should be 50m plus approximately 204m X 44m, with an internal lounge area of approximately taper. Provision should also be made to enable vehicles to exit the car 180m X 13m. The details are described later in Section 5 of this Master Plan. park entry lane if the car park is full. This issue will be a critical aspect of Buses will circulate in an anticlockwise direction, with the active bus bays the Arena traffic management arrangements; located adjacent to the lounge, and with bus layovers located against the out  Construct two traffic lanes in the southbound direction on Milligan wall and along the southern side of the access tunnel. Four vehicle parking Street; positions have been provided in the south western corner of the lower level  On the southbound approach of Milligan Street to the signalised and two plant rooms have been placed along the southern wall of the bus intersection with Wellington Street the lane markings should indicate a station. separate left turn lane and a shared through and right turn lane; The access tunnel runs from the Milligan Street/James Street Bus Lane  At the intersection of Wellington Street and Milligan Street adopt a half intersection to the entry to the bus station. The access tunnel is diamond phasing with parallel phasing for pedestrians; approximately 250m X 14m, configured as 2 X 3.5m bus lanes and a 3.2m  At the intersection of Wellington Street and Milligan Street increase the layover bay, with appropriate edge clearances and allowance for driver length of the right turn pocket on Wellington Street westbound to 120m footpaths and bus disembarking areas. plus taper; The upper level of the bus station layout is a reflection of the access points  The reservation for the extension of Milligan Street should allow for the and service infrastructure layout. These arrangements have been lane configuration recommended in this report, pedestrian walkways on determined in sympathy with the lower level layout and in consultation with verges and potential on street parking within the eastern verge; and the EPRA planners, to ensure consistency with proposed ground surface developments. The Link Project coordination was very important in providing  The Arena management should be requested to develop a traffic and the optimum position of entry points with planned building lines and road pedestrian management plan to ensure no pedestrian and vehicle alignments, which will be very visible for potential users and will be fully conflict occurs during the “before event” and “after event” periods. integrated into future building designs. The location of the ventilation outlets As discussed above, it is proposed to signalise the intersection of Milligan from the proposed bus station plant rooms were also carefully positioned to Street with the busway to facilitate the crossover manoeuvre to maximise be located in a position which will allow integration into future built form, bus station capacity. Intersection configuration and safety requirements will 26 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for New Underground Wellington Street Bus Station whilst being a necessary and subtle architectural feature of the proposed authentic solution of the short term ground level bus station facilities. Skylights will be placed between the surface access points, and will become an integral feature of the architectural design of the above ground bus station structures. Again, please refer to Section 5 of this Master Plan for more architectural details of the bus station form and layout.

Public Transport Authority of Western Australia | March 2010 27

THE HUB : Master Plan for New Underground Wellington Street Bus Station

Figure 10 Basement Architectural Layout

28 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for New Underground Wellington Street Bus Station

Figure 11 Ground Floor Architectural Layout

Public Transport Authority of Western Australia | March 2010 29

THE HUB : Master Plan for New Underground Wellington Street Bus Station

3.8. Requirements of other potential users  A Bus Station Control Room (with room for a staff of three – to be confirmed); 3.8.1. BUS STATION MANAGEMENT  Driver and staff facilities (number and type to be accommodated to be The current bus station contains a range of measures and provisions for its confirmed); ongoing management, including:  Staff male and female toilets;  A staffed office for contracted private security guards (number of staff to be confirmed);  Storage for cleaning facilities;  A Transperth information counter;  Provisions for safe movement of bus drivers to and from bus layover spaces and other facilities;  Storage facilities for cleaning materials;  Parking for a spare bus in case of breakdowns;  Bus operations supervision staff provided by bus companies;  Car parking for bus station staff;  Evacuation procedures;  Toilets for PTA customers; and  Services infrastructure, such as the ventilation system, air conditioning, fire systems, security, etc.;  Fare gates.  Contract cleaners; 3.8.2. SPECIAL EVENTS AND RAIL REPLACEMENT BUS SERVICES  Parking for a spare bus in case of breakdowns; Bus services for special events are operated by a mix of Transperth and private contracted bus companies and it is not intended that these would be  Car parking for PTA staff and security; and accommodated in the underground Bus Station at peak times.  A drivers’ crib room for rest and meal breaks, containing tables, chairs, However, at off‐peak times, special events and train replacement bus services water dispenser and microwave. may operate from the Bus Station. The design of the Bus Station will be The likely requirements for management of the Bus Station will include: directed primarily by the needs of scheduled Transperth services and non‐  Provision for Transperth security (either private contract guards or compliant buses (in terms of dimensions and operating parameters) would be Transperth Transit Officers) including a car parking space, either within excluded from the Bus Station. the bus station or nearby (this may be provided as an integrated facility 3.8.3. INTERCITY COACHES with Perth Station and Underground); The Wellington Street Bus Station is not intended for use by Intercity or  The ability to manage the use of the bus station and passenger lounge to Tourist coaches and these would not be provided for in the design. allow more compact operations at certain times (such as at night) to 3.8.4. FIRE RESPONSE VEHICLES improve passenger safety and bus station efficiency; The Wellington Street Bus Station should be designed to accommodate Fire  A Transperth information office for passenger information and ticketing; and Emergency Services Authority (FESA) response vehicles to allow for

30 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for New Underground Wellington Street Bus Station response to incidents in the bus station. PTA consulted with FESA to identify Information from PTA on the bus recovery vehicle and bus recovery the type of vehicles and its operating parameters, which would be likely to operations provided the following information: operate in the Bus Station. Length – 13m Advice from FESA is that the fire vehicle which may need to be Height (to top of lifting boom) – 3.7m accommodated in the Bus Station (in terms of access and circulation) would have the following dimensions: Height to top of bus when lifted – 3.7m Length – 10.0 metres Clearance from bottom of rear of bus when lifted – 30cm Width – 2.9 metres It is not expected that permanent provision for a recovery vehicle would need to be made in the underground Bus Station but access routes to and from the Height – 3.5 metres Bus Station should be checked to ensure they can be used by the design In terms of height requirements for the vehicle (critical in an enclosed recovery vehicle and that arrangements for bus station management include facility), 3.5m is the maximum height of the vehicle and its equipment. provision for bus recovery needs to be identified and called for (radio and However, a further 200mm (for a total of 3.7m) is required for fire officers to telephone communications). remove equipment from the top of the truck. 3.8.6. WASTE REMOVAL VEHICLES 3.8.5. RECOVERY VEHICLES The requirement for waste removal vehicles to access the Bus Station will Bus maintenance and repairs would not take place in the bus station, with depend on the potential generation of waste by Bus Station operations. A the exception of some minor repairs such as replacement of brake or turning major factor will be whether the Bus Station incorporates activities other indicator bulbs and the like. than bus passenger waiting etc. Retail activities such as those found in the current Bus Station, including food retailing, would increase the generation of From time to time, buses may break down in the bus station (or access ramp waste and the requirement for large waste removal vehicles. Large waste or busway) and require recovery. In general, recovery operations would take trucks would increase the overhead clearance requirement of the Bus place outside peak times to minimise disruptions to bus station operations. Station, particularly for commercial‐style front‐loading vehicles. PTA advises that recovery would be by tow‐truck, with the bus generally “dead‐towed” from the Bus Station and then lifted when overhead clearance It is proposed that the Bus Station not be designed to accommodate waste is available. However, circumstances may require the lifting of the bus inside removal vehicles and that if retail or other waste‐generating activities/uses the Bus Station. are included in the scope of the Bus Station, alternative means of waste removal to the surface are incorporated. The Bus Station design should ensure that recovery vehicles can access the bus roadways and manoeuvre within the bus station to recover disabled 3.8.7. TAXIS AND SHORT STAY PARKING buses. As the Bus Station is a terminal and not primarily an intermodal interchange and there is little transfer between buses and taxis, there are no supplies of

Public Transport Authority of Western Australia | March 2010 31

THE HUB : Master Plan for New Underground Wellington Street Bus Station commuter parking at the bus station and very few commuters are expected providing necessities such as convenience shopping items, dry cleaning, to kiss and ride at the bus station. newspapers and flowers. Accordingly, no provision for taxis or short stay commuter parking will be However, provision for other retail outlets in the Bus Station should be made in the underground Bus Station. Any provision is assumed to be on considered if there is sufficient space for it to be included without surface and would be planned as part of the wider Northbridge Link project. compromising functional requirements. This would include planned spaces and buildings in City Square, King’s Square and Queen’s Square, as well as a A taxi rank in close proximity to the bus station (and rail station) will be of proposed pedestrian arcade or walkway between William Street benefit to users (though taxis should not be located within the facility – the extension/City Square and King Street. The bus station can help to activate principle of separation of modes is a critical one). these spaces by extension While the Bus Station will function primarily as a destination or starting point for public transport trips and most users will walk to or from the Bus Station, 3.9. Temporary Bus Station and while some users will transfer between buses and between buses and 3.9.1. WELLINGTON STREET BUS STATION – TEMPORARY BUS trains, very few commuters are likely to be dropped off at the Bus Station by STATION OPTIONS another mode (say car) and so formal supplies of commuter parking, or kiss During construction of the underground Wellington Street Bus Station and ride parking are not considered necessary. (WSBS), operations in the existing bus station will need to be modified and/or 3.8.8. BICYCLES relocated for a period of up to two years, because construction activities will Carriage of bicycles on buses (except for bagged folding bikes) is prohibited in require demolition of most of the existing facility. Perth’s public transport network and the current bus station has no formal The WSBS is an important facility in Perth CBD. It is ranked as the second supplies of bicycle parking. busiest facility in the Perth public transport network and responsible for more It is not intended to provide bicycle parking in the underground bus station than 38% of the public transport users in the CBD. Accordingly, it is critical to for the safety and convenience of other Bus Station users. Bicycle parking the continued efficient operation of the City’s transport system that the Bus may be provided for on the surface as part of the wider Northbridge Link Station continues to function effectively while the new bus station is being project and to support bicycle routes identified in the precinct. built. 3.8.9. RETAIL AND OTHER ACTIVITIES 3.9.2. THE NEED FOR A TEMPORARY BUS STATION The current bus station accommodates some concessional retail including a The proposed location of the underground WSBS means the existing bus fast‐food take‐away and a tourist travel internet café. It is envisaged that a station must be demolished to allow construction of the bus station to kiosk(s) will be included in the new bus station lounge. proceed. Because of likely construction site access requirements (addressed below) and construction compound establishment, partial use of the existing Retail activity in the Bus Station or nearby can help to generate beneficial bus station in a temporary bus station is impractical. activity to enhance personal safety and can improve convenience for users by

32 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for New Underground Wellington Street Bus Station

Shorter construction periods are likely to result from temporary bus station compatible with either construction staging option. This includes likely options that minimise potential restrictions on construction site availability construction vehicle access routes and compound locations. and access. The design and operational approach for a temporary bus station consistent In addition, increases in bus services and growth in patronage are expected to with these principles include: increase the intensity of bus and passenger movements to be accommodated  The facility should be as compact as possible to minimise passenger in the bus station. By 2014, peak hour bus flows into and out of the bus impacts from increased walking distances and personal safety impacts station could increase from around 80 per hour, to more than 150 per hour. from dispersed passenger waiting spaces, as well as to minimise bus 3.9.3. PRINCIPLES FOR TEMPORARY BUS STATION circulation and traffic and parking impacts (i.e. reducing the loss of Some key principles for successfully operating temporary bus stations during parking spaces in on‐street facilities, or traffic management changes extended construction activities include: (bus lanes, turn bans, intersection adjustments etc);  Minimise disruption to passengers – this includes arrangements that  The facility should be located as close as practicable to the facility it will involve route diversions, multiple changes to temporary bus station replace, or located consistent with passenger destinations or desire configurations, increased walking distances, and reduced safety; and lines, intermodal transfer etc; also includes ensuring that temporary facilities are of sufficiently high  The facility should be available for the duration of the construction and quality given the expected duration of the temporary facilities; commissioning period and free (so far as possible) of changes and  Minimise impacts on bus operational efficiency and costs – including disruptions that would require changes to temporary bus station route diversions and additional travel distances; facilities or operations (such as other construction activities or projects) that could disrupt passengers; and  Minimise capital and operating cost impacts by making use, where possible, of sites or land owned or controlled by the public, in  The location should allow for good quality passenger facilities to be preference to privately‐owned sites; provided, particularly given the length of temporary bus station operation.  Minimise impacts on commercial and retail activities within the city; and 3.9.4. TEMPORARY BUS STATION FUNCTIONAL REQUIREMENTS  Implementation feasibility – be able to be implemented in the timeframe and minimise complex engineering or traffic management Bus Operations and Bus Space Requirements solutions. PTA operational staff identified projected future bus flows based on a In addition to these functional principles, the temporary bus station should temporary bus station to accommodate 2014 bus and passenger demands. be compatible with the proposed construction program for the HUB project. The table below summarises 2014 bus flows compared with the present day. In this regard, while decisions have not been made as to whether the bus As the table shows, PTA expects that peak hour bus flows to and from the bus station will be constructed sequentially or concurrently with the proposed station will increase from some 83 buses per hour to 152 buses per hour (to lowering of the Fremantle Line, the temporary bus station options should be Public Transport Authority of Western Australia | March 2010 33

THE HUB : Master Plan for New Underground Wellington Street Bus Station

Departing WSBS Afternoon Peak (2009) Departing WSBS Afternoon Peak (2014) accommodate expected growth in passenger demand on existing services in 4:00pm to 5:00pm 5:00pm to 6:00pm 4:00pm to 5:00pm 5:00pm to 6:00pm From the North the period 2009 to 2014 and to accommodate new services expected to be 15 From Glendalough 4 4 4 4 17 From 0 2 3 3 introduced on the Alexander Drive corridor. 19 From Yokine 4 4 5 5 276 From Osborne Park 2 2 4 4 277 From Osborne Park 2 1 4 4 To identify bus space requirements, PTA bus planners determined route 278 From Osborne Park 0 1 0 0 346 From Wanneroo 4 3 4 4 groupings and likely bus schedules for the 2014 services, taking into account 347 From Warwick Station 1 1 4 4 354 From Mirrabooka Bus Station 6 5 6 6 coordination of departures with schedules of services at some outer 363 From Kingsway City SC 0 0 0 0 373 From Kingsway City SC 5 5 6 6 interchanges. 374 From Kingsway City SC 1 1 2 2 400 From Scarborough Beach 3 4 4 4 401 From Stirling Station 2 1 4 4 402 From Stirling Station 4 4 4 4 630 From Malaga 0 0 0 0 777 From ECU Mt Lawley 0 0 0 0 870 From Mirrabooka Bus Station 6 5 6 6 886 From Alexander Heights 3 2 0 0 887 From Alexander Heights 3 3 0 0 889 From Ballajura 2 3 0 0 sub‐total 52 51 0 60 60 1 From North East Corridor ‐‐ 44 2 From North East Corridor ‐‐ 44 3 From North East Corridor ‐‐ 44 4 From North East Corridor ‐‐ 44 5 From North East Corridor ‐‐ 44 6 From North East Corridor ‐‐ 44 7 From North East Corridor ‐‐ 44 8 From North East Corridor ‐‐ 44 9 From North East Corridor ‐‐ 44 10 From North East Corridor ‐‐ 44 11 From North East Corridor ‐‐ 44 12 From North East Corridor ‐‐ 44 13 From North East Corridor ‐‐ 44 sub‐total 52 52 From the South, West & East 23 From Claremont Station 1 2 2 2 30 From Salter Point 4 2 4 4 31 From Salter Point 4 3 4 4 34 From Cannington Station 4 4 6 6 78 From UWA 0 0 0 0 79 From QEII Medical Centre 0 0 0 0 102 From Cottesloe Station 3 3 4 4 107 From Fremantle Station 3 2 4 4 213 From Carousel SC 0 0 0 0 220 From Armadale Station 4 3 4 4 881 From Munster 4 5 6 6 940 From Hamilton Hill 44 66 sub‐total 31 28 40 40 83 79 152 152 Table 3.5 – Projected Peak Period Bus Flows for Temporary Bus Station

34 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for New Underground Wellington Street Bus Station

Temporary Bus Station Operational Assumptions bus stop length in the current facility, many rigid buses cannot park parallel to the kerb and the time taken for draw‐in and draw‐out are longer. Bus space requirements in the temporary bus station will be driven by the required length of bus stops, the schedules of buses, the assumed dwell If an articulated bus is in the stop (17.5m long), then egress from adjacent times of buses at stops to pick up and drop off passengers and layover dwell stops is impeded. A 20m bus stop length for the final new bus station is times (scheduled recovery time). recommended (to allow for more efficient access and egress and to accommodate articulated buses – 10% of the fleet ‐ without preventing The table below shows key assumptions for on‐street and off‐street egress from upstream stops). The 20m bus stop length will also be adequate temporary bus station options and the most critical of these are discussed in for on‐street applications (as it provides for good draw‐in and draw‐out more detail below. distance for rigid buses in use in Perth). This is because in most on‐street locations, No Stopping zones at intersections and driveways will contribute to Situation Off‐street On Street draw‐in and draw‐out space for bus stops, so a 20m stop length allowance would provide for ample overall bus stop allowance. Existing WSBS New Proposed Allowance Temporary Bus Station Stop Requirements Element PTA operational staff identified bus route groupings and stop requirements Bus stop length 18m to 25m 20m 20m for the expected 2014 bus operations. The table below shows route groups Passenger loading 3 mins 3 mins 3 mins and bus stop requirements for the temporary bus station. time As the table shows, nine independent bus stops are required to Passenger drop‐off 50 secs 50 secs 50 secs accommodate projected 2014 bus flows, based on PTA operational time scheduling and stop allocation. Table 3.6 – Design and operational assumptions for temporary bus station The 10 bus stops would accommodate, overall, some 152 bus departures in the peak hour, or a turnover of 15 buses per hour per stop. Bus Stop Length The length of bus stops in the temporary bus station will have an effect on the overall space required for the facility, as well as its efficiency of operation. Bus stops in the current WSBS are 18m long and while this is adequate for off‐street operations in the existing bus station (which has wide roadways) it may not be adequate for a more compact off‐street bus station or an on‐street operation where lane widths may be narrower. With the 18m

Public Transport Authority of Western Australia | March 2010 35

THE HUB : Master Plan for New Underground Wellington Street Bus Station

passengers get used to the changed operation (and drivers of other vehicles get used to the bus changes and investigate alternate routes). But after the Stand Routes Stops required first three weeks the operation can expect to settle and work smoothly. The 1 (Inner North) 15, 276, 277, 400, 2 operation should be monitored by PTA to identify and address any changed 401, 402 conditions (such as impacts from different stages of construction activities, non‐related changes such as road network changes, other construction sites 2 (Wanneroo Rd) 346, 347, 373, 374 1 and the like). 3 (Mirrabooka) 354, 870 1 Passenger Information 4 (Alexander Drive) New Alex. Dr routes 3 An extensive program of promotion and marketing will be required to give 5(Southern and Causeway 881, 940, 23, 78, 79, 3 bus station passengers advance information on the temporary bus station routes) 102, 107, 34, 30, 31, changes and operations, and new public timetables and transport 213, 220 information display will need to be produced and disseminated. Total 10 In initial stages of temporary bus station operation, customer service officers should be employed to provide point of access information and guidance on Table 3.7 ‐ Bus stop requirements for Temporary Bus Station the changed operations.

3.9.5. TEMPORARY BUS STATION OPTIONS Management of Temporary Bus Station In the initial planning for the Temporary Bus Station, six options were Temporary interchange operations will almost certainly be a more compact investigated in detail. and intensive bus operation, and if on‐street, is expected to have a greater Following discussions with stakeholders, site visits and an initial evaluation, potential for interaction with other traffic and pedestrian movements the options were short listed to two options: (though even an off‐street temporary bus station may be affected by construction traffic). PTA operational support required may range from transport information provision for bus station users to supervision of bus operations (to ensure buses depart on time and use the correct stops) and bus marshalling at peak times to assist coordination of bus layover and passenger pick up operations. Based on experience with previous temporary bus station operations, the requirement for operational monitoring and management by PTA can be expected to vary over the life of the temporary bus station operation. Teething problems can be expected in the first three weeks as drivers and 36 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for New Underground Wellington Street Bus Station

Option 1 ‐ Off‐Street Bus Station on adjacent Channel 7 site Option 2 ‐ use of Wellington Street for all services Use of Milligan Street or King Street and Wellington Street for northern bus Identification of a turning option for southern buses via Milligan Street, and access and egress preferred to increase compatibility with concurrent making use of the intended new road network in the EPRA Link Master Plan. construction.

Public Transport Authority of Western Australia | March 2010 37

THE HUB : Master Plan for New Underground Wellington Street Bus Station

Evaluation of options Therefore operational issues, impacts on the City (and the extent to which support for the temporary operations from the City would be achieved) and Shortlisted temporary bus station options were evaluated using a simple implementation costs, become key differentiating factors. multi‐criteria analysis comprising quantitative and qualitative values representing: All options are compatible with sequential or concurrent construction of the bus station with rail lowering.  General PTA operational impacts (bus circulation distance compared with current, bus travel time per trip compared with current, “bus cost” In considering the overall ranking of the options, operational factors were in terms of likely schedule impacts of additional travel time and therefore given more weight and are the main deciding factor in the resulting distance, based on PTA schedules advice); short listed options. The options considered appropriate for further  Passenger requirements (based on ability to provide quality passenger consideration were: facilities with good amenity and safety); Option 1 – Channel 7 site.  Passenger convenience (based on relationship of temporary bus station Option 2 – Wellington Street. passenger drop‐off and pick‐up facilities to likely passenger Recommendations destinations);  Implementation cost (capital and recurrent cost associated with the site The preferred option is the establishment of a temporary bus station on in terms of securing the site and constructing required facilities, rated as Wellington Street. Should, after further design development, this option High, Medium or Low – no construction cost estimates have been becomes unviable for various reasons, the fallback option should be the carried out); Channel 7 site.  Traffic management complexity (requirements for traffic management The establishment of the temporary bus station will require rescheduling of support, in terms of on‐street bus parking, road capacity reduction, most services by PTA, as well as ongoing promotion, marketing, monitoring signal priority, bus turning, etc.; and and management. The support of Perth City and Main Roads should be sought to facilitate efficient operation of the temporary bus station.  City impacts (loss of car parking spaces, perceived impacts on businesses, inverse of likelihood of City of Perth support for option) Discussion of results In all options, there are no particular issues that would prevent establishment of good quality passenger facilities and any identified personal safety issues (such as hotels with street drinking or remote passenger facilities in Wellington Street or in the Channel 7 site) can be overcome with design and management measures.

38 March 2010Error! No text of specified style in document. | Public Transport Authority of Western Australia

THE HUB : Master Plan for New Underground Wellington Street Bus Station

4.2. Passenger access 4. PASSENGER REQUIREMENTS 4.2.1. PASSENGER FUNCTION 4.1. General The Wellington Street Bus Station is a critical component of Perth’s public The Wellington Street Bus Station is, above all, a passenger facility, intended transport system. Overall, buses contribute some 38% of total public to facilitate bus passenger access to and from buses and to and from other transport trips to the CBD and the Wellington Street Bus Station is the second destinations (including transferring between other modes). The present Bus busiest public transport facility in Perth, with some 11,400 passenger Station is above ground and is a highly visible, major piece of infrastructure. boardings per day. Placing the facility underground will remove it from view and substantially The table below, derived from PTA data, outlines AM and PM peak period Bus change the amenity and passenger environment in the bus station. Station passenger boardings and alightings in 2008. As the table shows, the Accordingly, the needs of bus passengers are critical to the future success of dominant passenger activity is passengers getting off buses in the Bus Station the Bus Station. (alighting) in the morning peak and getting on buses (boarding) in the evening Passenger requirements for the future bus station will include: peak.  Safe access to and from the bus station for intending passengers, and The relative strength of the counterpeak movements (people boarding buses people arriving in the facility by bus; in the morning peak and alighting from buses in the evening peak) is of interest, indicating that there is a reasonably strong demand for people to  Facilities for passengers waiting for buses including information on bus use buses for trips out of the CBD in the morning peak and vice versa in the departures and trip planning, with appropriate levels of comfort and PM peak. amenity;  Adequate provision for passengers to circulate and wait at peak times; Time Period  Arrangements for safe boarding of and alighting from buses; and AM 2‐hours PM 2‐hours  Personal safety and security Alighting 4,229 (71.5%) 952 (19.1%)  PTA will endeavour to apply best practice to passenger facilities in the Boarding 1,683 (23.5%) 4,039 (80.9%) Wellington Street Bus Station, to ensure passenger comfort and Total 5,912 (100%) 4,991 (100%) amenity. Table 4.1 Peak Bus Station Passenger Movements Safety and security risks will be addresses during the detailed design using While the Bus Station is located in close proximity to Perth Station and Perth standard risk assessment and Secure by Design principles. Underground, analysis of SmartRider data shows the level of transfer of bus passengers between the Bus Station and train stations is relatively low.

Public Transport Authority of Western Australia | March 2010 39

THE HUB : Master Plan for New Underground Wellington Street Bus Station

As the table shows, the majority of bus passengers who arrive in the Bus bound, in the main, for Perth CBD rather than transferring to trains for Station by bus in the morning peak, or catch a bus from the Bus Station in the onward travel. PM peak, walk to or from their ultimate destination – between 85% and more Time Period than 90% of them. In the peak periods, the number of bus passengers who arrive in the Bus Station and then transfer to a train (as indicated by linked AM 2‐hours PM 2‐hours SmartRider data) is around 600 to 700 in two hours (say, 400‐450 per hour) in Total Transfer Total Transfer the morning peak period and 300 to 400 in the evening peak period (200‐240 to/from trains to/from trains per hour). The transfer between buses and trains is a small proportion of the Alighting 4,229 595 (14.07%) 952 370 (38.85%) peak direction (into the Bus Station by bus in the morning peak period and out of the Bus Station by bus in the evening peak period), representing from Boarding 1,683 678 (40.29%) 4,039 318 (7.87%) less than 10% of bus passengers to around 15%. Table 4.2 Peak Bus Station Passenger Transfers In the counterpeak direction (people catching buses in the Bus Station in the morning peak, when most people are getting off buses, or arriving in the Bus The Wellington Street Bus Station is therefore not, by definition, a transport Station by bus in the evening peak when most people are boarding buses to interchange. It is a transport terminal in close proximity to other transport travel home), the number of people transferring between bus and train is terminals and passenger requirements will be largely driven by pedestrian around the same, but the proportion is higher. For people catching buses in links to the city firstly, followed by links to other transport facilities within the the Bus Station in the morning peak period (to travel away from Perth CBD), HUB precinct. around 40% have transferred from a train, while around the same proportion of people arriving by bus in the Bus Station in the evening peak period 4.2.2. PASSENGER DESTINATIONS (presumably these trips in the reverse direction) then transfer to train. A pedestrian needs study, commissioned by PTA in collaboration with EPRA and City of Perth, investigated and identified pedestrian access needs in the Bus to train (and vice versa) transfer is more important in off‐peak periods, rail station, Bus Station and within the wider HUB precinct. Analysis of when the proportion of bus‐rail transferring passengers increases to 20‐25% existing data on pedestrian flows and strategies for land use and urban form (though this represents some 100‐120 passengers per hour). in the city provide some indications of key passenger destinations for the Bus Overwhelmingly however, the main means of access to and from the Bus Station. Specific details for this major pedestrian movement study can be Station for passengers is foot – the majority of Bus Station passengers walk provided by PTA, if required by readers. from the bus station to their ultimate destination in the Perth CBD. In the The primary commission required the development of 5 different forecasts future there is no reason to expect this situation will change. A major source scenarios at various stages of development including: of new bus and passenger demand in the Bus Station will be new public transport services on the Alexander Drive corridor, which are providing trunk  Calibrated Base Case ‐ 2009; public transport services by bus – again, passengers on these services will be

40 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for New Underground Wellington Street Bus Station

 Construction Case – 2015 land use with the Western Concourse and the  Western – located between King Street and Lake Street. footbridge near the Perth Entertainment centre removed. The Eastern Entrance construction case also accounts for a temporary bus station on Wellington Street; The pedestrian model forecasts that the Eastern Entrance will be the primary entrance to the Wellington Bus Station, with all rail/bus transfers occurring  2015 Base Case ‐ Assumes the sinking of the rail lines with the through this gate. As a result, the eastern entrance to the bus station is the Wellington Street Bus Station (WSBS) completed. Pedestrian access is key point of access with approximately 1900 (1250 exiting and 650 entering also available between Perth and Northbridge at grade as described in the station) pedestrian movements in the morning peak period. the East Perth Redevelopment Authorities (EPRA) Link Master Plan; With the exception of the bus to rail transfers, the key movements from the  2031 Base Case ‐ Assumes full development and utilisation of the eastern gates in the morning peak are as follows: Northbridge HUB area as per EPRA’s Link Master Plan; and,   2031 Events Case – The event case is based on the 2031 afternoon peak 300 pedestrian access Forrest Chase via the Horseshoe Bridge free period with 2 events occurring simultaneously. These are: pedestrian movement link;  o AFL football at – This reflects a Friday Night game 230 pedestrians head south to cross at the William Street and with people heading towards the stadium; Wellington Street intersection; and o Arena Show – This reflects an afternoon event with people  180 utilise the PUG/ Murray Street exit to access the Murray Street Mall. departing the Arena. A similar pattern is seen in the afternoon peak with pedestrians moving To test the various concept plans proposed by the PTA and EPRA, a gravity towards the Bus Station, however with higher volumes from Forrest Chase model was developed that derives forecasts from land use data and (360 pedestrians). pedestrian links, therefore providing the means to test future scenarios from Western Entrance first principles. The western entrance also sees considerable volumes with pedestrians The analysis was undertaken during the morning, lunch and afternoon peak accessing the new link developments to the west, as well as King Street and periods. Various other scenarios have been produced on an ad hoc basis and Northbridge via Lake Street. The most prominent movements from the will be reported separately as technical notes. western entrance are southbound with over 400 passenger movements in The Wellington Street Bus Station is proposed to have 3 entry/exit points the morning peak. The following plot shows these key movements in the including: morning peak period.  Eastern – located next to Celebration Square along the William Street pedestrian route;  Central – located between Queen Street and Northbridge;

Public Transport Authority of Western Australia | March 2010 41

THE HUB : Master Plan for New Underground Wellington Street Bus Station

Central Entrance Although the central entry (Queen Street) is not highly utilised in any of the scenarios, this may change depending on the building design and function surrounding the entrance.

42 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for New Underground Wellington Street Bus Station

Figure 12 2031 Select Link – Bus Station East (Morning Peak)

Public Transport Authority of Western Australia | March 2010 43

THE HUB : Master Plan for New Underground Wellington Street Bus Station

Figure 13 2031 Select Link – Bus Station East (Lunch Time Peak)

44 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for New Underground Wellington Street Bus Station

Figure 14 2031 Select Link – Bus Station East (PM Peak)

Public Transport Authority of Western Australia | March 2010 45

THE HUB : Master Plan for New Underground Wellington Street Bus Station

movements north‐south and east‐west. The underground bus station is Gehl Architects undertook a study into Perth Public Space in 2008. Some unlikely to be part of a pedestrian movement path of itself, as it would findings of that study will have important influences on the design and not be consistent with objectives for encouraging surface pedestrian function of the Bus Station passenger requirements. These include: activity. But entry to the Bus Station should be a prominent part of surface pedestrian networks. Improving pedestrian access across  Concentrate city life at street level – in the longer term the city should Wellington and Roe streets is an important objective in providing for eliminate pedestrian bridges and tunnels and reduce the amount of access to the Bus Station for surface pedestrian movements, but may indoor arcades to keep pedestrian movements on the street level. This conflict with bus access to the Bus Station along Wellington Street. will mean that pedestrian movements to and from the Bus Station should be planned to take place at‐grade.  Create a fine city for cycling. Continue to develop safe and accessible bicycle parking facilities in the city centre. Ensure convenient locations  Encourage more residential development in the city centre, including in for parking facilities. Integrate bicycles with public transport to expand the Northbridge Link. This will create more activity around the Bus their range of operation. The HUB precinct is a good location for Station and potentially more walking trips to and from the Bus Station. provision of bicycle parking as part of a transport HUB. Bicycles are not  Bring more students to study in the city centre. The Northbridge Link carried on buses in current policy and the intensity of pedestrian development is an emerging opportunity for establishment of education movements in the underground Bus Station means that provision of opportunities. Assuming that many of the counterpeak trips from the bicycle parking in the passenger lounge would probably not be desirable Bus Station are being made by students, this could see a reduction in or practical. However, provision of bicycle parking on the surface as part counterpeak trips through the Bus Station if the strategy is achieved. of the wider HUB project may be beneficial, but should be planned as  Create a diverse and vibrant 24‐hour city. Improve the feeling of safety part of the overall Link project. at night. The encouragement of more activity in Perth city centre at 4.3. Passenger space requirements night would be beneficial to safety in and around the Bus Station by increasing activity, but the Bus Station and surrounds will need to be Future Bus Station patronage will be a function of natural growth on existing designed to be accessible and safe at night as well as during the day. services as well as growth as a result of new services. However, the Bus Station will also be used for special event transport, or during rail stoppages  Expand and refine the public realm by developing a fine grain network and accordingly the Bus Station facilities, because they will be underground that reaches from the centre to the waterfront as well as surrounding with no opportunity for flexibility, should be designed to accommodate an areas. Utilise the emerging opportunity with the sinking of the railway upper limit passenger demand based on the 2031 projected bus flows. (and Bus Station) to connect Northbridge to the city centre. Remove push buttons and reduce waiting times at intersections for pedestrians. Provision should be made for both passenger waiting and circulation (moving Gradually take away surface parking. These measures will have to and from buses, and to and from the entrance/s). In most bus stations, significant influences on passenger requirements and access for the Bus the average passenger waiting time during peak periods is around four Station. The Bus Station precinct will need to accommodate pedestrian minutes – generally, passengers arrive shortly before their bus is due and this

46 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for New Underground Wellington Street Bus Station is especially the case with high frequency bus services (better than four buses The most successful and prominent Bus Stations have set new standards for per hour) and where real‐time transport information (which also enhances quality in passenger facilities and PTA intends that the WSBS will reflect perceptions of system reliability) is provided. However, some passengers industry best practice in this regard. may have longer waiting times and so the facility should cater for a mix of The enclosure of the Bus Station has the potential to substantially reduce the seated and standing passengers in waiting areas. amenity for passengers using the underground facilities. It is known that Higher quality passenger facilities minimise crowding in passenger waiting passengers resist waiting on a different level to where buses leave from and and circulation areas and to this end, generous space allowances should be so bus station layouts that provide for passenger waiting lounges on a made in the passenger lounge and for vertical circulation elements (though different level to bus departures (such as in the Esplanade Busport) are not as users “self‐select” lower levels of service and higher crowding when using successful, so the WSBS aims to manage bus passengers in high quality stairs, escalators and lifts). The usual Level of Service applied to transport facilities, on the same level as the bus movements. terminals for queuing/waiting and circulation space is Fruin’s Level of Service Bus passengers should be separated from bus movements for safety and C. For the WSBS, it is recommended that Fruin’s Level of Service A for efficiency (to reduce the potential for conflicts between bus and pedestrian queuing/waiting areas (described by Fruin as applying to “better designed movements) and to provide protection for passengers from the effects of passenger concourse areas”) and the top of Level of Service C/bottom of noise and air quality impacts. Level of Service B for walkways (“designs consistent with this level of service would be of reasonably high type, for transportation terminal in which This will be achieved in the WSBS by creation of a central passenger waiting recurrent but not severe peaks are likely to occur”) be provided. This lounge separated from the bus roadways by curtain walls, with glass sliding approach would give both generous space allowances for projected peak doors providing access to buses for passenger loading and unloading. passenger flows and an ability to accommodate atypical events without The passenger lounge would be separately ventilated (air‐conditioned) to severe crowding. provide a pleasant and controlled waiting environment. The lounges would 4.4. Comfort and amenity have high quality seating, fittings and finishes to provide a high degree of comfort and a high standard of passenger amenity, more consistent with an The environment created for passengers within and around the Bus Station international airport than with a conventional bus station. will have an important influence on functionality and passenger perceptions of quality and success of the facility. The Bus Station will be the “front door” The environment created in the Bus Station passenger lounge would be to the bus network as strongly as the buses themselves and the impressions similar to that in the Christchurch Bus Exchange or the Kamppi Terminal in passengers and intending passengers get about their safety, comfort and Helsinki Finland, examples shown below. value from the Bus Station will influence their perception of the entire network.

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

The high quality of passenger environment would be extended to surface facilities and the environs around the Bus Station entrances and any connections to Perth Station and Perth Underground (if provided). This would include weather protection on the surface. At present, Bus Station passengers have covered sheltered connections from the bus station to Perth Station concourses and via these across Wellington Street. It will be important for the promotion of public transport that WSBS users have shelter to access the Bus Station and to move to and through the HUB precinct, including making connections to other transport facilities. The provision of concessional retail and opportunities for passengers to shop for small convenience items (as well as possibly for groceries and other items) will also contribute positively to passenger comfort and amenity. The current Bus Station accommodates some small shops providing fast food, travel bookings/internet café and a newsagency as well as the Transperth

Information Centre. Typical retail that can contribute to the Bus Station Figure 15 Kamppi Terminal (Helsinki Finland) Passenger Concourse would include newsagency, florist, dry cleaning drop‐off and pickup, convenience store etc. Other retail in the precinct (such as a supermarket) can help passengers combine other activities with their trip to work or home. 4.5. Information and Wayfinding Placing the Bus Station underground will create challenges for directing intending passengers to it from surrounding areas and so, in addition to a need for prominent entry structures (addressed below) there will be a need for wayfinding signage to direct people to the Bus Station from the surrounding area and from the Bus Station to major destinations. This wayfinding scheme should complement others provided for the Perth Station and Perth Underground and the opportunity should be taken to redesign wayfinding and information for the entire Link precinct, to overcome identified deficiencies and gaps.

The Bus Station itself will also require transport information and wayfinding Figure 16: Figure 16 Christchurch Bus Exchange Passenger Lounge signage to assist users to navigate the Bus Station and identify bus stops, plan

48 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for New Underground Wellington Street Bus Station their public transport trip, get timetable information and identify departing departures (time, route number, destination, stop number) should also be buses etc. This will be through a mix of static and dynamic signage, including reinforced by public address announcements made from the Bus Station real‐time electronic bus stop departure signs (see photo below). control room. In addition, real‐time information displays will be extended beyond the Bus Station into the environs, including within the Perth Station and Perth Underground and elsewhere in the Link development (including in surrounding public areas and retail developments for instance) to allow Bus Station passengers to coordinate their trip with other activities, such as grocery shopping, while monitoring bus departure times. 4.6. Safety and security Bus Station users should be safe when they use the facility and should feel safe when using the Bus Station and moving to and from it. This can be achieved in a number of ways:

 The design of the Bus Station should protect its users from coming into Figure 17 Real‐Time Bus Departure Display, Christchurch Bus Exchange conflict with buses and other vehicles – pedestrian movements should be separated from bus movements within the Bus Station, and access Static signage in transport terminals in Western Australia is usually consistent paths for pedestrians to and from the Bus Station should integrate with with the PTA’s Signage Manual, which identifies the signs, colours, layouts the planned pedestrian footpath network and avoid encouraging and fonts to be used in sign schemes. However, review of signage uncontrolled pedestrian movements across roads; applications consistent with the Manual suggests that the provisions of the  The design and lighting of passenger areas of the Bus Station should Manual may not be adequate for a world class Bus Station. It is therefore facilitate clear sightlines and avoid hidden areas; recommended that a sign plan for the Bus Station be developed, that is aimed at providing more readable and larger signs while being generally  There should be active supervision and surveillance of passenger spaces consistent with the Signage Manual. and bus operating areas including CCTV supervision by a staffed Bus Station control room, public address announcements to reinforce Real time signage (while not strictly being essential in a bus terminal, as bus appropriate behaviour (and to deter pedestrians from walking on bus departures will generally be at or close to scheduled times) provides roadways for example) and patrols by Police and/or Transit Officers as substantial benefits in terms of passenger perceptions of on‐time running well as Transperth Customer service officers; and network reliability and will complement the dynamic bus stop allocation system by providing advance information on the departure stop and expected arrival time on the stop, of buses. Real‐time information on bus Public Transport Authority of Western Australia | March 2010 49

THE HUB : Master Plan for New Underground Wellington Street Bus Station

 Beneficial activity should be encouraged in the Bus Station and environs bus station is located there and be easily able to identify access points (even (particularly on the surface near bus station entrances) to increase though these may be integrated with arcades and the like). passive surveillance and perceptions of safety; and Foot access to the Bus Station should be integrated with pedestrian  Bus Station users should be adequately protected from the effects of movement networks in the precinct and to this end, the proposed William incidents and accidents in the Bus Station, such as fires, spills etc. Street extension will play a key role as a pedestrian access route and potential “front door” to the Bus Station (though the Wellington Street and 4.7. Prominence and integration Roe Street frontages to the precinct are the most important “front doors” for As discussed elsewhere, one of the implications of placing the Bus Station the Bus Station). underground is that an existing large and prominent piece of public transport EPRA’s planned City Square will have a role as Bus Station forecourt (and at‐ infrastructure can effectively disappear from view. The way that the Bus grade pedestrian connection to Perth Station and Perth Underground) as well Station is integrated with its surroundings and the prominence and legibility as a destination in its own right, which will help to activate the area around of Bus Station entry arrangements will be critical to its success. the Bus Station, particularly at night. The provision of a high quality and PTA has established that 85 to 90% of Bus Station users who arrive by bus integrated Bus Station (including entry statements) will complement City walk to their final destination, so the Bus Station is a destination in its own Square and vice versa. right – not a part of Perth Rail station. Prominent entrances to the Bus

Station that address access to the rest of Perth CBD and Northbridge (as well as the Link precinct) will be more important than connections to Perth Station and Perth Underground from the bus station. In terms of the importance of the Bus Station entrances, the Bus Station will generate as many or more peak passenger movements as Perth Station or Perth Underground, and so prominence of the bus station should be of similar scale as those facilities. While integration of the Bus Station with the rest of the Link precinct will be beneficial to users and non‐users, by promoting activity and surveillance and encouraging public transport use by workers and visitors, there will be a need for clear, prominent and legible entrances to the Bus Station that address key approach routes from the north, south, east and west. First‐time bus users approaching the HUB precinct from the south side of Wellington Street for instance, should be able to clearly identify that a major

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

avoid shadowed areas. For the bus roadways, lighting requirements will be 5. DESIGN PRINCIPLES AND PARAMETERS more complex. 5.1. Principles of interchange function The lighting both within the bus tunnel and the waiting area will need to be balanced so as to avoid reflection obscuring the vision through the proposed The following are general principles of interchange function that guide glazing, for either waiting passengers or transit authority personnel including interchange design and operations. These are also relevant for the drivers. In addition to this there are likely to be times of the day where the Wellington Street Bus Station and should be applied in developing and lighting in the bus access tunnel will need to be brightened or dimmed to assessing concepts: ensure the drivers are not adversely affected by sudden changes in light Separation of Modes ‐ for safety, efficiency and avoidance of conflict, levels on entering and leaving the bus station. Depending on orientation of separation should be maintained between the key modes of pedestrians, the access tunnel, glare may be an issue at various times of day or times of cyclists, and taxis with buses; year. This may also affect the lighting levels required in this area and a Modal Integration ‐ the major interchange elements should be as close as variable system should be considered. practicable to each other in order to minimise walking distance and to The following Australian Standards are relevant: maximise the efficiency of modal transfer;  AS/NZS 1158 Series, Lighting for roads and public spaces. Modal Priority in Interchanges – the most efficient access modes should be  AS/NZS 1680 Series, Interior and workplace lighting. given highest priority in the interchange  Disabled Standards for Accessible Public Transport 2004 (No 2) Integration – the interchange should be integrated with its surroundings. These standards potentially address all of the requirements of lighting for 5.2. Health and safety both the internal waiting area and the external bus movement area. Within Working conditions and amenity for staff and users of the Bus Station must each series are standards addressing specific tasks (waiting areas, screen be taken into account. Placing the facility underground will create special work etc) and types of locations (tunnels, underpasses, junctions, etc). challenges for lighting, noise and air quality. In general, Australia lacks These standards also address the appropriate methods of calculating lighting standards and guidelines for these aspects of underground or enclosed levels in each area. transport facilities and bus stations so standards will need to be set based on desirable conditions in the facility (for commuters and staff working in the The Bus Station should maximise the opportunities for natural light where Bus Station), exposure and risk. possible. 5.2.1. LIGHTING 5.2.2. AIR QUALITY AND VENTILATION Lighting in the Bus Station needs to provide for a safe environment with good External emissions visibility in both the passenger areas and bus roadways. For passengers, Consideration needs to be given to the impact on the surrounding area as the lighting levels should allow clear reading of information, good sightlines and underground bus station effectively changes a line source of emissions that Public Transport Authority of Western Australia | March 2010 51

THE HUB : Master Plan for New Underground Wellington Street Bus Station are diluted through natural ventilation into a single point source of emissions. These regulations do not stipulate specific requirements however to show The exhaust air from the system may require treatment prior to release to appropriate consideration and guidance has been sought sort in regards to atmosphere to avoid impacts on the surrounding populace. the air quality, compliance with AS/NZS 1668.2 and the Building code of Australia should be considered to be minimum requirements. Internal ventilation of bus station Air quality in bus roadways Responsibilities Due to the variable volume of traffic and the chance that people will be With respect to the ventilation, relevant regulations are also loosely worded working for a full shift in the bus transit area including in control rooms and with the following extract from the Worksafe WA website on indoor air break rooms, the ventilation of the area will need to be significantly better quality clearly indicating that the requirements are based on what is deemed than a standard underground car park. practicable. The most directly applicable standards for the bus roadways are the AS1668 Duties of employers series. Of particular importance is AS/NZS 1668.2 section 7 which directly Where the indoor air quality of a building used as a workplace presents a addresses the use of ventilated spaces with vehicular movement that are not hazard (to some or all workers occupying the building), the employer has a car parks. duty of care to mitigate this hazard as far as practicable, under Section 19(1) The length of and duration of queuing vehicles also needs to be considered as of the Occupational Safety and Health Act 1984 (“the Act”). When an idling vehicles are the major source of emissions. The height at which the employee reports health effects which may be related to indoor air quality, vehicles exhaust (roof stacks vs. traditional tail pipe exhaust) will also the employer has an obligation under Regulation 3.1 of the Occupational influence the design of the ventilation system. Safety and Health Regulations 1996 to (as far as practicable) identify the hazard and assess the risk of harm to health. As this space needs to be considered as a working area as opposed to a transitory area, the question of what is practicable becomes important. Is it Duties of the person in control of the building impractical or unreasonable to provide the same level of air quality to the In some cases, aspects of indoor air quality may not be in the control of the workers in the bus transit area as you provide to the workers in office areas employer. The person who has control of a building used as a workplace has or the passengers in the waiting area? a duty of care under Section 22 of the Act to take practicable measures to If current indoor air quality guidelines are to be used as a benchmark for the improve the indoor air quality, so that the occupants are not exposed to a bus roadways, then the ventilation system will be significantly different to if hazard. When a worker or manager in a building reports adverse health the Occupational exposure standards are used. The approach should be effects have occurred, which may be related to indoor air quality, the person reviewed by engaged consultants. in control of the building has an obligation under Regulation 3.1 of the Occupational Safety and Health Regulations 1996 to (as far as practicable) The air quality indicators likely to be of most importance to this area are identify the hazard and assess the risk of harm to health. contained in the following table.

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

Indicator Recommended Reference Source It should be noted that these are guidelines that will not always be achievable Guidelines and are not based on health effects. These are limits based around comfort Carbon monoxide <30 ppm TWA ASCC and irritation levels for most people. Carbon dioxide <6000 ppm TWA ASCC Volatile organic compounds also need to be considered but have not been Diesel Particulate 0.01mg/m3 TWA German Ministry of Labour included in the above list as the acceptable levels vary dependent upon the compound. There is currently no usable guide limit for total volatile organic Oxygen 19.5‐22.5% Range ASCC compounds. Benzene 1ppm TWA ASCC The above indicators would also be suitable for people undertaking office Nitrogen dioxide 3ppm TWA ASCC type work within the complex. Table 5.1 Important Air Quality Indicator – Bus transit area To maximise energy efficiencies when air‐conditioning the internal space it will be necessary to limit the loss of air through various routes. The largest of Ventilation of passenger lounge these is likely to be the opening and closing of the doors when people are boarding or alighting from buses. The ventilation of internal spaces is well documented in the AS/NZS 1668 series of standards and the Building Code of Australia. The design of the To prevent the waiting area drawing in contaminants from the bus transit ventilation system would be dependent upon the design of the space and area, the waiting area should be kept at a positive pressure at all times. intended uses. Consideration may also be given to the use of air curtains above the doors to provide an effective barrier of air between the internal and external spaces The air quality indicators of most importance are the following for large when the doors open. public spaces intended to house large numbers of people. If concession stands or similar are to be placed within the waiting area the

ventilation requirements will change as exhaust ducting will need to be Indicator Recommended Guidelines Reference Source incorporated and the ventilation rates increased.

Temperature 23C ‐ 26C (Summer) ISO: 7730 The inclusion of amenities in this area will also require the increase of the Relative humidity 35% ‐ 65% ISO: 7730 ventilation rate to provide sufficient air to keep the air under a positive pressure. Carbon monoxide <9 ppm Ceiling limit NHMRC Uninterruptible back‐up power will also be required to bus management Carbon dioxide <1000 ppm Ceiling limit DETIR control, ventilation and lighting systems. Respirable particulates <0.15 mg/m3 PM10 24hr mean USEPA Table 5.2 Important Air Quality Indicator – Internal waiting areas 5.2.3. NOISE The Environmental Protection (Noise) Regulations 1997 regulation 7 states:

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15. (1) Noise emitted from any premises or public place when  the average noise levels for conversion are around 60dB. received at other premises –  busy traffic tends to be approximately 70dB. a) must not cause, or significantly contribute to, a level of noise which  truck traffic and Subways are around 90dB. exceeds the assigned level in respect of noise received at premises of that AS/NZS 2107:2000 provides advice on the appropriate design noise levels for kind; and various types of buildings as well as guidance on the impact of reverberation b) must be free of– time in such buildings. The AS/NZS 1269 series of standards provide good (i) tonality; information on noise control, measurement and management. (ii) impulsiveness; and Based on analysis of AS/NZS 2107:2000 and review by PTA Environmental Management, the appropriate design noise level for the bus station (iii) modulation, passenger lounge would be 45dB Regulation 8 assigns allowable noise levels for various types of Due to the design and the materials likely to be used in construction of the establishments. For a utility structure three limitations are set: bus tunnel, reflected sound will be an issue that will need to be allowed for in  A limit of 65dB has been set which can be exceeded for no more than the management systems. Dependent upon the orientation of the tunnel 10% of the test period there may also be issues relating to wind and air tumble that could result in increased noise and a need to strengthen some elements of the design, in  A limit of 80dB that cannot be exceeded for more than 1% of the test particular the glazing and seals to the waiting area. period  A limit of 90dB which cannot be exceed at all during the test period. With the likely level of reverberation and reflected noise within this structure a full acoustic assessment of the design should be undertaken to ensure the Within the complex, the biggest concern with noise is the impact on workers noise control and management protocols put in place are effective prior to hearing and interference with alarms or other communications. construction. The Occupational Safety and Health Regulations 1996 state that noise within When assessing the level of noise likely to be produced within the structure, a work place should not exceed an eight hour average of 85dB and should not consideration also needs to be given to the location, size and purpose of the exceed a peak of 140dB. air handling plant and any emergency exhaust systems. This is the same as the current levels set in the National Standard for Preliminary assessment has suggested the use of tunnel and bus station Occupational Noise. insulation, such as “Quiet Stone” lining to absorb sound waves, to maintain The waiting area should be kept at levels considered to be comfortable for an acceptable noise environment for passengers and drivers. individuals. For comparison purposes:

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

5.3. General requirements of Bus Station equivalent bus flow of four buses per minute, then the Bus Station should accommodate 16 bus loads of waiting passengers (680 5.3.1. DESIGN YEAR passengers assuming 20% of departures are Busport and Causeway The design year for the Bus Station is 2031 (possibly extended to 2050 in the services with lower average passenger loads). future through the application of new service routes, technology and layover  Fruin’s Level of Service A for queuing/waiting areas management) in terms of planning for bus services. The year of opening is expected to be 2016 in the current program, based on construction  Fruin’s bottom of LoS B/top of LoS C for circulation space sequentially with the rail undergrounding. The design of the Bus Station should minimise pedestrian crowding points 5.3.2. BUS SPACES and ensure acceptable levels of service are maintained during normal peak period operating conditions. A minimum of 16 passenger service bus spaces should be provided for 2031 requirements. All bus spaces should be designed to allow independent 5.3.4. PEDESTRIAN SAFETY AND ACCESS operation by the design rigid bus. As discussed above, a key principle in Bus Station design is for pedestrian and The design articulated buses should be able to access a bus stop, provided vehicle movements to be separated to maximise pedestrian safety and the stop upstream is unoccupied, and should be able to depart a stop security. This is usually done in transport facilities by grade‐separating independent of occupancy of the downstream stop. This may need to be pedestrian movements. reviewed once future fleet decisions have been made. In any case the design should not allow passengers to cross bus roadways at‐ The allocation of bus spaces is detailed in section 5.1. grade within the facility (i.e. on bus roadways) and all passenger circulation is to be separated from vehicle movements within the facility. 5.3.3. PASSENGER SPACE AND PEDESTRIAN CAPACITY The facility should also be highly accessible for people with mobility The Bus Station should be designed to provide sufficient space for passenger difficulties. Walkway surfaces should be largely level and smooth and level access, waiting and circulation for 2031 peak hour demands based on the changes should allow for mobility‐impaired travellers. There should be following assumptions: provision for mobility‐impaired passengers such as tactile paving, audio  For passenger circulation and egress – Year 2031 rigid bus equivalent announcements, Braille information etc. bus flows arriving in the Bus Station in the AM peak period, average The Bus Station should be highly integrated with its surroundings, providing loads of 50 passengers per bus for northern services, average loads of 10 direct connections where possible for pedestrians to key city centre activities passengers per bus for Busport and Causeway services. Passenger and destinations. boardings assumed for time period at 24% of alightings. The facility should also contribute to the objectives and vision of the EPRA  For passenger waiting areas in passenger lounge – based on assumption Link Master Plan. of passengers generally arriving four minutes before their bus is due to depart the Bus Station, and based on a forecast 2031 rigid bus

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5.3.5. VEHICLE OPERATIONS AND TRAFFIC Being underground, opportunities for future expansion without demolition or The design of the Bus Station should accommodate the movements of the other adverse impacts on the operation of the facility may be limited, but the design vehicles and should minimise complexity in bus operations. The design should consider operational and design responses to reaching design should also allow on‐street traffic impacts to be managed safely and effective capacity. This can be achieved by the consideration of through efficiently with priority given to the most efficient access modes (pedestrians service route options in the future, new technology applications and the and buses) over private vehicles. management of layovers, to increase the bus station efficiency. 5.3.6. INTELLIGENT TRANSPORT SYSTEMS AND BUS MANAGEMENT 5.3.8. BUS STATION LOCATION The Bus Station will be actively managed including dynamic bus stop Previous studies by both EPRA and PTA have confirmed that an underground allocation integrated with a real‐time passenger information system. The bus bus station generally in the location of the current facility would best meet management will extend to vehicle detection and tracking, monitoring and the objectives of both organisations. management of bus layover (within the facility and remotely where EPRA engaged Sinclair Knight Merz (SKM) in 2004 to carry out a patronage appropriate) to ensure efficient operation of the facility at all times, and and operational analysis of four bus station location alternatives including the should be capable of accommodating schedule interworking, access control existing location, east of Barrack Street Bridge, west of Milligan Street and and security monitoring. east of the Entertainment Centre. This was followed up with a workshop to The bus management system will be automated but should have manual evaluate urban design, social, cultural and economic benefits of each backup via a staffed control room. location. The highest ranked site was the existing location. The operation of the bus management system and monitoring of the Bus Two PTA studies that assessed the potential benefits and weaknesses of an Station operation should be integrated with and coordinated with the Main on‐street bus station and tested a layout and operating parameters for an Roads WA traffic control systems to allow feedback of traffic conditions and underground bus station have confirmed that an underground bus station is bus station operations to be used to manage both the Bus Station and surface feasible and that the current bus station location remains the best option. traffic management system in an integrated way, particularly during The City Square extension forms a natural alignment for a front door for the incidents. In this respect, the bus management system should recognise Bus Station as it is intended in the Link Master Plan to facilitate pedestrian Milligan Street’s role as a relief route and emergency vehicle access route. access across the precinct and to the bus station and Perth station, and to act 5.3.7. FUTURE EXPANSION AND FLEXIBILITY as a forecourt to both facilities. The transport facilities play a key role in activating this part of the Link precinct and the EPRA Link Master Plan clearly To future‐proof the facility as far as possible, the design should allow for envisages Perth station and Bus station entrances being located on either flexibility in bus operations (for example to accommodate a range of bus side of the William Street extension. types, lengths etc., without requiring substantial modification) and backup power for services.

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

The William Street alignment has an important commercial land use character and this is continued in the Link Master Plan in City Square. Perth Station and the Bus Station play important roles serving the commercial life of the city centre, so it is important that City Square be adopted as a key frontage for the public passenger entry of the Bus Station. While there are substantial benefits in locating the underground bus station west of the Mandurah Line tunnels (in project cost and risk), a key objective should continue to be to keep the bus station as close as possible to the City Square extension, both to exploit its key role in providing pedestrian access to the CBD and Northbridge (to meet the needs of the majority of bus station users) but also to facilitate bus‐rail transfer for those passengers who uses it (10‐15% of peak users and 20‐25% of off‐peak users).

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

provided with a safe means of moving to, from and around the Bus 6. PROJECT SCOPE Station; 6.1. Bus Station Configuration and sizing  consideration of disabled access;  rigid buses must be able to draw into and out from stands 6.1.1. BUS STATION CONFIGURATION independently, without waiting for other buses to clear a path; The bus station design will accommodate 16 loading/setdown bus spaces, all 20m in length. A minimum of 25 layover spaces will be included within the  high quality passenger waiting areas should be provided to cater for bus station and access tunnel, also set at 20m in length. The potential for up expected passenger levels, depending on the Bus Station configuration. to 30 external layover spaces should also be available to accommodate longer The design should feature enclosed off‐street waiting lounges to a very layover requirements for the bus station. high standard;  the design and function of ancillary development and activities (retail, For regular peak operation, the Level of Service for walkways and circulation commercial, entertainment or residential in the case of development; spaces will not be below Fruin’s Level C (circulation) during regular operating and maintenance and advertising activities) on the site or in the and Level A for the passenger waiting areas (queuing). precinct, such as development in the airspace of the Bus Station or The bus station operational requirements should comply with the following around access routes, should not interfere with the efficient operation criteria: of the Bus Station;  all relevant Transperth bus services must be accommodated in the stops  sufficient bus layover must be provided within the Bus Station or on land provided in the Bus Station; controlled by PTA, to support passenger operations;  the layout of the Bus Station should support simple, straightforward and  Provide ancillary car parking to a sufficient level to accommodate needs legible bus movements – to minimise congestion and crashes, and of Bus Station operational staff improve efficiency;  bus driver lunch room or break facilities, toilet and shower are required  the Bus Station must accommodate the range of bus types currently in in the Bus Station; use in Perth, as well as bus types planned by Transperth for future use;  Information office; and,  bus service route groups should be separated into zones within the bus  Control room. station to maximise legibility for passengers and operators; 6.1.2. BUS STATION SIZING  bus platforms will be as straight as possible; The bus station has been proposed to be configured in a rectangular shape,  other transport modes (e.g.: pedestrians, cyclists, taxis, private cars) as detailed in the attached architectural plans in Appendix 3. As also detailed should be separated from bus operations to minimise conflicts, above, the bus circulation will be configured in an anti‐clockwise bus congestion and safety risks. Pedestrians, in particular, need to be circulation with layover bays located on the outside of the circulating bus

58 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for New Underground Wellington Street Bus Station lane and active set down and pick up bays within the inside of the circulation within the proposed building breezeway/walk way, with a view to being bus lane. The bus manoeuvring area requirements have been determined by incorporated into any future building designs. All three entry points will be computer bus tracking analysis and field trials. designed with an entry canopy, incorporated fare gates, which then lead to the access escalators, stairs and lift. Good sight lines have been a feature of Inside the bus facilities is the passenger lounge. The area requirement of the the entry location positioning, to ensure users will be able to readily identify bus passenger lounge has been determined by passenger demand analysis the location of these access points when travelling from both the CBD and and circulation space requirements for waiting and boarding passengers. Northbridge areas. Significant passenger seating allowance has been provided, supported by two main circulating aisle and bus queuing areas for all 16 stands. The access tunnel to the bus station is aligned from the James Street bus bridge and the Milligan Street intersection to the new bus station. It is The bus station dimensions, based on the abovementioned criteria are 44m approximately 250m long and varies from 12.8m wide to 8.6m wide at the width and 204m long. The lounge area is 13m wide by 180m long. Two portal. The tunnel floor level will rise from the bus station level of RL 5.7 to underground plant rooms have been located on the southern boundary of around RL 11 at the portal to RL 12 at the Milligan Street intersection. the bus station, both 12m wide and 33.5m long. These plant rooms will support bus station ventilation fans, air conditioning plant and electrical Please refer to the Architectural scope in Section 5.11 for further bus station equipment. dimensions and details. The cross section of the bus station is broadly configured as a concrete box, 6.1.3. TAXI RANKS, SHORT STAY PARKING, BICYCLE PROVISIONS with an 800mm thick base slab, 800mm thick walls and an 1100mm thick roof Taxis slab. Three access points have been incorporated through the roof slab at locations in City Square and at both the proposed Queen Street Square and Taxi ranks and provision for taxis would be planned as part of the Link Master King Street Square. Two light voids have also been incorporated into the roof Plan, at surface level. Taxis would not operate in the underground Bus slab. Details of these roof slab access and lighting details are shown in the Station. attached architectural plan in Appendix 3. The top of the bus station driving Signage between taxi ranks and Bus Station should be provided. slab has been set at RL 5.7 and the top of the roof slab at around RL 12.0. Short Stay Parking The top of roof slab RL may vary due to drainage, above ground infrastructure and construction requirements, but is still compatible with the No special short stay parking (kiss and ride parking) should be provided planned Link Project roadway levels. within the Bus Station. The above ground bus station structures will incorporate the three entries to Bicycles the bus station and the void covers. These structures are proposed to be Bicycle parking facilities should be provided in the City Square precinct. lightweight aluminium and glass frames, varying in height to 10m. The above ground structures have been designed in sympathy with the building development outline provided by EPRA. That is, the structures will be located

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6.2. Milligan Street and James Street Access which will generate either ingress or egress from 680 car parking bays onto Milligan Street (estimated Milligan Street demand from the 1300 bay Arena 6.2.1. MILLIGAN STREET ACCESS car park), and residential and commercial traffic demand from the western In the Link Master Plan, Milligan Street has been nominated as an access road end of the Link Project, PTA has reservations about EPRA’s proposed lane which will service the Arena, the western end of the link development and allocation for Milligan Street. As such, PTA commissioned a traffic the southern, western and eastern Transperth bus routes terminating or assessment, to consider the need for increased lane allocation and traffic originating from the WSBS. Currently these buses just turn directly into the management along Milligan Street. The recommendations from the traffic bus station opposite King Street. The Milligan Street route will add increased assessment of Milligan Street were as follows: travel time and distance for bus users.  Construct a left turn lane on Milligan Street northbound for the entry to At present, Milligan Street north of Wellington Street previously serviced a the Arena carpark. The length of this turn lane should be 50m plus City of Perth carpark, and now provides access for the Arena construction taper, subject to Arena traffic not blocking the northbound Milligan project. Street bus lane. The Arena Traffic Management Plan should address the In planning terms, the multiple functions expected of Milligan Street is not occurrence when the car park is full, and how traffic will be stopped ideal for bus services which are accessing the WSBS. This multiple user from entering Milligan Street, thus avoiding the potential of congesting situation will create the possibility for bus service delays, congestion, bus movements along Milligan Street; increased safety risk and reduced operating capacity of the bus station.  Construct two traffic lanes in the southbound direction on Milligan The current bus services which will be attracted to Milligan Street once the Street; underground WSBS is operational are 31 bus departures in the peak hour.  On the southbound approach of Milligan Street to the signalised This bus demand is expected to increase to 48 bus departures in the peak intersection with Wellington Street, the lane markings should indicate a hour by the year 2031. This bus demand will also be put under further separate left turn lane and a shared through and right turn lane; pressure during the HUB Project construction period, when it is likely that the  At the intersection of Wellington Street and Milligan Street adopt a half northern bus routes will be required to use Milligan Street to access the diamond phasing with parallel phasing for pedestrians; proposed temporary bus station, to be located on or adjacent to Wellington  At the intersection of Wellington Street and Milligan Street increase the Street. The number of additional bus departures from the WSBS, which may length of the right turn pocket on Wellington Street westbound to 120m be attracted onto Milligan Street, is 52 departures in the peak hour. plus taper; Initially, EPRA proposed that the lane configuration of the new Milligan  The reservation for the extension of Milligan Street should allow for the Street, north of Wellington Street would be a two lane access road (that is, lane configuration recommended, pedestrian walkways on verges and one lane for each travel direction). potential on street parking within the eastern verge; and Given that this section of Milligan Street is intended to service more than 50  The Arena management should be requested to develop a traffic and bus departures (and arriving buses), possibly coincident with Arena events, pedestrian management plan to ensure minimum pedestrian and vehicle 60 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for New Underground Wellington Street Bus Station

conflict during the “before event” and “after event” periods, as this may will also manage Arena carpark access onto Milligan Street and bus have an adverse effect on bus operations along Milligan Street. movements to and from Milligan Street to the Bus Lane. PTA’s position on Milligan Street is that the new layout of the road should be 6.2.3. JAMES STREET ACCESS consistent with the recommendations detailed above. For some time now, the safety of the current at grade crossing of the PTA is also concerned the access to the Arena car park may have a significant Fremantle Line by buses from northern destinations travelling to and from impact on bus service delays, due to the multi‐access uses planned for the Wellington Street Bus Station has been under question. As a result of Milligan Street. The Arena traffic management strategy must address this these concerns, a bus bridge has been built over the rail lines, located matter in a manner that is acceptable to PTA, to provide unimpeded bus adjacent to the Wellington Street road ramp bridges. Buses will then be access to the new bus station via Milligan Street. routed via James Street from Fitzgerald Street, instead of via the current Roe Street contra lane and level crossing. 6.2.2. BUS LANE / MILLIGAN STREET INTERSECTION A function of the Bus Station planning was the need to cross buses to the The bus bridge is now complete and a contract will be let for the associated right hand lane prior to entering the Bus Station. The reason for this traffic James Street civil works in the near future. This new bus station access from management strategy was to facilitate anti‐clockwise circulation for buses the north should be available in 2010, prior to work beginning on the HUB within the new bus station. This was needed to ensure buses could drop Project. passengers onto a left hand side platform and manage efficient dynamic 6.3. Tunnel Access platform allocation within the bus station. The WSBS will be accessed by a two lane bus tunnel, which is aligned through The two options considered for the transfer of buses from the left lane to the the proposed Milligan Street traffic signals, detailed above. right lane was either at the entry to the bus station or at the Milligan As discussed in Section 5.2 above, buses from both Milligan Street (south, Street/Bus Lane intersection. Both options were assessed using a micro east and western services) and the James Street bus bridge (northern simulation tool, TRANSCOPE, which modelled bus arrival and departure services) will access the new bus station through the Milligan Street signals, timings and system capacity. The modelling assessment suggested that the where the buses will be crossed to the right hand lane, for anti‐clockwise option to transfer buses at the entry to the bus station would have significant circulation around the bus station. The tunnel will be aligned under the Link impacts on bus station operation and congestion. The intersection of Project development area, utilising a common wall with the rail tunnel for Milligan Street and the Bus Lane is proposed to be signalised, due to safety much of the bus tunnel alignment. As this common wall supports the electric and traffic management requirements associated with the Milligan Street catenary for the rail lines, it will need to be designed to ensure separate function. As such, it became the obvious location to facilitate the crossing of earthing and bonding is achieved for the rail side, so that high voltage current buses from the left lane to the right lane in a controlled and safe is not induced onto the bus tunnel side of the structure. environment. The proposed tunnel longitudinal profile is shown in Appendix 4. The design As indicated above, it is proposed to signalise the intersection of Milligan proposed is sympathetic with the clearance requirements of the Link project Street and the Bus Lane. Apart from facilitating the bus crossover, the signal Public Transport Authority of Western Australia | March 2010 61

THE HUB : Master Plan for New Underground Wellington Street Bus Station

Master Plan development strategy, whilst aligning the bus tunnel bottom slab A specific outcome that the PTA was interested in achieving was to improve onto the surface as quickly as possible, to minimise earthworks and cost. As the quality of passenger and bus facilities and operations (to overcome such, sections of the bus tunnel have grades in the order of 9%, which over a potential impacts of enclosing the bus station and placing it underground) short distance is considered acceptable. and to integrate the bus station with other public transport facilities within the HUB project precinct; and with surrounding land uses and the Perth CBD). The proposed tunnel cross section is as follows: To achieve these key objectives, PTA wished to understand pedestrian  1m walkway; movement and demand characteristics that currently exist, and expected to  3.2m bus layover lane; exist once the HUB project is completed. This work was therefore intended  1m access strip for layover buses; to fully investigate pedestrian movement and demand to and within the HUB precinct (WSBS, Perth Station and Perth Underground Station), as well as  2 X 3.5m bus lanes; and understanding CBD pedestrian desire lines and anticipated growth and  0.6m clearance kerb against the common rail tunnel wall. pedestrian network constraints during normal operating conditions and The proposed bus tunnel cross sections are detailed in Appendix 4. The during high use event periods. The study findings has assisted in the planning issues to note are that the tunnel wall thickness varies from 400mm to and location of WSBS entry points and the effective means of integrating the 800mm, as the tunnel dips into the ground from Milligan Street to meet the WSBS with Perth Station and the rest of the HUB precinct. floor level of the sunken bus station. Allowance has also been made in the The other key objective that other stakeholders were interested in, included tunnel wall to accommodate future building foundation requirements, either the long term vision of pedestrian and cyclist movements to and through the in the form of pile voids or increased strength in the wall. study area, to enable the appropriate planning and design decisions to be The bus tunnel will also be equipped with a high level of Intelligent Transport made, which will adequately accommodate this predicted demand. System, to ensure safety and control, as detailed in Section 5.12. The study tasks included: 6.4. Pedestrian Access  Initial research of existing information; In August 2009, the PTA arranged for a Pedestrian Movement and Demand  Supplementary data collection; Assessment Study to be undertaken for the Link study area, with particular  Analysis and assessment of data; reference to the pedestrian demand routes within the HUB project area.  Land use investigation and assessment; The Pedestrian Study outcomes will provide an understanding of current and future pedestrian desire lines and volumes, which would drive planning and  Interpretation of the interrelationship of the pedestrian movement data development decisions on public space, public transport access, movement and land use information; infrastructure and master planning of the Link project area and environs.  Establishment of study area pedestrian desire lines;

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 Assessment of the constraints and adequacy of pedestrian is restricted to development that does not exceed the total amount of infrastructure; employment predicted for the city.  Development of a vision and recommendations to facilitate effective Assumptions pedestrian movement within and through the study area; The following key assumptions for 2031 Scenario test have been made:  WSBS, Perth Station and Perth Underground Station access strategy  The 2031 land use matrix includes a fully utilised Northbridge Link as per development; and the EPRA Master Plan;  Study reporting and presentation.  Buildings are assumed to have multiple entrances, allowing entry/exit 6.4.1. STUDY OUTCOMES from multiple pedestrian links; Land Use Assessment  The pedestrian network has not been modified from the 2015 model Existing and future land use was considered to be an integral aspect of run; and, determining pedestrian demand and movements within the study area.  2031 Rail and Bus Patronage have been extracted from the STEM model. Existing land use information was collected for application to the pedestrian Overview movement model. The 2031 scenario forecasts significant movement within the Link area during Similarly, future land uses, which are expected to be in place by the 2031 all time periods, with considerable volumes of pedestrians moving between design horizon year, were investigated and a forecast established on the Northbridge and Perth as well as within the Link area itself. The following impact of changes in land use on future pedestrian numbers and desire lines plots show the network flows for the morning, lunch and afternoon peak within the study area. periods. Please note that these plots should not be interpreted as showing This assessment was a major input into the HUB master planning and the through movements from the PUG underpass to Murray Street. The demand general knowledge of pedestrian demand within the study area. This latter is mainly from the PUG to Murray Street and PUG to Perth Station transfers. point was essential in determining a program of future upgrading works for There are some pedestrian through movements, but this is not a significant pedestrian facilities which are required to support the HUB and Link projects. pedestrian demand figure. Pedestrian Demand and Movement Investigation 2031 Pedestrian Demand Estimates The 2031 Future Scenario details the pedestrian movement patterns around Perth and Northbridge once all proposed buildings within the Link are constructed and fully occupied. The scenario includes some expansion of the surrounding land use as proposed by the Department of Planning; however it

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

Figure 18 2031 Future Year Scenario (Morning Peak)

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

Figure 19 2031 Future Year Scenario (Lunchtime Peak)

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

Figure 20 2031 Future Year Scenario (Afternoon Peak)

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

The major variation to the land use between 2015 and 2031 is directly  the East Concourse of Perth Station to the ; associated with the link development above the rail line and bus station. As a  Barrack Street; and result, the major changes in the wider pedestrian flows between 2015 and 2031 are associated with accessing the development area and movement  Milligan Street. between the Link and both Perth and Northbridge. There is very little impact Bus Station Flows on the rest of the network with volumes remaining relatively static between The major flows to and from the bus station occurs during the commuter 2015 and 2031. peaks with transfers between the Rail and Bus Station providing the majority Northbridge Link Movement of movements. As a result, the eastern entrance to the bus station is the key point of access with approximately 1900 (1250 exiting and 650 entering the As stated above, the full development of the Northbridge Link mixed use station) pedestrian movements in the morning peak period. The western development as per EPRA’s Master Plan is the major land use change within gates are also the primary entrance/exit for those accessing the eastern part the walkable catchment area of the Rail and Bus Stations, therefore the of the city, with 420 pedestrians utilising the free zone link under the majority of the increase in public transport volumes gravitate to the Link horseshoe bridge to access Forrest Chase the lunch time peak. area. The following plots show the key movements into the eastern entrance of the Outside the stations, there are three primary access routes to the Link bus station in the morning and afternoon peak periods. including: The western entrance also sees considerable volumes with pedestrians  Forrest Chase to Celebration Square (under the Horseshoe Bridge); accessing the new link developments to the west, as well as King Street and  William Street; and Northbridge via Lake Street. The most prominent movements from the  King/Lake Street. western entrance are southbound with over 400 passenger movements in the morning peak. The following plot shows these key movements in the The Forrest Chase to Celebration Square free movement link provides large morning peak period. volumes especially in the afternoon peak period where it is expected that commuter flows will join with those accessing the Northbridge entertainment The central entry to the bus station has limited flows with the majority of district. Approximately 940 pedestrians are forecast to move from Forrest movements from Northbridge and the surrounding buildings. Limited Chase under the Horseshoe Bridge towards the link while approximately 530 demand is seen from Perth with Queen Street having limited trip generation will use the link from Northbridge towards Forrest Chase during the with no through access roads to the major employment HUBs of Hay Street afternoon peak. The following plot highlights the movement through the and St Georges Terrace. Although this entrance is not showing strong Forrest Chase and Celebration Square link. pedestrian demand, it is an important entry for off peak bus station usage, where it is proposed to close the western entry to reduce the area of lounge In addition, through movements between Perth and Northbridge can also be available. In this operating mode, the central entry will become the primary seen on: western entry.

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

2031 select link, City Square to Forest Chase (afternoon peak) Figure 21

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

Figure 22 2031 select link, Bus Station East (morning peak)

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

Figure 23 2031 select link, Bus Station West (afternoon peak)

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

6.5. Rail Interface  enabling works for adjacent structures: temporary realignment of the Fremantle line over the proposed bus station site to enable construction The major rail interface with the WSBS is the common wall between the rail of the rail tunnel. dive structure and the sunken bus station and tunnel. It is proposed that the common wall will consist of the rail dive diaphragm wall, with the bus base  proposed construction depth: The construction depth will result in an slab and tunnel base slab tied into the common diaphragm wall using excavation of 7‐8m metres. supporting corbels.  soil and groundwater conditions: The soil in the area is generally sandy Because of expected high pore pressure at the base of the bus station and groundwater table in the area is high producing large hydrostatic structure, the jointing with the diaphragm wall will need to be carefully pressures. treated with hydrophilic water stops and waterproofing membranes. This  Programme: Two options: waterproofing will be further complicated with the requirement to isolate the o concurrent construction of rail tunnel and bus station (options bus station from the rail tunnel diaphragm wall, due to earthing and bonding 01,02,04) requirements. This isolation requirement will be achieved through the incorporation of a bituthene jointing layer and the construction of an internal o sequential construction, bus station built after rail tunnel (options block wall within the bus station to provide an air gap between the bus 03,05,06) station and the rail tunnel diaphragm wall. This air gap will also act as an air  future uses of adjacent and overhead spaces: to be used as extraction vent for the air management scheme within the underground bus amenity/park space in the short term with commercial and low level station. The need to provide the joint insulation will require further liquid building development planned over the longer term. membrane joints and hydrophilic water stops to provide a waterproofing  method of basement construction and construction sequence: top‐ solution, as shown on the wall cross section detailed in Appendix 4. down as well as bottom‐up (cut and cover) construction sequences were 6.6. Structural considered.  the proximity of existing structures and services: the bored tunnels for 6.6.1. CONCEPTUAL STRUCTURAL DESIGN the Clarkson/Mandurah rail line lie buried over 15m away at the eastern Key influencing factors for the basement design and construction end of the site and there are existing rail services at ground level to the Various factors influence the relative difficulty of basement construction and south of the site. effectiveness of lateral support.  location of the basement: located in CBD in an area of significant For this project the key factors include: proposed redevelopment and of cultural importance.  proposed basement usage: The proposed basement usage is critical  previous site usage: semi‐occupied by existing above ground bus station when selecting an appropriate column grid and for the bus station use and remainder used for rail operations. require large open spans and the column grid.

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

 Electrical isolation: It is a PTA requirement that the bus station structure The bus station basement and adjacent rail tunnel are constructed be electrically isolated from the rail tunnel structure. sequentially. Investigation of structural systems  Option 06: Bottom‐up construction using a diaphragm wall as the perimeter retaining wall and conventionally formed in situ reinforced A number of structural systems were investigated during schematic design concrete columns supported by raft action of the basement floor raft to for the engineering components. These systems typically comprised different support the permanent internal column loads. The bus station combinations of key structural elements to suit programming, construction basement and adjacent rail tunnel are constructed sequentially. methodologies and construction sequencing. A description of the key structural elements comprising the various options  Option 01: Top‐down construction using a diaphragm wall as the follows. perimeter retaining wall and barrettes with a rock socket to provide the internal supports with the bus station basement and adjacent rail tunnel Internal columns constructed concurrently. The internal columns grid across the bus circulation route is driven by the  Option 02: Top‐down construction using a diaphragm wall as the functional requirement for a bus circulation route about an internal perimeter retaining wall and large diameter bored piles with a rock passenger lounge. In the opposite longitudinal direction the column spacing is socket and plunge columns as the internal supports with the bus station driven by a combination of planning issues and structural considerations. The basement and adjacent rail tunnel constructed concurrently. bus circulation route requires an approximately 13m wide open column free space enclosing the passenger lounge to allow the free movement of the  Option 03: Top‐down construction using a diaphragm wall as the vehicles. The architectural requirements for the passenger lounge require a perimeter retaining wall and large diameter bored piles with a rock similar 13m column free space within the passenger lounge. In the other socket and plunge columns as the internal supports with the bus station direction the spacing of the bus doors as they pick up and drop off passengers basement and adjacent rail tunnel constructed sequentially. dictates the location of the columns so that they do not impede access to and  Option 04: Top‐down construction using a diaphragm wall as the egress from the buses. This requires a column grid in the long direction of perimeter retaining wall and Frankipile columns as the temporary the bus station of 6700mm. In order to provide for the applied loads, the internal supports which are supplemented by raft action through the basement columns need to be of the order of 1000x1000mm in plan basement floor raft to support the permanent internal column loads. dimensions. The makeup of the column differs depending on the The bus station basement and adjacent rail tunnel are constructed construction methodology chosen. For the bottom‐up option, this will be a concurrently. conventionally shuttered in situ reinforced concrete column. For the top  Option 05: Semi top‐down construction using a diaphragm wall as the down options, this would be a reinforced concrete column encased to the perimeter retaining wall and Frankipile columns as the temporary required dimensions with a steel plunge column or Frankipile core. internal supports which are supplemented by raft action through the basement floor raft to support the permanent internal column loads.

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Basement walls wall to resolve the propping forces from earth retention (open ramp requiring independent treatment). The existing ground level is approximately RL11.000 – 12.000 and the proposed formation level is approximately RL4.000 adjacent to the wall. The Temporary Propping of Basement Walls construction depth will result in an excavation of 7‐8m. This would be The propping can take the form of either temporary ground anchors or soil considered a medium to deep basement wall height and the design bending nails drilled beyond the basement wall perimeter or steel props that either moment from earth pressures becomes very important and geotechnical strut across the site from one side to the other or strut to anchor blocks judgement is involved in deciding the soil design parameters for selection of located within the site. wall type, construction methods, propping and design of wall section. The basement wall construction type is primarily driven by the requirement to Propping the basement walls, using ground anchors or soil nails has the support the excavation with a permanently embedded retaining wall and the advantage of leaving the site entirely free for other construction activity. requirement for cut‐off walls to control groundwater movement. The choice Traditionally these ground anchors have been high strength strands or of suitable wall types include contiguous or secant bored piles, or diaphragm reinforcing which are grouted into place and bond with the surrounding walling. The preferred option is diaphragm walling for better groundwater ground. The anchors cannot be withdrawn but they can be deactivated by exclusion and surface regularity as well as offering a simpler and more cutting them off when they are no longer required. An alternative is to use reliable construction joint between the wall and basement slab. The diagram temporary soil nails which are cast in a sleeve and can be unscrewed and wall can be constructed with a standard 2800x600mm grab bucket in panels removed when no longer needed so no permanent obstruction is left behind of approximately 5000mm. The walls need to extend into a clay soil layer to outside the basement perimeter. act as cut‐off walls to control groundwater infiltration into the basement Strutting across the site is best suited to narrow sites as these minimise the during construction or alternatively substantial ground dewatering could be length of strutting required. The width of the site of approximately 45m will used. A masonry liner wall is proposed to the front of the diaphragm wall to result in large amounts of steel required for the struts, and these also get in improve the appearance of the wall, and also to provide a plenum for the way of plant working on the site. mechanical ventilation of the basement. The drained vertical cavity formed behind this masonry wall improves the habitable categorisation for the An alternative is to prop the tops of the basement walls using the permanent basement space by improving the resistance to water penetration. ground floor structure and to then subsequently excavate underneath and Diaphragm walls are constructed from ground level using bentonite to construct the basement. Piles are installed first from ground level to support prevent the sides of the excavation from collapsing as the slot for the wall is the ground floor construction and these become columns in the completed excavated. Reinforcing is then positioned and concrete cast which displaces structure. This is known as top down construction and is commonly used. A the bentonite. This type of wall system is most suitable for wet conditions. further variation is semi top‐down construction where the extent of the permanent ground floor structure constructed in advance of excavation is The permanent propping of the retaining basement wall is effected by the limited to what is necessary to brace the excavation, thus limiting the basement lid and will be planar from diaphragm wall to opposite diaphragm temporary loads on the vertical supports and the remainder of the

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THE HUB : Master Plan for New Underground Wellington Street Bus Station permanent ground floor structure is infilled following completion of the a free form vertical support grid. Any proposed use of the space over the basement floor slab. basement should ensure the effects of the proposed use is in within the envelope of the effects resulting from the above assumed design load. For Basement slab/raft structure example, the use of the space over the basement as a public space may result The basement slab will be subject to significant uplift pressures acting on its in a blanket load that could be made up of a superimposed dead load from underside. The weight of the buildings over will be insufficient to hold the landscaping and a live load from public use, for which it must be ensured that basement down, as the commercial space will not be constructed until some the cumulative characteristic value of the blanket load should be less than future stage. The basement slab could be thickened to provide additional 40kPa assumed in the design. Alternatively, if for instance, the use of the weight but this is likely to result in a prohibitively thick slab as the net gain is space over the basement requires a low level structure over, then it should only the submerged weight of the concrete. Thickening the slab also means be ensured that the combined effect of the point loads from the building over the excavation retention needs to be deeper, which significantly increases considered in combination with whatever load is applied directly as a blanket the cost. A more attractive option is to use screw piles to hold the slab down. load to the basement lid is less than the effect of the single blanket load of The foundations beneath the columns can be incorporated into the basement 40kPa assumed in the design. slab by designing the slab as a raft and providing a thickened slab region For options 2,3,4,5 & 6 a blanket characteristic unreduced design live load of linking the columns together. The basement floor needs to be of the order of 20kPa applied to the basement lid is considered for the design of the 900mm thick at midspan to resist the very large buoyancy loads resulting suspended structure. This is to provide, in principle, for a three‐storey from the high water table which produce in an upward buoyancy blanket load development with a fixed form vertical support grid, which conforms to the of approximately 65kPa on the underside of the basement slab. The options column arrangement used for the underground bus station so that the which use a thickened basement slab to provide foundations beneath the column loads from the building over pass directly into the bus station internal columns require a 7500mm wide by 1250mm deep thickened ground columns below. The selected design load on the suspended slab is selected beam/raft thickening supporting the internal columns. to provide for paving finishes and the use as an amenity space, including Suspended floor/ basement lid structure emergency vehicle access in the short term. Also, in the longer term the Design Loads on suspended floors design load provides for the proposed overhead building use based on the assumption that a secondary suspended floor will be required to be There is a requirement to include for the potential future development when supported on the basement lid, and that a reduced live load of the order of designing the foundations, basement and lower levels of the building. The 5kPa is appropriate for its use as a building. The selected design load also size of the potential future development is significant, and it has the potential provides some flexibility to support falsework loads during construction of to greatly increase the construction costs for the initial stage. the building over to avoid disruption to the operations of the bus station For option 01 a blanket characteristic unreduced design live load of 40kPa below. A blanket characteristic unreduced design live load of 40kPa applied applied to the basement lid is considered for the design of the suspended to the basement lid is considered for the design of the internal columns to structure. This is to provide in principle for a three‐storey development with provide for the additional load transferred from the future building columns.

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The Southern perimeter Suspended slab under Queen Street As advised by PTA, for the concurrent construction option, the maximum This section of basement lid is required to support the road crossing over the design axle load from the diverted railway is 16 metric tonnes inclusive of top of the bus station and the parallel landscaping, which frames the road. dynamic effects. Each bogie consists of two axles at 2500mm c/c per bogie To provide opportunity for tree wells and garden beds, a series of post and bogies are at 17000mm. tensioned concrete upstand beams are used to create surface voids which can be subsequently in filled with soil to allow planting and landscaping Suspended slab over bus lounges without significantly affecting the level of the plaza. Over the width of the The suspended basement lid is required to span from diaphragm wall to road, a suspended slab connects the tops of the upstand beams to form a internal supports to provide a clear span to maximise the clear space voided slab. These voids can then be used to route services across the available in the basement. A number of different structural options have basement lid parallel to the road. A full movement joint through the been considered for the suspended slab, including ribbed, waffle, voided and basement lid is introduced on either side of this central plaza zone, just flat slabs. The fire protection requirement of three hours suggests that outside the building envelope of the future buildings to limit the transfer of structural solution with a flat soffit will be the best option. The suspended differential movements between the slab panels, which support the external slab has surface falls for improved surface drainage and consequently the plaza from those at an internal environment within the future buildings. slab thickness varies from 1100mm deep at its thickest point to 825mm deep Suspended slab over Western turning semicircle and ramp entrance at the Southern diaphragm wall. The slab is post‐tensioned to control deflections due to the loss of continuity in the panels opposite the openings In order to provide sufficient room for bus manoeuvring, some of the floor formed for the skylights. This post‐tensioning is used to control deflections spans appear to be quite large – up to 20m. At the same time, the loads at rather than contribute significantly to the strength of the slab as otherwise ground floor level will be high due to the build up of fill over the structure to uneconomic levels of prestress would be required without significant provide falls for the open plaza areas, the weight of paving, potentially high reductions in conventional reinforcement. The conventional reinforcement is live loads etc. Also the suspended slabs under the streets need to be able to required in any case due to the restraint between deep concrete pour panels carry traffic loading. This area is further complicated by the escalator of different age and temperature. To provide a route for services 5400mm opening and the combination of all these factors make it necessary to wide by 300mm high soffit recesses have been provided to two alternate increase the overall structural depth required in this area. A post tensioned panels over the Eastern and Western passenger lounges. ribbed slab is used to reduce the self weight of the structure and thereby reduce the total load applied to the area. This is in turn supported on a Suspended slab over Eastern turning semicircle 1500mm deep post tensioned beam with a high level of prestress. A column A large two directional span is required at the Eastern end of the bus station offset approximately 2m from the diaphragm wall reduces the span of this to enable the buses to manoeuvre around the corner. To provide for these beam and allows the column load to be distributed by raft action to the larger spans within the same structural depth, a higher degree of post‐ ground and avoids a high load concentration on a faceted diaphragm wall tensioning is required than over the bus lounges. panel.

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

Water‐resistance Robustness / Accidental and Deliberate Damage A grade of resistance to water penetration based on the definitions in BS The vertical structures will be required to resist accidental vehicle impact 8102:1990 has been selected for each space depending on its function. and/or be provided with protection in the form of bollards or deflective These are shown in the table below. and/or energy adsorptive cushioning elements. The blast effect of vehicle fires and gas tank explosions was not considered during the preliminary Element Grade design stage. It is expected that the effect of any blast will be vented and not Access ramp and tunnel Grade 1 – Basic utility contained, thereby limiting any blast effects on the structure. The effect of deliberate damage and progressive collapse has not been considered beyond Bus circulation zone Grade 2 – Better utility the fact that the in situ structure will have considerable robustness due to the Passenger Lounge Grade 3 – Habitable strength of the vertical and horizontal ties. This is sufficient for most Plant rooms Grade 2 – Better utility purposes, but if the use of the space over is of very high importance or includes the use of a building, then this may require that building to be Table 6.1 separately designed taking into account the loss of a key vertical element. A properly detailed and designed diaphragm wall type with a drained cavity 6.6.2. METHOD OF BASEMENT CONSTRUCTION form of construction with the liner wall to the front of the diaphragm wall will A comparison of different methods of basement construction and design has meet the requirements of the above table. been made to select the most method, which best meets the project It is assumed that a waterproofing membrane will be applied to the requirements while using the most economic techniques. basement lid and the basement lid concrete structure will, not by itself, be Due to groundwater control requirements an open excavation with sloping fully resistant to water penetration. The basement lid is designed and sides is unsuitable and therefore two methods of construction were detailed to limit crack widths to improve resistance to water penetration and considered the slab to wall junction details are chosen to limit restraint to the basement lid. For such a large area of slab it is inevitable there will be significant a) excavations with temporary support to the sides. seasonal and long term shrinkage and thermal strains, and it would be b) excavations supported by a permanent embedded wall constructed in uneconomic to provide for such effects through the provision of additional advance of the main excavation. reinforcement. For the same reason, it is assumed that a waterproof membrane will be provided beneath the basement floor slab. All of these An excavation can be provided with temporary support though the use of elements in combination provide a system which will meet the requirements sheet piles propped with ground anchors or temporary soil nails. This is a of the above table. common method of providing temporary retaining walls to cut and cover basement construction, and has been explored for option 06 i.e. bottom‐up It is expected the reinforcement couplers can be provided at the diaphragm construction. wall to basement slab junction to limit movements across the joint and improve the performance of the hydrophilic waterbar. 76 March 2010 | Public Transport Authority of Western Australia

Figure 24 Top‐down construction (options 01,02,03,04*,05*) THE HUB : Master Plan for New Underground Wellington Street Bus Station

A permanent embedded wall constructed in advance of the main excavation can be designed as an unpropped cantilever embedded retaining wall if the geotechnical conditions are appropriate, but this is generally uneconomic for construction depths in excess of about 5m. A more attractive option is to prop the wall during construction and this can be by the permanent basement lid or by temporary steel props depending on the construction method. These are described diagrammatically below. Note that the adjacent rail tunnel does not form part of the concept design undertaken by (a) (b) Aurecon and is not shown in the diagrams below.

(c) (d)

(e) (f) a) construction of diaphragm walls b) piling for internal columns c) construction of basement lid on ground d) excavation of basement – wall propped by basement lid e) construction of basement slab f) encasement and strengthening of internal columns (if required)

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Figure 25 Bottom‐up construction (cut and cover) (option 06) e) construction of basement lid and removal of temporary props upon completion of lid Drainage It will be necessary to drain any excavation during construction. Where a clay layer is available at depth, the perimeter walls will generally control the inflow of water into the excavation. There will be a need for the use of dewatering system to lower the water table within the excavation and to dispose of any water ingress into the excavation. Where groundwater cut‐off (a) (b) cannot be achieved, the use of more extensive ground dewatering would be needed. The design of the dewatering system is normally the responsibility of the contractor and has not been developed as part of the current concept design. Experiences in adjacent sites indicate there may be acid sulphate groundwater on the site. 6.6.3. GEOTECHNICAL INVESTIGATION (c) (d) Expected Soil Conditions The concept design has been based on advice received from the geotechnical consultant engaged by the PTA. This advice was derived from limited geotechnical data available to date, which mainly pertains to the adjacent bored rail tunnels. As such, the best estimates of the key geotechnical parameters on which to base the design of the structural elements, which would need to be substantiated by further geotechnical investigations at (e) appropriate timing, are: a) construction of diaphragm walls  Depth to rock assumed at RL‐20m AHD as an average (varies +/‐ 5m). b) excavation and construction of central raft and installation of  Recent revision to rock load carrying capacity indicates we could take temporary raked props in underpinning sequence ultimate base resistance in unweathered rock (i.e. at least 3m depth into c) excavation and construction of remainder of basement slab basement Kings Park Formation) as 6MPa. Ultimate Shaft resistance figures of – wall propped by temporary props 500kPa are appropriate for a rough shaft. d) construction of internal columns

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

 Design should be based on a ƒg value of 0.5 for compression and tension The report was also based upon the following drawings by Woodhead: (uplift) in the KPF assuming full scale pile load tests are conducted on 1%  SK01 Bus station plan – passenger lounge level of all deep foundation elements.  SK03 Bus station ‐ sections  The depth to the top of the UGU, the clayey cut‐off layer at the top of the Guildford Formation averages about RL +1m AHD, +/‐ 3m. This layer Reference should also be made to the following Aurecon sketches attached in is 1m to 3m thick. It seems to cut out heading north from Wellington Appendix 6: Street somewhere in the middle of Perth Yard, leaving deep sand more  42588‐BM‐SK‐001 Mechanical services: busport/tunnel level than 15m deep (no cut‐off). This is the assume situation, subject to  42588‐BM‐SK‐005 Proposed subterranean plant area layout additional geotechnical investigations. This concept design work has been based upon the requirement that  The maximum design hydrostatic level is RL 11.2m AHD. The water table equipment be located in two plant areas. level varies from RL 9.0m to 10.0m due to seasonal variations. 6.7.2. NORMAL / EMERGENCY VENTILATION  Diaphragm wall toe level for hydraulic cut‐off taken as average RL ‐3m AHD based on limited available geotechnical data to date. Allowance In normal operation, the bus station mechanical ventilation and air will be required for additional groundwater management where cut‐off conditioning systems are required to: layer (UGU) not present (assume half of Bus Station D‐Wall perimeter).  Maintain the level of airborne pollutants present in the bus ways at 6.7. Mechanical and Electrical acceptable levels in accordance with occupational health regulations and guidelines; 6.7.1. GENERAL  Maintain a comfortable, air conditioned environment within the The initial concept work has been based upon the following guidelines: passenger lounge;  NFPA 502‐2008 Standard for Road Tunnels, Bridges, and Other Limited  Provide a comfortable working environment within the Bus Station Access Highways. Control Room; and  American Society of Heating, Refrigeration, and Air‐conditioning  Provide extraction from toilets in accordance with statutory and code Engineers (ASHRAE): HVAC Applications Handbook 2007, Chapter 13 requirements. ‘Enclosed Vehicular Facilities’. The mechanical ventilation systems are also required to control smoke in the The NFPA‐502 standard requires all tunnels, or covered structure, in excess of event of a fire within the bus station or access tunnel. 300m, must be provided with mechanical ventilation system for smoke In addition, ventilation is required in all areas where bus exhaust fumes may hazard management. For the current assessment, therefore, an allowance be present, and this ventilation must be capable of safely dealing with the for a mechanical ventilation system capable of smoke control has been potential fuel leakage from Compressed Natural Gas (CNG) powered buses, included.

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THE HUB : Master Plan for New Underground Wellington Street Bus Station common amongst the bus fleets which serve the greater Perth metropolitan affected space. Consideration must also be given to the provision of area. extraction of fumes from low points in the station where gas could collect such as drains. 6.7.3. BUS WAY AND BUS TUNNEL VENTILATION Smoke Control Ventilation for Diesel Fumes NFPA 502 states the typical fire size for an individual bus is in the order of 20 For the purposes of this concept design work, it was assumed the peak to 30 MW peak heat release rate, although due consideration will need to be ventilation rate would need to maintain the level of carbon monoxide (CO) given during future design stages to the number of vehicles which will be emissions below 30 ppm* based on 20 buses with 200 kW engines using the involved in a fire, and the potential for fire to spread between vehicles when bus station every hour (i.e. one bus every three minutes), and each bus calculating required ventilation rates. For the purposes of this work, it was running its engine for an average of five minutes. Again, these assumptions assumed that preliminary sizing in accordance with the 2007 ASHRAE HVAC will need to be verified in a more detailed calculation during the next phase Applications Handbook would be sufficient, i.e. 0.155 m³/s per lane‐metre. of design. Ventilation for Compressed Natural Gas Escape *8‐hour exposure limit recommended by Worksafe. The ASHRAE Handbook also recommends preliminary sizing of ventilation in Required Ventilation Rates areas where CNG fuelled buses are present be based upon 6 air changes/hour Based on the many preliminary assumptions, the required ventilation rates of fresh air under normal operation and 12 air changes /hour in the event of a for the various scenarios are summarised in the following table: large release of natural gas from a bus fuel tank. This is based upon the Scenario Area Affected Calculated Calculated recommendations of the US Department of Transport for areas where buses Normal Flow Emergency Flow rate using CNG are stored, and is designed to maintain the atmosphere in the area rate (m³/s) (m³/s) served at below 50% of the lower explosive limit for methane in air. During Bus fire External bus N/A 130 (extract from bus detailed design, it is recommended that the required ventilation rates be station areas station) calculated more accurately, based upon the likely volume of natural gas, Bus fire Access tunnel N/A 130 (supply from bus which would be released in the event of a sudden complete discharge station) through the pressure relief device on a bus fuel tank. CNG bus External bus 50 100 (extract) The requirement for a change from normal to high rates of ventilation in the operation station areas** event of a fuel leak means that methane detectors linked to the operation of Diesel bus External bus 50 N/A the ventilation systems will be required. Also, the throttling effect of the gas operation station areas** passing through a small orifice can result in the freshly released gas being Table 6.2 temporarily heavier than air due to a temperature reduction effect, after which it will become lighter than air as its temperature rises. It is therefore necessary to employ extraction at both high and low levels within the 80 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for New Underground Wellington Street Bus Station

** Access tunnel ventilation rate calculated at 10 m³/s under normal  As the outside air intake could potentially become a point of smoke operation by spill of air from the bus way ventilation system – to be discharge in an emergency, it will be necessary to locate this point away confirmed during detailed analysis. from areas where people may be situated, hence it is proposed that this be via stack with an intake/discharge point 6m above ground level To achieve these ventilation rates, mechanical ventilation systems as (further detailed design may reduce this requirement). described in the following sections are proposed.  Ductwork systems and fans assumed to require a 2‐hour fire rating at Bus Way Outside Air 200°C. This system is required to supply outside air to the bus way under normal Bus Way Extract Air operation and provide smoke extract in an emergency. This system is required to extract air contaminated with bus fumes from the  Air will be supplied through fully reversible supply air fans located in the bus way under normal operation and provide smoke extraction in an plant areas. emergency.  Duty and standby fans will be provided to ensure the bus station can  Air will be extracted through fully reversible fans located in the plant continue to operate in the event of fan failure or maintenance. areas.  Air will be drawn from an intake located above ground level and  Duty and standby fans will be provided to ensure that the bus station supplied into the bus way through a ducted system. can continue to operate in the event of fan failure or maintenance.  Outside air will be supplied via outlets located above the public access  Air will be extracted from the bus way through a ducted system and doors to the buses, and extracted at each end of the underground discharged through a stack located above ground level. station, such that fumes are generally drawn away from where passengers are boarding.  Contaminated air will be extracted at each end of the underground station, such that fumes are generally drawn away from where  In an emergency in the bus way, such as a fire or escape of CNG, the passengers are boarding. duty supply fans will be reversed to provide the necessary rate of extraction in the bus way when operating in conjunction with the bus  A proportion of the air extracted would be via the plenum walls to be way extract system. built at each end of the bus station, so that fumes are extracted at both high and low level in the bus way.  In the event of a fire in the bus access tunnel, the supply fans will continue operate in order to maintain the necessary critical velocity in  Connections may be made between the extract system and road drains the bus tunnel towards the portal to prevent back‐layering of smoke to draw fumes, escaped CNG or odours from these potential pockets. when operating in conjunction with the reversed fans of the bus way  In an emergency, such as a fire or escape of CNG in the bus way, the extraction system. duty supply fans will continue to operate in order to provide the

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necessary rate of extraction in the bus way when operating in Due to the difference in the number of people expected during peak times conjunction with the reversed fans of the outside air supply system. compared to off‐peak usage, it was assumed that these systems would be  In the event of a fire in the bus access tunnel, the extract fans will capable of varying the proportion of fresh air supplied based on the level of reverse in order to maintain the necessary critical velocity in the bus carbon dioxide detected in the passenger lounge. Additionally, it was tunnel towards the portal to prevent back‐layering of smoke when assumed energy recovery between extract and supply airstreams would be operating in conjunction with the fans of the bus way outside air supply incorporated, and if appropriate an economy cycle allowing the use outside system. air to provide free cooling would be included.  As the extract air discharge could potentially become an point of smoke The passenger lounge ductwork system would be connected to the bus way discharge in an emergency, it will be necessary to locate this point away smoke extract system via motorised dampers. This allows smoke to be from areas where people may be, hence it is proposed that this be via extracted from the lounge in the event of a fire. stack with an intake/discharge point 6m above ground level (further In the event of a fire in the bus way external to the passenger lounge, the detailed design may reduce this requirement). lounge air‐conditioning system will go into a supply air only mode with no  Ductwork systems and fans assumed to require a 2‐hour fire rating at extract to pressurise the lounge and push smoke away from escaping 200°C. passengers and personnel. Bus Access Tunnel During this preliminary phase of assessment, cost and spatial allowances were made for a water cooled heat pump unit to provide cooling or heating. It is anticipated that in the event of a fire incident in the tunnel all of the Assessment should be made during subsequent design phases to establish automatic access doors between the passenger lounge and the bus way will what interior conditions would be most appropriate in the passenger lounge: open, thus forming an open path through which air supplied into the bus way it is conceivable that a much wider band of temperature control which tracks will escape. the external ambient conditions would provide acceptable levels of comfort To overcome this problem, an allowance has been made for two jet fans in whilst reducing the level of cooling or heating required. the tunnel to provide sufficient momentum to the air moving down the Security Room Air Conditioning tunnel so that leakage of air through the lounge can be avoided. It was assumed that cooling would be provided to the dedicated security 6.7.4. PASSENGER LOUNGE AIR‐CONDITIONING room from four pipe fan coil units connected to the heat pump located in the Allowance has been made for the provision of air‐conditioning in the west plant area, with fresh air provided from the main waiting area air‐ passenger lounge of the new bus station. For the purposes of this concept conditioning system. design, it was assumed that this would be a constant volume, variable temperature system provided via two air handling units, one located in each Toilet extract plant area. This would allow the air‐conditioning to one side of the passenger Provision for toilet extract has been allowed in the cost estimate. lounge to be shut down if not required during off‐peak hours.

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

6.7.5. MAJOR PLANT heads below them: the future detailed design of the services in the bus Based upon the flow rates calculated and the systems described, plant as station must take this into account. Refer to sketches 42588‐BM‐SK‐001 and listed in Appendix 6 has been included in the cost estimate. 005 for further details. 6.7.6. LOCATION OF PLANT AREAS Ductwork for the passenger lounge air conditioning system should be shallow enough such that it does not need to run in slab recesses. With the exception of the tunnel jet fans, the major equipment will need to be located in plant areas as shown on sketch SK‐BM‐05. Air intake and discharge points are located at or above grade level, along with the dry air cooler for heat rejection from the lounge air‐conditioning system. Planning requirements mean that the positions of plant areas and/or points Should future development require relocation of these items, the of intake and discharge may need to be adaptable in order to fit in with the development will need to allow for extension of the intake and discharges to future vision of the Northbridge Link. suitable locations: the detailed engineering of the supply and extract systems It is noted, however, that the plant areas cannot be located directly over the will need to include sufficient extra capacity in the fans to overcome the bus lounge as originally proposed. If plant areas are to be located to the side, additional static pressure that such a re‐location would cause. Conversely, it is necessary to ensure that there is sufficient room for services to pass the developer would need to be made aware of the limits of the fan design across the bus way to the central passenger lounge. As it is not financially and ensure their development does not hinder the operation of the bus acceptable to increase the overall depth of the bus station to achieve the station. required clearance, it will be necessary to provided recesses in the soffit of The dry air cooler for the passenger lounge air‐conditioning could either be the ground level slab. These have been included in the structural design for relocated to another suitable location, such as the top of a new building, or the slab. The recesses have been allowed north and south of the passenger the heat rejection from the air‐conditioning could be incorporated into the lounge to provide a level of flexibility in the future location of the plant areas, cooling tower system of a future building. With the first option, it will be in accordance with the options detailed in the following sections. necessary to replace the existing pump on the condenser water system with a Option 1: Underground Plant Areas, South of Lounge larger one to overcome the additional resistance in a longer pipework This is the base option shown on the concept design drawings. system. Incorporation of the system into a future building cooling tower system is a relatively simple engineering task as long as the designers are Subterranean plant areas are required at the east and west ends of the bus aware of the bus station heat rejection requirements. station, to the north of the passenger lounge. It should be noted that due to Option 2: Above Ground Plant Areas, North of Lounge structural limitations it is not possible to locate the plant areas centrally, or at the extreme ends of the bus station. In this option the east and west plant areas would be located to the north of the passenger lounge, in a position which is substantially over the planned Ductwork for the bus way supply and extract systems is located in slab Perth – Fremantle rail tunnel. The design of the slab over the rail tunnel will recesses where it passes over the road. Even when located in these recesses, need to incorporate features to allow ducts to pass from the plant area these ducts will be so large it will not be possible to locate lights or sprinkler

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THE HUB : Master Plan for New Underground Wellington Street Bus Station across to the bus station where they would then pass through the slab be an underground transport HUB, which will be built as part of the proposed recesses at high level over the bus way to the north of the passenger lounge. works associated with the Northbridge Link and Northbridge HUB projects. Services distribution in the bus station would then be a mirror image to that The fire safety strategy for the station will be designed using a performance‐ with the first option. based approach, to meet the Performance Requirements of the Building Code of Australia (BCA). Reference is made where appropriate to the Deemed‐to‐ The future relocation of the plant areas with this option would require a Satisfy requirements of the Building Code of Australia, and the requirements relocation of all plant and associated intakes and discharge points. The of NFPA 130 and NFPA 502. design of the fan systems during detailed engineering would again require that additional capacity be allowed for future development, and this As part of the fire engineering work associated with the master planning information is passed on to the developer so that future designs can be work, PTA have held preliminary discussions with the FESA, reviewed the adapted to meet these limitations. egress requirements for the station and provided input into the likely fire safety measures required for the station. 6.7.7. FURTHER REQUIREMENTS General Smoke modelling has been undertaken to assess the suitability of smoke management systems proposed by the mechanical specialists. The smoke It is recommended that comprehensive computational fluid dynamic (CFD) assessment findings indicate that the proposed smoke management systems analysis be undertaken to verify ventilation system operation in normal and for the bus loop and the passenger lounge are sufficient, but that the emergency modes as a part of the next stage of design work. proposed solution for the tunnel will not allow occupants within the tunnel to Additional Builders/Civil Works evacuate within tenable conditions. It is recommended this be considered through a risk assessment as the design of the station progresses, with In order to make the possible options viable, it will be necessary to measures taken to minimise the risk of a fire in the tunnel occurring. In incorporate additional builders and/or civil engineering works as follows: addition, consideration should be given to provision of additional exits along  Plant rooms to house mechanical and electrical equipment : the length of the corridor, either through the use of additional fire‐isolated  Recessed niches for tunnel jet fans (if these fans cannot be located stairs direct to the outside, or a fire isolated passageway running the length within the current design of the tunnel); and of the tunnel, such that the maximum distance between exits is approximately 60m.  Plenum walls to provide high and low level extract within external bus station areas, to allow complete ventilation of escaped compressed A further issue identified during the smoke assessment work was the natural gas and diesel fumes. potential for the thermal relief valves on the bus roof mounted gas cylinders on particular buses to release gas in the event of a fire. It is understood that 6.8. Fire Management thermal relief valves are fitted to gas cylinders as a safety feature, and will Preliminary performance‐based fire engineering assessment of the WSBS has release gas when they reach a temperature of 110°C. been undertaken for the master planning process. The proposed WSBS will

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

Smoke temperatures higher than this temperature are expected to be steel fixtures having stainless steel shrouds to conceal waste traps, waste reached during a bus fire within the station. It is suggested this issue could pipes and water supply pipework. be addressed through an assessment of the risk of occurrence using event 6.9.3. TAPS AND VALVES tree analysis, and if mitigation measures are required, provision of a deluge sprinkler system is considered likely to reduce temperatures to levels below All tapware selected/specified will be in accordance with the project brief that which would cause the gas to release. requirements. Tapware to public and disabled person’s toilets will be heavy duty electronically operated type having detention type outlets and fittings. This assessment was intended to address the BCA objectives which are Tapware to the lunch room sink will be single lever mixer type. life safety, protection of adjacent buildings and fire brigade intervention. 6.9.4. SOIL, WASTES AND VENT PIPES Decisions on property protection and business interruption are left for PTA to make in consultation with their insurers. All soil, wastes and vent pipes will be UPVC DWV class piping with solvent welded joints and fittings. All pipework exposed to view will be chrome 6.9. Hydraulics plated copper piping with union joints. 6.9.1. SCOPE OF SERVICES Waste and vent pipes will be concealed from view wherever possible. Waste The services comprising the Hydraulic Services installation include but are not pipes will extend from fixtures and connect to vented graded drains and floor necessarily limited to the following: waste gullies.  Sanitary Fixtures Vent pipes will extend through the building roof and terminate 150mm above roof.  Taps and Valves 6.9.5. SEWER DRAINAGE  Soil, Wastes and Vent Pipes Sewer drainage lines from sanitary fixtures will extend within the basement  Sanitary Drainage raft slab to connect to a sewer pump station constructed as an integral part  Stormwater Drainage of the basement raft floor slab. From the pump station an 80mm diameter  Potable Cold Water Service pressure rising main will extend to Ground Level to connect to a 100mm diameter gravity sewer drainage line. The gravity sewer drainage line will  Hot Water Services then extend parallel with the new access/link road, to the Wellington Street  Fire Hydrant and Fire Hose Reel Service boundary to connect to the existing sewer junction serving the current bus  Earth Bonding and Electrical Isolation station complex. 6.9.2. SANITARY FIXTURES 6.9.6. STORMWATER DRAINAGE All sanitary fixtures will be of type to suit the particular requirement. The Ground water seepage through the basement diaphragm walls and rainwater public toilets will be provided with purpose fabricated grade 316 stainless run‐off from the road leading into the bus station entry tunnel will be

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THE HUB : Master Plan for New Underground Wellington Street Bus Station collected via runnel drains located at 20m (approx) centres around the All pipework is being designed in accordance with the requirements of perimeter of the basement and crossover channels located at the station AS/NZS 2500.1.2 water supply solutions and sizing of services is in accordance tunnel entrance. with AS/NZS 3500.1.2 Section 3. Pipework/drains will extend within the basement raft slab from the runnel Pipework unavoidably exposed within the building with the exception of drain outlets and crossover channels to connect to a pump station pipework within ducts, cupboards and storerooms will be chrome plated constructed as an integral part of the basement raft slab. From the pump copper. station, a 150mm diameter pressure rising main riser will extend to connect 6.9.8. HOT WATER SERVICE to a gravity stormwater drainage line serving the grated stormwater channel at Ground Level. Hot water will be generated by 50‐litre single phase (1 x 3.6kw) mains pressure electric hot water units located in close proximity to the points of At Ground Level, all rainwater run‐off from the station canopy roofs and hard demand. Pipework will be routed via wall chases, floor slab soffits, ceiling landscaped areas will be collected into a 225mm wide stormwater channel spaces and cupboards to serve all points. having stainless steel grating and 150mm diameter outlets at 20m (approx) centres. These outlets will connect to a gravity drainage line fixed to the Hot water to hand basins will be temperature controlled via thermostatic external face of the Basement walls. The gravity drain will extend to the mixing valves. eastern end of the site and connect to a 250m3 underground cast in situ 6.9.9. FIRE HYDRANT AND FIRE HOSE REEL SERVICE reinforced concrete retention tank. From this tank, water will be either A 150mm diameter fire service will extend from a new boundary connection pumped or gravity fed into the Water Corporation main stormwater drain in located at the Wellington Street boundary via a 150mm diameter mains Wellington Street via a controlled discharge. pressure brigade booster connection and double testable check valve 6.9.7. COLD WATER SERVICE assembly also located at the Wellington Street boundary. Pipework will A 50mm diameter cold water service will extend from a new boundary extend underground, parallel with the proposed access road and via the connection and master meter located at the Wellington Street boundary, building Ground Floor slab soffit to serve all fire hydrants and fire hose reels adjacent the proposed access road. Pipework will extend underground in the locations indicated on the schematic design drawings. parallel with the proposed access road to reticulate throughout the building A Deemed to Satisfy report prepared by a registered fire engineer will be via the Ground Floor slab soffit. required to be submitted to FESA due to the building having internal fire Pipework will extend to serve all points requiring water and wash‐down hose hydrants. cocks on columns at Ground Level and Basement Level. 6.9.10. EARTH BONDING AND ELECTRICAL ISOLATION Isolating valves will be provided to all branch lines serving individual/groups All metallic pipework within the building will be provided with a traction of fixtures to avoid closing down the whole system during routine earthing system. The Contractor will liaise with the Electrical Contractor to maintenance procedures. ensure this work is executed.

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

6.9.11. MATERIALS  Sanitary fixtures in public toilets will be robust heavy duty stainless steel Materials will be the best of their respective kind, manufactured to the with concealed waste and water connections; relevant Australian Standard. Piping and fittings will be as follows:  Tapware to fixtures in public toilets will be electronically operated Soil, wastes and vents DWV class PVC with solvent welded detention type having anti‐vandal type chrome plated outlets without joints and fittings moving parts;  Tapware to staff toilet and crib room sink will be single lever mixer type; Sanitary and Stormwater Drainage Sewer class PVC with solvent welded joints and fittings  Wash‐down hose cocks will be anti‐vandal key type; Potable Cold Water Service Type ‘B’ copper tube with silver  Isolating valves have been provided to branch lines serving soldered joints and fittings individual/groups of fixtures to avoid closing down the whole water supply during maintenance procedures;

 Hot water units will be single phase mains pressure electric storage type; Hot Water Service Type ‘A’ copper tubing with silver  soldered joints and fittings Floor waste gullies and clean out floor fittings will be slip‐safe detention type; Fire Hydrant Service Class 20 PVC with rubber ring or  Fire hydrants will be chained and padlocked in accordance with FESA solvent welded joints and fittings recommendations to avoid vandalism and tampering; externally of the building and galvanised UL approved roll grooved  Rainwater pipes will be concealed wherever possible; pipe to ASTMA 135 above ground and  Pipework has been designed and located in positions such that it can be within the building readily accessed; and  Paving drains have tamper proof fixings to prevent removal of grating. 6.9.12. MAINTENANCE MINIMISATION The design of each component of the Hydraulic Services installation 6.10. Geotechnical addresses the issues of maintenance minimization and recurrent cost. 6.10.1. EXISTING CONDITIONS Each component is being designed to avoid the necessity for maintenance, Background however, where maintenance procedures are unavoidably required, services and equipment have been located to facilitate ease of maintenance. The Project area is land that was reclaimed in the late 19th Century from low lying wetlands extending from Claisebrook to Stirling when the railway was The following design details are suggested to assist with maintenance constructed. Use of the land since has always been railway related and will minimization: therefore contain some contamination.

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Geographical and Geotechnical conditions to be managed and coordinated with the forthcoming HUB Project works to minimise physical and commercial impacts. The site of the new bus station works comprises a varying depth of sand filling up to 2m deep over 8‐10m of medium dense Spearwood Sands and up to 20m of dense clay sand and silt of the Guildford Formation. The bedrock of the Kings Park Formation is below the Guildford Formation. Pockets of remnant peat layers from the lake system still exist under parts of the original filling for the railway. Some areas of land have been contaminated by the previous land use associated with the railway including hydrocarbons and heavy metals. The prevailing water table is nominally at RL 9.50, but this can have a seasonal variation of between RL 10.00 and RL 9.00. The 100‐year flood level in the area of the rail yard is estimated to be RL 11.20. The prevailing ground level in the rail yard is approximately RL 11m, rising up to about RL 12m through to the Bus Station. 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 Figure 26 to 23m deep with deep foundations up to 50m deep, more than 20m into the underlying bedrock in the area (see Figures 26, 27 and 28). By direct involvement of personnel engaged fulltime on the City Project works in the HUB Project team, the knowledge and experience gained is being transferred across to the HUB project. Additional detailed geotechnical and groundwater studies are proposed for the HUB Project, targeting specific aspects of the project and infilling gaps in the current knowledge database. 6.10.2. EXISTING BORED TUNNELS The tunnel contractor, Leighton Kumagai JV, has seven years of a 10‐year maintenance contract to run. Maintenance and repairs to the tunnels needs

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

6.10.3. PROPOSED WORKS AND KEY GEOTECHNICAL ISSUES The proposed new works have been studied and an assessment of associated key geotechnical issues made. In general, conventional underground construction methods for Perth are being used, where associated risks are well understood and management procedures generally accepted. Excavated spoil will include contaminated material and acid sulphate soil requiring management, treatment and disposal in accordance with accepted guidelines. Dewatering of excavations below groundwater level will be necessary to maintain dry work sites. On‐site treatment and disposal by recharge to groundwater outside the excavations will be required to maintain groundwater pressures in aquifers around the site. The effects of the works on nearby buildings, services and infrastructure will need to be assessed and management procedures implemented including monitoring, condition surveys and protection works where necessary. 6.10.4. WORKS IN CLOSE PROXIMITY TO EXISTING BORED TUNNELS FigureFigure 27 27 The proposed new Bus Station works are more than 15m away from the existing bored tunnels. Changes to in situ stresses around the existing bored tunnels may occur during HUB Project works that are in close proximity above and alongside. Stress changes cause deformation of segmentally lined tunnels. Small movements of tunnel linings are likely to cause additional cracking and changes to seepage flows. The separation of the new underground Bus Station from the bored tunnels is such that it is not anticipated to have a measureable effect on these tunnels. However this should be confirmed by appropriate analysis at detailed design. Management of these risks during the proposed undergrounding of the Bus Station and Fremantle lines will be undertaken through careful review of construction methodology, staging, and impacts on the existing imperfect tunnel linings. Construction methodologies will be assessed for effects of both temporary and permanent works on tunnel buoyancy and uplift

resistance and moments, forces and deflections in the tunnel linings. Figure 28 Public Transport Authority of Western Australia | March 2010 89

THE HUB : Master Plan for New Underground Wellington Street Bus Station

Comprehensive condition surveys and baseline and ongoing monitoring of over or adjacent to the zone of influence of new and existing underground the existing bored tunnels throughout construction of the Bus Station rail tunnels. Lowering Project will be required to manage risks to the operating Joondalup lines. These strategies are consistent with international best practice and the 6.11. Architectural requirements of the tunnel insurance industry’s Code of Practice for Risk 6.11.1. INTRODUCTION Management of Tunnel Works. PTA commissioned an architectural firm to assist with the functional 6.10.5. FUTURE DEVELOPMENT ABOVE AND ADJACENT TO NEW development of the WSBS. AND EXISTING PTA UNDERGROUND WORKS The station will be a key pedestrian attractor within the Link project under Possible future development above and adjacent to the new and existing development by EPRA and will have a significant impact on existing and underground works in Perth Yard ranges from landscaping, water features proposed pedestrian networks, proposed new public open spaces and future and ground contouring to low to high rise office and apartment towers with development as part of the Link project. multiple levels of underground basement car parking. This project has the following key objectives: Limitations exist on future development above and adjacent to existing  Provide a new station representing industry best practice in bus tunnels and underground structures unless specific provision for the imposed operation and passenger facilities; loads and ground and structure deformations has been included at the time of tunnel design. The existing Joondalup line bored and cut and cover tunnels  Deliver new land use opportunities and optimise urban development and dive structure have been designed for limited future development potential; loadings and tunnel lining deformation. Any such future loadings will need to  Improve the quality of passenger and bus facilities; consider the imperfect and changing nature of the existing tunnel linings and  Create a safe, accessible and comfortable passenger lounge in a below underground structures. ground environment; and Tunnels are dynamic changing structures subject to deterioration over time,  Integrate the facility with the adjacent Perth Station, Perth Underground and future development over and adjacent to these structures needs to be and future developments above ground level and provide a positive considered on a targeted case‐by‐case basis. Impacts of excavations, contribution to the built environment. dewatering and applied loadings all need to be considered. 6.11.2. STAKEHOLDER CONSULTATION No provisions have been made in the design of the Project works for future development loadings above or alongside the works, other than those During the course of the development of the concept design, the indicated in the text of this Master Plan. architectural consultant consulted with key stakeholders, including PTA/Transperth, EPRA, City of Perth and Department of Planning. A careful review and acceptance process will need to be implemented as part of the statutory development approval process for any development works The following key stakeholder objectives were established:

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

 Station design to facilitate future development of Lots 9 and 10 above by allow integration with the central services cores of future building minimising encumbrances and constraints to potential developers; developments above.  Station entries to be integrated with the proposed character and 6.11.4. STATION ENTRIES configuration of EPRA’s new public spaces and buildings; The distinctive entry structures create a signature identity for the bus station  All station plant, equipment and operational facilities to be located markedly different to other adjacent transport modes through: underground wherever possible;  The creation of highly visible, welcoming and attractive entries and  Minimise the ground floor footprint and volume of all above ground approaches; structures;  Entries that are clearly identifiable as a public transport facility, with a  Provide opportunities for street level activation and facilitate at‐grade consistent image/branding across the site; and pedestrian movement; and  Logical and intuitive wayfinding and ease of access for all passengers  Provide a high quality architectural outcome. demonstrating equality of mobility. 6.11.3. DESIGN PRINCIPLES The planning of station entry spaces maximises openness and passive The concept design facilitates iconic yet functional architecture that surveillance of entry areas by excluding hidden areas or recesses. Direct and promotes a high level of passenger amenity. clear planning provides access to ticketing, information and station vertical circulation (lifts, stairs and escalators). The station’s above ground structures form a recognisable “family” of elements, all combining to create a single distinctive identity for the station. High levels of transparency assist in providing good sightlines and visual Temporary above ground structures form another, different, “family” of penetration into the building, assisting passenger comfort and feeling of objects that will eventually be integrated into future buildings. security on approach from the external public realm, within the entry lobby spaces, and when viewed from below within the bus lounge. CCTV coverage The station interior design proposal combines the requirements for creating a and high lighting levels will also assist. comfortable, convenient, safe and user‐friendly facility with a high quality environment that maximises user acceptance and amenity. A Transperth Information Centre has been provided at the City Square station entry. The Information Centre incorporates a Passenger Services Panel. The Station control rooms, bus driver facilities and support spaces are located Information Centre is a stand‐alone structure separate from the station entry within the passenger lounge zone, in close proximity to safe access routes structure and is anticipated to be a temporary structure, to be replaced by a from bus layover bays and in close proximity to passenger activity within the permanent presence, fronting City Square and next to the new WSBS. This bus lounge. structure, including any lease arrangements, will be provided at no cost to Plant and equipment rooms are located adjacent to the bus circulation lanes the PTA. to the south of the station, located to facilitate access for maintenance and to

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Shade and shelter should be provided at entries and along pedestrian routes The design emphasises access to natural light and connections to the surface leading to and from the station. EPRA is to provide covered walkways structures and landscape as a key strategy to facilitate acceptance of an between the bus station entry at City Square and Perth Station to replace the underground station proposal. amenity provided to passengers using the existing Western Concourse. Penetration of daylight into the underground environment assists in The design of the entries should facilitate the provision of active uses such as wayfinding and with passenger orientation. This is achieved by the insertion retail at ground level to enhance activity, attractiveness and safety. It is of skylights and entry structures and voids, exposing the operation of the bus understood EPRA may provide temporary retail tenancies along the eastern station to view from above and allowing visual contact between upper and edge of City Square in the interim scenario prior to future development. lower levels. Prior to development of the sites above the bus station further consultation Seating should be configured to maximise the numbers of seats available, as to the extent of interim facilities to be provided by EPRA is required. optimise views of passenger information screens and allow views of bus bay signage whilst seated. Perspectives of the proposed entry structures are shown in Figures 26, 27 and 28. A number of seating options have been investigated including single row seating facing one way, back to back seating and seating arranged 6.11.5. PASSENGER LOUNGE longitudinally facing outwards towards the bus bays. Fundamental to the effective operation of the station is the use of an active station management system incorporating a dynamic stand allocation system It is recommended that seating arrangement options be trialled during to control bus and passenger movements within the station. The layout of detailed design to determine the preferred seating configuration. the passenger lounge, signage and seating all support the effective Airport quality metallic bench seating with armrests is recommended and implementation of bus operations systems. optional upholstered seats to be further investigated during detail design. Passenger circulation zones are clearly identified and separated from queuing Higher‐level seats should be provided at intervals for the use of the elderly and seating areas. A clear hierarchy of dynamic signage has been and infirm and provision made for wheelchair spaces. Casual seating should implemented which is reinforced by the passenger circulation methodology be provided adjacent to kiosks to allow more flexible use and passenger and static signage. interaction. Rubbish bins are required throughout the passenger lounge. The enclosed passenger lounge separates passengers from bus movements Public toilets have been provided at passenger lounge level under the for safety and amenity and contributes to a high quality acoustic and air Queen’s Square entry. These facilities will be available at all times, including quality environment. The high visibility of bus movements by passengers off‐peak hours when reduced number of bus bays will be in operation and waiting in lounge through extensive glazing between bus lounge and bus the remainder of the station (King’s Square entry) will be closed. circulation zone assists in legibility and understanding of bus movements. The bus bay doors will be an automatic sliding door that will only open on release of the door locking mechanism by the bus driver and on operation of

92 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for New Underground Wellington Street Bus Station the door from the passenger lounge by the boarding passenger. A fail‐safe A 1000mm clearance zone between the kerb line and the column line has mechanism to open the bus bay doors is required in the event of fire. been allowed to account for the 600mm bus clearance and approximately 400mm for a person. It is recommended that this dimension be considered The significant number of bus bay doors throughout the station (three per an absolute minimum requirement. bay, 16 bays = 48 doors total) means there is potential for passenger confusion. To reduce confusion and visual clutter within the constrained Mechanical, electrical and communications plant rooms have been located to passenger lounge, the passenger boarding door is emphasised over the bus the southern wall of the bus circulation zone in two distinct plant areas to the egress doors through the use of signage integrating dynamic bus information east and western ends of the station. display, zone identification and bay number information. Recesses to the roof slab over the bus circulation zone have been Operational accommodation has been located and planned to facilitate incorporated to provide supply and exhaust duct access from the mechanical efficient station management and operation. The station Control Room and plant rooms to the passenger lounge. equipment/server room is located within the passenger lounge area at the Electrical isolation of the bus station structure from the rail tunnel is required western end of the station. The direct line of sight from the control room for compliance with PTA’s Earthing and Bonding requirements. The project allows monitoring of bus entry and exit movements from the station. structural engineers have detailed isolation joints between the two structures Bus driver’s facilities have also been incorporated in the western end of the as well as a solid masonry wall with 250mm air gap along the northern wall to passenger lounge. Facilities include a meals room and staff unisex shower. the bus station. It is proposed that this wall be a precast concrete panel Staff toilets have been included at the western end of the passenger lounge. system with applied art finish. A perspective of the proposed internal lounge layout is shown in Figure 29. It is proposed all other external walls within the bus circulation zone be constructed of a panellised cladding system, allowing the integration of 6.11.6. BUS CIRCULATION ZONE advertising light boxes and bus layover signage. Possible cladding materials Bus bay dimensions are prescribed by Transperth at 20m by 3.5m (3.2m in would include acoustic cladding or similar to supplement acoustic cladding the tunnel layover bays). A structural clearance zone of 600mm from the required to the bus circulation zone ceiling. kerb line is required for bus overhang of the kerb line. 6.11.7. SIGNAGE The relationship of the bus doors and glazing line to the passenger lounge A preliminary Signage Plan has been developed in accordance with PTA’s doors is critical in ensuring: Signage Manual and in response to the preliminary ITS proposal provided by  Passengers enter directly into the bus; PTA’s ITS consultant.  Passengers disembark directly into the passenger lounge; Key aspects of the plan include:  No movement of passengers between bays outside the passenger  A signage strategy detailing a proposed hierarchy of signage elements lounge area; and throughout the passenger’s journey into or out of the station;  Passengers are not trapped between a bus and adjacent structures. Public Transport Authority of Western Australia | March 2010 93

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 Documentation of static and dynamic signage types;  Location of proposed dynamic signage elements throughout the station and relationship to static signage, including zone and bus bay demarcation; and  Preliminary signage layouts for key signage elements including bus stand and exterior pylon signs. 6.11.8. MATERIALS Materials have been selected to reflect the design strategy for an attractive, welcoming and easy to navigate transit environment. Materials selected develop a palette of consistent, uniform and sustainable finishes and should be detailed to retain their appearance over the life of the station. Feature materials will be utilised to assist in demarcation of the passenger journey through the station environment by highlighting landmark design elements (e.g. vertical circulation elements). 6.11.9. STRUCTURE & SERVICES The station’s structure and services requirements, including mechanical, hydraulic, acoustic requirements and fire and life safety, have been coordinated with the PTA’s specialist consultants and integrated into the concept design proposal.

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Figure 29 Proposed Entry Structures

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Figure 30 Proposed Entry Structures

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Figure 31 Proposed Entry Structures

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Figure 32 Internal Lounge Layout

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

 Emergency and Help point telephones located throughout the passenger 6.12. Intelligent Transport System concourse; In order to operate the Wellington Street Bus Station underground and to  Bus bay door locking, integrated with the bus bay allocation system; minimise the physical footprint of the bus station in lieu of cost savings by reducing the size of the underground structure, there are a number of  Public address system to provide essential information; systems which are required to be provided with respect to safety and  Over‐speed detection and monitoring in the bus concourse; security, information and operations without which the bus station would be  Illuminated carriageway within the bus concourse to warn of unable to operate. The broad ITS system proposed for the WSBS is shown on unexpected bus movements; the attached flow diagram.  Traffic signals on the approach to the concourse tunnel; The development of the supporting system infrastructure can be broken down into the three elements identified above of Safety/Security,  Over‐height monitoring, detection and warning on approaches to Information and Operations, with a particular emphasis on the development tunnel; of a Bus Bay Allocation system, which is crucial to the operation of the bus  Incident detection within the bus concourse; and station. A number of other non‐critical systems are required to enhance the  Road and tunnel closure barriers and shutters. experience of the traveller and in developing these, considerations was also The issues of safety and security in this situation cannot be over emphasised, given to interaction with other existing or proposed system networks. and the need to work in an integrated fashion with the underground plant The final concept design addresses the issues identified to provide a safe, management systems (fire detection, ventilation, etc) is essential. secure and efficient environment for both bus passengers and management 6.12.2. INFORMATION and operations. Outlines of the components of the system have been divided up into separate categories and are detailed below. Information management is a key aspect in public perception of the success of the bus operations, and is also key to providing efficient management of 6.12.1. SAFETY/SECURITY the bus station, ensuring passengers arrive at the correct bus gate at the Safety and security have to be a prime consideration within any underground correct time and minimise “missed buses”. Failure to provide correct, timely operating environment due to the potential for a major incident within an information will result in a large number of dissatisfied customers as well as enclosed area and the majority of systems proposed deal with this crucial potentially causing delay to bus services. Information provided from the start aspect. The systems proposed for this implementation are designed to must be accurate and timely; otherwise it will be difficult to recover provide a safe and secure operating environment for both the bus operations credibility once lost. Information technology proposed includes: and bus passengers. The safety/security systems proposed include:  Traveller information network;  Closed circuit television monitoring in both bus and passenger  Real time passenger information; concourse areas and the approach roads;  Web/WIFI/mobile phone based access to information; and

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 Rail information.  Incident detection; and The proposed traveller information system consists of a series of information  On‐street variable message signing. signs, beginning at the ground level entrance and progressively directing an Although these systems will provide all the tools necessary to effectively intending passenger to the appropriate zone to wait for the bus. In the final manage the bus station operations, it is imperative trained staff are “on the stage, the exact stop will be identified by the bus bay allocation system and spot” to monitor and manage the operational systems, and deal with this may be transmitted to passengers through dynamic signage, audible emergencies and incidents where human intervention is required. announcements and facilities such as hearing loops for hearing impaired travellers. 6.12.4. BUS BAY ALLOCATION The heart of the bus operations management system is the dynamic bus bay Data required for a real‐time passenger information system will be available allocation system, which will dynamically allocate buses to appropriate stands through the systems identified, although it is not proposed at this stage to on approach to the bus station. The proposed approach has been validated implement this at surface level bus stops throughout the network. However, through discussions with the appropriate PTA personnel. In its basic form, this information can be disseminated through other means such as web and the algorithm and data flows necessary for the operation of the system will WIFI services. accommodate normal day‐to‐day operations. However, there will inevitably 6.12.3. OPERATIONS be times when exceptions occur, and the system has been designed to cope The restricted space within the bus station poses a major challenge regarding with these eventualities either through external systems or personal the efficient and effective use of space and operation and management of intervention of trained staff residing in the local control centre. bus services. To address the need to maximise the use of the space available, The successful implementation of the dynamic bus bay allocation system will a concept design for a dynamic bus bay allocation system has been developed rely on accurate and timely data being received from bus operator fleet along with supporting operational infrastructure. The combined effect of this despatch systems and buses using the bus station. The concept has been infrastructure is to ensure that bus operations can be carried out within the developed to a sufficient degree to allow top‐level definition of these data confines identified. requirements. The operations infrastructure includes: 6.12.5. OTHER CONSIDERATIONS  Bus tracking; Although the proposed systems for the bus station are to an extent self‐  Fleet management and dispatching; contained, there is a requirement for them to integrate into the wider transport environment and with other critical safety and security systems.  Real‐time information system; Much of what happens in the bus station will have a “knock on” impact  Dynamic bus bay allocation; throughout the neighbouring road network, and vice versa; hence it is  Interpersonal communications; important to ensure that appropriate information is dynamically exchanged between the related systems. Within the system design, provision has been  Public address system; made to integrate appropriate functions of the system with: 100 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for New Underground Wellington Street Bus Station

 Esplanade Busport security centre (to be relocated to the Perth Transport Centre central monitoring room);  Underground plant management & control system;  Main Roads WA Traffic Operations Centre; and  Computerised traffic signal bus priority system. In view of potential safety, security and operational issues it is imperative that a local control room is provided, staffed by trained operators who can manage the integrated system and react to evolving situations and emergencies through tactical management of the systems. The concept design has allowed for system equipment to be provided at this location. It is estimated that a team of three trained operations and maintenance personnel will be required, working shifts to cover the opening hours of the underground bus station. The associated data communications network has been based upon providing sufficient bandwidth and spare capacity to allow for current and future needs. The operations at WSBS will undoubtedly have a wider impact upon the transport network in Perth. It is felt that it would be unwise to look at this project in isolation and there would be considerable benefit in looking at how systems are applied throughout the network. This would provide the PTA with a strategy for the future; a truly integrated transport network and avoid future “piecemeal” application of technology.

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Figure 33 ITS Schematic

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THE HUB : Master Plan for New Underground Wellington Street Bus Station

 clear lines of sight to be maximised in all public spaces. 6.13. Safety  recessed and hidden spaces are to be avoided in all areas. The following safety criteria should be accommodated within the bus station layout and design.  design of public facilities must be robust and minimise risk of vandalism.  provide a safe and secure environment for passengers, general public  design of defensible spaces is encouraged, i.e.. forward‐facing seating and staff. against walls.  the Bus Station design will include CCTV surveillance in accordance with  surface treatments and evenness of all areas are to be specified to WA standards, and guidelines for use of CCTV in public transport minimise trip and slip hazards. facilities and public places and National Guidelines for Crime Prevention  entry points need to be clearly identified through signage and design. through Environmental Design. The CCTV system should allow for  the western entry to the bus station will be closed in the evening and viewing from any Bus Station or Train Station Office. CCTV cameras shall the western section of the bus station closed, to ensure good visibility be housed in robust, vandal and environmentally resistant dome type and minimise the lounge area to be monitored. housings. Each camera must be covered by the surveillance of another  camera. ensure that the bus station complies with appropriate standards relating to safety, emergency egress etc (such as NFPA 130).  as a minimum requirement, lighting for the Bus Station will meet Australian/New Zealand standard AS/NZS 1158 Series, Lighting for roads 6.14. Amenity and public spaces and AS/NZS 1680 Series, Interior and workplace Provide a high quality, attractive, comfortable and functional environment for lighting. passengers and staff.  bus stops in the Bus Station will provide level access and will meet the  the proposed Bus Station will be underground. Outdoor waiting areas appropriate standards for access and mobility, having regard for PTA’s should be avoided, but if provided as supplementary stops, these are to bus stop layout policy. be protected from the elements by overhead awnings.  pedestrian movements within the Bus Station shall not conflict with bus  to further enhance passenger comfort, enclosed waiting lounges will be movements. Pedestrians must have safe crossing points (preferably provided within the Bus Station. grade‐separated) to move around and to and from the Bus Station.  waiting lounges should allow passengers to monitor bus services from  public telephones and a public address system will be provided within the waiting lounges. the Bus Station.  air‐conditioning will be provided in waiting lounges. Where possible  Bus Station public areas shall be capable of being secured and closed off, energy efficient/natural ventilation and heating systems should be out of operating hours, and during emergencies. Staff facilities to be provided. built within the secure area.  the Bus Station should include opportunities for public art. Public Transport Authority of Western Australia | March 2010 103

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 the Bus Station should include advertising opportunities for the PTA to 6.15. Easy access make revenue. Provide equitable access for all passengers and staff.  passenger seating areas are to be located away from key crowd  design will be in accordance with relevant standards for design for movements and circulation areas where possible. access and mobility.  public telephones are to be provided throughout the Bus Station  “easy access” will extend from the Bus Station facilities to surrounding (minimum one per passenger waiting area). Telephones should be streets and access routes, including other public transport facilities. located so as not to impede passenger flow.  staff areas (where provided) will be designed for people with an  design of staff areas consistent with ergonomic principles. Staff amenity ambulatory disability (in areas where the position permits). areas should be accessed internally from offices and staff areas where possible.  the design will minimise the need for change of grade for pedestrian movements where possible.  internal staff rooms shall be air conditioned.  connecting ramps and/or lifts will be provided where required between  for public areas such as footpaths and other areas linking the Bus Station levels, in addition to stairs and escalators. with the surrounding environs must take account of City of Perth policies and the EPRA Link Master Plan, with respect to paving, seating,  automatic opening/closing glass doors will be provided to assist ease of rubbish bins, signage and the like, to ensure there is a seamless transfer movement to and from waiting lounges. from one public area to another.  passenger waiting areas should make provision for inclusion of real time  loading and rubbish handling facilities for the Bus Station must be information, as well as static transport information and guide signage provided for both the transport and any associated development and public address systems. components, to provide convenient access to all parts without impacting 6.16. Integration and urban design bus operational requirements. Despite being underground, the Bus Station should be highly visible and  materials of the highest standards should be used throughout the Bus integrated with surrounding developments and with the Perth city centre. Station, due to the level of wear and tear that high traffic public areas The Bus Station layout and design should be consistent with the objectives tend to experience. Materials should be vandal‐proof, coupled with a and vision of the Link Master Plan. heavy duty component, so as to retain aesthetic appeal.  the design of the Bus Station should be integrated to ensure easy  the design of the Bus Station should ensure that visual clutter is pedestrian transfer between different modes of transport including minimised through effective signage, infrastructure and design. trains, other buses, taxis and private vehicles, as well as to the  cross slopes on passenger platforms shall be provided to ensure surrounding CBD. adequate drainage and shall not exceed 1 in 40.  longitudinal falls on passenger platforms should not exceed 1 in 25. 104 March 2010 | Public Transport Authority of Western Australia

THE HUB : Master Plan for New Underground Wellington Street Bus Station

 the design should minimise walking distance for passengers o Bus Station layout to enable customers to see where they are, and interchanging or arriving/departing from the Bus Station, Perth Station where they are going at all times; and Perth Underground. o placement of items around which customers are likely to mill  the Bus Station should support, or be part of existing pedestrian routes (information, seats, bins, etc) away from pedestrian thoroughfares; through the city centre. o placement of signage so that customers can make decisions at 6.17. Wayfinding, information and queuing systems appropriate points while continuing to move through the Bus Station without milling for excessive periods of time; Provide simple movement patterns and easily comprehensible signs, incorporate real‐time information and bus management systems in use in o segregation of queuing spaces from circulation spaces. Facilities Perth (having regard for Transperth policy and standards). that require queuing spaces include information boards and retail facilities;  general signage as well as directional signage to the Bus Station is required. New signage will comprise:  Public Address System to be provided throughout and suitably zoned for o external way‐finding in accordance with relevant Best Practice efficient operation to provide clear and audible announcements; Guidelines;  transport information including timetables, fares and general information notices, will be provided at waiting lounges and at bus o Bus Station identification/branding, way‐finding and transport stops; and information in accordance with the relevant Best Practice Guidelines;  bus servicing signage will be appropriately located and provide the following information: o Real‐time information displays to present up to date information for all bus departures to allow passengers to move from waiting o route number areas to bus stops prior to their bus arriving; o destinations o general identification signage consistent with relevant building o timetable information codes; and o location maps o directional signage to direct Bus Station users to nearby facilities

and destinations, taxi ranks, short stay parking, etc. o operator information telephone numbers.  the requirements for passenger circulation are: o o simple movement patterns with minimal change in direction; 6.18. Management o elimination of conflicting movements; Active management of the Bus Station precinct to facilitate its operation and security:

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 an on‐site manager will be provided for the Bus Station, responsible for  where appropriate, non‐painted surfaces such as galvanized finish or management of the precinct, including cleanliness, security, powder coating shall be used. identification of maintenance or repairs, public announcements,  surfaces must be readily cleaned without the need for specialist updating transport information and day to day transport operations; and equipment or road possession/disruptions to bus services.  provision should be made within the Bus Station for a staffed transport  all Bus Station maintenance (including replacement of light information office, facility for sales and recharge of Smartrider cards, fittings/bulbs) shall be able to be conducted without substantial power security personnel and customer service officers. Provision must be outage. made for secure cash handling and collection.  design will provide for garbage removal from the waiting areas to street 6.19. Maintenance level point. Be cost‐effective based on whole of life costs, easily managed and cleaned,  chasers and conduits for electrical equipment shall be allowed for in and built to the highest quality relevant to budget and maintenance design and spare conduits provided in areas within the Bus Station constraints. where ticket vending machines or real time transport information may be provided.  when considering alternatives where maintenance and/or running costs are key issues, the designer shall carry out an analysis of life cycle  horizontal surfaces and ledges will be minimised to reduce cleaning costing for the different alternatives under consideration. The analysis requirements where not required for operational reasons or passenger should be undertaken to compare the costs in terms of net present amenity. value (NPV), of the future maintenance and or running cost stream for  all excavation linings are to be designed to be without long‐term water the item under consideration. The discount rate of 7% or another penetration or dampness in all areas. relevant discount rate for local purposes shall be used with a life cycle period appropriate for the item under consideration. 6.20. Commercial, retail and residential  materials shall be easily cleaned and maximise graffiti and vandal Maximise opportunities for compatible commercial, retail, advertising and resistance – materials shall be selected to be compatible with residential development on the Bus Station site. designated cleaning solvents and shall be resistant to the wear and tear  the design shall recognise that the Bus Station is primarily an operational of chosen cleaning solvents. environment for transport services and that commercial, advertising,  maximise the use of standard elements (e.g. doors, lifts, escalators, retail facilities and machinery must be integrated into overall Bus Station systems) across the Bus Station for ease of procurement and operation. In particular: maintenance. o queuing and servicing requirements of commercial facilities shall be  the design will not preclude the use of Local Industry by the specification defined and shall not impact on customer safety, or disrupt of materials, equipment and services that can only be sourced overseas.

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customer queuing, ticketing areas, pedestrian flow or the as having a high risk of acid sulfate soils. The groundwater table at the site is accessible pathway; estimated at between 1 and 2 m depth depending on the season. o advertising and signage associated with retail or commercial 6.21.2. ENVIRONMENTAL RISKS activities, shall not impact on customer safety, or disrupt customer  Contamination queuing, ticketing areas, pedestrian flow or the accessible pathway ‐ unexpected hazardous materials. and should not use imagery or signage that conflicts with or may be confused with, Transperth passenger information, wayfinding and  Dewatering other signs; ‐ not maintaining pumping and discharge volume to allow o commercial facilities must have their own services (power, water, continuous construction. communications, etc) as required; ‐ changes in groundwater levels causing damage to other structures,  provision of large scale advertising billboards in the busway as well as vegetation, bored tunnels and exposing potential acid sulfate soils advertising within the internal passenger lounge; and lowering groundwater pH.  retail outlets must have separate power supply meters; ‐ dewatering volumes exceeding ground water recharge capacity requiring treatment and disposal via the storm water system.  provision will be made in the design to ensure that any vending machines integrate into the overall interchange context and the  Noise and Vibration machines and associated queuing areas do not disrupt pedestrian flow. ‐ both construction activities and operations have the potential to In addition, vending machines will require design to recognise security causing damage to other structures or an annoyance to the requirements, including screening around vending machines to close community. gaps; 6.21.3. ENVIRONMENTAL IMPACTS  any agreements developed with commercial service providers to provide retail facilities and commercial services inside the Bus Station shall be The PTA has identified three potential major environmental impacts. developed in consultation with PTA; and Disturbance of contaminated soil including potential acid sulphate soil  extended retail hours should be encouraged to provide life to the Bus The site has been reported as a contaminated site due to activities associated Station precinct. with past uses. The large amount of dewatering required also has the 6.21. Environmental Considerations potential to expose potential acid sulfate soil if not correctly managed. It has been estimated that about 70,000 tonnes of soil will be transported off 6.21.1. INTRODUCTION this site as part of this project. Every effort will be made to maximise the The Project area has a long history as a railway yard and bus station, and has amount of this material that is reused and reduce the volume sent to landfill. been reported as a contaminated site to the DEC. The area is also classified This spoil may include soils with known contaminants as well as unexpected Public Transport Authority of Western Australia | March 2010 107

THE HUB : Master Plan for New Underground Wellington Street Bus Station hazardous material, which will require being disposed of at a suitable landfill through existing processes such as the Contaminated Sites Act, dewatering site. A Detailed Site Investigation and soil classification program will be approvals and related management plans. conducted to define the extent of soil contamination, develop management Because previous studies have indicated no significant issues, Aboriginal plans and confirm disposal requirements. Management plans for acid sulfate heritage issues will be managed as for the previous City Rail project. and contaminated soils will be implemented to the guidelines established by Traditional landowner groups will be invited to monitor earthworks during the DEC. the shallow depth excavation phase of the project where the old lake infill Dewatering materials will be excavated, down to about 2m depth below existing ground. The groundwater table is between one and two metres below ground level 6.21.4. MANAGEMENT and extensive dewatering will be required. The environmental assessment and management for the project will initially A detailed investigation will take place to minimise dewatering impacts and occur in four stages. ensure that recharging will minimise the change to the groundwater levels in 1. Preliminary environmental site assessment covering: the area. The use of diaphragm walls will reduce dewatering requirements at the site. An extensive groundwater investigation and monitoring program a) Preliminary Site Investigation of contamination. will be implemented as part of this project. b) Identification and classification of Acid Sulfate Soils (ASS). Noise and vibration c) Identification of groundwater quality for dewatering of site. The operation of underground bus systems has the potential to generate 2. PTA review of recommendations from PSI noise, vibration impact from rubber‐tyred vehicles is not considered a major 3. Detailed Site Investigation including sampling to improve knowledge issue for this project. Modelling for the underground bus station has been of the site. These results will inform the development of the completed and suitable noise mitigation measures such as the acoustic management plans. treatment of reflective surfaces have been designed into the station to ensure that passenger and community comfort. 4. Development for approval and implementation contamination and acid sulfate soils management plans, and dewatering permit Construction activities, such as pile driving for sheet piling and compaction application in consultation with the DEC and the principal has the potential to cause vibration to nearby structures leading to property construction contractor. damage. An Environmental Management Program (EMP) for the construction of the Preliminary consultation has been undertaken between the PTA and the EPA bus station will be prepared in consultation with the DEC and the principal to ensure all major environmental impacts of the project have been given bus station contractor. The EMP will be implemented during the construction preliminary consideration during the master planning phases of the project. stage of the project by all contractors and sub‐contractors. These plans will The consultation concluded all the environmental impacts can be managed involve training, auditing and monitoring programs.

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A DEC approved contaminated sites auditor has been appointed to review the Preliminary Site Investigation and the Sampling and Analyse Plan. A DEC approved Contamination Site auditor will be appointed for the life of the project.

Dewatering plant at the Arena

Dewatering at the Arena construction site

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6.21.5. NOISE AND VIBRATION  wastewater should be reused where possible; Noise and vibration from construction will comply with the Environmental  the design of Bus Station elements should accommodate passive solar Protection (Noise) Regulations 1997. An operational noise monitoring energy principles; program will be implemented to ensure the movement of buses meets the  use of natural light and ventilation should be maximised; and criteria set for the HUB Project. Monitoring will occur within three months of operations commencing, and again within 12 months of the initial program.  low energy fixtures and fittings should be adopted wherever possible. A building condition survey will be undertaken prior to construction to 6.22. Cycle Demand Management establish a baseline to evaluate any complaints regarding damage to New cycling infrastructure is being proposed as part of the Link Project and buildings potentially caused by vibration during the construction of the City of Perth road upgrading works. In particular, new on‐road cycle lanes are Project being planned for Wellington Street and Roe Street, with cyclist permeability 6.21.6. ESD PRINCIPLES being available along City Square, Queen Street and King Street. The design of the Bus Station should follow Ecologically Sustainable In terms of the WSBS, cycle parking will be required near each of the Development (”ESD”) principles, which reflect the environmental philosophy proposed three entries for the bus station. The actual location of this of PTA and EPRA (ESD can be defined as ‘development that improves the proposed cycle parking will be coordinated with EPRA and the City during the total quality of life, both now and in the future, in a way that maintains the detailed design phase. ecological processes on which life depends’). 6.23. Systems and Communications ESD principles include the following categories: Provide systems and communications to support the efficient and safe  water saving devices; operation of the Bus Station.  water recycling initiatives; The design of the Bus Station should provide for mechanical and electrical  use of solar powered gas boosted hot water systems; systems and communications to achieve operational and safety requirements and redundancy, include the following provisions:  potential for use of photovoltaic cells for providing for some aspect of electricity needs;  back‐up power for essential systems including bus management systems;  recycling and waste management initiatives;  fire and smoke management systems;  use of low energy lighting and air conditioning systems;  control and management systems for underground installations,  the design should minimise the requirement for vertical transportation; including ventilation, hydraulics, power, lighting, information systems,  the design should accommodate the collection of rainwater for reuse bus management system etc; and within the precinct, and to minimise peak flows into the stormwater system; 110 March 2010 | Public Transport Authority of Western Australia

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 pump station for water leakage/penetration due to surrounding high watertable

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railway and bus operations planning; civil, geotechnical, and structural 7. IMPLEMENTATION engineering, railway track and infrastructure services engineering; and architecture, quantity surveying, procurement, and project management. 7.1. Procurement Strategy Many of the senior members of the team were key members of the $1.66 Evaluation of the options for design and construction of the railway billion New MetroRail Project. In addition to this, the Master Plan study lowering works concluded that an alliance form of contract was the form team has been supplemented by specialist engineers and planners from of delivery most suited to the complex nature of works and the form that the PTA with expertise in train and bus operations, signalling, best permitted the management of risk. communications, overhead traction power, and railway controls systems. The strategy and the process of selection of the contractor for the railway The Project will have the usual management risks, such as controlling time works is described in the HUB Master Plan Part 1. and cost, which are typical to all projects. The management of these more common project risks starts with a thorough master planning The form of delivery option for the underground bus station has not been process, and continues through the project design, implementation, decided at this time. The opportunity for possible delivery as part of a commissioning, and handover stages. Good management of risk relies Public Private Partnership (PPP) for of contract is being investigated. The entirely on planning, management, and budgeting strategies that provide options for including the bus station works within or as part of the railway for proper levels of experienced resources in a government project works is also under investigation. management team that will guide and manage the Project. 7.2. Risk Management There are three areas of major risk that have been identified as specific to The Perth Railway and Wellington Street Bus Stations both play pivotal the Project which are: roles in the day to day functioning of the City and the wider metropolitan 1. disruption to public transport services; area. Between them they handle between 100,000 to 110,000 passengers per day, and this is anticipated to increase as much as 37% by 2016. 2. implementation of the ITS system; and, Given that the Project works will be undertaken within the operating 3. Fire management. territory of these facilities, and proximity of major road and major These risks if realised could result in: pedestrian areas in the city centre, the Project is therefore not without major risks.  reduction to or loss of services, which will lead to significant transport disruption during peak times, increased road congestion, Identification and management of risks to a level as low as is reasonably loss of revenue; practical (ALARP), is critical to the success of the Project. The management of risk commenced with the establishment of the study  significant costs associated with fixing damage and providing team. The studies have been carried out and managed by an alternative temporary services, loss of economic productivity interdisciplinary group comprised of professional expertise covering through increased peak time congestion on the roads leading into

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the city, loss of revenue, and increased environmental impacts from increased congestion; and,.  possible danger to patrons and staff. A fundamental aspect of managing major project risk lies in understanding the relationship between the time, and the ability to add significant intellectual/professional input value as a risk management tool. Adding value through thorough intellectual and professional planning input is far greater during the early stages of a project, and diminishes over time as the scoping of the project progresses into detail design and construction. 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 damage mitigation costs, and therefore the cost of managing risks are also very low. Changing course in later project stages as a way of adding value and managing risk will attract very significant time and cost premiums, particularly once contractual commitments have been made. Also, the 7.2.1. INSURANCE AND RISK TRANSFER point at which a major risk materialises through lack of planning is the Insurance can be effectively used to cap risk exposures on complex high risk point at which major cost implications other than whole of life costs arise. infrastructure projects. However, it is an expensive form of risk transfer and is This relationship can be indicated as follows: therefore not an effective form of risk management in its own right. A review of the key aspects of the likely project insurance risk profile confirms that risk identification, effective mitigation through verified design, and detailed monitoring throughout construction in line with the International Tunnelling Code of Practice (ITCP) will be minimum requirements to successfully access project insurances from the commercial insurance market with respect to both material damage and public liability. The Project is an infrastructure construction project of a “brownfields” nature which has three key areas that will attract great scrutiny: a) damage to existing property, in particular the bored tunnels during un‐loading and reloading;

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THE HUB : Master Plan for New Underground Wellington Street Bus Station b) de‐watering and recharging activities, both with respect to existing All “brownfield” projects introduce inherent risk of damage to existing facilities PTA property and that of third parties; and and interruption to operations, and the Project demonstrates these characteristics in many ways with the primary concerns from an insurance c) third party bodily injury, both with respect to both contractors and perspective outlined below. patrons at a fully operational transport HUB. Material Damage PTA Property The ability to demonstrate a detailed review and understanding of lessons learnt from similar projects elsewhere in the world overlayed with the Project works – the staging of the Project is an interesting logistical exercise in local knowledge of ground conditions and use of proven methodology will maintaining existing operational services whist providing access to the site to maximise insurable risk options and restrict the requirement for self enable delivery of the project. The works in isolation are not overly complex insurance. however in combination with the proximity of existing structures will attract a high level of concern and cause for stringent engineering requirements to It is important to note that this Project does not deliver any significant manage foreseeable risk. benefit to the PTA and in fact will impact negatively on patrons throughout construction, whilst at the same time introducing significant Damage to Existing Property (DTEP) risk of damage to operational assets, third party bodily injury, and Whilst there are many interfaces with the existing Perth Rail Yard structures, reputation. most are readily manageable within normal risk management practices, including Contractual sharing of retained risk should, therefore, be a broader appropriate hoarding around worksites, hot work permit system Government ownership responsibility involving not only the PTA, but also implementation, dial before you dig controls with regard to underground those stakeholders who stand to benefit from the Project. This ownership services etc. is a matter for close attention very early in the Project planning before The primary concern from the perspective of insurance is potential damage major decisions about procurement and delivery processes are arising from the cut and cover structure being constructed near the existing formalised. bored tunnels. The existing tunnels could be impacted by the dewatering and Construction insurance protection will still have limitation regardless of removal of over burden and re‐loading activities associated with the station adequacy of design and risk mitigation, specifically with regard to breadth construction. of cover (design risk), vertical limit (damage to existing property) and This type of bored tunnel will also offer early risk intervention possibilities and retention (attachment point). the easy installation of monitoring instrumentation before hand to detect 7.2.2. PROJECT RISK PROFILE movement across the joints and stress strain etc. Failure processes can also be While a detailed analysis of the Project scope has not been undertaken as part of more easily recognised, which will most likely become evident with spalling at the preliminary review of the project risk profile, the potential major impacts on the vertical or horizontal ring joints. project insurability have been considered.

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In the event of failure, rings can be replaced provided there are some Third Party Bodily Injury (TPBI) spare or if the moulds are still available. Several rings could be made up in As the central HUB to Perth’s transport system the project site presents significant advance as part of a mitigation strategy. risk exposures, which will impact the procurement of liability insurance. The risk of floatation will remain the major concern – likewise the long‐ Injury to commuters and or pedestrians arising out of construction activities on term performance of the affected length of tunnel (settlement from what will be an incredibly busy “brownfields” site is a significant risk. Of particular above). The EPDM segment gaskets will very likely "expand" the ring once interest will be the risk management strategy implemented to protect commuters the overburden is removed. Whilst the ring bolts may help prevent this, travelling on trains through bored tunnels during cut and cover station the rings will expand outwards on their own, with the extent of expansion construction. and integrity of the ring being the consequence requiring close attention and control. There will be some upwards movement of the invert which The other issue is protecting workers on the site which can be addressed in part will affect the rail track alignment, with the extent of upward movement through contractual controls. However, insurers will expect that significant also requiring close attention and control. attention is given to worker interfaces and the effective implementation of best practice OH&S procedures. The overall consequence for the affected section of tunnel in the event of such risks materialising, is loss of water tightness of the tunnel and a 7.2.3. RISK ENGINEERING change of track geometry outside acceptable tolerances. The complexity of the Project, particularly with reference to minimising impact to Third Party Property Damage (TPPD) existing property, interruption to services and maintenance of reputation cannot be undersold. From the perspective of transferring risk by way of insurance, the The project introduces several key risk areas with regard to third party guiding principle to be applied to the Project can best be summed up in the property with the primary area of concern being the following activities: following statement:  Dewatering and recharge activities associated with the cut and cover “Insurance is not an effective form of risk management” station works. Review and implementation of lessons learnt from Response from insurers will be contingent on an underwriter’s estimation of the the New Metro Rail City project combined with dilapidation reports residual risks and potential failure outcomes. A robust hazard assessment that of surrounding property and monitoring of water tables will be the embraces all stages of the project procurement from design to construction will be key to effective management of this exposure; essential. The cause and consequence of even the most remote scenario must be  Vibration during construction of the Diaphragm walls; and dealt with, in particular if there are any circumstances similar to those on other  Horseshoe Bridge structural modifications. projects elsewhere in the world which have failed or have otherwise been problematic. There is currently insufficient information to indicate the most likely response to the key risk areas. In particular the station construction near the existing bored tunnels will undoubtedly attract significant concerns. A key fact following Public Transport Authority of Western Australia | March 2010 115

THE HUB : Master Plan for New Underground Wellington Street Bus Station investigation of tunnel failures is that many of these failure scenarios could havee) Control – Principal controls appointment of Loss Adjusters/Legal Advisors been mitigated (or indeed prevented) by proper monitoring and control systems. and general claim management when losses occur. Maintains continuity on completed works where staged handover occurs. Provides improved 7.2.4. THE INSURANCE OPTIONS manageability of interface between Construction and Operational Principal Controlled (PCIP) or Contractor Controlled (CCIP) Insurance insurance programs. Provisions There is no doubt that in certain circumstances a CCIP is potentially beneficial. There is no right or wrong answer in this respect with both stakeholders However, in this instance given the complex interface with operational assets generally able to effect insurance on behalf of the project with respect to and potential significant self insurance of existing property, it may not provide Contract Works Material Damage, including DTEP and Third Party Liability. the most appropriate protection and outcomes. The fact that this is an integrated “brownfields” project tips the scales towards a Principal supplied solution under the banner of “control your own destiny”. Some of the issues to be considered when deliberating over the preferred insurance delivery option are: a) Cover – ensures protection supports overall contractual environment and will be particularly important when it comes to DTEP and potential impact on operational activities. Also eradicating gaps and/or overlap in coverage are easier from a PCIP perspective issue with respect to the entire works. b) Security – in the current economic climate, insurer security is paramount and is able to be controlled via a PCIP. c) Cost Savings – Contractor supplied insurances will be cost reimbursable and will normally incorporate a margin and also potentially full commissions payable to broker. Individual contractor’s poor claims experience can potentially impact the placement. d) Removal of Disputes and Administrative Burden – avoids need to review, analyse and discuss contractor’s individual policies. Eliminates cross claims and disputes between contractors and their insurers.

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7.2.5. CONTRACTUAL REGIME Existing New MetroRail Contract Obligations and Insurances The first rule of construction insurance is that the insurance follows the It will be an important consideration to review the potential impact with contract, to this end there are several issues for consideration: regard to the obligations under the 10‐year maintenance contract for the Indemnity Clauses bored tunnels. The intervention of the Project has the potential to impact PTA’s ability to enforce the obligations of the maintenance agreement. These can either be drafted on a common law basis or via “knock for knock” There are several unresolved issues relating to tunnel cracking and water style agreements with respect to people and property. ingress that may be impacted if these are exacerbated by damage from the PTA historically has a common law type approach in line with Australian Project works. Standards. However, this may be difficult to achieve with respect to DTEP as Entitlements to claim on events arising from or construction of the bored it relates to this project. It can be readily anticipated that contractors will tunnels under the New MetroRail project insurance provisions could be look to cap liabilities with respect to PTA’s assets and/or ongoing operations. impacted by the Project. This requires further investigation. It is unlikely that insurance will protect this exposure to the full extent. 7.3. Costing/Funding With respect to indemnity clauses as they relate to people, the PTA v Delron decision precludes contractually removing deemed employer obligations as 7.3.1. FACTORS EFFECTING COSTS they relate to WA Workers Compensation and Rehabilitation Act. This From 2003 through to 2008, the construction industry was subject to however can still be largely controlled within the insurance clauses. significant upwards cost pressures caused by supply side constraints Insurance Clauses associated with global resources and construction booms. However, while this pressure has eased significantly as a result of recent downward global It is not anticipated that there will be major problems in the drafting of the economic trends, the ability to estimate and forecast future costs remains insurances clauses. However, it will be important to take account of lessons problematic. learnt during the recent New MetroRail project and ensure that all stakeholders are across project insurance requirements and understand Historically the cost of building construction fluctuates. Changes in material cover content, limits, and application. and labour costs, building and living standards, functional use, energy use and demands and environmental requirements are just some of the reasons for Insurance clauses precede the placement of insurance covers and need to be this. tailored to reflect the desired allocation of procurement responsibility PCIP v CCIP for activities both at and away from the construction site. Since 2008 the Perth construction market and relevant Indices show a flattening out. However this may not continue as Western Australia as a With regard to the Workers Compensation clause, it will be important that all special case has been subject in the past to the influence on construction Contractors are required to provide Principal’s Indemnity in favour of the PTA costs of inflationary pressures resulting from large scale mineral resource with a waiver of subrogation at common law. projects competing with building construction resources which pushes up prices above national trends. Public Transport Authority of Western Australia | March 2010 117

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7.3.2. ESTIMATE RELIABILITY 7.3.3. ESTIMATE BENCHMARKING The PTA and its specialist advisors has used the same estimating Due to the unique nature of this and many other complex public transport methodology in association with the rigorous definition of scope that was projects, direct benchmarking against other similarly scaled projects is either employed on major projects over the past 20 years including the Perth Urban not possible or relevant. Those elements of the project that most closely Rail Electrification Project (PUREP) in the late 1980’s, the Northern Suburbs resemble major civil construction have been independently reviewed and this Transit System (NSTS) in the early 1990’s and the New MetroRail Project process has allowed a benchmarking evaluation process to reveal the level of (NMR) in the mid 2000’s. confidence for the project. The bus station infrastructure elements have been reviewed against similar scope, complexity and cost in the recently The project estimate planning has been rigorous in its detail and scope of completed New MetroRail Project which shows a high level of project research. It has been undertaken over a nearly 12 month period by relevance. experienced architects, engineers and quantity surveyors. The comprehensive estimate is refined in detail and founded on solid project 7.3.4. ESCALATION planning and research. Forecasting escalation for the construction costs of a complex infrastructure The PTA is confident that the research and planning undertaken has project is problematic. Price change indicators relevant to the Project are mitigated to the best of its ability the risk of the unforseen. This level of historic (lag) indicators published by the Australian Bureau of Statistics and confidence underpins the budget and assures that the level of risk is some private industry sources. manageable. The estimates however do not include for any foreseen unusual There are no forecast indicators specifically relevant to public transport market of industrial condition that could affect total cost. The cost estimates infrastructure works. In the past, the PTA and other agencies within are based on the known and readily foreseeable trends in material and labour Government may have used one or more of appropriate construction indices as they apply in the Perth market now and into the immediate future. published for Perth by the Australian Bureau of Statistics (ABS), the The estimate has been considered in light of the Best Practice Cost Estimation Department of Housing and Works (DHW), now the Department of Works for publicly funded road and rail infrastructure published by the Department within DTF, or by private industry sources such as Rawlinsons, Ralph and of Infrastructure, Transport, Regional Development and Local Government. Beatty or Davis Langdon. The estimate has been reviewed at levels of detailed independent In late 2008, the effects of the Global Financial Crisis in Australia became examination in order to provide assurance to the PTA that the base estimates evident and the reliability of any forecasts was questioned and the DHW and the levels of contingency are appropriate to the scope and extent of the index was suspended. In the absence of traditional DHW rates that were work. Estimates have been developed to be equivalent to a P90 level of acceptable to DTF, the PTA and other agencies have reviewed all available confidence. Estimates have been developed to be equivalent to a P90 level of relevant data in order to establish a benchmark for the establishment of likely confidence. outturn costs based on the base estimates and the annual cash flow developed from the project implementation program.

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A revised model for forecasting construction cost escalation for non‐ 7.3.6. OUTTURN COSTS residential buildings (e.g. hospitals, schools, police stations, prisons, fire The capital cost estimate escalated applying DTF rates is $248.95 million, stations etc.), has been jointly developed by various business units within DTF exclusive of GST. (Infrastructure, Policy and Planning, Economic and Building Management and Works ‐ BMW) for use by Western Australian public sector agencies. The annual outturn cost requirement for the new underground Wellington Street Bus Station is: The model is based on a combination of multivariate (Macroeconomic Forecasting model) and subjective (BMW qualitative) forecasting methods. Year 2009‐ 2010‐ 2011‐ 2012‐ 2013‐ 2014‐ 2015‐ Total $ (outturn 10 11 12 13 14 15 16 million The use of this two‐model approach is supported by extensive research $) within other jurisdictions of Australia and abroad which indicates that the most useful forecasts are derived by combining stable, simple models that WSBS 0 0 0 0 16.45 124.29 108.21 248.95 capture empirically the most important economic data, with judgement informed by an array of non‐model and non‐quantitative information. The DTF model produces a Non‐Residential Building Cost Escalation Index 7.3.7. FINANCING ASSUMPTIONS which is the index used to establish escalation forecast for this project. The The above cashflow financing requirements have been determined in current DTF revised annual escalation rates for 2010‐11 and the out‐years accordance with the following assumptions: are:  The payment by the City of Perth for the Wellington Street Bus Station occurs in approximately November 2013 following the signing of 2010‐ 2011‐ 2012‐ 2013‐ 2014‐ 2015‐ Year construction contract. 11 12 13 14 15 16

 The net project financing requirements will be financed through State

Debt arrangements. Rate 0.6% 3.6% 3.7% 5.0% 5.1% 5.1% 7.3.8. PTA ASSOCIATED COSTS The detailed definition of the scope of the HUB Project has identified a 7.3.5. BASE CAPITAL COST number of activities that are the responsibility of the PTA and for which the HUB Project is a catalyst for the implementation of these works earlier than The capital cost estimate in un‐escalated January 2010 dollars, is $205 would have been the case if the HUB project had not been developed in the million. This is exclusive of GST and escalation. The project cost estimates present timeframe. incorporates an amount of approximately $10 million to accommodate the future building development requirements determined by EPRA in the Link To provide a work area for the bus station, it will be necessary to relocate the Master Plan. existing Wellington Street Bus Station to a new location. It is proposed that the new temporary WSBS location will be along Wellington Street, between Public Transport Authority of Western Australia | March 2010 119

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Pier Street and Milligan Street. The anticipated period that the WSBS will 7.3.10. ASSET LIFECYCLE COSTS occupy the temporary location is 2‐4 years, dependent on the final The adopted life cycle costing is based on the technical life of items of the procurement strategy adopted for the HUB Project. asset and the point in time when they need to be refurbished or replaced. 7.3.9. OPERATING COSTS The general understanding of the defenition of Life cycle cost as determined by the international Chartered Institute of Management Accountants (CIMA) Additional operating expenses will be incurred for the operation of the embraces all the costs associated with feasability studies, research temporary bus facilities to be located on Wellington Street. Additional costs development, design and production, and all the support, training and include extra travel distance for buses accessing the stops, dead running, operating costs generated by the acquisition, or a replacement of physical additional management and staff to provide appropriate level of service to resources. customers. The costs related to design, production and the acquisition of portions of the After completion of the project works, additional annual operating and asset to extend the life of the HUB are recognised here is asset lifecycle costs. maintenance costs are forecast due to the higher level of passenger facilities, A 20 year outlook has been adopted to recognise the inclusion of the midlife the servicing and inspection of plant and equipment such as escalators, lifts, refurbishment and replacements of portions of the asset. ventilation systems, more advanced fire and life safety systems due to the underground operation. The annual net additional operating costs required Year Total during and after construction of the rail works are: 2015‐ 19 2020‐24 2025‐29 2030‐34 $000’s

$‘000 escalated Lifts 14,054 Year Fire Systems 10,450 2013‐14 2,299 Electrical 25,945 2014‐15 4,758 Mechanical & 18,738 27,502 2015‐16 4,957 Ventilation 2016‐17 8,951 Fare Gates/ticket 2017‐18 8,047 19,863 equipment/ 2018‐19 8,422 displays 2019‐20 8,804 Intelligent Note: Annual escalated at 4% p.a. Transportation 587 738 698 46,940 System (ITS)

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Total $000’s 587 738 69,885 94,305 165,344 7.4. Program 7.4.1. BACKGROUND 7.3.11. FINANCIAL IMPACTS: LOSS OF ADVERTISING AND RENTAL Two likely construction scenarios have been examined in significant detail. INCOME The construction and implementation program has been developed in The existing arrangements at the Wellington Street Bus Station includes parallel with the development and planning of the new underground bus commercial arrangements that have been in existence for many years station which is documented in a complementary but separate Master Plan. The first scenario is where the railway lowering is carried out first with its Tenancies in the Western Concourse and in the adjacent WSBS will be associated forward works in the station area and the track modifications terminated to make way for the new works. The effect on the PTA’s posotion necessary to enable the commencement of the main construction contract to of the loss of the income from rent on these properties is: build the underground structures. This is referred to as the Sequential Year 2012‐13 2013‐14 2014‐15 2015‐16 Construction Schedule. The Sequential schedule proceeds through to completion of the railway works at which time the underground bus station Concourse rent 59 61 63 works would commence. The broad timing and key milestones of the Total Loss Sequential program are: 59 61 63 ($’000)  Forward works commence mid 2010 and complete early 2011

7.3.12. SOURCE OF FUNDS  Award main construction contract early 2011 The Wellington Street Bus Station capital cost will be funded on the basis of  Complete railway works mid 2014 interim State financing arrangements and contributions from the City of  Commence bus station works mid 2014 Perth.  Complete bus station mid 2016 The State and the City of Perth have agreed that the City will fund The alternative construction approach is for the railway works and the bus approximately $37 million towards the cost of the lowering of the railway and station works to be combined into one construction contract and compressed the underground Wellington Street Bus Station. The funding agreement is in into a shorter timeframe, effectively saving two years of construction and the Link Project Implementation Deed executed in June 2008 in which the having a reduced time for overall impacts on the public transport system. City agrees to pay $25 million (November 2004 $’s) to be indexed at 6% p.a The broad timing and key milestones of the Concurrent program are: and payable in the first instance at 70% of the adjusted amount on signing of the contract for the lowering of the railway. The remaining 30% of the City’s  Forward works commence mid 2010 and complete early 2011 contribution is due on the signing of the contract for the underground  Award main construction contract early 2011 Wellington Street Bus Station. The balance of funds required will be based on  Commence bus station works late 2011 interim State financing arrangements.

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 Complete bus station mid 2013  Complete rail works late 2014 Development of the Master Plan construction schedules has involved rigorous examination of the scope of the work and has assumed an appropriate construction methodology that would be expected from major civil contractors. The timing and the relationship of the works has been reviewed by the construction industry and specialist contractors and is a realistic and achievable program, but must be tested and confirmed during the contract selection and final negotiation stage with the preferred contractor. 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 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 which there are a number of separable parts. An alternative development approach that is recognised, but has not been examined in any detail is whereby the bus station works are undertaken completely separately from the railway works within some form of Public Private Partnership (PPP) contract arrangement. This form of delivery is outside the experience or competence of the PTA and if this was to be a preferred form of delivery for the underground bus station, the specification and delivery of such would best lie with other agencies within government such as the Department of Treasury and Finance.

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7.4.2. PROCUREMENT  40‐hour week 1. Consultants required to prepare the WSBS design and  5 day week documentation will be procured in sufficient time for the RFT for the  20 day month construction contractor to be let and the contract awarded, to allow Construction industry standards are: the successful contractor to have progressed the work sufficiently to meet this counterpoint date.  9‐hour day 2. The construction contractor will be procured in sufficient time to  54‐hour week allow for the construction of the temporary WSBS and the transfer of  6 day week bus passenger operations from the existing WSBS to meet the  24 day month counterpoint date. This will allow the demolition of the existing WSBS and commencement of the new. 7.4.4. PUBLIC HOLIDAYS 7.4.3. CONSTRUCTION METHODOLOGY Public holidays have not been scheduled at this point. Normally, public holidays, rostered days off and enterprise bargaining agreement days total 31 The schedules reflect the construction methodology for the WSBS structural days per year. This can be offset by the extra days worked per year by using frame as “bottom‐up” for sequential and “top down” for a concurrent the industry standard, which at 48 days per year more than covers the construction arrangement. The current base assumption for construction is former. sequential construction, which requires the installation of the external diaphragm walls, installation of the dewatering system to control ground 7.5. Statutory Considerations and Approvals water flooding into the work area, and the excavation down to the level for The PTA is authorised to construct and operate railway and bus projects the central floor slab. The construction of the central floor slab, footings for under the Public Transport Authority Act 2003 and the Public Works Act 1902. the central columns and the columns themselves, bracing off the central floor slab to support the diaphragm walls while excavating against the walls and Statutory approvals identified as necessary to enable the construction and pouring the edge floor slab. Once a section of the floor slab is completed, the operation of the Project are shown in the following table. Approval installation of the formwork for the roof over that section can commence and requirements will be reviewed on an ongoing basis as the scope of the the roof concrete poured. In general, this method would commence at the Project is refined. east end of the structure and progress westward towards the western decline The need for the following management plans has also been identified: structure.  Construction Environmental Management Plan Working Hours  Operations Noise and Vibration Management Plan The schedule assumes the following:  Groundwater Management Plan  8‐hour day  Contaminated Soil Management Plan Public Transport Authority of Western Australia | March 2010 125

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 Acid Sulphate Soil Management Plan  Communications Management Plan These plans will be developed to effectively manage key environmental issues throughout the course of the Project. A review of the Perth Station Precinct Conservation Plan will be 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 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 Swan River Trust / Department of Discharge approval for discharge of ground water to storm water 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 shallow Commitment contained in the letter to the 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 hand over 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 2 : Wellington Street Bus Station Latest version March 30, 2010 This edition of Master Plan issued without Appendices.

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