Consultant’s Brief for the SEQ Rail Stabling – Inner City Masterplanning (Clapham / Mayne) Project ITO No. TMR 2712.

Form No. P105/0611

TABLE OF CONTENTS

1.0 TERMINOLOGY AND DEFINITIONS ...... 3

2.0 PROJECT REQUIREMENTS ...... 3

2.1 Purpose of this Consultant’s Brief ...... 3

2.2 Background and Context ...... 3

2.3 Objectives ...... 11

2.4 Scope ...... 12

2.5 Project timing ...... 15

2.6 Deliverables...... 15

3.0 EVALUATION CRITERIA ...... 15

4.0 SELECTION PROCESS ...... 15

5.0 TERMS AND CONDITIONS ...... 15

Version Control

Version No. Changed By Date Nature of Amendment A 30 November Final

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1.0 Terminology and Definitions

Terminology Interpretation BIRS Brisbane Inner Rail Solution CRR Cross River Rail CSEQ2031 Connecting South East Queensland 2031 NGR New Generation Rollingstock SEQ South East Queensland SICMP SEQ Rail Stabling – Inner City Masterplanning (Clapham / Mayne) Project TMR The Department of Transport and Main Roads

2.0 Project Requirements

2.1 Purpose of this Consultant’s Brief

The Department of Transport and Main Roads is inviting offers (Invitation to Offer No. TMR 2712) from suitably experienced and qualified consultants to undertake the SEQ Rail Stabling – Inner City Masterplanning (Clapham / Mayne) Project (SICMP).

This consultant’s brief identifies the scope and requirements for the provision of these services. It needs to be read in conjunction with the Conditions of Offer and Conditions of Contract, which comprise the Invitation to Offer.

2.2 Background and Context

This section discusses the background and context for the SICMP Project.

2.2.1 Government Policy Direction and Initiatives

The State Government’s underlying policy direction and priorities, influenced in part by fiscal constraints for major infrastructure projects across the State, and reflected in a number of initiatives undertaken in response to these constraints, are summarised as follows:

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Queensland Government Six Month Action Plan 2012 The Queensland Government has released a six (6) month action plan (July – December 2012) that sets out the way forward by building confidence in our economic future, increases certainty for industry and delivers on five pledges. These are:
Grow a four pillar economy;
Lower the cost of living for families by cutting waste;
Deliver better infrastructure and better planning;
Revitalise front-line services for families; and
Restore accountability in government.

Queensland Commission of Audit – Interim Report 2012 The Queensland Government commissioned an audit of the state finances in March 2012. The Queensland Commission of Audit recommended that the Government needs to ensure that only the highest priority projects receive funding across the forward estimates period, consistent with a rigorous evaluation of business cases for all projects.

Further details can be found at:

http://www.commissionofaudit.qld.gov.au/reports/interim-report.pdf

Cross River Rail Independent Panel Review 2012 In May 2012, the Queensland Government commissioned an independent panel to review the Cross River Rail project. This report confirmed that the inner city network is becoming increasingly constrained and that there is a significant lead time required to build another river crossing to increase inner city capacity. It also recognised that the work done to date on Cross River Rail was comprehensive with no major flaws.

The Independent Panel Review Cross River Rail report recommended progressing with the core Cross River Rail project as part of a staged delivery of the project, further recommending the priority implementation of a package of short to medium term capacity initiatives.

These outcomes of the review, including the short to medium term initiatives, are discussed in more detail in the subsequent section.

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Independent Audit into the reliability of Queensland Rail’s south east Queensland network 2012 In June 2012 Transport and Main Roads tabled the Independent Audit into the Reliability of Queensland Rail’s SEQ Network. The audit assessed south east Queensland's rail network to identify potential improvements and included a technical assessment of civil structures, track, signalling, telecommunication, power systems, electrical overheads and rollingstock. Twenty six specific recommendations were made for implementation by Queensland Rail and Transport and Main Roads.

These recommendations included implementing Queensland Rail’s new asset management approach to provide a better approach to repair and replacement of infrastructure and provide greater capacity to forecast and prioritise work and to improve the strategic planning practice to better deliver on Government transport objectives and value for money outcomes.

A key finding was that an increase in dead running may impact on available access for track for maintenance activities. Since June 2011 dead running kilometres increased approximately 40% compared to the previous year, which equates to nearly 4000 kilometres each day, or 1.4 million kilometres per annum. This represents a significant operational cost.

Further details can be found at: http://www.tmr.qld.gov.au/~/media/Travel%20and%20transport/Rail/Rail%20audit/Independentra ilauditFinalreport.pdf 2.2.2 Strategic development of the SEQ rail network

The issues and approach to the strategic development of the SEQ rail network over the next 20 years is reflected in a range of documents, in particular Connecting SEQ 2031, an Integrated Regional Transport Plan for South East Queensland.

Key operating principles of the future passenger rail network include:
sectorisation;
operating simpler, more homogeneous stopping patterns; and
operating a tiered service strategy with three distinctly different service types - ExpressLink, UrbanLink and CoastLink.

Cross River Rail (CRR) is at the core of this strategy and will facilitate substantial, ‘step-change’ expansion of the rail network to support projected growth. It will address inner city capacity constraints and enable the further sectorisation of the rail network.

A range of rail network optimisation initiatives are proposed to support the implementation of these operating principles and optimise the use of the existing rail network prior to and post the implementation of Cross River Rail, including:

Track capacity upgrades and stabling;
More trains to provide additional peak and shoulder peak services;
Improved network sectorisation;
Removal of operational crossing conflicts;
Improved timetabling and service planning; and

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Targeted inner city signalling upgrades.

With regard to stabling, CSEQ2031 identifies a specific initiative under Key Action 3.4: Rail system efficiency and safety planning: Plan new rail stabling facilities as part of new rail service improvements and rail corridors to minimise ‘dead running’ of trains and reduce junction conflicts. The key network strategies that will have implications for the location, capacity and capability for existing and future train stabling to support future rail operations, including:
Sectorisation of rail operations to support UrbanLink, ExpressLink and CoastLink service types;
Increase in fleet size to support service increases;
Alternative operational termini for these service types; and
Increasing train lengths from the current 6-car length up to 7 and 9 car lengths (depending on the service type).

Further detail regarding the strategic development of the rail network can be found at the following website link: http://www.tmr.qld.gov.au/Projects/Name/C/Connecting-SEQ-2031.aspx

2.2.3 Brisbane Inner Rail Solution

The Brisbane Inner Rail Solution (BIRS) has been developed as the Government program of works to address the inner city capacity constraints and comprises:
Early Capacity Works (short to medium term initiatives); and
the core Cross River Rail project. There are a range of inner city rail capacity constraints in the SEQ rail network, that have been identified in previous rail planning studies including Inner City Rail Capacity Study (ICRCS) and Cross River Rail. These constraints are summarised in the following diagram.

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The short to medium term initiatives identified as part of the Cross River Rail Independent Panel Review are proposed to maximise the capacity of existing infrastructure leading up to the implementation of Cross River Rail.

The initiatives identified for consideration are:

Seat reconfiguration on trains;
Station platform management;
Short starter turnback;
Peak spreading;
Minor signalling upgrades;
Stabling upgrades on outer network to alleviate junction conflicts;
Remove XPT from peak period;
Moving driver changes from Bowen Hills station / or no change at Bowen Hills in peak periods;
Real time passenger information; and
Signalling upgrades.

The proposed benefits of these initiatives are summarised in the following diagram:

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The Independent Panel also reviewed passenger demand growth scenarios, to estimate the timing when a major step-change in capacity such as Cross River Rail may be required. This review is summarised in the following diagram.

The Independent Panel also investigated staging options for Cross River Rail, enabling the benefits of the project to be incrementally delivered in a more cost effective and affordable manner. The ‘Core’ Cross River Rail works represented the first stage of the project. The three (3) staging components are summarised in the following diagram.

The ‘Core’ Cross River Rail works are estimated to cost around $4.445 billion.

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A key assumption recognised by the Independent Panel for the staging of the Cross River Rail project is that the stabling facility at Clapham Yards, identified to be delivered as part of the ‘full’ Cross River Rail project, is funded separately prior to the ‘Core’ works.

For further information, the Cross River Rail Independent Panel Review report is available at the following website link: http://www.tmr.qld.gov.au/~/media/Projects/C/Cross%20river%20rail/AA%20Export%20report/Ind ependentPanelReviewCrossRiverRailfull.pdf

Further information for the Cross River Rail project, including reference design and environmental impact statement, is available at the following website link: http://www.crossriverrail.qld.gov.au

2.2.5 Fleet growth to support service growth

Queensland Rail is currently progressing the New Generation Rollingstock (NGR) project, which is seeking to purchase up to 200 new 3-car electric passenger trains to replace aging fleet and increase the fleet size to support growth in services to 2021.

Expansion of the fleet to support new services is a fundamental requirement to support demand, and as a consequence is a key driver to investment in network infrastructure to support service growth.

In addition, fleet growth is a fundamental driver for increased train stabling capacity in SEQ, for both overnight and daytime stabling, with current stabling capacity only sufficient to accommodate the current fleet, which comprises 211 3-car trains.

While the NGR project is ongoing, indicative delivery scenarios including timeframes and delivery rates will be fundamental inputs to the SICMP.

2.2.6 SEQ train stabling: Daytime (inter-peak) requirements

A number of strategic patronage demand modelling, rail operational and fleet assessment analyses have been undertaken to support the strategic development of the SEQ rail network, and the development of key projects such as Cross River Rail and New Generation Rollingstock.

These analyses have also identified train stabling requirements to support the strategic development of the SEQ rail network to 2031, having regard to:

Sectorisation of rail operations to support UrbanLink, ExpressLink and CoastLink service types;
Alternative operational termini for these service types;
Address operational conflicts, including junctions, that restrict access to existing stabling locations;
Fleet expansion to support passenger demand; and

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Increasing train lengths from the current 6-car length up to 7 and 9 car lengths (depending on the service type).

Train stabling for both overnight (outer-network) and daytime (inter-peak, inner network) requirements in SEQ have been identified by these analyses, over a 10 year (to 2021) and 20 year (to 2031) timeframe, having regard to requirements to support growth in passenger services both prior to and with Cross River Rail in place. These requirements are based on the passenger demand modelling and rail operating strategies developed for the Cross River Rail project. Both the existing inner city stabling facility at Mayne Yard and a new stabling facility at Clapham Yards are identified as required to provide daytime (inter-peak) stabling to support rail operations , prior to and with Cross River Rail (either the ‘core’ or ‘full’ project) in place. Daytime (inter-peak) stabling will be required at Clapham to support services from the northern suburban line services terminating in the south, and terminating AM peak-period Cross River Rail trains from the north. It will also support northbound services starting in the AM peak period. Clapham has also been identified as potentially providing stabling to support the western line sectors (Ipswich / Springfield). Mayne Yard will provide daytime (inter-peak) stabling for western main line and southern suburban services terminating in the CBD, and terminating AM peak-period Cross River Rail trains from the south. Indicative requirements for stabling at Mayne Yard and Clapham Yards identified by these analyses, is summarised in the following table:

Daytime (inter-peak) Inner Current 2020 (pre-Cross 2021 (with Cross 2031 (with Cross City requirement: 3-car (2012) River Rail) River Rail) River Rail) sets

Mayne (capacity) 124 (124) 86 (124) 116 (124) 124 (124)

Clapham 0 34 56 72

Total - inner city stabling 124 158 180 196 capacity

The table shows how current daytime stabling capacity is located to most efficiently support future operations, having regard to changes to sectorisation, junction capacity / crossing conflicts, and growth in peak period service levels, which impact accessibility to existing daytime (inter-peak) stabling at Mayne Yard. These analyses have identified that significant additional daytime (inner city) stabling capacity is required to support future growth in services, with that capacity provided by the development of a new stabling facility at Clapham Yard.

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In addition, stabling at Mayne and Clapham will need to accommodate 9-car train configurations assumed to be operating on the Cross River Rail sector by 2031. Stabling at Mayne is currently configured to accommodate 6-car trains.

2.2.7 Status of planning: Clapham and Mayne

The most recent planning that has already been undertaken for these sites is reflected in the following key reports:

Mayne Yard
Cross River Rail detailed feasibility (TMR, 2011) o reference design o environmental impact study

Mayne Yard masterplanning (Queensland Rail, underway)

Clapham
Cross River Rail detailed feasibility (TMR, 2011) o reference design o environmental impact study

However it should be noted that the planning for these sites undertaken for Cross River Rail was for the purpose developing a reference design to enable the environmental impacts of stabling at these locations to be assessed.

These reports will however be key inputs to inform the SICMP.

Further information for the Cross River Rail project, including reference design and environmental impact statement, is available at the following website link: http://www.crossriverrail.qld.gov.au

2.3 Objectives

The SEQ Rail Stabling - Inner City Masterplanning project will provide the fundamental basis for the identification of a cost-effective inner city stabling staging and implementation plan, supporting the development and implementation of a 10 year rail investment strategy for the SEQ Rail Network, a priority for TMR. The SEQ Rail Stabling – Inner City Masterplanning (Clapham / Mayne) project (SICMP) will:
Identify and assess inner city stabling staging scenarios and options;
Ensure the current and future requirements for associated railway infrastructure and operations that impact the Mayne and Clapham sites can be accommodated and efficiently implemented, including: o Cross River Rail (core and full project staging): construction and operational phases; o new dedicated freight track; o maintenance facilities.

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Identify a value-for-money approach to investing in the staged implementation of inner city stabling to support growth in passenger demand and efficient operations.

The project will have regard to:
Government policy directions;
The most cost-effective and minimum investments to support service requirements;
Delivery of expanded fleet for additional services by New Generation Rollingstock project;
Cross River Rail operational and infrastructure planning, including staged implementation scenarios;
Key strategic issues for the development of the rail network; and
Trigger points and timeframes for infrastructure investment.

Rail infrastructure investment such as stabling typically has significant construction lead times, therefore earliest completion of this work is critical to:
inform the development of the rail program,
provide the basis for the development of business cases to progress implementation of rail infrastructure projects, and
support the timely identification and delivery of infrastructure.

2.4 Scope

2.4.1.1 The scope of this project will comprise 3 key components. The consultants will complete this work no later than June 28 2013.

2.4.1.2 The 3 key components of the project are:

a) Clapham Yard Master Plan; b) Mayne Yard Masterplanning Review; and c) Inner City Staging and Implementation Strategy.

2.4.1.3 Requirements for each key component are detailed below.

2.4.2 Clapham Yard Master Plan: 2.4.2.1 Develop a Clapham Yard Master Plan that supports the cost-effective, staged development of stabling at this location, having regard to and enabling the cost-effective, staged implementation of other future rail infrastructure requirements that impact this location. 2.4.2.2 The development of the Master Plan will have regard to the following requirements and issues: a) Stabling capacity to support operational requirements in the short (10 years, current to 2021), medium (2021 to 2031) and long (2031+) term planning timeframes b) Stabling to support all current and future operational sectors i.e. CoastLink, Expresslink, Urbanlink, including train consist lengths.

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c) Stabling facility requirements, including crewing facilities, accessibility, train maintenance etc d) Operationally feasible connections with current and future rail network e) Scope and timing of other future rail infrastructure identified at this location, including (but not limited to):
Cross River Rail project scenarios: ‘core’ and ‘full’ projects
Dedicated freight line
etc f) Operation of stabling during construction of other future rail infrastructure g) Integration of stabling with Cross River Rail project scenarios when operational h) Environmental issues associated with development of the site, including (but not limited to) flooding, noise, lighting etc for both construction and operation of stabling at this location, having regard to / informed by the findings of the Cross River Rail EIS and other relevant data. 2.4.2.3 In developing the Master Plan, the consultants will: a) Identify and assess staged development scenarios / options, having regard to the above requirements and issues and planning timeframes b) Identify the implications and inter-dependencies of different timings, scopes and sequence of development of the various rail infrastructure elements on the sequence of development of stabling at this location. c) Develop a robust evaluation framework to enable the feasibility and cost- effectiveness of the scenarios / options to be holistically evaluated to be evaluated, by quantifying the performance of these in terms. Suggested evaluation criteria include, but are not limited to:
Longevity of option / future redundancy
Timeframes for implementation
Constructability
Risks
Costs
Benefits
Operational performance: reliability, capacity etc;
Environmental impacts

2.4.3 Mayne Yard masterplanning review: 2.4.3.1 Undertake a review of the Mayne Precinct Master Plan undertaken by Queensland Rail to determine: a) extent to which the requirements and issues identified for consideration for the Clapham Yard Master Plan have been reflected and addressed

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b) identify any additional considerations for Clapham Yard masterplanning c) It may be considered advantageous to undertake this review in the early stages of the SICMP, in order to inform and add value to the development of the Clapham Yard Master Plan 2.4.4 Inner city stabling staging and implementation strategy 2.4.4.1 Develop a staging and implementation plan for the holistic, integrated and co-ordinated approach for the cost-effective implementation of stabling at Clapham and Mayne yards for the planning timeframes 2.4.4.2 The staging and implementation plan will: a) Identify and assess staged development scenarios / options, having regard to the above requirements and issues and planning timeframes; b) Identify the implications and inter-dependencies of different timings, scopes and sequence of development of the various rail infrastructure elements on the sequence of development of stabling at these locations. c) The complimentary opportunities and benefits that development of stabling at each location can provide for the other location: for example, mitigate impacts on stabling operations due to the development of other rail infrastructure 2.4.5 SICMP Project components 2.4.5.1 In undertaking the SICMP Project components, the consultant will: a) Develop rail infrastructure costs and concept engineering drawings to support options /stages, with costs for stabling stages identified in the Clapham Yard Master Plan and Inner city stabling staging and implementation plan developed to P50 b) Consult with government stakeholders (TMR and QLD Rail) throughout development of the project, which will be supported and facilitated by project governance established by TMR c) Provide regular briefings and presentations to SEQ Stabling Project - Steering Committee and Project Control Group. 2.4.5.2 The consultants will utilise rail engineering, rail operational, environmental planning and other relevant technical expertise to undertake this project. 2.4.5.3 The following data will be made available to inform and support the analysis (some of which is publicly available), with additional data provided if available: a) Cross River Rail Railsys model: current SEQ network and Cross River Rail 2021 and 2031 outputs (with and without project); b) Cross River Rail: Clapham and Mayne Yards stabling operations c) Cross River Rail: reference design layouts Clapham and Mayne Yards, relevant technical reports and engineering design data d) Cross River Rail: Environmental Impact Study e) New Generation Rollingstock: Indicative fleet delivery scenarios and maintenance requirements f) Stabling demand requirements

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g) Mayne Rail Precinct master plan h) Draft Stabling Standards: Queensland Rail

2.4.6 Out of Scope 2.4.6.1 The following elements are considered out of scope: a) Mayne Yard master planning: this has already been undertaken by Queensland Rail, and will be an input to this project b) Identification of new or alternative stabling sites in the inner city c) Community consultation

2.5 Project timing

The SICMP will be completed by 28 th June 2013.

2.6 Deliverables

The SICMP will comprise the following deliverables:

• Clapham Yard Master Plan • Mayne Yard masterplanning review • Inner city stabling staging and implementation strategy

3.0 Evaluation Criteria

Refer to the Invitation to Offer for detail of the offer evaluation criteria.

4.0 Selection Process

Refer to the Invitation to Offer for detail of the offer selection process.

5.0 Terms and Conditions

Refer to the Invitation to Offer for detail of the Terms and Conditions.

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