Southern Moreton Bay Islands Water Transport Alternative Route Study

February 2011 DELIBERATELY LEFT BLANK Table of Contents

1. Introduction...... 1 1.1 The project...... 1 1.2 Study area ...... 2 1.3 Study need...... 2 1.4 Mainland destinations...... 2 1.5 Study assumptions...... 3 2. Existing situation...... 4 2.1 Terminal facilities ...... 4 2.2 Vehicular barge...... 4 2.3 Passenger ferry...... 5 3. Overarching considerations...... 6 3.1 Landside considerations...... 6 3.2 Water depth and access channels...... 7 3.3 Environmental constraints ...... 8 3.4 Operational considerations...... 9 3.5 Environmental approvals process...... 12 4. Potential new landing points...... 13 4.1 Approach to assessment...... 13 4.2 Macleay Island...... 14 4.3 Russell Island...... 18 4.4 Mainland...... 20

GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study 4.5 Recommended sites for further investigation ...... 25 5. Potential new vehicular barge routes...... 27 5.1 General approach to vehicular barge route assessment ...... 27 5.2 Concept design and costing assumptions for vehicular barge infrastructure...... 28 5.3 Cross Street (Macleay Island) to Masters Avenue (Victoria Point)...... 29 5.4 Rocky Point (Russell Island) to Rocky Passage Road (Redland Bay) ...... 31 5.5 Rocky Point (Russell Island) to Little Rocky Point (south) (Woongoolba)...... 33 5.6 Rocky Point (Russell Island) to Little Rocky Point (north) – cable barge...... 35 6. Potential passenger ferry route...... 37 6.1 General approach to passenger ferry route assessment ...... 37 6.2 Background...... 37 6.3 Likely demand...... 37 6.4 Cross Street (Macleay Island) ...... 37 6.5 Masters Avenue (Victoria Point) ...... 37 6.6 Toondah Harbour (Cleveland) ...... 38 7. Russell Island Bridge comparison...... 39 7.1 Potential bridge alignment...... 39 7.2 Potential bridge design...... 39 7.3 Bridge assumptions...... 40 7.4 Environmental impacts...... 40 7.5 Potential construction cost...... 40 8. Economic assessment ...... 41 8.1 General approach to economic assessment ...... 41

GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study | 8.2 Financial model structure ...... 41 8.3 Economic assumptions...... 42 8.4 Options analysed ...... 42 8.5 Options output...... 43 8.6 Sensitivity analysis...... 45 9. Summary and conclusions ...... 46 9.1 Assessment process ...... 46 9.2 Vehicular barges ...... 46 9.3 Passenger ferries...... 47 9.4 Russell Island Bridge...... 48 9.5 Study caveats ...... 48 10. Bibliography...... 49

Table Index

Table 1 Mainland destinations by Local Government Area...... 3

Table 2 Barge vessel details ...... 4

Table 3 Existing services (one way) ...... 5

Table 4 Summary of potential new landing site evaluation matrix...... 26

Table 5 Summary of comparative cost estimates for vehicular barge routes ...... 28

Table 6 Comparative cost estimate of Cross Street to Victoria Point infrastructure requirements...... 29

Table 7 Comparative cost estimate of Rocky Point to Rocky Passage Road infrastructure requirements ...... 31

GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study Table 8 Comparative cost estimate of Rocky Point to Little Rocky Point infrastructure requirements...... 33

Table 9 Comparative cost estimate of Rocky Point to Little Rocky Point (north) – cable barge infrastructure requirements...... 35

Table 10 Summary of Russell Island bridge comparative cost estimates ...... 40

Table 11 Economic assessment options ...... 42

Table 12 NPV ranking and number of trips required for financial viability...... 43

Table 13 Economic assessment summary table...... 44

Table 14 Trips sensitivity analysis of trips required for financial viability of new services...... 45

Figure Index

Figure 1 Study area...... 1 Figure 2 Environmental constraints...... 9 Figure 3 Marine Park zones...... 10 Figure 4 Comparison of vehicular barge fares in Australia ...... 11 Figure 5 Location of potential new landing points...... 13 Figure 6 Location of potential new landing points on Macleay Island...... 14 Figure 7 Location of potential new landing points on Russell Island ...... 18 Figure 8 Location of potential landing points on the mainland ...... 20 Figure 9 Potential vehicular barge routes...... 27 Figure 10 Typical long and cross sections of barge landing facilities...... 28 Figure 11 Option 1a preliminary bridge design ...... 39 Figure 12 Costs estimates and minimum-demand estimation approach...... 41

GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study | Figure 13 Average vehicle trips per year to reach break even (excluding cable barge and bridge options)...... 43 Figure 14 Average vehicle trips per year to reach break even (cable barge and bridge options only) ...... 43

Appendices

Appendix A Landing point multi-criteria analysis Appendix B Preliminary concept drawings for landing point infrastructure Appendix C Comparative cost estimates Appendix D Preliminary bridge design drawings

GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study DELIBERATELY LEFT BLANK 1. Introduction

1.1 The project Figure 1 Study area GHD was commissioned by Redland City Council to provide an independent assessment of the feasibility of additional access routes to the Southern Moreton Bay Islands including: y Alternative and/or additional vehicle barge routes y Alternative and/or additional water taxi routes y A bridge from the southern end of Russell Island to the mainland The project: y Reviewed background information and previous assessments of alternative routes SOUTHERN y Identified environmental constraints including MORETON BAY marine park zoning, sea grass distribution and ISLANDS habitat areas. y Identified locational constraints including:  Land tenure and availability  Access to the existing transport networks and upgrade requirements  Water depth, access channels and dredging requirements  Wind direction/shelter/exposure/tidal flows y Identified operational constraints including:  Travel time and costs  Impact on other services/operators  Landside requirements y Prepared and compared indicative cost estimates for barge and water taxi alternatives and a potential bridge for cost comparison purposes

GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study | 1 way, if trends are not arrested or changes 1.3.3 Safety and emergency access 1.2 Study area influenced by policy decisions. This position is The residents of the Southern Moreton Bay The Southern Moreton Bay Islands (SMBI) are unsustainable and will place unacceptable Islands are currently reliant on a single access situated in the southern end of the Moreton Bay demands on public foreshore land in the locality.” point to the mainland at Weinam Creek. Marine Park (refer to Figure 1). They are rich in Discussions with Maritime Safety Queensland environmental and cultural resources and offer an 1.3.2 Travel cost have suggested that the provision of appropriate idyllic quiet lifestyle on the doorstep of Australia’s One of the concerns raised most frequently by infrastructure to cater to emergency and third largest and fastest growing metropolitan island residents is the cost of accessing the evacuation requirements should be considered in area. mainland. As at 4 October 2010, the return barge the design and rationalization of transport Russell, Karragarra, Lamb and Macleay (including fare for island residents for a (standard vehicle) infrastructure. The recent upgrades to Dunwich Perulpa) Islands were incorporated into Redland was $87.00. terminal on North Stradbroke Island were largely City Council on 12 May 1973. In the 1960s and The isolated nature of the islands means that driven by emergency evacuation requirements. early 1970s, much of the collective island land residents are reliant on the use of either a was subdivided into small allotments. Since then, passenger ferry or vehicular barge, and are thus 1.4 Mainland destinations Redland City Council has restricted further at the mercy of operator pricing arrangements. In many cases, the barge and passenger ferry subdivisions and rationalised planning so that the terminal at Weinam Creek does not provide the significant environmental and cultural values of Increased use of vehicular barges has the most appropriate mainland landing point for the islands and surrounding Moreton Bay are potential to reduce parking demand at Weinam onward journeys using public transport. preserved. From a connectivity perspective, the Creek by allowing those island residents who islands are serviced from Weinam Creek Marina, require the use of a private vehicle on the Table 1 provides a summary of travel survey Redland Bay, on the mainland by passenger ferry mainland to store their vehicle at their private results undertaken on the Southern Moreton Bay and vehicle barge. property on the island rather than on the Islands in recent years such as: mainland. However, anecdotal evidence currently y The 2003 SMBI Travel Survey 1.3 Study need suggests that the cost of vehicle barge journeys y The 2009 SMBI Travel Survey means some residents prefer to maintain two y The 2010 Barge Intercept Survey (barge 1.3.1 Capacity constraints at Weinam vehicles, one on the mainland and one on the passengers only) Creek island, compounding parking problems. The majority of mainland destinations are located Demand for car parking at Weinam Creek is Reduced barge costs also have the potential to within Redland City Council, followed by Brisbane arguably the most contentious issue affecting the reduce the cost of goods and services on the City Council. This suggests that outside of Southern Moreton Bay Islands. islands by reducing the cost of transport and Redland City Council, the majority of trips to the delivery. The Redland Bay Centre and Foreshore Master mainland are in a northbound direction and could Plan notes: “Future demand for car park spaces in benefit from reduced travel times resulting from an the Weinam Creek Ferry Terminal car parking additional barge route from Macleay Island to a area will continue to increase in an unsustainable more northern mainland landing point.

2 | GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study Table 1 Mainland destinations by basis that a tide of this depth is reached that at Weinam Creek is outside the scope of Local Government Area infrequently. this study. y Due to a lack of data, the assessment does not y Installation of additional navigation aids is 1 1 2 2003 2009 2010 consider the requirements for dredging; a major outside the scope of this study. Redland City Council 43% 42% 30% constraint that requires detailed investigation. y The recommendations provided in this report y Population and settlement patterns are are void of any detailed geotechnical data or Brisbane City Council 24% 37% 30% generally as assumed in the Southern Moreton recent topographic and bathymetric survey Gold Coast City Council 5% 6% 9% Bay Islands Planning and Land Use Study data. Therefore, the viability and configurations (2002) and Redland City Council’s Issue Paper of the concepts provided would need to be Logan City Council 4% 7% 6% – Population and Dwelling Profile – Southern reviewed following completion of these detailed Other 3% 8% 25% Moreton Bay Islands. investigations. y The recommendations made in this report are y The recommendations and cost estimates 3 Total 79% 100% 100% exclusive of detailed environmental provided in this report are based on high level

1 Southern Moreton Bay Islands Travel Survey Report, April assessment. Any further investigation must analysis of the requirements for infrastructure 2009 include detailed environmental investigations upgrades within the vicinity of potential landing 2 Barge Intercept Survey, RCC, 2010 including the hydrodynamic modelling and points only. Further investigations must 3 Total as shown in 2009 Southern Moreton Bay islands Travel impact on sediment movement. consider capacity impacts and upgrade Survey Report, RCC y The existing barge type and configuration has requirements on wider transport networks and been used as the basis for the study. The the impact on travel behaviour both on the 1.5 Study assumptions current flat bottom barges are considered most islands and the mainland. suitable for the Southern Moreton Bay Islands y Additional traffic associated with the The assessment of potential barge and passenger due to the limited depth and enforced speed construction of the proposed facilities, may ferry landing points and the proposed Russell restrictions which aim to reduce potential place strain on the existing barge/road network. Island Bridge was based on the following key environmental impacts. The exception was the A traffic assessment has not been completed assumptions: consideration for a cable driven barge from nor has the cost of additional maintenance to y Historic and existing environmental conditions southern Russell Island. the existing road network been considered as including bathymetric surveys provided by y The purchase and operational cost of additional this is outside the scope of the study. Maritime Safety Queensland and the level of barge vessels have not been included in the highest astronomical tide (HAT). The report cost as there is insufficient information to make does not consider the potential impacts of an assumption on barge costs. For example, climate change including sea level rise and tidal whether the vessel would be purchased second inundation. hand or purpose built. y A bathymetric depth of -1m LAT (lowest y The existing infrastructure for the barge service astronomical tide) was selected as the is adequate for efficient operation. Proposed minimum depth required for the operation of new infrastructure has been modelled upon that barge services. -1m LAT was chosen on the existing on the islands and mainland. Constructing a terminal style facility similar to

GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study | 3 2. Existing situation

2.1 Terminal facilities Karragarra, Macleay, Lamb and Russell Island. barge were for government or commercial purposes. All existing vehicular barge and passenger ferries Barge services in Queensland are not subject to depart from the Redland Bay Marina at Weinam regulation from the Department of Transport and Table 2 Barge vessel details Creek, Redland Bay. Redland Bay Marina is Main Roads. A standard return journey costs located approximately 50 minutes driving time $105. Discounted fares are available for island south of Brisbane CBD and approximately 55 residents ($87). minutes north of Nerang on the Gold Coast. The The substantial cost means that it is often cheaper marina is also accessible by a number of for residents to maintain two vehicles – one on the Lakarma Moreton Escape Bay Islander Stradbroke Venture TransLink bus services to Brisbane, Garden City, islands and one on the mainland – than to travel Length (m) 38.77 36.77 33.99 54.41 Loganholme and Victoria Point. via barge on a regular basis. This was highlighted Beam (m) 8.84 11.32 9.45 10.97 in the 2010 SMBI Travel Survey conducted by 2.2 Vehicular barge 1 SocialData which showed that 37% of trips Draft (m) 1.2 1.3 0.9 1.2 Stradbroke Ferries is currently the sole operator included a passenger ferry journey, whilst only Capacity 22 18 16 32 providing vehicular barge services to the Southern 3.1% of trips included a vehicular barge journey. Moreton Bay Islands. The company operates four Source: www.stradbrokeferries.com.au, accessed 24.06.10 The Redland City Council 2010 Barge Survey vessels as detailed in Table 2. Services travel in 1 Laden Fore Draft a clockwise direction from Weinam Creek to highlighted that 32% of vehicles travelling on the

4 | GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study 2.3 Passenger ferry Bay Islands Transit (BIT), formerly Bay Islands BIT has an unexclusive, fare regulated contract Table 3 Existing services (one way) with the Department of Transport and Main Taxi Service has a fleet of four 60 foot catamarans Vehicular Passenger serving the Bay Islands. Their new larger vessels Roads. The contract allows for an annual review barge ferry can now accommodate up to 150 passengers of fares based on major operating costs – fuel, Journey time (previously up to 120 passengers) and are wages etc – but excluding capital expenditure. (Russell Island) 65 mins 20 mins wheelchair accessible and bicycle friendly. As previously mentioned, passenger ferry is the (Macleay Island) 40 mins 18 mins Services travel in both a clockwise (via Karragarra most popular water transport mode to access the Island) and anti-clockwise (via Russell Island) mainland. Journey cost $50.50 $7.70 direction to the four islands. (standard) Services / weekday 14 38

Operating hours 05:30 – 18:30 04:20 – 00:10

* Valid at 24 June 2010

GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study | 5 3. Overarching considerations

Appropriate landing sites for potential future development (such as the Draft Queensland proximity to arterial routes and destination landing points were selected based a wide variety Coastal Plan) has preference for protecting points, impact on existing transport networks of considerations including: undeveloped coastal areas and catering for and upgrade requirements y Proximity to public transport: existing and y Landside access demand for maritime services and maritime potential bus services, proximity to rail heads y Potential demand development as follows: (on the mainland) y Water depth and access y Existing infrastructure utilised to the greatest y Passenger amenity: passenger facilities, y Environmental constraints extent possible proximity to commercial facilities, aesthetic and y Marine development provided within designated At this pre-feasibility stage, potential landing safety considerations maritime development areas points have been assessed based on a high level y Marine development facilities provided in areas 3.1.4 Infrastructure requirements desktop analysis. Any further investigations into adjoining maritime areas future vehicular barge and water taxi routes and a y New marine facilities provided outside of Vehicular barge potential Russell Island Bridge must include designated areas (preferable in degraded The general arrangement of the landside detailed investigations into the environmental, areas) where there is an overriding need in the infrastructure has been modelled on the existing social and economic impacts. public interest facilities on the islands, including: 3.1 Landside considerations 3.1.2 Land tenure, zoning and y Barge Ramp: The barge ramp will be ownership constructed of durable concrete planks. The 3.1.1 Existing infrastructure ramp will provide all tide access. Those sites within an existing road reserve or y Waiting Area: An area to queue before Locations with existing maritime infrastructure are under Council ownership are preferred. Impact on travelling on the barge. An area to turn vehicles likely to be those with appropriate water depth, Environmental Protection areas, Conservation and reverse onto the barges will also need to access to navigable water, road access etc. Areas and Open Space areas designated under be provided. Additional water-based transport may also have the Redlands Planning Scheme should be y Breasting Piles: Piles driven either side of the less environmental impact in those areas with avoided where possible. Vacant sites that are in ramp will be required to guide the barges to the existing infrastructure than those in relatively private ownership will also be considered. ramp while also assisting the barge to hold untouched environments. steady while at the ramp. However, the Department of Transport and Main 3.1.3 Landside access Additional infrastructure that is required at the Roads discourage the dual use of maritime There are three key considerations for landside alternative barge ramp locations to provide all tide infrastructure for public and private use for safety access: access is a causeway to link the barge ramp with reasons. Whilst this may be the department’s y Road access: existing vehicular access to the waiting area. This is preferred over the preference, legislation relevant to coastal minimize the need for road works and clearing, alternative to dredging which has more potential

6 | GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study for environmental impacts and would represent an development in the study area. Reclamation of of approximately 1 metre is preferred when under ongoing maintenance cost. Causeways have not tidal waters can result in significant degradation of way, therefore the minimum depth required in the been needed at existing barge ramp locations as coastal resources and as such should be avoided. access channels to provide all tide access is -2.2 access to deep water has not been an i ssue. metre LAT and -2.6 metre LAT for the vehicular The State Coastal Management Plan (Policy barge and passenger ferries respectively. Additional navigation aids are also likely to be 2.1.9) notes that land below the highest required, however the positioning, number of aids astronomical tide may be reclaimed where: The waters of southern Moreton Bay are generally and cost associated with the installation of the characteristic of a relatively shallow sandy seabed (c) it is for coastal-dependent land uses or other navigation aids has not been reviewed as part of with highly mobile sand banks. Muddy tidal flats ‘areas of state significance (social and economic)’ this study. extending out from low-lying islands which are and there is a demonstrated net benefit for the densely vegetated with mangroves indicate that Passenger ferry state or a region; there is little erosion caused by wave and wind Similarly to the vehicular barge, the infrastructure (e) it is necessary for the development of a public action. required for the passenger ferry terminal has been or private facility and there is public support and a The removal of material below the high water modelled on the existing facilities on the islands, demonstrated public benefit from the proposal; mark can have significant impacts on the coast, including: For (c) and (e) above, it needs to be demonstrated ranging from effects on water quality, aquatic y Floating terminal: A floating pontoon held in that there are no alternative sites available that do not require reclamation. fauna and flora to sediment supply. place by piles and attached to the shoreline by Consequently, the Department of Environment This sentiment is reiterated in the Draft a piled walkway structure will be required. The and Resource Management seeks to avoid Queensland Coastal Plan which states: terminal will need to be located in sufficient developmental dredging in the Moreton Bay water depth to allow the ferry all tide access. SO3 – 16 Reclamation of land below HAT only Marine Park. y Car Park: A car park sufficient for the current occurs within maritime areas unless it is: population as well as space to expand for future (a) necessary for maintaining physical coastal Developmental dredging of a navigation channel population growth will be required at the ferry processes including maintaining intensively or boat harbour is classified as major works under terminals. managed foreshores; or the Marine Parks (Moreton Bay) Zoning Plan 2008 y Breasting Piles: Piles driven either side of the (b) within an existing artificial waterway; or and cannot be carried out without a permit. pontoon will be required for the ferry to moor Maintenance dredging (for navigational purposes) (c) necessary for the establishment of government against while at the terminal. supported transport infrastructure and there are may be carried out without permission after giving no alternative sites available that do not require notice. Similarly to the vehicle barges, additional reclamation. navigation aids are likely to be required. 3.2 Water depth and access 3.1.5 Land reclamation channels The requirement for reclamation of land below Existing vehicular barges and passenger ferries highest astronomical tide (HAT) at terminal on average have a laden draft of 1.2 metres and locations is critical to the assessment of any 1.6 metres respectively. An under keel clearance

GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study | 7 Ferderal Minister for the Department of the  Reefs (including coral) 3.3 Environmental constraints Environment, Water, Heritage and the Arts  Wetlands (significant and coastal) The following environmental legislation applies to regarding impact on a matter of National  Shore bird habitat (including internationally development within the study area: Environmental Significance. significant migratory bird roosts) y T he Ramsar Convention is an y T he Draft Queensland Coastal Plan 2010 will y Development must allow the natural effect of intergovernmental treaty that provides a replace the State Coastal Management Plan coastal processes to continue including framework for the conservation and wise use of 2002, until such time the existing legislation will hydrological flows, tidal or natural currents or wetlands and their resources remain in force. It seeks to provide policy drainage patterns and sediment flows. y Protection of undeveloped tidal waterways from direction and guidance on managing coastal The Moreton Bay Marine Park covers the entirety maritime infrastructure land in Queensland in line with the Coastal Act. of the Southern Moreton Bay Islands study area. y y Reclamation of land below HAT only occurs South East Queensland Regional Coastal Its waters provide for environmentally significant within maritime development areas Management Plan 2006 provides specific fish, turtle and dugong habitats and its shorelines regional direction on coastal management y In the Moreton Bay Marine Park, major works and riparian zones provide habitat for significant outcomes in support of the State Coastal Plan. may only be designated in general use or coastal wetlands a shorebird habitats. y Marine Parks (Moreton Bay) Zoning Plan 2008 habitat protections zones which seeks to manage different activities in the A summary of applicable environmental As can be seen in Figure 2 and Figure 3 marine park by separating potentially conflicting regulations and policy requirements is provided on significant environmental habitats limit the uses, while maintaining the park’s unique the next page. These regulations apply unless it potential for additional maritime infrastructure in biodiversity. The Marine Park Zoning Plan can be demonstrated there is an overriding need the Southern Moreton Bay Islands study area. overrides the South East Queensland Coastal in the public interest and that no other suitable However, there is potential for development Plan sites are available: approval if it can be demonstrated that there is an y T he Redlands Planning Scheme describes the y Development must not adversely impact on land use intent in the local government area. overriding need in the public interest. According areas of high ecological significance including: The Conservation Zone Sub-area CN1 to the Draft Queensland Coastal Plan (Sec A2.1),  Coastal wetlands identifies land with environmental values and/or to demonstrate overriding need in the public  Endangered regional ecosystems y T he Vegetation Management Act (VMA) interest, the applicant must establish:  Protected areas (State land) declared under including the requirements of Regional the Nature Conservation Act 1992 Vegetation management Code for SEQ  y T he Environmental Protection and Biodiversity Declared fish habitat area Conservation Act (EPBC) requires that any  Seagrass (including turtle and dugong feeding proposal within Moreton Bay be referred to the habitat)  Rocky reefs

8 | GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study y “The overall social, economic and Figure 2 Environmental constraints environmental benefits of the development outweigh:  Any detrimental effect upon the natural values of the site and adjacent areas; and  Conflicts with the policy outcome of this draft; and y The development cannot be located elsewhere to avoid conflicting with the policy outcome of this draft policy.”

The approvals process for any new bridge, barge or ferry route, and associated infrastructure is discussed in Section 3.5.

3.4 Operational considerations

3.4.1 Wind direction / shelter

Review of the 9am and 3pm wind roses prepared by the Bureau of Meteorology for Redlands indicate the prevailing wind direction in the morning is South East, coupled with significant contributions from the South West and North West quadrants. South East winds remain the prevailing wind direction in the afternoon, however winds from the North West quadrant provide the only other significant contribution in the afternoon. Given the prevailing south-east wind direction all potential landing sites on the west side of Russell and Macleay Islands are relatively protected. Most of these sites, however, are exposed to the northerly and westerly winds.

GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study | 9 Figure 3 Marine Park zones 3.4.2 Travel speed

Maritime Safety Queensland applies a speed limit of 40 knots on smooth water limits on all Queensland Waterways (unless otherwise prescribed) (MSQ website, 22 Sept 2010). The South Brisbane smooth water limit extends from Cleveland Point on the mainland to Amity Point, North Stradbroke Island and south to the Gold Coast Seaway. A further restriction to six knots is applied: y Within 30 metres of boats anchored, moored to the shore or aground, a jetty, wharf, pontoon or boat ramp y Within 30m of people in the water y Within 50m of people in the water when operating a personal watercraft y In boat harbours and marinas

In addition, the Department of Environment and Resource Management applies the following restrictions in designated areas to help manage specific environmental issues (Marine Park (Moreton Bay) Zoning Plan, 2008): y Go Slow Areas for Turtles and Dugongs: all vessels must travel off-the-plane in displacement mode, and in a way that minimises the change of a turtle or dugong being struck y Go Slow Areas for Turtles and Dugongs (vessels >8m): vessels over 8m are restricted to 10 knots or less in the following areas:  GSB01 – Weinam Creek  GSB02 – Garden Island  GSB03 – Karragarra Channel  GSB04 – Krummel Passage

10 | GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study However, permission may be granted for Figure 4 Comparison of vehicular barge fares in Australia vessels to operate in the area at a speed of more than 10 knots. $200 $7 y Go Slow Areas for Natural Values: all ONE WAY COST/MINUTE $180 vessels must travel off-the-plane or in $6 displacement mode $160

$5 3.4.3 Travel time and cost $140

There is a common belief that shorter travel $120 $4 distances will reduce time on the water, thus $100 reducing the cost per journey. The high cost of $3 fares is cited as one of the reasons for low barge $80 usage and consequent parking of a second vehicle at the Weinam Creek terminal by $60 $2 residents. It follows that reduced fare costs will $40 make barge travel a more attractive mode choice $1 for residents and reduce parking demand at $20 Weinam Creek. However, a comparison of $- $- barge fares on the east coast of Australia shows that there is no direct correlation between journey time and cost (Figure 4). Tasmania Curtis IslandBruny IslandLam b Is land Russell I sland Facing Island Macleay Island Magnetic Island Karragarra Island Kangaroo Island Coochiemudlo Island Moreton Island (Family) Moreton Island (2 Adults) Fraser Island (Moon Point) North Stradbroke Island (SF) North Stradbroke Island (BRC) Fraser Island (Kingfisher Bay) Fraser IslandFraser (Hook Island Point) (Hook (MR) Point) (FIB) Fraser Island (Wanggoolba Creek)

GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study | 11 y Department of Environment and Resource 3.5 Environmental approvals Management (DERM) in relation to coastal process management and consistency with the policies Any potential new barge routes will only be of the State Coastal Management Plan, Draft progressed by a private operator as Redland City Queensland Coastal Plan and South-east Regional Coastal management Plan; Council does not operate barge services y Fisheries Queensland (part of the Department Council advised that the operator of any new of Employment, Economic Development and barge service will be responsible for the Innovation (DEEDI)) in relation to effects on construction and operation of any new fisheries values and in particular the need for a infrastructure as well as obtaining all the required permit to damage or destroy marine plants; and statutory approvals, which will include the y Maritime Safety Queensland (MSQ) in relation following: to maritime safety.

y Resource entitlement to any State land on Key issues in the approval process include: which the infrastructure is located. This may y The effect of the infrastructure located below involve first applying for tenure over the State high water mark on coastal processes and the land involved. adjacent coastline y Allocation of quarry material or a dredge y The extent of reclamation areas over tidal management plan for any dredging and lands. Reclamation works need to be kept to disposal of dredge spoil to above high water the minimum area necessary to service the mark under the Coastal Protection and maritime infrastructure Management Act 1995. y The extent of dredging works. Dredging needs y Approval to conduct environmentally relevant to be kept to a minimum and the expected level activities (ERA) under the Environmental of future maintenance dredging needs to be Protection Act 1997. identified y Permits under the Marine Parks Act 2004 for y Disposal of dredge spoil. Land based disposal works and operations in the Moreton Bay is the preferred option as are limited Marine Park. opportunities to dispose of dredge material in y Development approval for tidal works under the the marine park Sustainable Planning Act 2009 (SPA) y Fuelling requirements The development approval under SPA will be for y Public benefits of the proposal prescribed tidal works for which the Redland City y Long term maintenance arrangements. The Council will be the Assessment Manager and the measures that are in place to ensure that there following agencies will have a Concurrence role: is an identified entity responsible for on-going maintenance.

12 | GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study 4. Potential new landing points

Figure 5 Location of potential new landing points 4.1 Approach to assessment Dundas Street Potential sites for alternative vehicular barge and William Street passenger landing points on Macleay Island, Raby Bay Boat Russell Island and the mainland were selected Harbour Toondah Harbour based on sites identified in previous studies and reports and a brief desktop analysis of vacant sites with access to navigable water and road corridors. These are shown in Figure 5. The suitability of each site was initially assessed based on: Orana Esplanade y Land zoning, tenure and availability y Shelter from prevailing wind and waves Victoria Point y Thompson Street Beelong Street Access to navigable water without dredging Cross Street y Conflicts with use of other marine infrastructure Attunga Street Dalpura Street (e.g. recreation boat ramps and moorings) Orana Street / Kalara Street y Extent of environmental constraints Wharf Street Karrawarra Street The outcomes of the Stage 1 assessment are summarised in this section. The full evaluation Eagle Street matrix is presented in Appendix A and Point Talburpin summarised in Table 4 at the end of this section. Sites recommended for further investigation were then assessed in Stage 2 (Section 5) based on: y Potential to accommodate required Channel Street / infrastructure at landing points Jackson Street y Causeway length required to access deep water y Approximate route distance to mainland Zipfs Road y Road upgrade requirements y Access to public transport and town centres Rocky Passage Little Rocky Rocky Point y Further environmental considerations Road Point (north) Little Rocky Point (south)

GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study | 13 Figure 6 Location of potential new landing points on Macleay Island 4.2 Macleay Island Outside of Redland Bay Centre, the key mainland desire routes from the Southern Moreton Bay Beelong Street Islands are either north to Victoria Point, Cross Street Cleveland and onward to Brisbane City or south to Beenleigh and the Gold Coast. Macleay Island is the northern most island in SMBI Dalpura Street Attunga Street meaning that the desire line to achieve shorter barge routes and overall journey time is northbound. Consequently, the preferred location Orana Street / Kalara Street for new barge and ferry landing facilities is along the north and north-western foreshore. Wharf Street Consistent with the SMBI enclave, Macleay Island is characterized by extensive shallow foreshores. The northern tip of the island suffers from Karrawarra Street exposure to northerly winds and there are a series of coral enclaves. However, the islands formation has resulted in a series of rocky outcrops that may provide opportunities for future landing points. Eight sites were initially identified for investigation as to their potential to accommodate vessel landing infrastructure: y Eagle Street – Perrebinpa Point Eagle Street y Karrawarra Street y Wharf Street – known as Thompson’s Point y Orana Street / Kalara Street y Attunga Street – Dalpura Point y Dalpura Street – at the existing boat ramp y Beelong Street – Pat’s Park y Cross Street – known as Parson’s Point

14 | GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study 4.2.1 Eagle Street (Perrebinpa Point) 4.2.2 Karrawarra Street The Wharf Street road reserve extends to the foreshore and is bound by conservation land to Eagle Street is located approximately one third of Karrawarra Street is located approximately half the south. the way up Macleay Island at Perrebinpa Point. It way down Macleay Island. It abuts the Main Compared to other proposed sites, Wharf Street abuts the Main Channel east of Garden Island. Channel north of Garden Island. provides good shelter from prevailing north and The Eagle Street road reserve provides direct The Karrawarra Street road reserve provides south easterly winds and has better access to access to the foreshore, however, is currently direct access to the Macleay Island Foreshore. deep water (approximately 141m to -1m LAT). uncleared. Any development of this site would The road reserve is abutted to the north by The area has been largely cleared of mangroves, require significant clearing of remnant vegetation, undeveloped SMBI residential and to the south by however, there are seagrass beds and dugongs as well as impact on mangrove areas of State designated conservation land. are known to frequent this relatively quiet channel. biodiversity significance. Mangrove habitat of State biodiversity significance The conservation area on Thompson’s Point The location provides a sheltered landing point extends approximately 100m from the foreshore. contains threatened remnant vegetation which protected by surrounding sandbanks. There are Any development in this location would require would be disturbed by any transport infrastructure tidal flats fronting the site which would require a significant disturbance to this important development. A ‘Kanaka’ wharf present in this causeway or dredging (140m to --1m LAT) to environmental habitat. location also has cultural heritage significance. ensure all-tide access. Main Channel in this Thomson’s Point provides protection from The wharf was built in 1865 and is believed to be location has also been identified as an important northerly wind and waves. Access to navigable the first structure built in Australia using Kanaka area of seagrass habitat, therefore, any impact on water can be provided, however, would require a labour. the marine floor should be avoided. significant causeway from the shoreline. MSQ The Wharf Street location has been deemed There is an established residential community bathymetry notes a distance of 245m from the unsuitable for further investigation based on the which would be exposed to amenity impacts shoreline to 1m HAT. impact on sites of cultural and environmental associated with increased vehicular traffic. There Although Karrawarra Street achieved the highest significance. may also be some requirements for property score for Macleay Island under the Stage 1 acquisition at the junction of Eagle Street and assessment (along with Dalpura Street), the Western Road. causeway requirements and minimal reduction in Furthermore, Eagle Street’s location towards the travel time associated with the sites southern south of Macleay Island is not expected to location has deemed this site unsuitable for further demonstrate any significant travel time savings to investigation. northern mainland landing points. Subsequently, Eagle Street will not be carried forward for further 4.2.3 Wharf Street (Thompson’s Point) investigation. Wharf Street is located to the north of Karrawarra Street at the northern end of the Main Channel.

GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study | 15 4.2.4 Orana Street / Kalara Street The site is currently uncleared and would require Southern Moreton Bay Islands and is a popular disturbance to remnant mainland vegetation and spot for families. Orana Street and Kalara Street are located approximately 40m of mangroves. The location is exposed to north-easterly winds. approximately one third of the way south of the The location is exposed to north-easterly winds. Access to navigable water would require the northern tip of Macleay Island. Although this location provides improved access construction of a significant causeway. Distance Both streets have road reservations extending to to navigable water compared to other location on to -1m LAT is estimated to be 230m. the foreshore. The area is zoned SMBI residential Macleay Island, it would still require the Although Dalpura Street achieves the highest with a sporting facility to the south of Kalara construction of a causeway of approximately score, the location has not been recommended for Street. 160m to -1m LAT. further investigation based on impact to important The location provides good shelter with sand This location has not been recommended for recreational facilities and causeway requirements. banks off Dalpura Point providing protection to the further investigation based on impact to private north. properties and disturbance to significant habitats. The area is largely cleared of mangroves and 4.2.6 Dalpura Street there is no coral evident. However, the large tidal flats in this location are bird feeding and roosting Dalpura Street is located approximately one grounds of international significance. Access to quarter of the way south of the northern tip of navigable water in this location would require a Macleay Island. significant causeway y from the shoreline – the - The Dalpura Street road reservation provides 1m LAT contour is estimated to be 340m from the direct access to the foreshore. It currently shoreline. accommodates a public car park this minimizing This location has not been recommended for property impact. further investigation based on disturbance to A recently built boat ramp and designated staging significant environmental habitats and minimal area is a popular recreational facility for residents. travel time reductions. It is Department of Transport and Main Roads 4.2.5 Attunga Street policy to separate recreational and commercial boat ramps for safety reasons. Attunga Street is located on Dalpura Point The large number of boat moorings in the approximately one quarter of the way south of the sheltered bay in front of Dalpura Street is likely to northern tip of Macleay Island, just south of the impede navigation. Dalpura Street boat ramp. The foreshore immediately adjacent to the north The location is zones SMBI residential. Although provides one of only a few sandy beaches in the the proposed location is vacant freehold there are established residential properties adjacent.

16 | GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study 4.2.8 Cross Street 4.2.7 Beelong Street (Pat’s Park) the most appropriate location to carry forward for further investigation based on it’s northern location Cross Street is located just south of the north-west Beelong Street is located on the northern and road reserve access to the HAT mark. Peninsula of Macleay Island. foreshore of Macleay Island. The Cross Street Road reservation provides direct The Coondooroopa Drive road reserve provides access to the foreshore with the potential to direct access to the foreshore. Mangroves have accommodate landing facilities. The road been cleared in this location to create an informal reservation is bound to the north by vacant land boat launching facility on the rocky shelf. designated for conservation and to the south by Deep water access is quite close compared to land with mixed conservation / SMBI residential other locations on Macleay Island (146m to -1m designation. Survey markers indicating the width LAT). However, any formalization of boat of the road reservation at the foreshore are shown launching facilities would require significant in the middle photograph at right. additional clearing of mangroves. The road reservation to the west of Coondooroopa The area is one of few rocky foreshores on the Drive is uncleared and contains significant island and has extensive areas of coral. It also remnant vegetation. The road reserve to the east provides a popular public park and swimming of Coondooroopa Drive has been closed and area. currently constitutes a grassed open space area. The site is extremely exposed with no protection Discussions with Council officers suggest that this from northerly winds. corridor suffers from drainage issues. This location has not been recommended for The area directly in front of Cross Street has been further investigation based on exposure to largely cleared of mangroves, however, there prevailing weather, impact on mangrove and coral would be some disturbance to mangroves abutting habitats and impact on the public recreation area. the site to the north. There is also a coral enclave in the vicinity of Parson’s Point. This location provides a partly sheltered site that is exposed to northerly wind. Access to navigable water is available but would require the construction of a significant causeway. -1m LAT is estimated to be approximately 225m from the shoreline. Although Cross Street has environmental constraints and will require an extensive causeway to access navigable water it is deemed

GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study | 17 Figure 7 Location of potential new landing points on Russell Island 4.3 Russell Island Russell Island is the largest and southern most island in SMBI. The south-western corner of Russell Island is the closest to the mainland from any of the Southern Moreton Bay Islands. A potential barge route alignment is from Russell Island to Little Rocky Point, thus facilitating movement southbound to Beenleigh and the Gold Coast, or from Russell Island to the northern bank Channel Street / Jackson Street of the Logan River to access southern Redland Bay. The western foreshore of Russell Island is characterized by muddy tidal flats and extensive mangrove communities. As a result, there are few suitable locations for marine infrastructure. Two sites were identified for their potential to accommodate vessel landing infrastructure: y Channel Street / Jackson Street y Rocky Point

Rocky Point

18 | GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study 4.3.1 Channel Street / Jackson Road 4.3.2 Rocky Point Rocky Point is partly sheltered. Adequate water depth is relatively close to the shoreline. Note that Channel Street and Jackson Street are located Rocky Point is located on the far south-eastern Maritime Safety Queensland bathymetry shows approximately one third of the way south from the corner of Russell Island. 240m to the -1m LAT however, there is a channel northern shore of Russell Island facing Main The site is designated as Open Space with SMBI within closer distance. Channel. A road reserve provides direct access Residential adjacent to the north and Rocky Point offers the most suitable location on to the foreshore at both sites with SMBI Conservation land to the south. The site is Russell Island for further investigation. It is the residential, open space and conservation land currently undeveloped apart from an Energex most southerly point providing a shorter distance adjacent. electricity easement. to the mainland. Although it will require significant Any development in this location would require There is no existing marine infrastructure; causeway construction, it offers the shortest significant disturbance to mangrove habitat and however, the site is used as a popular park and distance to navigable water (excluding Jock tidal flats extending approximately 310m to -1m fishing area with picnic tables and fish cleaning Kennedy Park on the northern foreshore). LAT. facilities. Channel Street and Jackson Road are not There is no significant mangrove vegetation; recommended for further investigation. however, the tidal flats in this location have been listed under RAMSAR and State Biodiversity Significance.

GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study | 19 Figure 8 Location of potential landing points on the mainland 4.4 Mainland Dundas Street The potential mainland landing points considered William Street extend from Raby Bay, Cleveland in the north to Raby Bay Boat Woongoolba, Gold Coast City Council in the south. Harbour Toondah Harbour Twelve sites were identified for their potential to accommodate vessel landing infrastructure on the mainland: y William Street, Cleveland y Orana Esplanade, Point Halloran y Dundas Street, Ormiston Orana Esplanade y Thompson Street, Victoria Point y Masters Avenue, Victoria Point Victoria Point y Toondah Harbour, Cleveland y Raby Bay Boat Harbour, Cleveland Thompson Street y Point Talburpin y Little Rocky Point (south), Woongoolba y Little Rocky Point (north), Woongoolba y Rocky Passage Road, Redland Bay y Zipf’s Road, Redland Bay

Point Talburpin

Zipfs Road

Rocky Passage Road Little Rocky Point north)

Little Rocky Point (south)

20 | GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study 4.4.1 William Street (Volunteer Marine impact on public parklands, residential areas and Rescue), Cleveland boat moorings.

The William Street (Volunteer Marine Rescue) site 4.4.3 Dundas Street, Ormiston is located on the northern side of Cleveland Point. The Dundas Street site is located on the Ormiston The site is currently designated as community side of Endeavour Canal, fronting the north-east purposes and is used by the Volunteer Marine corner of Raby Bay. Rescue. The site is surrounded by Foreshore The site is currently designated open space and is Park and is a popular recreational boat launching clear of mangroves and remnant vegetation. facility. Consequently, the area may experience some marine and landside congestion, particularly It provides good access to deep water and is free at the weekends. of marine infrastructure. The area is clear of mangroves and is provided This location should be carried forward to Stage 2 with maintenance dredging to provide all tide as a possible location for passenger ferry facilities. access. 4.4.4 Thompson Street, Victoria Point This location should be carried forward to Stage 2 as a possible location for passenger ferry facilities. Thompson Street is located to the south of Victoria Point. It provides a popular recreational 4.4.2 Orana Esplanade, Point Halloran reserve and is one of a few sandy beaches in the Redlands. Point Halloran is located to the north of Victoria Point. There is an extensive tidal shelf extending 615m to the -1m LAT mark. For this reason, and for Point Halloran is an established residential impact on popular recreational amenities, this community with an extensive foreshore park. location should not be carried forward for further The area is largely cleared of mangroves; investigation. however, the tidal foreshore falls under RAMSAR designation. There is approximately 135m to the - 4.4.5 Zipf’s Road, Redland Bay 1m LAT. Zipf’s Road is located south of Scenic Road in The sheltered bay is a popular boat mooring area southern Redland Bay. The site has limited that is likely to significantly impede navigation. access to navigable water as it is surrounded by tidal flats which dry at low tide and is unsuitable This location has not been recommended for for further investigation. further investigation based on the water depth and

GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study | 21 4.4.6 Masters Avenue, Victoria Point The existing Coochiemudlo Barge service is 4.4.7 Toondah Harbour, Cleveland currently limited during low spring tides. The Masters Avenue, Victoria Point, is the existing existing channel may require ongoing dredging Toondah Harbour, Cleveland, is the existing vehicular barge and passenger ferry terminal to and would need to be deepened for larger vehicular barge and passenger ferry terminal to Coochiemudlo Island. capacity vessels. Stradbroke Island. The area is designated open space and is cleared This location is not expected to experience The area is a designated marine facility area and of mangroves. Subsequently, significant significant environmental or private property has mixed tenure. Although the site has been environment and property impacts are not impacts. Maintenance of a navigable channel is cleared of mangroves there may be some impacts expected. required for the Coochiemudlo services. Although on the Cassim Island world heritage bird rookery. Any introduction of additional marine transport Masters Avenue does not score highly under the Any introduction of additional marine transport services is likely to conflict with the existing Stage 1 assessment, the locations should be services is likely to conflict with the existing commercial and recreational facilities in this carried forward based on its northern location and commercial and recreational facilities in this location. minimal environmental impacts. location. Maintenance dredging is required to maintain access to the existing terminal, however, the channel has capacity limitations. This location is not expected to experience significant environmental or private property impacts. Maintenance of a navigable channel is already required for the North Stradbroke services. Existing capacity constraints resulting from North Stradbroke Island barge services mean that this location should be carried forward for further investigation for passenger ferries only.

4.4.8 Raby Bay Boat Harbour, Cleveland

The Raby Bay Boat Harbour site is located adjacent to Cleveland Railway Station in parkland on the corner of Shore Street West and Harbourview Court. The open space in this location offers one of the most important recreational grounds and scenic vistas in Cleveland Centre.

22 | GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study The site is located at the far end of Endeavour and is surrounded by urban residential and open structure. Canal, and consequently offers good shelter from space. The site has good access to adequate water prevailing winds and access to navigable water. The site has poor access to navigable water as it depth (approximately 65m to 1m HAT) and partly This section of Endeavour Canal functions as a is surrounded by tidal flats exposed at low tide. sheltered. busy recreational boating harbour resulting in This site should not be carried forward for further Although any development in this location would potential conflict with both motoring and moored investigation. have significant impact on important tidal recreation and tourist vessels in the canal. 4.4.10Little Rocky Point (south), mangrove habitats, this option should be carried The Raby Bay Boat Harbour site is not Woongoolba forward for further investigation based on it’s recommended for further investigation based on proximity to Russell Island and good water depth. potential conflict with the busy boating harbour Little Rocky Point is located south of the Logan and impact on significant open space. River in Gold Coast City Council. The site is a de-facto island of high land 4.4.9 Point Talburpin surrounded by mangroves. It currently Point Talburpin in located to the south of Redland accommodates farming land and a public park Bay. There is a road reservation to the foreshore and is joined to the mainland by a long causeway

GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study | 23 4.4.11Little Rocky Point (north), The bathymetry in this location is very shallow The site is designated conservation and Woongoolba with a tidal area of 420m to the -1m LAT line. A environmental protection and accommodates an significant causeway would be required either existing freehold residential dwelling. The northern causeway option is located to the bridge or barge option in this location. The site is well sheltered however may be of north of Little Rocky Point. The proposed landing This site will be carried forward for further concern during times of flood. There is good point is the location of the current Energex investigation as it has been put forward as a access to navigable water relatively close to the easement across to Russell Island. It provides the potential location for a barge landing point and as shoreline. most direct access between the island and the mainland connection for the Russell Island mainland. Any development in this site would require Bridge. It is expected that environmental impacts clearing of significant remnant vegetation and This location is below high water mark in a will rule out either option however further mangroves and state biodiversity significance. significant mangrove habitat of State investigations are required. However, the site should be carried forward for environmental significance. A track has already further investigation based on good access to been passed through this area for maintenance of 4.4.12Rocky Passage Road, Redland Bay navigable water, location within Redland Shire the electricity pylons which may reduce some Rocky Passage Road is located in the south of and proximity to Russell Island. disturbance. Redland Bay on the Logan River.

24 | GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study 4.5 Recommended sites for further investigation 22 sites were assessed for their suitability for capital dredging would be required at the majority marine transport infrastructure based on: of sites. y Land zoning, tenure and availability Notwithstanding these constraints, seven sites y Shelter from prevailing wind and waves were recommended for further investigation: y Access to navigable water without dredging y Cross Street, Macleay Island based on its y Conflicts with use of other marine infrastructure northern location and road reserve access to (e.g. recreation boat ramps and moorings) the HAT mark y Extent of environmental constraints y Rocky Point, Russell Island based on the sites proximity to the mainland The full multi-criteria analysis is presented in y Masters Avenue, Victoria Point based on the Appendix A and summarised in Table 4. site’s proximity and minimal environmental The following ratings have been applied: impacts y Toondah Harbour, Cleveland for passenger y 1 – meets criteria (no cost or approval ferry services only based on the sites proximity blockages) to Cleveland Centre and existing vehicular y 2 – partially meets criteria (with some costs and barge capacity constraints standard approvals) y Little Rocky Point (south), Woongoolba y 3 – may be possible to achieve criteria (but based on the sites proximity to Russell Island likely to have significant cost and complex y Little Rocky Point (north), Woongoolba for approval requirements) cable barge services only based on the sites y 4 – unlikely to be able to meet criteria (costs proximity to Russell Island and environmental and approvals likely to be prohibitive) impacts Note: The lowest score equates to the highest y Rocky Passage Road, Redland Bay based achievement. on the sites proximity to Russell Island and Table 4 demonstrates that of the remaining sites location within Redland City Council on Russell Island, Macleay Island, and the Rocky Point, Macleay Island, and Little Rocky mainland that haven’t already been developed, Point, Woongoolba will also be considered for a there are no sites that demonstrate high suitability potential vehicular bridge. for new marine infrastructure. The development of additional marine facilities at those few sites that are not subject to significant environmental constraints would result in conflict with existing recreational and commercial facilities. Extensive causeway constructions and maintenance or

GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study | 25 Table 4 Summary of potential new landing site evaluation matrix

Land use Waterside access Existing Environmental Zone Land availability Shelter Navigable water facilities Constraints Distance Score Suitable

Eagle Street 2 2 1 2 1 4 3 15 X

Karrawarra Street 2 2 1 3 1 3 2 14 X

Wharf Street 2 3 1 2 1 4 2 15 X

Orana Street / Kalara Street 2 3 1 4 1 2 2 15 X

Attunga Street 3 3 2 2 1 2 2 15 X

Dalpura Street 1 1 2 3 4 2 2 15 X

Beelong Street 2 3 3 2 3 3 2 18 X

Cross Street 3 2 2 3 1 3 1 15 9

Jackson Road / Channel Street 2 1 2 3 1 3 3 15 X

Rocky Point 2 1 2 2 1 2 1 11 9

William Street 2 2 1 1 4 2 3 15 X

Orana Esplanade 3 2 3 3 3 2 3 19 X

Dundas Street 2 2 2 1 3 2 3 15 X

Thompson Street 2 3 1 4 3 2 3 18 X

Masters Avenue 2 2 3 3 4 1 1 16 9

Toondah Harbour 1 1 1 3 2 3 3 14 9

Raby Bay Boat Harbour 2 2 1 1 4 1 3 14 X

Point Talburpin 2 2 2 3 2 2 3 16 X

Little Rocky Point (south) 3 2 2 1 1 3 1 13 9

Little Rocky Point (north) 3 2 2 3 1 3 1 15 9

Rocky Passage Road 3 2 1 1 1 3 2 13 9

Zipf's Road 2 2 1 2 2 3 3 15 X

26 | GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study 5. Potential new vehicular barge routes

5.1 General approach to vehicular Figure 9 Potential vehicular barge routes barge route assessment Seven sites were recommended for further investigation following an initial assessment of site Cross Street to suitability for landing infrastructure. Those sites Victoria Point – were then further investigated based on: normal barge y Potential to accommodate required infrastructure at landing points y Causeway length required to access deep water and geotechnical suitability y Approximate route distance to mainland y Access to the existing road network and road upgrade requirements y Access to public transport and town centres y Preliminary cost estimates for landing point infrastructure and road upgrade requirements (Summarised in Table 5) y Further environmental considerations

The potential vehicular barge routes described in Section 5 and shown in Figure 9 have been selected based on the shortest possible route Rocky Point to Rocky between Macleay Island and the mainland following Passage Road – a northern desire route, and Russell Island and the normal barge mainland following a southern desire route. A Rocky Point to Little discussion on each route includes: Rocky Point (south) - normal barge y Bac kground Rocky Point to Little Rocky y Potential advantages and disadvantages Point (north) – cable barge y Operational considerations y Infrastructure requirements and capital cost estimates

GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study | 27 5.2 Concept design and costing assumptions for vehicular barge infrastructure y Causeway and ramp to a depth of -1m LAT Figure 10 shows a typical cross section have been completed at a high level only. All y Vehicle queuing areas through the causeway and a long section infrastructure requirements and costings noted y Mooring piles through the barge ramp. This typical design in this report must be revised when detailed was then applied at all locations with Redland City Council have requested that all information becomes available including (but amendments to causeway and ramp length as road upgrades in the vicinity of proposed barge not limited to) geotechnical surveys, required. The exception to this is at Victoria and passenger ferry landing points, and the environmental impact studies, travel impact Point where the general arrangement is slightly proposed Russell Island bridge meet the assessments, hydrographic surveys and different. following requirements: hydrological models. Marine infrastructure has been costed from the y 2 lanes of 4.0m each Indicative drawings of marine and road cadastral boundary seaward. Road upgrade y 2.7m ‘contraflow’ bike path with a 0.3m infrastructure requirements at each site are requirements are costed from the cadastral buffer presented in Appendix B. Comparative cost boundary landward. y 1.5m footpath estimates by site are presented in Appendix C. The general requirements for vehicular barge Preliminary cost estimates for landing point landing facilities include: infrastructure and road upgrade requirements

Table 5 Summary of comparative cost estimates for Figure 10 Typical long and cross sections of barge vehicular barge routes landing facilities Rocky Point via Little Rocky Description Cross Bangalow Rocky Passage Victoria of work Street Street Point Road Point

Preliminaries $ 251,000 $ 216,500 $ 200,500 $ 224,000 $ 174,000

Causeway $ 1,397,393 $ 69,349 $ 20,768 $ 44,859 n.a.

Ramp $ 1,053,898 $ 862,332 $ 814,302 $ 836,957 $ 941,940

Roadworks $ 1,230,711 $ 2,360,648 $ 5,722,999 $ 1,413,109 n.a.

Contingency (20%) $ 786,600 $ 701,766 $ 1,351,714 $ 503,785 $ 223,188

Total (excl GST) $ 4,719,602 $ 4,210,594 $ 8,110,282 $ 3,022,709 $ 1,339,127

28 | GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study 5.3 Cross Street (Macleay Island) to Masters Avenue (Victoria Point) y Table 6 Comparative cost estimate Road reservation to foreshore y No conflict with existing public facilities or of Cross Street to Victoria Point 5.3.1 Route description moorings infrastructure requirements The Cross Street to Masters Avenue route runs y Offers the least expensive of the four vehicular between Macleay Island and Victoria Point. Cross Street $ 4.72M barge options Following a 2m LAT bathymetry, the route 160m causeway + 55m ramp $ 2.45M The potential disadvantages of the route are as distance is estimated to be 4.841km. follows: Road upgrades: $ 1.23M 5.3.2 Background y Limited deep water access is available which y Construction of Cross Street would require initial and ongoing maintenance (270m) from Kate Street to barge The authors are unaware of any vehicular barge dredging landing point. The 11m formation or water transport service operating from Cross y Exposure to northerly winds during journey has been allowed for despite the Street. Nor is there any evidence of previous boat impacts on journey experience existing road corridor being 10m launching facilities from this location. y Impact on adjacent conservation lands, and wide. Land resumption has not significant marine and intertidal environments been included in the estimated Masters Avenue is currently used as the vehicular barge and passenger ferry terminal for services to y Traffic management issues at Victoria Point cost. y Coochiemudlo Island. Drainage issues at Cross Street y Upgrade of the drainage at the y Patronage leakage from existing barge services Coondooroopa Dr and Cross St On the 14 September 2010, a presentation was and commercial businesses at the southern tip intersection made to Redland City Council by a number of of Macleay Island residents for a Cross Street to Victoria Point barge y Congestion with Coochiemudlo services Preliminaries and contingency $ 1.04M route. To date, further investigation on this route y Significant infrastructure cost have not been progressed. y Additional foreshore developments will increase Masters Avenue $ 1.34M impacts on the riparian environment 50m ramp $ 0.94M 5.3.3 Potential advantages and disadvantages 5.3.4 Operational considerations Road upgrades $ NA The potential advantages of this route would be as y Assume surrounding roads The channel to the Coochiemudlo Barge terminal currently sufficient as follows: at Victoria Point was dredged by Port of Brisbane accommodate barge service to y Reduced on-water travel time and potential to in the mid 1990’s. Since then, the channel depth Coochiemudlo Island reduce overall journey time for north-bound appears to have remained relatively stable, with travel the turning basin and entrance channel still clearly Preliminaries and contingency $ 0.40M y More direct access to Victoria Point town centre evident from aerial photography. Hydrographic y Potential to provide Macleay to Victoria Point surveys undertaken in June 2001 indicate the Total $ 6.06M direct bus service depth in the area to be between -0.9m LAT and -

GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study | 29 0.7m LAT meaning that initial dredging may be The existing barge terminal at Masters Avenue will required, however, ongoing maintenance dredging need to be expanded with an additional 50m should be minimal. barge ramp to accommodate services. Journey quality could be negatively impacted by The boat ramp shown in Drawing SK014 in exposure to northerly winds along this route. Appendix B does not reach the -1m LAT contour. The Coochiemudlo Island barge service operates 5.3.5 Infrastructure requirements and in this location and as such is deemed suitable for capital cost estimates operation. As previously noted, a hydrographic The total estimated capital cost for landing point survey undertaken in June 2001 indicates the infrastructure to support a new barge route depth in the area is between -0.9m LAT and -0.7m between Cross Street and Masters Avenue is LAT. The existing barge service does experience $6.06 million as detailed in Table 6. This figure is some difficulties during spring tides. As such, exclusive of the cost for property resumptions, some capital dredging may be required at this maintenance or capital dredging, the purchase of location. Dredging costs have not been included any vessels required or wider transport network in the cost estimates provided. If the project upgrades. proceeds into either a feasibility study or detailed design than a detailed hydrographic survey of the The Cross Street road reserve is uncleared to the area is recommended to confirm if dredging is west of Coondooroopa Drive and has been required. reinstated as open space area to the east. This section of the road reserve from Kate Street to the The need to relocate public boat ramp facilities shoreline currently forms an overland drainage has not been considered. route. The construction of a sealed road in this It has been assumed that no road upgrades will location must include significant stormwater be required at Victoria Point. drainage works. The road reserve is 10m wide. The construction of an 11m road corridor, as requested by RCC, will require property resumptions. These have not been included in cost estimates. The Cross Street site provides good access to navigable water, however, a significant causeway is required between the shoreline and -1m LAT.

30 | GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study 5.4 Rocky Point (Russell Island) to Rocky Passage Road (Redland Bay) Table 7 Comparative cost estimate 5.4.1 Route description The potential disadvantages of this route would of Rocky Point to Rocky Passage Road be: The Rocky Point to Rocky Passage Road route infrastructure requirements y Some increase in mainland journey times for runs between the south-eastern corner of Russell northbound movements Rocky Point $ 4.21M Island and Redland Bay, on the Redland City y Increased journey times on Russell Island Council side of the Logan River. 10m causeway + 55m ramp $ 0.93M y Impact on private land at Rocky Passage Road The approximate route distance is 5.806km y Road upgrade requirements on mainland Road upgrades: $ 2.36M y Disturbance to areas of environmental y Widening of 480m concrete road 5.4.2 Background significance along Bangalow Street / Yarra y Patronage leakage from existing barge services Street from 3.5m to 11m Rocky Passage Road was identified as a suitable and commercial businesses at the southern tip location for a new recreational boat ramp facility in of Macleay Island y Widening of 375m sealed road GHD’s 2005 report for Redland City Council. y Only caters to Russell Island residents from 6m to 11m Since that time, no public facility has been y The desired route of northbound traffic will constructed in this location. Preliminaries and contingency $0.92M increase movements through wildlife habitat areas on the mainland Rocky Passage Road $ 3.02M 5.4.3 Potential advantages and y Impact on hydrographic and sediment disadvantages movements 5m causeway + 55m ramp $0.88M The potential advantages of this route would be: Road upgrades: $ 1.41M 5.4.4 Operational considerations y Reduced on-water travel time and potential to y 700m of new road from Rocky reduce overall journey time for south-bound As shown in Drawing SK002 in Appendix B, the Passage Road to shoreline travel depth of the toe of the ramp proposed at Rocky y Jurisdiction advantages as within Redland City point does not reach the -1m LAT contour. Preliminaries and contingency $ 0.73M Council The bathymetry supplied by Maritime Safety y Road reservation to foreshore at Rocky Point Total $ 7.23M Queensland only detailed contour information. and Rocky Passage Road y No conflict with existing public facilities or Actual survey spot heights were not provided, moorings therefore it was unable to be confirmed if the y Offers the least expensive of the four vehicular contours are based on “real” data or whether the barge options contouring software package has extrapolated the input data. MSQ Chart MB7 shows depths up to - 2.1 m LAT (spot height) at this location. For this study it has been assumed that no dredging will be required at this location. If the project

GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study | 31 proceeds into either a feasibility study or detailed Additional road upgrades would be required to design then a detailed hydrographic survey of the bring this connecting road up to the 11 metre area is recommended to confirm if dredging is standard (including bikeway and footpath) required or if the causeway/ramp needs to be required by Redland City Council. These have not extended. been included in cost estimates.

5.4.5 Infrastructure requirements and capital cost estimates

The total estimated capital cost for landing point infrastructure to support a new barge route between Rocky Point and Rocky Passage Road is $7.23 million as detailed in Table 7. This figure is exclusive of the cost for property resumptions, maintenance or capital dredging, the purchase of any vessels required or wider transport network upgrades. The connection from the existing Rocky Passage Road construction through to the barge location requires approximately 700 m of new formation that runs parallel to the existing property owners’ access track. An allowance for culverts beneath the proposed access has been made to facilitate the passage of water through what appears to be a drainage channel. Due to the excessive skew of this crossing, the pipe allocation is large. This section of the road reserve passes through private land and may require some property acquisition which has not been included in cost estimates. The road width along sealed sections of Rocky Passage Road ranges from six to seven metres with some very dangerous vertical curves.

32 | GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study 5.5 Rocky Point (Russell Island) to Little Rocky Point (south) (Woongoolba) Table 8 Comparative cost estimate would therefore be considerably higher than any connection to Redland Shire” of Rocky Point to Little Rocky Point 5.5.1 Route Description y Recommendation – “That Council not favour infrastructure requirements The Rocky Point to Little Rocky Point (south) the overall planning for the proposal” route runs between Russell Island and Rocky Point $ 4.21M Woongoolba. Little Rocky Point is located in the 5.5.3 Potential advantages and 10m causeway + 55m ramp $ 0.93M Gold Coast City Council area just south of Logan disadvantages River. Road upgrades: $ 2.36M The potential advantages of this route would be: y Widening of 480m concrete road The route distance from Rocky Point to Little y Shortest possible route to the mainland along Bangalow Street / Yarra Rocky Point is approximately 2.8km. y Reduced on-water travel time and potential to Street from 3.5m to 11m 5.5.2 Background reduce overall journey time for south-bound y Widening of 375m sealed road travel from 6m to 11m In July 1991, the Planning and Environment y Road reservation to foreshore at Rocky Point Committee heard a proposal from the Russell y No conflict with existing public facilities or Preliminaries and contingency $0.92M Island Progress Association for a vehicular barge moorings between Rocky Point and Little Rocky Point. Little Rocky Point (south) $ 8.11M The potential disadvantages of this route would The Department of Transport and Main Roads 10m causeway + 55m ramp $ 0.84M be: advice was as follows: y Only caters to Russell Island residents Road upgrades $ 5.72M y Provides and shortest route from Russell island y Unless the new service caused a proportional y Widening of 2600m of Santa to the mainland and therefore assumed lowest drop in traffic at the current site (which is Barbara Road from 4m to 11m cost. However, “having regard to other believed to be unlikely) there will be an effective width infrastructure costs…the total overall cost of increase in traffic and therefore implied this alternative may not necessarily be the pollution. y Widening of unsealed access road cheapest option” y The desired route of northbound traffic will from 6m to 11m. Requires a 5m y “The cost to the State Government and/or increase movements through wildlife habitat wide by 1m deep causeway for Albert Shire in upgrading the road link to Little areas on the mainland. 200m length with turning circle at Rocky Point would be quite considerable” y Proposed landing sites are adjacent to end y “Russell Island does not have a community of environmentally significant areas. Increased interest with Albert Shire. A link to Albert Shire Preliminaries and contingency $ 1.55M vehicle and barge activity has the potential to would not reinforce Russell Island’s identity” detrimentally impact natural systems. Two Total $ 12.32M y The majority of traffic from the Southern additional foreshore developments will increase Moreton Bay Islands is to and from Brisbane, impacts on the riparian environment. Redland Shire and Loganholme; “travel times

GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study | 33 y Out of sequence infrastructure upgrades in the This figure is exclusive of the cost for property range of $12.32 million, the most expensive resumptions, maintenance or capital dredging, the ‘normal barge’ option. purchase of any vessels required or wider y Little Rocky Point is within Gold Coast City transport network upgrades. Council (GCCC) jurisdiction, therefore RCC unable to contribute funding. Not currently The proposed landing facility at Little Rocky Point considered by GCCC in its planning. will be located in the vicinity of Cecil Zipf Park. Little Rocky Point is a de-facto island on high 5.5.4 Operational considerations ground in the middle of Moreton Bay Marine Park As shown in Drawing SK002 in Appendix B, the mangrove habitat. Santa Barbara Road is a depth of the toe of the ramp proposed at Rocky causeway-like construction for 2.5 kilometres point does not reach the -1m LAT contour. which only has a 4 metre seal. Consequently, any road upgrades in associated with a barge landing The bathymetry supplied by Maritime Safety facility at this location will require widening of the Queensland only detailed contour information. causeway with significant disturbance to Actual survey spot heights were not provided, environmentally significant areas. therefore it was unable to be confirmed if the contours are based on “real” data or whether the Property acquisition will be required for the contouring software package has extrapolated the upgrade of Santa Barbara Road and Holmstead input data. MSQ Chart MB7 shows depths up to - Road which run through private land. 2.1 m LAT (spot height) at this location. For this study it has been assumed that no dredging will be required at this location. If the project proceeds into either a feasibility study or detailed design then a detailed hydrographic survey of the area is recommended to confirm if dredging is required or if the causeway/ramp needs to be extended.

5.5.5 Infrastructure requirements and capital cost estimates

The total estimated capital cost for landing point infrastructure to support a new normal barge route between Rocky Point and Little Rocky Point (north) is $12.32 million as detailed in Table 8.

34 | GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study 5.6 Rocky Point (Russell Island) to Little Rocky Point (north) – cable barge y Table 9 Comparative cost estimate Patronage leakage from existing barge service and commercial business at northern tip of of Rocky Point to Little Rocky Point 5.6.1 Route description Russell Island (north) – cable barge infrastructure The second alternative for a barge route between y Only caters to Russell Island residents requirements Rocky Point, Russell Island and Little Rocky Point y The desired route of northbound traffic will is to provide a causeway following the Energex Rocky Point $ 7.25M increase movements through wildlife habitat easement, north of the farmland, to the mangrove areas on the mainland 245m causeway to main channel + $ 3.46M boundary. y Proposed landing sites are adjacent to 55m ramp This would reduce the barge route distance and environmentally significant areas. Increased Road upgrades: $ 2.36M allow for a direct cable barge operating vehicle and barge activity has the potential to detrimentally impact natural systems. Two y Widening of 480m concrete road arrangement. additional foreshore developments will increase along Bangalow Street / Yarra impacts on the riparian environment Street from 3.5m to 11m 5.6.2 Potential advantages and disadvantages y Little Rocky Point is within Gold Coast City y Widening of 375m sealed road Council jurisdiction, therefore RCC unable to from 6m to 11m The potential advantages of this route would be as contribute funding. Not currently considered by follows: GCCC in its planning. Preliminaries and contingency $1.42M y Potential to reduce journey time further y Road upgrade requirements on mainland y Little Rocky Point (causeway and $ 15.21M compared to normal barge service to Little Landside requirements for cable barge cable barge) Rocky Point (south) infrastructure are significantly more expensive y Potential reduction in fuel costs compared to when compared to other barge options 490m causeway + 55m ramp $ 4.38M normal barge Road upgrades: $ 8.10M y Road reservation to foreshore at Rocky Point 5.6.3 Operational considerations y Widening of 2600m of Santa The potential disadvantages of this route would be The cable barge option will rely upon a number of Barbara Road from 4m to 11m as follows: cables stretched between the mainland at Little width Rocky Point and Russell Island at Rocky Point. A y Will require additional infrastructure over and cable barge can only move linearly and will need y New 1300m causeway from Santa above that required for normal barge operation to be able to load/unload at both the fore and aft Barbara Road to the shoreline to y Requires significantly longer causeways the east of the Energex electricity compared to normal barge of the vessel, similar to a ro-ro barge. easement y Impact on hydrographic and sediment Generally a cable barge will use two guide cables movements to direct the barge between each shoreline. The Preliminaries and contingency $ 2.74M y Significant disturbance to adjacent conservation cable barge will then commonly either have a third Total $ 22.51M lands and marine and intertidal environments cable used as a drive cable or use one of the y Impact on Energex electricity infrastructure guide cables to winch the barge across the

GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study | 35 channel. The cables are generally secured on Causeway requirements on the Rocky Island side each shoreline by large anchors or anchor are significantly longer than for a normal barge. In system. order to facilitate direct cable barge operations a causeway would be required to the main channel. During operation the cable barge will lift the For normal barge operations the vessel can track equivalent length or weight of cable equal to that a northern route, before heading south-west, to of the forces required to propel the barge forward. avoid the sandbank. Therefore, the cable will only be lifted to the surface to the fore and aft of the vessel, the The proposed cable barge facility at Little Rocky remainder of the time the cable will either rest on Point is located to the south of the Energex the seabed or sag low in the water. The channel easement, north of the farm house. can therefore remain open to boat movements, The construction of a facility in this location will however signs warning deep drafted vessels of require a 1300 metre causeway from Santa the cables should be in place, additionally a Barbara Road to the shoreline, along the restricted area around the barge itself should also alignment of the existing Energex easement. exist. Little Rocky Point is a de-facto island on high In times of severe weather the cable barge will ground in the middle of Moreton Bay Marine Park generally be winched up to the shoreline and mangrove habitat. Santa Barbara Road is a anchored down. causeway-like construction for 2.5 kilometres 5.6.4 Infrastructure requirements and which only has a 4 metre seal. Consequently, any capital cost estimates road upgrades in associated with a barge landing facility at this location will require widening of the The total estimated capital cost for landing point causeway with significant disturbance to infrastructure to support a cable barge between environmentally significant areas. Rocky Point and Little Rocky Point (north) is Property acquisition will be required for the $22.51 million as detailed in Table 9. This figure upgrade of Santa Barbara Road and the is exclusive of the cost for property resumptions, construction of the new causeway to the maintenance or capital dredging, the purchase of shoreline. any vessels required or wider transport network upgrades. Negotiations will also be required with the power infrastructure manager to maintain clearance to The earthworks required for a cable barge are the power lines. massive compared to normal barges for example, cables, anchors etc. These have not been included in the cost estimates thus would represent an additional fee.

36 | GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study 6. Potential passenger ferry route

6.1 General approach to ferry facilities at the northern tip of Macleay Island 6.2 Background passenger ferry route conflicts with the existing development pattern and A water taxi service has previously run from the assessment would likely result in traffic management and Southern Moreton Bay Islands to Cleveland. Bay parking issues on surrounding streets. Council requested that GHD investigate the Islands Transit cancelled this service in November Furthermore, the development of a new potential for passenger ferry services concurrently 2001 following a dramatic decrease in patronage northbound passenger ferry route from Macleay with the review of barge infrastructure rendering the service financially unviable. requirements. Island to the mainland would likely result in The 2002 SMBI ILTP declared it likely that a patronage leakage from the existing services with Of the 22 sites assessed for suitability for marine passenger ferry service from SMBI to Cleveland the potential to reduce the profitability of the infrastructure, three were further considered for be re-introduced in the near term. The route is Weinam Creek service, potentially to the detriment passenger ferry facilities. These were: considered strategically important as it provides a of the remaining SMBI community. y Cross Street, Macleay Island key connection to the CityTrain network. For these reasons, as well as those outlining the y Masters Avenue, Victoria Point limitation of Masters Avenue and Toondah y Toondah Harbour, Cleveland 6.3 Likely demand Harbour below, it is not recommended that any A recent survey conducted by Bay Islands Transit The full Stage 1 multi-criteria assessment is additional passenger ferry routes be investigated. System suggests that there is little community presented in Appendix A. interest in a Cleveland Service. Approximately 6.5 Masters Avenue (Victoria Passenger ferry terminal infrastructure 500 questionnaires were distributed to ferry Point) requirements would include: travellers, only 132 were returned - of those y Floating pontoon respondents, only 57.6% would be prepared to Masters Avenue is currently used as the vehicular y Covered walkway travel the extra journey time of 50-75 minutes, and barge and passenger ferry terminal for services to y P iling only 25% travelled by train. Coochiemudlo Island. The existing Masters y Widening of causeways to accommodate Avenue water transport terminal experiences pedestrian traffic 6.4 Cross Street (Macleay Island) capacity constraints from existing services and y 100 bay car park conflict with the recreational boat ramp. Cross Street was considered for the location of The cost to build passenger ferry infrastructure passenger ferry facilities as it offered the shorters A passenger ferry terminal to Victoria Point has would be over and above the cost for vehicular travelling time to Victoria Point and Cleveland. the potential to improve access to Victoria Point Town Centre from Macleay Island, provide a direct barge ramp infrastructure. However, the additional requirements for connection to existing bus services, reduce on passenger ferry infrastructure, including water journey time compared to the existing carparking, cannot be accommodated at the Brighton Road to Weinam Creek route, and Cross Street site. The development of passenger

GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study | 37 reduce the overall journey time for north-bound introduction of any additional water transport journeys. services would be dependent on an extensive redevelopment of the harbour facilities and has However, any additional services to Victoria Point not been costed in this study would place additional pressure on the already congested terminal, conflict with the The recent Toondah Harbour masterplanning and Coochiemudlo services and the recreational boat redevelopment exercise did not take into account ramp. Furthermore, the introduction of additional the potential for a passenger ferry service to the passenger ferry services would require an Bay Islands, however, Redland City Council has increase in parking provided at Victoria Point and not provided any formal policy on the potential re- likely result in traffic management and parking introduction of the Southern Moreton Bay Islands issues in the surrounding neighbourhood. to Cleveland route. The channel to the Coochiemudlo Barge terminal at Victoria Point was dredged by Port of Brisbane in the mid 1990’s. Since then, the channel depth appears to have remained relatively stable, with the turning basin and entrance channel still clearly evident from aerial photography. Hydrographic surveys undertaken in June 2001 indicate the depth in the area to be between -0.9m LAT and - 0.7m LAT meaning that further capital dredging would be required. For these reasons, the introduction of additional passenger ferry services at Victoria Point is not recommended.

6.6 Toondah Harbour (Cleveland) Toondah Harbour is currently used as the vehicular barge and passenger ferry terminal for services to North Stradbroke Island and is already extremely constrained. Maritime Safety Queensland has advised that the Toondah Harbour facility is already at capacity in terms of vessel movements. Consequently, the

38 | GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study 7. Russell Island Bridge comparison

7.1 Potential bridge alignment roughly following the alignment of the existing y Option 2 is using a post-tensioned box Energex powerline and pylons. girder with 60m span to be built either using For a number of years, Council has received balanced cantilever method of construction ongoing requests from the community to Energex has advised that the powerline has a or launched from both sides investigate the feasibility of a bridge from the height of 15m to the high water spring tide southern tip of Russell Island to the mainland, (MHWST) and that any structure would need to For the purpose of the cost estimate it was south of the Logan River. be approximately 30m from the centreline of assumed a balanced cantilever method would the existing span if it is built high enough to be be used. Both options have 3 sub-options: While there is no support by Council or State affected. Further, if it is to be built within 30m y Government for a bridge at this time, six bridge Sub-option A is causeway to approximate of the existing span, it will need to be at least options have been assessed (in addition to the position of Energex pylons from the 7.5m (preferably 9m) below the vertex of mainland, then bridge to causeway built on proposed barge routes), to prepare a catenary as per the attached drawings. the sand bank adjacent to Russell Island comparison with alternate barge options. This However, Energex would need to be involved then a smaller bridge crossing over the analysis is not intended, nor should be in detailed discussions should designs be smaller navigation channel and onto Russell considered, as an assessment of the feasibility progressed. Island of a bridge, but for comparative reasons only. y Sub-option B is a causeway to approximate The proposed alignment would connect Rocky 7.2 Potential bridge design position of Energex pylons from the Point on Russell Island to just north of Little mainland, then bridge all the way to Russell Two options of structure have been reviewed in Rocky Point at Woongoolba on the mainland Island terms of form of construction: (referred to as Little Rocky Point (north) for y Sub-option C is bridge from the mainland to y barge options). The proposed bridge will span Option 1 is using standard T-Roffs at a Russell Island maximum 35m span a distance of approximately 1.5 kilometres

Figure 11 Option 1a preliminary bridge design

GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study | 39 The foundations for Option 1 are assumed to be Preliminary designs for all six options are plus increased O/H and Profits for Contractor either driven steel or reinforced concrete cast in presented in Appendix D. Cost estimates for which is assumed at 40%. It does not allow for place piles, with permanent steel liners; both have construction are presented in Appendix C. any costs for any environmental offset works that an assumed 1.2m diameter may be required as part of the development. 7.3 Bridge assumptions For sub-options A & B it would be necessary to 7.4 Environmental impacts carry out significant ground improvement beneath The bridge cost estimates for Option 1 are based the causeway sections for 55m before and after on recent projects using some similar forms of Although the authors acknowledge the potential the bridge in order to limit differential settlement construction but with an allowance for working for significant environmental impacts, these have between the bridge and the causeway. Ground over water. Using previous projects that we have not been assessed as part of this report. improvement is likely to be controlled modulus cost information from gives an average of $5880 Environmental impacts likely to result from the columns with geogrid load transfer platform. to a maximum of $6500 per m2 for a bridge in a construction of a bridge include impact on marine similar location with similar form of construction to and intertidal environments and the potential for 7.2.1 Cross-section that proposed for Option 1. introduction of pest species from the mainland and changes to island environmental regimes. As directed by Redland City Council, the bridge For Option 2, we have used a cost of $10000 per m2 of deck area, based on similar work for layout consists of: 7.5 Potential construction cost y 2 lanes of 4.0 metres each, no shoulder concept designs for a bridge to similar island off Table 10 provides a summary of comparative cost y 2.7 metres 'contraflow' bike path with a 0.3 the east coast of Queensland and a concept estimates for all six preliminary bridge designs. metres buffer and a 1.5 metres footpath option for bridge across the Burnett River in y Total approximate width of 12.5 metres Bundaberg near the port. The cost allows for Total approximate cost (excl GST) ranges from temporary works, travelling cranes, EIA, safety approximately $110 million for Option 1A to $235 boats, design costs, likely environmental permits million for Option 2C. Table 10 Summary of Russell Island bridge comparative cost estimates

Description of work Option 1A Option 1B Option 1C Option 2A Option 2B Option 2C

Preliminaries $ 417,000 $ 417,000 $ 417,000 $ 417,000 $ 417,000 $ 417,000

Roadworks $ 10,456,898 $ 10,456,898 $ 10,456,898 $ 10,456,898 $ 10,456,898 $ 10,456,898

Bridge super-structure $ 83,400,000 $ 96,200,000 $ 141,410,000 $ 118,440,000 $ 143,820,000 $ 211,500,000

Causeway $ 9,326,566 $ 9,326,566 $ 9,326,566 $ 9,326,566 $ 9,326,566 $ 9,326,566

Ground improvement $ 2,100,000 $ 700,000 n.a. $ 2,100,000 $ 700,000 n.a.

Contingency $ 4,460,093 $ 4,180,093 $ 4,040,093 $ 4,460,093 $ 4,180,093 $ 4,040,093

Total (excl GST) $ 110,160,557 $ 121,280,557 $ 165,650,557 $ 145,200,557 $ 168,900,557 $ 235,740,557

40 | GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study 8. Economic assessment

8.1 General approach to minimum revenue might be achieved with a lower minimum-demand estimation approach travel fare (and therefore higher trip demand), economic assessment Under these conditions, the Internal Rate of there is insufficient information available to test The economic assessment was based on a Return (IRR) and the Net Present Value (NPV) the effect of travel fares in trip demands. However, minimum demand (trips estimation) method that were established. a sensitivity analysis was run on the fare for a sought to establish the minimum number of trips maximum and minimum range (+/- 20% of existing The number of trips were then compared to the necessary to meet the “break even point” for each fare), thus providing a range of minimum trips actual trips of the existing service and a option; break-even analyses are commonly used required to achieve break even. Details of the (qualitative) judgment made as to whether the for financial evaluations. sensitivity assessment are outlined in section 8.6. option may be viable. No assumptions have been Current population and future population forecasts made regarding the possibility to generate the Figure 12 shows the overall approach have not been considered as the impact of trips necessary for a particular option, for example schematically. predicted population growth cannot be assessed through population growth or change of behaviour of barge users. without a full demand analysis investigation, which 8.2 Financial model structure is outside of the scope of this study. Furthermore, Utilising the data and information available, the Revenue was calculated based on the fare of the the data available was insufficient to complete a existing service correlated with travel time. number of trips needed to reach the break even demand analysis. The travel surveys did not Alternative fares for new service options were not point (or zero cash flow) over the 25 year period provide adequate information to establish a link to considered, however, sensitivity assessment on was calculated. In other words, the number of current population, to understand the current fare ranges have been carried out. travel demand patterns (e.g. north/south travel, trips required when revenue minus costs (capex) purpose of travel, frequency of travel, barge use equals zero in 2035 using the Goal Seek Function The structure of the financial model has been per household etc), or to predict how the services in Excel. outlined in more detail in the following pages. might be used in the future. Figure 12 Costs estimates and A full analysis of trip demand is outside the scope of this study. For this economic evaluation a Stage 2 - Iterative Estimate of Revenue: Stage 1 - Costs Estimates Minimum vehicle trips demand to achieve break even cash flow “minimum demand estimation” approach was for the period analysed used to provide a high level fare return requirement to reach break even. The existing Vehicle Trips Demand fare (increased by CPI) has been adopted as the COSTS - REVENUE = BREAK EVEN base case, as this provides the only evidence of CASHFLOW fees considered acceptable by the public (assuming this achieves a rate of return sufficient Capex + Opex + Cost of Option Travel Time (min/trip) X Travel Nil Cash flow value at for financially viable operation). Whilst the Capital Fare Unit Rates ($/min) 2010 end of period Using financial parameters equivalent rates X Vehicle Trips analysed assumptions Demand (trip)

GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study | 41 y Capital Budget decision calculations do not 8.2.1 Financial model parameters flow point (i.e. nil cash flow value at the end of the period analysed). include financing costs (only "free" cash flow The financial assessment was completed through generated by the assets) the analysis of cash flow for the proposed options, 8.3 Economic assumptions y Discount rate to calculate NPV 6% y Operational expenditure at 2% of capital which included the following model parameters: The key model assumptions are as follows: expenditure y Financial rules relevant to the model (e.g. y A CPI factor of 3.1% is used to estimate 2011 y All amounts are exclusive of GST appropriate depreciation levels and QTC fares and capital expenditure y No environmental studies and approval costs borrowing rates) y No cash flow values associated with interest are included y Time profile of the model and life cycle cost rates to be earned/payed from short term cash y Sensitivity on fares with plus and minus 20 % of estimation setup accumulation or overdraft have been included current fare y Capital and operational expenditure items, in the model y Based on a public sector funding model. using GHD conceptual estimates of costs y No tax liabilities have been included in the Private sector funding would require a higher y Minimum demand estimation revenue approach model (assumed public ownership) Internal Rate of Return and therefore higher as described below. y A fixed loan amount (equivalent to the capital number of trips to be revenue neutral expenditure) and term (25 year period) has y Barge vessel purchasing costs, operational and 8.2.2 Minimum demand estimation been assumed and an interest rate of 6% (as dredging costs have not been included used by Queensland Treasury for Infrastructure The minimum demand estimation approach Projects). No allowances have been made for estimates the minimum demand in terms of 8.4 Options analysed different borrowed amounts or term conditions vehicle trips that are required to achieve a break Table 11 details the five options included in the (e.g. earlier loan repayment) even cash flow for the period analysed. The y All rates are estimated on annual basis economic assessment. A comparison of options’ minimum-demand approach was completed in two y It is assumed that all options are design and financial model outcomes was completed, stages. Firstly, the most likely total costs for each constructed in year 0 (2011) outlining the estimated minimum revenue and trips option were estimated, including capital and required to achieve financial viability for each operational expenditure, as well as financing cost. Table 11 Economic assessment option considered, under the assumptions listed in Secondly, an iterative function was run to estimate options the previous section. the minimum revenue required to achieve a break even cash flow for the period analysed. Option Mode Depart From To

The minimum revenue was estimated as the Option 1 Regular Barge Macleay Cross Street Victoria Point product of the travel time of each option considered, the travel fare unit rates (using 2010 Option 2 Regular Barge Russell Rocky Point Little Rocky Point fares over distance travelled) and the vehicle trip Option 3 Cable Barge Russell Rocky Point Little Rocky Point demand. The vehicle trip demand value was iteratively estimated to define the break even cash Option 4 Regular Barge Russell Rocky Point Rocky Passage Road Option 5 Bridge Russell Rocky Point Little Rocky Point

42 | GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study Table 12 NPV ranking and number of trips required for financial viability 8.5 Options output Table 12 shows the NPV ranking of each Option NPV NPV Rank Trips User Increase (%) option, the number of trips required for viability Option 1 -$314,932 1 28,641 34% and in terms of percentages. Option 2 -$640,438 3 78,095 93% The maximum capacity of the existing service is about 84,000 vehicle trips per year. This is Option 3 -$1,167,284 4 534,033 635% the only data available in terms of trips and possible demand and has consequently been Option 4 -$375,986 2 20,294 24% assumed as the proxy for the number of trips Option 5 -$5,726,136 5 6,256,973 7443% necessary to provide a viable service. It has also been assumed that the existing service Figure 13 Average vehicle trips per year to reach break even (excluding cable will remain unchanged and that any proposed barge and bridge options) new service would need to generate additional 90,000 trips. This means that each option would need 80,000 to generate the following additional trips in 70,000 order to break even: 60,000 y Option 1 (Macleay Island to Victoria Point) – 50,000 over 28,000 additional trips 40,000 y Option 2 (Russell Island to Little Rocky 30,000 Point) – over 78,000 additional trips 20,000 y Option 3 (Russell island to Little Rocky 10,000 Point (cable) – over 530,000 additional trips 0 y Option 4 (Russell island to Rocky Passage Existing Service Capac ity O1_MtoVP O2_RtoLittleRP(ShortBarge) O4_RtoRPassageR(LongBarge) Road) – over 20,000 additional trips Figure 14 Average vehicle trips per year to reach break even (cable barge and y Option 5 (bridge) – over 6,200,000 bridge options only) additional trips 6,000,000 Table 13 on the following page shows Capex, 5,000,000 operating expenditure, loan details, average Break Even Point (veh vehicle trips, Internal Rate of Return (IRR), 4,000,000 trips/year) and Net Present Value (NPV) for each option. 3,000,000 Existing Service Capacity NPV is negative for all options, meaning that (veh trips / year) all options are unviable under the assumptions 2,000,000 outline. 1,000,000

0 O3_RtoLittleRP(ShortCable) O5_RtoLittleRP(Bridge)

GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study | 43 Table 13 Economic assessment summary table

Existing Service Option Capacity Option 1 Option 2 Option 3 Option 4 Option 5

Operating revenue CPI 3.1% 3.1% 3.1% 3.1% 3.1%

Capital Expenditure Capex Island $ 4,865,909 $ 4,341,122 $ 7,469,483 $ 4,341,122 $ 113,575,534

Capex Mainland $ 1,380,640 $ 8,361,701 $ 15,683,119 $ 3,116,413 $ 0

Base Capex $ 6,246,550 $ 12,702,823 $ 23,152,602 $ 7,457,535 $ 113,575,534

Capex sensitivity 100% 100% 100% 100% 100%

Operating expenditure Opex Island 2% 2% 2% 2% 2% (Opex as % of Capex) Opex Mainland 2% 2% 2% 2% 2%

Base Opex (Year 1) 0% 0% 0% 0% 0%

Operating expenditure Opex Island $97,318 $86,822 $149,390 $86,822 $2,271,511 subtotal Opex Mainland $27,613 $167,234 $313,662 $62,328 $0

Base Opex (Year 1) $124,931 $254,056 $463,052 $149,151 $2,271,511

Loan Loan period (years) 25 25 25 25 25

Loan Fixed Interest Rate 6% 6% 6% 6% 6%

Break-even rate Use a break-even (Trips/Year factor) Yes Yes Yes Yes Yes

Cashflow Average Vehicle Trips per year 84,063 23,867 65,080 445,027 16,912 5,214,144

IRR 5.5% 5.5% 5.5% 5.5% 5.5%

Payback Period n/a n/a n/a n/a n/a

NPV -$314,932 -$640,438 -$1,167,284 -$375,986 -$5,726,136

Net Present Expenditure $8,153,141 $16,580,017 $30,219,310 $9,733,746 $148,241,402

Net Present Revenue -$8,468,073 -$17,220,455 -$31,386,594 -$10,109,733 -$153,967,538

Revenue Year 1 $472,719 $961,309 $1,752,115 $564,362 $8,595,033

44 | GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study Table 14 Trips sensitivity analysis of trips required for financial viability of 8.6 Sensitivity analysis new services One of the main assumptions of the economic assessment is that the existing fare (increased Sensitivity Base Case Fare + 20% Fare - 20% by CPI) is used to generate the trips. However, Users Users Users it is acknowledge that there is a relationship Option Trips Increase (%) Trips Increase (%) Trips Increase (%) between number of trips and fare. Therefore, a Option 1 28,641 34% 23,867 28% 35,801 43% sensitivity analysis has been conducted based on a fare variation of plus and minus 20% of the Option 2 78,095 93% 65,080 77% 97,619 116% current fare increased by CPI over time: Option 3 534,033 635% 445,027 529% 667,541 794% y Base case, year 2010 = $0.67/minute for one way trip (based on existing $42 one way fare Option 4 20,294 24% 16,912 20% 25,368 30% for residents for a 65 minutes trip) Option 5 6,256,973 7443% 5,214,144 6203% 7,821,217 9304% y +20%, year 2010 = $0.80/minute y -20%, year 2010 = $0.53/minute

The results of the sensitivity analysis in terms of trips are shown in Table 14.

GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study | 45 9. Summary and conclusions

9.1 Assessment process y Feasibility assessment of the proposed routes Significant dredging issues would need to be resolved for either of these routes. GHD was commissioned by Redland City Council 22 sites were assessed for their suitability for to provide an independent assessment of the marine transport infrastructure based on: 9.2.1 Cross Street (Macleay Island) to feasibility of additional access routes to the y Land zoning, tenure and availability Masters Avenue (Victoria Point) – Southern Moreton Bay Islands including: y Shelter from prevailing wind and waves $6.06M y Alternative and/or additional vehicle barge y Access to navigable water without dredging routes y Conflicts with use of other marine infrastructure Out of seven sites analysed, Cross Street is the y Alternative and/or additional water taxi routes (e.g. recreation boat ramps and moorings) only potential new site for water-transport y A bridge from the southern end of Russell y Extent of environmental constraints infrastructure on Macleay Island. High level analysis estimates the cost for a new barge ramp Island to the mainland Seven sites were recommended for further and associated road upgrades at this location to The project involved: investigation: be $4.72 million. y A review of background information and y Cross Street, Macleay Island previous assessments of alternative routes y Rocky Point, Russell island A new barge ramp would be required to be built at y Identification of environmental constraints y Masters Avenue, Victoria Point Victoria Point to accommodate the additional including marine park zoning, sea grass y Toondah Harbour, Cleveland services at a cost of approximately $1.34 million. y Little Rocky Point (south), Woongoolba distribution and coastal habitat areas. Dredging requirements may be a fatal flaw at y y Little Rocky Point (north), Woongoolba Identification of locational constraints including: Victoria Point, and as a minimum are likely to  y Rocky Passage Road, Redland Bay Land tenure and availability reduce the size of the barge that could service this  Access to the existing transport networks and Rocky Point, Russell Island, and Little Rocky route. Small barges may not be able to handle upgrade requirements Point, Woongoolba were also considered for a peak morning and evening loads.  Water depth, access channels and dredging potential vehicular bridge. requirements The Macleay Island to Victoria Point vehicular barge route would require 28,641 trips annually to  Wind direction/shelter/exposure/tidal flows 9.2 Vehicular barges y Identification of operational constraints pay off the new infrastructure in 25 years based including: Based on the analysis completed, there were two on current trip cost per minute. This is similar to  Travel time and costs routes considered suitable for further the current total demand between Macleay Island  Impact on other services/operators investigation: and the mainland (approx 30% of the total existing  Landside requirements y Cross Street (Macleay Island) to Masters SMBI vehicular barge service). Consequently, it is y Preparation of comparative cost estimates for Avenue (Victoria Point) highly likely that the introduction of an additional bridge and shortlisted barge and water taxi y Rocky Point (Russell Island) to Rocky Passage vehicular barge service from Macleay Island to the alternatives Road (Redland Bay)

46 | GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study mainland would result in significant patronage 9.2.3 Rocky Point (Russell Island) Little would be required at Woongoolba in addition to leakage from the existing service. Rocky Point (south) (Woongoolba) upgrades to Santa Barbara Road. – $12.32M 9.2.2 Rocky Point (Russell Island) to The estimated cost for infrastructure is $7.25 Rocky Passage Road (Redland A new barge facility and associated road million at Rocky Point and $15.21 million at Little Rocky Point (north). Bay) – $7.23M upgrades at Rocky Point would cost approximately $4.21 million. The proposed cable barge would require 534,033 Rocky Point is the only potential site for additional On the mainland, a new barge ramp at Little additional trips annually based on current trip cost water-transport infrastructure on Russell Island. A Rocky Point (south) and significant road upgrades per minute. new barge facility and associated road upgrades to Santa Barbara Road would be required. This is in this location would cost approximately $4.21 The proposed causeways at both Rocky Point and estimated to cost $8.11 million. million. Woongoolba will result in significant environmental The upgrading of Santa Barbara Road through degradation and there may also be problems On the mainland, a new barge ramp and 700m remnant mangrove vegetation would have associated with the use of the cable barge in the extension of Rocky Passage Road is estimated to significant environmental impacts and require navigation channel. cost $3.02 million. extensive environmental approvals. Additional considerations not included in the 9.3 Passenger ferries A regular vehicular barge from Russell Island to analysis is the poor vertical alignment at Rocky Woongoolba would require 78,822 additional trips Three potential locations for additional passenger Passage Road which may require significant annually to pay off the infrastructure within 25 ferry infrastructure were considered – Cross works to upgrade, and dredging requirements at years. This equates to approximately three times Street (Macleay Island), Masters Avenue (Victoria the mouth of the Logan River. the current annual demand between Russell Point) and Toondah Harbour (Cleveland). The Russell Island to southern Redland Bay route Island and the Mainland. Passenger ferry terminal infrastructure would require 20,294 additional trips annually to requirements would include a floating pontoon, 9.2.4 Rocky Point (Russell Island) Little pay for the marine infrastructure in 25 years. This covered walkway, piling and carparking. equates to approximately two thirds of the current Rocky Point (north) (Woongoolba) annual demand between Russell Island and – cable barge ($22.51M) Based on travel distance and time, the only Weinam Creek and could result in significant location considered as having some potential for A cable barge between Rocky Point and Little patronage leakage from the existing service in the additional passenger ferry infrastructure on the Rocky Point would require a much higher short term. Southern Moreton Bay Islands is at Cross Street. investment in landing point facilities at both This means that any additional services would Russell Island and Woongoolba. The causeway service the Macleay Island population only. at Rocky Point would need to extend past the However, the additional requirements for adjacent sandbank to approximately the alignment carparking cannot be accommodated at the site of the first Energex pylon (245m compared to 10m and a passenger terminal here would likely result for the regular barge) and a 1300m causeway in traffic management and parking issues on surrounding streets.

GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study | 47 None of the mainland sites were considered could be reduced by increasing the total cost per suitable for the provision of passenger ferry trip (toll). infrastructure. Facilities at Toondah Harbour would be dependent on an extensive 9.5 Study caveats redevelopment of the harbour facilities. In relation to the findings of this preliminary It is noted that a recent survey by Bay Islands assessment of alternative water transport routes Transit System, the existing operator, suggests for the SMBI the following should be noted: that there is currently little community interest in y The economic assessment is based public an additional northern passenger ferry service. sector financing which requires a lower rate of return than if implemented by the private sector. 9.4 Russell Island Bridge A rate of return of 5.5% has been considered The potential Russell Island Bridge from Rocky that addresses cost recovery only. The private sector would be seeking a positive NPV and a Point to Little Rocky Point (north) at Woongoolba rate of return of around 10%. is estimated to cost $110.16 million. The y Dredging, barge vessel purchase and estimated cost is based on the cheapest of six operational costs have not been able to be indicative designs which would require bridge and included because they are unquantifiable at this causeway construction across navigation stage (and could be significant). channels and result in major environmental y Environmental assessment processes are implications. expected to be significant and costly. Further, A minimum demand analysis was used to the Southern Moreton Bay Islands’ location determine the threshold at which point “break- within the Moreton Bay Marine Park means that even” would be reached. The proposed bridge it may be difficult to satisfy approval would require 6,256,973 trips annually to reach requirements. break even or pay off the infrastructure in 25 years. This equates to 17,000 trips per day based on the adopted trip cost ($1.30). To maximise the demand catchment, additional barge/bridge infrastructure would need to be provided between the Southern Moreton Bay Islands. Clearly the number of trips required to pay off the proposed bridge infrastructure over the 25 years

48 | GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study 10. Bibliography

Bay Islands Transit (date unknown), Cleveland Redland City Council (November 2009), Gold Coast City Council, Property and Service Survey Results Response to SMBI Transport Gateways Proposal Development Online, http://pdonline.goldcoast.qld.gov.au/masterview/m GHD (2005), Redland Bay Boat Ramp Study SocialData (October 2010), Travel Survey for the odules/propertymaster/default.aspx?page=home Moreton Bay Combined Islands Association Southern Moreton Bay Islands – Preliminary (September 2009), SMBI Transport Gateways Survey Results Maritime Safety Queensland, http://www.msq.qld.gov.au/ Office of Economic and Statistical Research SocialData (October 2010), Travel Survey for the (2010), Queensland Regional Profiles – Redland Southern Moreton Bay Islands – Completion of Redland City Council, City (based on local government area 2010) Travel Survey Field Work Report http://www.redland.qld.gov.au/ Queensland Government (2002), The State Websites Redland City Council, Red-e-map, http://maps.redland.qld.gov.au/redemap/ Coastal Management Plan Bay Islands Transit, Queensland Government (2004), Couran to http://www.transitsystems.com.au/divisions/view/4 Stradbroke Ferries, Redland Bay Boating Safety Chart, Second /bay-islands-transit http://www.stradbrokeferries.com.au/ Edition Bayside Bulletin, TransLink Transit Authority, Queensland Government (2004), Nerang River to http://www.baysidebulletin.com.au/ http://www.translink.com.au/ Couran Boating Safety Chart, Second Edition Bayside Journal, http://www.baysidejournal.com/ Various

Queensland Government (2006), South East Department of Environment and Resource Bayside Bulletin (22 November 2001), BITS Queensland Regional Coastal Management Plan Management, http://www.derm.qld.gov.au/ Cleveland ferry run to end Queensland Government (2008), Marine Parks Department of Infrastructure and Planning, GIS Bathymetry information received from (Moreton Bay) Zoning Plan Southern Moreton Bay Marine Infrastructure Maritime Safety Queensland: 13 October 2010 Queensland Government (2008), Redland Bay to Master Plan, GIS information received from Redland City Cabbage Tree Creek, Third Edition http://www.dip.qld.gov.au/projects/transport/harbo Council: 16 July 2010 Queensland Government (2010), Draft urs-and-ports/southern-moreton-bay-marine- Queensland Coastal Plan infrastructure-master-plan.html Minutes for the Planning and Environment Committee (16 July 1991) on the Russell Island Redland City Council (2009), Issues Paper – Department of Transport and Main Roads, Ferry Service Proposal (268-05) Population & Dwelling Profile – Southern Moreton http://www.tmr.qld.gov.au/ Bay Islands Gold Coast City Council, Redland City Council (2010), Southern Moreton http://www.goldcoast.qld.gov.au/ Bay Islands Barge Intercept survey

GHD | Southern Moreton Bay Islands Water Transport Alternative Route Study | 49 DELIBERATELY LEFT BLANK Appendix A

Landing point multi-criteria analysis DELIBERATELY LEFT BLANK Land Use Waterside Access Operational Constraints Recomm- Conflicts with endation Land Ability to shelter use of other for further availability from prevailing Access to navigable water marine Barge route assessme Location Zone and tenure wind and waves without dredging Environmental Constraints infrastructure length nt

Macleay Eagle Street Road reserve Road Sheltered Site. Access to adequate water Would require significant No conflicts (1) Longest No Island extends to reservation Protected by available to provide all tide clearing of remnant vegetation barge route foreshore. with surrounding access to the barge ramp. and mangroves. RAMSAR. considered. SMBI undeveloped sandbanks (1) However restricted to the State biodiversity significance. Does not Residential and freehold north and south by shallow Narrow navigation channel with minimise unzoned adjacent (2) sand banks (Approx 140 m known seagrass beds and barge route mangroves from shoreline to -1m LAT) (2) frequent dugong sitings (4) distance. (3) adjacent (2)

Karrawarra Road reserve Road Sheltered Site. Access to adequate water Would require significant No conflicts (1) Does not No Street extends to reservation Thomson's Point available to provide all tide disturbance to mangroves minimise foreshore. with provides access to the barge ramp. (approx (1)00m). RAMSAR. barge route SMBI undeveloped protection to the However significant causeway State biodiversity significance. distance (2) Residential to freehold north (1) required between the Narrow navigation channel with north. adjacent (2) shoreline and the navigable known seagrass beds and Conservation to water (Approx 245 m from frequent dugong sitings (3) south (2) shoreline to -1m LAT) (3)

Wharf Street Road reserve Undeveloped Sheltered Site. Access to adequate water Area largely cleared of No conflicts (1) Does not No (Thomson's extends to freehold. Area Sand banks off available to provide all tide mangroves and no coral minimise Point) foreshore. zoned Dalpura Point access to the barge ramp. evident .However, there are barge route Conservation to conservation provides Access to adequate water is seagrass beds and dugongs distance (2) south and SMBI and contains protection to the Relatively close to the are known to frequent the Residential to threatened north (1) shoreline (Approx 115 m from relatively quiet channel on the north (2) remnant shoreline to -1m LAT) (2) western side of Macleay vegetation (3) Island. There is also significant remnant vegetation on the mainland and the area has recognised cultural heritage significance (Kanaka wharf) RAMSAR. State biodiversity significance (4)

Orana Street / Orana Street Road Sheltered Site. Access to adequate water Area largely cleared of No conflicts (1) Does not No Kalara Street and Kalara reservation but Sand banks off available to provide all tide mangroves and no coral minimise Street road has direct Dalpura Point access to the barge ramp. evident. RAMSAR. State barge route reservations residential provides However significant causeway biodiversity significance (2) distance (2) extend to frontage (3) protection to the required between the foreshore. north (1) shoreline and the navigable SMBI water (Approx 345 m from Residential. shoreline to -1m LAT) (4) Open Space south of Kalara Street (2) Land Use Waterside Access Operational Constraints Recomm- Conflicts with endation Land Ability to shelter use of other for further availability from prevailing Access to navigable water marine Barge route assessme Location Zone and tenure wind and waves without dredging Environmental Constraints infrastructure length nt

Attunga Street SMBI Vacant Partly Sheltered Access to adequate water Disturbance to remnant No conflicts (1) Barge route No Residential. freehold (3) Site. Exposed to available to provide all tide vegetation and approx (4)0m significantly Would need to north easterly access to the barge ramp. mangrove. RAMSAR. State reduced from acquire wind. (2) However significant causeway biodiversity significance (2) this location residential required between the (2) properties. shoreline and the navigable Potential water (Approx 160 m from conflicts shoreline to -1m LAT) (2) between barge traffic and residential access. (3)

Dalpura Street Road Road reserve Partly Sheltered Access to adequate water Area largely cleared of Potential Barge route No reservation to and car park Site. Exposed to available to provide all tide mangroves and no coral conflict with significantly foreshore (1) (1) north easterly access to the barge ramp. evident. RAMSAR. State recreational reduced from wind. (2) However significant causeway biodiversity significance (2) use of boat this location required between the ramp, beach (2) shoreline and the navigable and boat water (Approx 230 m from moorings in shoreline to -1m LAT) (3) this location. Area provides one of few sandy beach areas on Island.(4)

Beelong Street Open Space Existing park Exposed Site. No Access to adequate water Area one of few rocky Potential No Park with road and swimming protection from available to provide all tide foreshores on the Island and conflict with reservation to area with the north (3) access to the barge ramp. has extensive areas of coral park and north west (2) Coondooroopa Access to adequate water is Mangroves have been cleared nearby Drive road Relatively close to the for informal boat access but swimming reserve to the shoreline (Approx 165 m from significant (50m) additional enclosure (3) north west (3) shoreline to -1m LAT) (2) clearing would be required to widen the access. RAMSAR. State biodiversity significance (3)

Cross Street Road Located in Partly Sheltered Access to adequate water Disturbance to remnant No existing Minimises Yes (Parson's Point) reservation to road Site. Exposed to available to provide all tide vegetation in Cross Street road boat ramp. barge route foreshore. reservation. north easterly access to the barge ramp. reserve and (approx 40m) Moorings to distance (1) Conservation Undeveloped wind. (2) However significant causeway mangrove vegetation. south - not north of road freehold to required between the RAMSAR. Rocky reefs to expected to be reserve. south of road shoreline and the navigable north and south. State affected by Conservation / reserve (2) water (Approx 225 m from biodiversity significance (3) alignment. No SMBI Land Use Waterside Access Operational Constraints Recomm- Conflicts with endation Land Ability to shelter use of other for further availability from prevailing Access to navigable water marine Barge route assessme Location Zone and tenure wind and waves without dredging Environmental Constraints infrastructure length nt Residential shoreline to -1m LAT) (3) conflicts (1) south of road reserve (3)

Russell Jackson Road / Road Road Partly Sheltered Access to adequate water Significant impact to mangrove No conflict (1) Does not No Island Channel Street reservation to reservation to Site (2) available to provide all tide habitat (60m). RAMSAR. minimise foreshore. foreshore. access to the barge ramp. State biodiversity significance barge route Open Space Park Reserve However significant causeway (3) distance to north of Jackson adjacent north. required between the south (3) Street, Undeveloped shoreline and the navigable conservation to Freehold water (Approx 310 m from south. SMBI adjacent south shoreline to -1m LAT) (3) Residential and (1) conservation adjacent to Channel Street (2)

Rocky Point Open Space. Undeveloped Partly Sheltered Access to adequate water No significant mangrove No conflict (1) Minimises Yes for SMBI reserve (1) Site (2) available to provide all tide vegetation. RAMSAR. State barge route barge only Residential and access to the barge ramp. biodiversity significance (2) distance (1) Conservation Adequate water depth is adjacent. (2) relatively close to the shoreline (2)

Mainland William Street, Community Reserve / Sheltered Site. Access to adequate water Area cleared of mangroves (2) Conflict with Does not No Cleveland (Air purposes. Area Land Lease - Located within available to provide all tide existing public minimise Sea Rescue) major existing Air existing harbour access to the barge ramp. boat ramp and barge route recreational Sea Rescue (1) Dredging undertaken to Air Sea distance (3) boating precinct facilities. maintain entrance channel. (1) Rescue (2) Potential facilities (4) conflict with boat trailer parking (2)

Orana Open Space (3) Freehold. Partly Sheltered Access to adequate water Minimal impact. RAMSAR (2) Popular boat Does not No Esplanade, Foreshore Site. Protected to available to provide all tide mooring area. minimise Point Halloran park (2) north by tidal flats access to the barge ramp. Conflict would barge route (3) However significant causeway impede distance (3) required between the navigation (3) shoreline and the navigable water (Approx 450 m from shoreline to -1m LAT) (3)

Dundas Street, Open space (2) Park reserve. Partly Sheltered Access to adequate water Area cleared of mangroves (2) No boat ramp Does not No Ormiston Overlooked by Site. Protected to available to provide all tide facilities minimise Land Use Waterside Access Operational Constraints Recomm- Conflicts with endation Land Ability to shelter use of other for further availability from prevailing Access to navigable water marine Barge route assessme Location Zone and tenure wind and waves without dredging Environmental Constraints infrastructure length nt residential (2) north by tidal flats access to the barge ramp. however large barge route (2) Access to adequate water is number of distance (3) Relatively close to the boats entering shoreline (Approx 15 m from and exiting shoreline to -1m LAT) canal (3) Dredging required to maintain existing entrance channel (1)

Thompson Park (2) Park reserve Sheltered Site. Access to adequate water Possible impact to mangroves Existing boat Does not No Street, Victoria although Sand banks and available to provide all tide to north. RAMSAR (2) ramp at nearby minimise Point popular Coochiemudlo access to the barge ramp. point but no barge route recreation Island provides However significant causeway road access. distance (3) area (3) protection (1) required between the Ramp use for shoreline and the navigable recreational water (Approx 615 m from small craft. shoreline to -1m LAT) (4) Thompsons Beach popular recreational beach. (3)

Masters Open Space (2) Park reserve Partly Sheltered Access to adequate water Area cleared of mangroves (1) Conflict with Minimises Yes Avenue, Victoria (2) Site. Sand banks available to provide all tide public boat barge route Point and access to the barge ramp. ramp and distance (1) Coochiemudlo Existing channel currently barge terminal Island provides dredged. (Approx 135 m from to protection (3) shoreline to -1m LAT). Coochiemudlo Channel only suitable for Island (4) shallow draft vessels and not useable during LAT. Hard seabed would require capital dredging (3)

Toondah Marine Activity Mixed tenure - Sheltered Site. Access to adequate water Additional marine activity will Existing Does not Yes for Harbour, (1) Land Lease, Surrounding tidal available to provide all tide have impact on Cassim Island terminal minimise ferry only Cleveland Reserve, flats provide access to the barge ramp. World Heritage Bird Rookery. servicing barge route Harbours and protection from Maintenance dredging is RAMSAR (3) Stradbroke distance (3) Marine, all directions (1) undertaken to maintain Fisson Island and Freehold. Channel. The channel also public boat Currently used has capacity limitations. ramp. MSQ as marine Channel only suitable for opinion that terminal shallow draft vessels and not facility already servicing useable during LAT. Hard over capacity Stradbroke seabed would require capital in terms of Island (1) dredging (3) vessel movements (2) Land Use Waterside Access Operational Constraints Recomm- Conflicts with endation Land Ability to shelter use of other for further availability from prevailing Access to navigable water marine Barge route assessme Location Zone and tenure wind and waves without dredging Environmental Constraints infrastructure length nt

Raby Bay Boat Open Space (2) Freehold open Good (1) Good (1) Area cleared of mangroves (1) Conflict with Does not No Harbour, space (2) busy minimise Cleveland recreational journey boating distance (3) harbour. Departure point for tourist vessels. Conflict between moored vessels in harbour and along canal (4)

Point Talburpin Road Road Partly Sheltered Access to adequate water Area largely cleared of Channel would Does not No reservation. reservation (2) Site. Protected by limited. Surrounded by tidal mangroves. RAMSAR (2) pass existing minimise Urban surrounding tidal flats. (Approx 750 m from moorings (2) barge route residential and flats (2) shoreline to -1m LAT) (3) distance (3) open space adjacent (2)

Little Rocky Rural / Public Freehold - Partly Sheltered Access to adequate water Significant impact to No conflict (1) Minimises Yes for Point (South), Open Space / Sugar cane Site. Relatively available to provide all tide mangroves and tidal wetlands. barge route barge only Woongoolba Conservation (3) farm and Cecil short fetch access to the barge ramp. Large habitat systems. distance (1) Zipf Park (2) lengths (2) Access to adequate water is RAMSAR. . State biodiversity Relatively close to the significance (3) shoreline (Approx 65 m from shoreline to -1m LAT) (1)

Little Rocky Rural / Public Freehold - Partly Sheltered Access to adequate water Significant impact to No conflict (1) Minimises Yes for Point (north), Open Space / Sugar cane Site. Relatively available to provide all tide mangroves and tidal wetlands. barge route barge only Woongoolba Conservation (3) farm and Cecil short fetch access to the barge ramp. Large habitat systems. distance (1) Zipf Park (2) lengths (2) However significant causeway RAMSAR. State biodiversity required between the significance (3) shoreline and the navigable water (Approx 420 m from shoreline to -1m LAT) (3)

Rocky Passage Conservation / Freehold with Sheltered Site. Access to adequate water Would require significant No conflicts (1) Shortest Yes for Road, Redland Environmental existing Located in Logan available to provide all tide clearing of remnant vegetation barge route barge only Bay Protection (3) dwelling (2) River. May cause access to the barge ramp. and mangroves (approx to north of concerns in times Access to adequate water is (1)00m). Vegetation corridor. Logan River, of flood (1) relatively close to the State biodiversity significance though longer shoreline (1) (3) then route to Little Rocky Land Use Waterside Access Operational Constraints Recomm- Conflicts with endation Land Ability to shelter use of other for further availability from prevailing Access to navigable water marine Barge route assessme Location Zone and tenure wind and waves without dredging Environmental Constraints infrastructure length nt Point (1)

Zipf's Road, Conservation / Freehold open Sheltered Site. Access to adequate water Would require significant Conflict with Does not No Redland Bay Open Space (2) space (2) Surrounding limited. Surrounded by tidal clearing of mangroves (approx existing private minimise islands provide flats which dry at low tide - (1)10m). RAMSAR. State boat ramp (2) barge route protection from small channel provides limited biodiversity significance (3) distance (3) all directions (1) access. (Approx 30 m from shoreline to -1m LAT) (2) Appendix B

Preliminary concept drawings for landing point infrastructure DELIBERATELY LEFT BLANK -1m LAT

0m LAT

PRELIMINARY

A INITIAL ISSUE rev description app'd date REDLAND CITY COUNCIL BAY BARGE STUDY CROSS STREET ROAD LAYOUT

CLIENTS PEOPLE PERFORMANCE

Level 4, 201 Charlotte St Brisbane QLD 4000 Australia GPO Box 668 Brisbane QLD 4001 T 61 7 3316 3000 F 61 7 3316 3333 E [email protected] W www.ghd.com

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scale 1:1000 for A1 job no. 41-22909 date NOV 2010 rev no. A 20100 30 40 50m

SCALE 1:1000 AT ORIGINAL SIZE approved SK001

Plot Date: 6 December 2010 - 3:27 PM Plotted by: Benjamin J Taylor/Brisbane/GHD/AU Cad File No: G:\41\22909\CADD\Drawings\Working\CIVIL\41-22990-SK001.dwg STRADBROKE DRIVE YARA STREET

-1m LAT

BANGALOW STREET

LEGEND

OPTION A

OPTION B

SOUTH END ROAD 0m LAT

0m LAT GLENDALE ROAD PRELIMINARY

A INITIAL ISSUE rev description app'd date REDLAND CITY COUNCIL BAY BARGE STUDY ROCKY POINT ROAD LAYOUT

CLIENTS PEOPLE PERFORMANCE

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Conditions of Use: This document may only be used by GHD's client (and any other person who GHD has agreed can use this document) for the purpose for which it was prepared and must not be used by any other person or for any other purpose.

scale 1:2000 for A1 job no. 41-22909 date NOV 2010 rev no. A 0 4020 60 80 100m

SCALE 1:2000 AT ORIGINAL SIZE approved SK002

Plot Date: 6 December 2010 - 3:26 PM Plotted by: Benjamin J Taylor/Brisbane/GHD/AU Cad File No: G:\41\22909\CADD\Drawings\Working\CIVIL\41-22990-SK002.dwg ROCKY PASSAGE ROAD

0m LAT

PRELIMINARY

A INITIAL ISSUE rev description app'd date REDLAND CITY COUNCIL BAY BARGE STUDY ROCKY PASSAGE ROAD ROAD LAYOUT

CLIENTS PEOPLE PERFORMANCE

Level 4, 201 Charlotte St Brisbane QLD 4000 Australia GPO Box 668 Brisbane QLD 4001 T 61 7 3316 3000 F 61 7 3316 3333 E [email protected] W www.ghd.com

Conditions of Use: This document may only be used by GHD's client (and any other person who GHD has agreed can use this document) for the purpose for which it was prepared and must not be used by any other person or for any other purpose.

scale 1:1000 for A1 job no. 41-22909 date NOV 2010 rev no. A 20100 30 40 50m

SCALE 1:1000 AT ORIGINAL SIZE approved SK003

Plot Date: 7 December 2010 - 8:34 AM Plotted by: Benjamin J Taylor/Brisbane/GHD/AU Cad File No: G:\41\22909\CADD\Drawings\Working\CIVIL\41-22990-SK003.dwg 0m LAT

-1m LAT

ROAD WIDENING TO EXTEND 2600m ALONG SANTA BARBARA ROAD SANTA BARBERA ROAD

PRELIMINARY

A INITIAL ISSUE rev description app'd date REDLAND CITY COUNCIL BAY BARGE STUDY LITTLE ROCKY POINT SOUTH ROAD LAYOUT

CLIENTS PEOPLE PERFORMANCE

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Conditions of Use: This document may only be used by GHD's client (and any other person who GHD has agreed can use this document) for the purpose for which it was prepared and must not be used by any other person or for any other purpose.

scale 1:500 for A1 job no. 41-22909 date NOV 2010 rev no. A 0 5 1510 20 25m

SCALE 1:500 AT ORIGINAL SIZE approved SK005

Plot Date: 6 December 2010 - 3:28 PM Plotted by: Benjamin J Taylor/Brisbane/GHD/AU Cad File No: G:\41\22909\CADD\Drawings\Working\CIVIL\41-22990-SK005.dwg ROAD WIDENING TO EXTEND 2600m ALONG SANTA BARBARA ROAD

SANTA BARBARA ROAD

0m LAT

PRELIMINARY

A INITIAL ISSUE rev description app'd date REDLAND CITY COUNCIL BAY BARGE STUDY LITTLE ROCKY POINT NORTH ROAD LAYOUT

CLIENTS PEOPLE PERFORMANCE

Level 4, 201 Charlotte St Brisbane QLD 4000 Australia GPO Box 668 Brisbane QLD 4001 T 61 7 3316 3000 F 61 7 3316 3333 E [email protected] W www.ghd.com

Conditions of Use: This document may only be used by GHD's client (and any other person who GHD has agreed can use this document) for the purpose for which it was prepared and must not be used by any other person or for any other purpose.

scale 1:2500 for A1 job no. 41-22909 date NOV 2010 rev no. A 0 25 7550 100 125m

SCALE 1:2500 AT ORIGINAL SIZE approved SK004

Plot Date: 7 December 2010 - 8:40 AM Plotted by: Benjamin J Taylor/Brisbane/GHD/AU Cad File No: G:\41\22909\CADD\Drawings\Working\CIVIL\41-22990-SK004.dwg CAUSEWAY § 365m BARGE RAMP § 55m MAIN CHANNEL MAIN

ȭ CABLE BARGE ROUTE

0m LAT -1m LAT -2m LAT -3m LAT

-3m LAT

MAINLAND ABUTMENT (LITTLE ROCKY POINT) SCALE 1:1000

-3m LAT -2m LAT -1m LAT 0m LAT 0m LAT 0m LAT BARGE RAMP § 55m CAUSEWAY § 202m BRIDGE § 110m CAUSEWAY § 70m

ȭ CABLE BARGE ROUTE MAIN CHANNEL

LEGEND

ACCESS ROAD OPTION A ACCESS ROAD OPTION B PRELIMINARY RUSSELL ISLAND ABUTMENT. (ROCKY POINT) NOTES SCALE 1:1000 1. REFER TO 41-22909-SK015 FOR TYPICAL CROSS SECTIONS. 2. BRIDGE IS REQUIRED TO MAINTAIN TIDAL FLOW TO SMALL A INITIAL ISSUE CHANNEL AT ROCKY POINT. rev description app'd date REDLAND CITY COUNCIL BAY BARGE STUDY RUSSELL ISLAND CABLE BARGE OPTION

CLIENTS PEOPLE PERFORMANCE

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scale 1:1000 for A1 job no. 41-22909 date NOV 2010 rev no. A 20100 30 40 50m

SCALE 1:1000 AT ORIGINAL SIZE approved SK008

Plot Date: 3 December 2010 - 1:38 PM Plotted by: Liam Houghton/Brisbane/GHD/AU Cad File No: G:\41\22909\CADD\Drawings\Working\CIVIL\41-22990-SK008.dwg BARGE RAMP

§ 50m

0m LAT

NOTES REFER TO 41-22909-SK015 FOR TYPICAL CROSS SECTION AND LONG SECTION

PLAN VIEW PRELIMINARY

A INITIAL ISSUE rev description app'd date REDLAND CITY COUNCIL BAY BARGE STUDY ALTERNATE BARGE RAMP

CLIENTS PEOPLE PERFORMANCE

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scale for A1 job no. 41-22909

0 2.5 7.55 10 12.5m date OCT '10 rev no. A

SCALE 1:250 AT ORIGINAL SIZE approved SK014

Plot Date: 29 October 2010 - 11:58 AM Plotted by: Liam Houghton/Brisbane/GHD/AU Cad File No: G:\41\22909\CADD\Drawings\Working\MARINE\41-22909-SK014.dwg DELIBERATELY LEFT BLANK Appendix C

Comparative cost estimates DELIBERATELY LEFT BLANK 2,451,291 931,680 835,069 881,815 941,940 Summary of Comparative Cost Estimates 2,360,648 5,722,999 1,413,109 0 1,037,600 918,266 1,552,214 727,785 397,188 VEHICULAR BARGE LANDING POINTS (Normal Barge) Rocky Point (via Little Rocky Point Rocky Passage Cross Street Bangalow Street) (south) Road Victoria Point Preliminaries 251,000 216,500 200,500 224,000 174,000 Causeway 1,397,393 69,349 20,768 44,859 0 Ramp 1,053,898 862,332 814,302 836,957 941,940 Roadworks 1,230,711 2,360,648 5,722,999 1,413,109 0 Contingency 786,600 701,766 1,351,714 503,785 223,188 Total excl GST 4,719,602 4,210,594 8,110,282 3,022,709 1,339,127

VEHICULAR BARGE LANDING POINTS (Cable Barge) 12,320,876 Rocky Point (via Little Rocky Point Bangalow Street) (north) Preliminaries 216,500 200,500 *Cable barge has different requirements for causeway and ramp Causeway 2,321,289 3,313,963 1,423,982 2,735,760 Ramp 1,138,973 1,065,588 3,460,262 4,379,551 Roadworks 2,360,648 8,096,250 2,360,648 8,096,250 Contingency 1,207,482 2,535,260 Total excl GST 7,244,891 15,211,561

RUSSELL ISLAND BRIDGE OPTIONS Option 1A Option 1B Option 1C Option 2A Option 2B Option 2C LITTLE ROCKY POINT (North) ROAD UPGRADES 18,566,870 18,566,870 18,566,870 18,566,870 18,566,870 18,566,870 Preliminaries 200,500 200,500 200,500 200,500 200,500 200,500 Roadworks 8,096,250 8,096,250 8,096,250 8,096,250 8,096,250 8,096,250 *Little Rocky Point roadworks includes Causeway: Little Rocky Point to bridge superstructure 7,175,642 7,175,642 7,175,642 7,175,642 7,175,642 7,175,642 Santa Barbara Road causeway & Energex Contingency (20%) 3,094,478 3,094,478 3,094,478 3,094,478 3,094,478 3,094,478 easement causeway BRIDGE 85,920,000 97,040,000 141,410,000 120,960,000 144,660,000 211,500,000 Bridge superstructure 83,400,000 96,200,000 141,410,000 118,440,000 143,820,000 211,500,000 *30% continency for bridge superstructure Ground Improvement 2,100,000 700,000 0 2,100,000 700,000 0 included in cost Ground improvement contingency (20%) 420,000 140,000 0 420,000 140,000 0 ROCKY POINT (via Bangalow Road) ROAD UPGRADES 5,673,687 5,673,687 5,673,687 5,673,687 5,673,687 5,673,687 Preliminaries 216,500 216,500 216,500 216,500 216,500 216,500 Roadworks 2,360,648 2,360,648 2,360,648 2,360,648 2,360,648 2,360,648 Causeway: sandbank near Russell Island 2,150,924 2,150,924 2,150,924 2,150,924 2,150,924 2,150,924 Contingency (20%) 945,614 945,614 945,614 945,614 945,614 945,614 ROCKY POINT (via Bangalow Road) TOTAL EXCL GST 110,160,557 121,280,557 165,650,557 145,200,557 168,900,557 235,740,557

Southern Moreton Bay Islands Water Transport Alternative Route Study 1 of 1 G:\41\22909\Tech\COMBINED COST ESTIMATE (2011.02.03).xlsSummary Correct as at 7 December 2010 FIRST PASS COST ESTIMATE Project: Alternative Boat Ramp - Macleay Island, Cross St (barge)

Item Description of Work Unit Quanitity Rate Amount $ 1 Preliminaries Preliminaries 251,000 1.01 Mobilisation & mobilisation to site Item 170,000 Causeway 1,397,393 1.02 Site establishment/disestablishment of facilities Item 16,000 Ramp 1,053,898 1.03 Site survey, set out, controls & as-builts Item 40,000 Roadworks 1,230,711 1.04 Clearing of vegetation Item 7,000 Contingency 786,600 1.05 Temporary construction access Item 18,000 251,000 Total excl GST 4,719,602

2 Causeway 2.01 Excavation under causeway (ASS) m3 2,245 74166,130 2.02 Bidim A44 Geotextile to slopes m2 2,530 4.45 11,259 2.03 Tensar Triaxial Geogrid to footprint m2 3,650 7.20 26,280 2.04 Run of Quarry core material (ex Mt Cotton Quarry) m3 10,540 69727,260 2.05 Crushed rock FCR Type 2 base (100th) m3 142 15221,584 2.06 25mm AC wearing surface m2 1,420 52 73,840 2.07 Armour rock (Dn50 = 0.5m) (ex Mt Cotton Quarry) m3 2,480118 292,640 1,318,993

3 Ramp 3.01 Excavation under ramp (ASS) m3 525 87 45,675 3.02 Bidim A44 Geotextile above core fill m2 740 4.65 3,441 3.03 Tensar Triaxial Geogrid to footprint m2 935 7.20 6,732 3.04 Run of Quarry core material (ex Mt Cotton Quarry) m3 1,815 82 148,830 3.05 Crushed rock base to planks (75th) m3 55 180 9,900 3.06 Precast RC 50MPa planks (fibre reinforced) No 18 20,100 361,800 3.07 Armour rock (Dn50 = 0.5m) (ex Mt Cotton Quarry) m3 740 148 109,520 685,898

3.2 Clearing, Grubbing and Demolition 3.2.1 Demolision and removal of concrete pavement m3 150 200 30,000 3.2.2 Demolision and removal of existing gully pits each 2 1000 2,000

3.3 Earthworks 3.3.1 Strip and stockpile topsoil from areas of excavation and filling in accordance with the specification (measured as a solid volume, calculated based on an average 150mm natural topsoil depth) 3.3.3 Cut to fill including but not limited to, moisture control m3 2,310 69 159,390 and compaction as specified (in-place compacted volume of filling) 3.3.6 Trim and compact sub grade for extent of proposed m2 4,070 3 12,210 filling as specified.

4 Roadworks

4.2 Pavement Material 4.2.1 Pavement material complete in place including, but not limited to supply, spreading, moisture control, compaction, and trimming as specified (solid measure)

4.2.1.1 Base Course Type 2.1 (CBR 80%) m3 611 150 91,575 4.2.1.2 Sub Base Course Type 2.3 (CBR 45%) m3 611 140 85,470 4.2.3 Final Trim to Pavement (Provisional Quantity) m2 4,070 3.5 14,245

4.4 Concrete Works The following concrete works rates are to include an allowance for compaction, finishing and testing 4.4.1 Concrete kerb and kerb and channel as specified complete in place including, but not limited to transitions at kerb ends, ramps and gullies, and testing

4.4.1.2 Kerb and Channel m 690 50 34,500 4.4.2 Concrete Footpath in alongside road and Drainage m2 324 100 32,400 Pathway 1.2m wide x 100mm thick complete in place.

4.5 Surfacing Works 4.5.1 25mm AC DG10 Surfacing, complete in place, including m2 4,070 180 732,600 but not limited to supply, compaction and prime coat)

5 Stormwater Drainage 5.1 Pipework Reinforced concrete pipework complete in place and including, but not limited to, supply, transportation, excavation, benching and or shoring as required, bedding, laying, jointing, removal of spoil as specified, backfilling, moisture control and compacti 5.1.2 450mm dia Class 2 RRJ m 45.6 195 8,892 5.1.4 600mm dia Class 2 RRJ m 31.2 240 7,488

5.2 Structure 5.2.1 Supply & Install Catchpit – Standard (2.4m long) each 2 2034 4,068 1,230,711

6 Miscellaneous 6.01 Supply and Install 900 mm steel piles 12WT (17m) No. 8 46,000 368,000 6.02 Supply and Install Guard Rails m 320 245 78,400 446,400 Contingency 20% 786600 Subtotal 4,719,602 GST 471,960 TOTAL $ 5,191,562

*Piles are to be driven to a depth of 11m below the seabed. Assume driving into sand. *0.5m settlement has been allowed for in the quantities *Cost estimate is first pass only and excludes EPCM, EIS, geotech studies, etc *The prefeasibility cost estimate has been generated to generate order of magnitude costs for comparison purposes only. The quantites shown are assumed and are based on visual assessment from photographs and aerial photography *No allowance for power, telecommunication or other service relocations has been made *An assumed CBR of 3% has been used for all existing ground conditions (roads and civil) *An allowance for the construction of Cross St has been allowed for from Kate St to the barge location. The 11 m formation has been allowed for despite the existing road corridor being 10 m wide. An upgrade of the drainage at the Coondooroopa Dr and Cross St and the replacement of the concrete placement with gravel has been allowed for.

Southern Moreton Bay Islands Water Transport Alternative Route Study 1 of 1 G:\41\22909\Tech\COMBINED COST ESTIMATE (2010.12.07).xlsCross St (barge) Correct as at 7 December 2010 FIRST PASS COST ESTIMATE Project: Alternative Boat Ramp - Russell Island, Rocky Point (barge) Option A - Bangalow Road Item Description of Work Unit Quanitity Rate Amount $ 1 Preliminaries Option A Option B 1.01 Mobilisation & mobilisation to site Item 155,000 Preliminaries 216,500 216,500 1.02 Site establishment/disestablishment of facilities Item 16,000 Causeway 69,349 69,349 1.03 Site survey, set out, controls & as-builts Item 35,000 Ramp 862,332 862,332 1.04 Clearing of vegetation Item 3,000 Roadworks 2,360,648 3,135,935 1.05 Temporary construction access Item 7,500 216,500 Contingency 701,766 856,823 0 4,210,594 5,140,938 2 Causeway 2.01 Excavation under causeway (ASS) m3 140 71 9,940 2.02 Bidim A44 Geotextile to slopes m2 1354.45 601 2.03 Tensar Triaxial Geogrid to footprint m2 2407.20 1,728 2.04 Run of Quarry core material m3 27065 17,550 2.05 Crushed rock FCR Type 2 base (100th) m3 12200 2,400 2.06 25mm AC wearing surface m2 120 9010,800 2.07 Armour rock (Dn50 = 0.5m) m3 135 11815,930 58,949

3 Ramp 3.01 Excavation under ramp (ASS) m3 330 8728,710 3.02 Bidim A44 Geotextile above core fill m2 3104.65 1,442 3.03 Tensar Triaxial Geogrid to footprint m2 550 7.20 3,960 3.04 Run of Quarry core material m3 520 82 42,640 3.05 Crushed rock base to planks (75th) m3 55 180 9,900 3.06 Precast RC 50MPa planks (fibre reinforced) No 18 20,100 361,800 3 3.07 Armour rock (Dn50 = 0.5m) m 310 148 45,880 494,332 Option B - Glendale Road 3.2 Clearing, Grubbing and Demolition Quanitity Rate Amount $ 3.2.1 Demolision and removal of concrete pavement m3 336 200 67,200 200

3.3 Earthworks 3.3.1 Strip and stockpile topsoil from areas of excavation and filling in accordance with the specification (measured as a solid volume, calculated based on an average 150mm natural topsoil depth) 3.3.1.1 Strip to stockpile from roads and allotments m3 1,344 26 34,948 1,673 26 43,485 3.3.6 Trim and compact sub grade for extent of proposed m2 8,961 3 26,883 11,150 3 33,450 filling as specified.

4 Roadworks

4.2 Pavement Material 4.2.1 Pavement material complete in place including, but not limited to supply, spreading, moisture control, compaction, and trimming as specified (solid measure)

4.2.1.1 Base Course Type 2.1 (CBR 80%) m3 1,344 150 201,623 1,673 150 250,875 4.2.1.2 Sub Base Course Type 2.3 (CBR 45%) m3 1,344 140 188,181 1,673 140 234,150 4.2.3 Final Trim to Pavement (Provisional Quantity) m2 8,961 3.5 31,364 11,150 3.5 39,025

4.4 Concrete Works The following concrete works rates are to include an allowance for compaction, finishing and testing 4.4.1 Concrete kerb and kerb and channel as specified complete in place including, but not limited to transitions at kerb ends, ramps and gullies, and testing

4.4.1.2 Kerb and channel m 50 50 2,500 50 50 2,500

4.4.2 Concrete Footpath in alongside road and Drainage m2 1182 100 118,200 1416 100 141,600 Pathway 1.2m wide x 100mm thick complete in place.

4.5 Surfacing Works 4.5.1 25mm AC DG10 Surfacing, complete in place, m2 9,355 180 1,683,900 13250 180 2,385,000 including but not limited to supply, compaction and prime coat)

5 Stormwater Drainage 5.1 Pipework Reinforced concrete pipework complete in place and including, but not limited to, supply, transportation, excavation, benching and or shoring as required, bedding, laying, jointing, removal of spoil as specified, backfilling, moisture control and compacti 5.1.1 375mm dia Class 2 RRJ m 170 170 5.1.2 450mm dia Class 2 RRJ m 30 195 5,850 2,360,648 30 195 5,850

6 Miscellaneous 6.01 Supply and Install 900 mm steel piles 12WT (17m) No. 8 46,000 368,000 6.02 Supply and Install Guard Rails m 40 260 10,400 378,400 Contingency 20% 701,766 Subtotal 4,210,594 GST 421,059 TOTAL $ 4,631,653

*Piles are to be driven to a depth of 11m below the seabed. Assume driving into sand. *0.5m settlement has been allowed for in the quantities *Cost estimate is first pass only and excludes EPCM, EIS, geotech studies, etc *The prefeasibility cost estimate has been generated to generate order of magnitude costs for comparison purposes only. The quantites shown are assumed and are based on visual assessment from photographs and aerial photography *No allowance for power, telecommunication or other service relocations has been made *An assumed CBR of 3% has been used for all existing ground conditions (roads and civil) *An approximately 1700 m2 hard stand area has been included in the estimate for as a storage, parking and turn around area. *(Option A) Current access along Yarra Street / Bangalow Street consists of a 4 m wide concrete road. This study assumes that this will be removed and replaced with the 11 m wide formation. It is assumed that there is sufficient corridor to construct this without the need for imported fill, with the exception of pavement materials. It will be likely that Lot 121 on SP124944 (42 Bangalow St) will be required to be resumed improve horizontal road geometry. Southend Road is currently an unsealed gravel road. The quantities allow for the widening of the existing gravel pavement to 11 m and asphalt surfacing of the entire formation. *(Option B) It is not likely that Glendale Road will be able to maintain the 11 m wide formation without impacting on the flora or the power infrastructure. The 11 m wide formation has been allowed for, however, subgrade improvement through the mud flats has not been calculated. *An allowance for the construction of Cross St has been allowed for from Kate St to the barge location. The 11 m formation has been allowed for despite the existing road corridor being 10 m wide. An upgrade of the drainage at the Coondooroopa Dr and Cross St and the replacement of the concrete placement with gravel has been allowed for.

Southern Moreton Bay Islands Water Transport Alternative Route Study 1 of 2 G:\41\22909\Tech\COMBINED COST ESTIMATE (2010.12.07).xlsRocky Point (barge) Correct as at 7 December 2010 FIRST PASS COST ESTIMATE Project: Alternative Boat Ramp - Russell Island, Rocky Point (cable barge) Option A - Bangalow Road Item Description of Work Unit Quanitity Rate Amount $ Option A Option B 1 Preliminaries Preliminaries 216,500 216,500 1.01 Mobilisation & mobilisation to site Item 155,000 Causeway 2,321,289 2,321,289 1.02 Site establishment/disestablishment of facilities Item 16,000 Ramp 1,138,973 1,138,973 1.03 Site survey, set out, controls & as-builts Item 35,000 Roadworks 2,360,648 3,135,935 1.04 Clearing of vegetation Item 3,000 Contingency 1,207,482 1,362,539 1.05 Temporary construction access Item 7,500 216,500 7,244,891 8,175,236

2 Causeway 2.01 Excavation under causeway (ASS) m3 3430 71243,530 2.02 Bidim A44 Geotextile to slopes m2 41104.45 18,290 2.03 Tensar Triaxial Geogrid to footprint m2 63707.20 45,864 2.04 Run of Quarry core material m3 16995 65 1,104,675 2.05 Crushed rock FCR Type 2 base (100th) m3 270 200 54,000 2.06 25mm AC wearing surface m2 2695 90242,550 2.07 Armour rock (Dn50 = 0.5m) m3 4110 118 484,980 2,193,889

3 Ramp 3.01 Excavation under ramp (ASS) m3 660 87 57,420 3.02 Bidim A44 Geotextile above core fill m2 740 4.65 3,441 3.03 Tensar Triaxial Geogrid to footprint m2 1210 7.20 8,712 3.04 Run of Quarry core material m3 2640 82 216,480 3.05 Crushed rock base to planks (75th) m3 110 180 19,800 3.06 Precast RC 50MPa planks (fibre reinforced) No 36 20,100 723,600 3 3.07 Armour rock (Dn50 = 0.5m) m 740 148 109,520 1,138,973 Option B - Glendale Road 3.2 Clearing, Grubbing and Demolition Quanitity Rate Amount $ 3.2.1 Demolision and removal of concrete pavement m3 336 200 67,200 200

3.3 Earthworks 3.3.1 Strip and stockpile topsoil from areas of excavation and filling in accordance with the specification (measured as a solid volume, calculated based on an average 150mm natural topsoil depth) 3.3.1.1 Strip to stockpile from roads and allotments m3 1,344 26 34,948 1,673 26 43,485 3.3.6 Trim and compact sub grade for extent of proposed m2 8,961 3 26,883 11,150 3 33,450 filling as specified.

4 Roadworks

4.2 Pavement Material 4.2.1 Pavement material complete in place including, but not limited to supply, spreading, moisture control, compaction, and trimming as specified (solid measure)

4.2.1.1 Base Course Type 2.1 (CBR 80%) m3 1,344 150 201,623 1,673 150 250,875 4.2.1.2 Sub Base Course Type 2.3 (CBR 45%) m3 1,344 140 188,181 1,673 140 234,150 4.2.3 Final Trim to Pavement (Provisional Quantity) m2 8,961 3.5 31,364 11,150 3.5 39,025

4.4 Concrete Works The following concrete works rates are to include an allowance for compaction, finishing and testing 4.4.1 Concrete kerb and kerb and channel as specified complete in place including, but not limited to transitions at kerb ends, ramps and gullies, and testing

4.4.1.2 Kerb and channel m 50 50 2,500 50 50 2,500

4.4.2 Concrete Footpath in alongside road and Drainage m2 1182 100 118,200 1416 100 141,600 Pathway 1.2m wide x 100mm thick complete in place.

4.5 Surfacing Works 4.5.1 25mm AC DG10 Surfacing, complete in place, including m2 9,355 180 1,683,900 13250 180 2,385,000 but not limited to supply, compaction and prime coat)

5 Stormwater Drainage 5.1 Pipework Reinforced concrete pipework complete in place and including, but not limited to, supply, transportation, excavation, benching and or shoring as required, bedding, laying, jointing, removal of spoil as specified, backfilling, moisture control and compacti 5.1.1 375mm dia Class 2 RRJ m 170 170 5.1.2 450mm dia Class 2 RRJ m 30 195 5,850 2,360,648 30 195 5,850

6 Miscellaneous 6.01 Supply and Install 900 mm steel piles 12WT (17m) No. 0 46,000 0 6.02 Supply and Install Guard Rails m 490 260 127,400 127,400 Contingency 20% 1,207,482 Subtotal 7,244,891 GST 724,489 TOTAL $ 7,969,380

*Piles are to be driven to a depth of 11m below the seabed. Assume driving into sand. *0.5m settlement has been allowed for in the quantities *Cost estimate is first pass only and excludes EPCM, EIS, geotech studies, etc *245m causeway *The prefeasibility cost estimate has been generated to generate order of magnitude costs for comparison purposes only. The quantites shown are assumed and are based on visual assessment from photographs and aerial photography *No allowance for power, telecommunication or other service relocations has been made *An assumed CBR of 3% has been used for all existing ground conditions (roads and civil) *An approximately 1700 m2 hard stand area has been included in the estimate for as a storage, parking and turn around area. *(Option A) Current access along Yarra Street / Bangalow Street consists of a 4 m wide concrete road. This study assumes that this will be removed and replaced with the 11 m wide formation. It is assumed that there is sufficient corridor to construct this without the need for imported fill, with the exception of pavement materials. It will be likely that Lot 121 on SP124944 (42 Bangalow St) will be required to be resumed improve horizontal road geometry. Southend Road is currently an unsealed gravel road. The quantities allow for the widening of the existing gravel pavement to 11 m and asphalt surfacing of the entire formation. *(Option B) It is not likely that Glendale Road will be able to maintain the 11 m wide formation without impacting on the flora or the power infrastructure. The 11 m wide formation has been allowed for, however, subgrade improvement through the mud flats has not been calculated.

Southern Moreton Bay Islands Water Transport Alternative Route Study 1 of 2 G:\41\22909\Tech\COMBINED COST ESTIMATE (2010.12.07).xlsRocky Pt (Cable) Correct as at 7 December 2010 FIRST PASS COST ESTIMATE Project: Alternative Boat Ramp - Russell Island, Rocky Point (bridge) Option A - Bangalow Road Item Description of Work Unit Quanitity Rate Amount $ Option A Option B 1 Preliminaries Preliminaries 216,500 216,500 1.01 Mobilisation & mobilisation to site Item 155,000 Roadworks 2,360,648 3,135,935 1.02 Site establishment/disestablishment of facilities Item 16,000 Causeway 2,150,924 2,150,924 1.03 Site survey, set out, controls & as-builts Item 35,000 Contingency 945,614 1,100,672 1.04 Clearing of vegetation Item 3,000 5,673,687 6,604,031 1.05 Temporary construction access Item 7,500 216,500

2 Causeway 2.01 Excavation under causeway (ASS) m3 2625 71 186,375 2.02 Bidim A44 Geotextile to slopes m2 3445 4.45 15,330 2.03 Tensar Triaxial Geogrid to footprint m2 4970 7.20 35,784 2.04 Run of Quarry core material m3 1886565 1,226,225 2.05 Crushed rock FCR Type 2 base (100th) m3 189 200 37,800 2.06 25mm AC wearing surface m2 1890 90 170,100 3 2.07 Armour rock (Dn50 = 0.5m) m 3445 118 406,5102,078,124 Option B - Glendale Road 3.2 Clearing, Grubbing and Demolition Quanitity Rate Amount $ 3.2.1 Demolision and removal of concrete pavement m3 336 200 67,200 200

3.3 Earthworks 3.3.1 Strip and stockpile topsoil from areas of excavation and filling in accordance with the specification (measured as a solid volume, calculated based on an average 150mm natural topsoil depth) 3.3.1.1 Strip to stockpile from roads and allotments m3 1,344 26 34,948 1,673 26 43,485 3.3.6 Trim and compact sub grade for extent of proposed m2 8,961 3 26,883 11,150 3 33,450 filling as specified.

4 Roadworks

4.2 Pavement Material 4.2.1 Pavement material complete in place including, but not limited to supply, spreading, moisture control, compaction, and trimming as specified (solid measure)

4.2.1.1 Base Course Type 2.1 (CBR 80%) m3 1,344 150 201,623 1,673 150 250,875 4.2.1.2 Sub Base Course Type 2.3 (CBR 45%) m3 1,344 140 188,181 1,673 140 234,150 4.2.3 Final Trim to Pavement (Provisional Quantity) m2 8,961 3.5 31,364 11,150 3.5 39,025

4.4 Concrete Works The following concrete works rates are to include an allowance for compaction, finishing and testing 4.4.1 Concrete kerb and kerb and channel as specified complete in place including, but not limited to transitions at kerb ends, ramps and gullies, and testing

4.4.1.2 Kerb and channel m 50 50 2,500 50 50 2,500

4.4.2 Concrete Footpath in alongside road and Drainage m2 1182 100 118,200 1416 100 141,600 Pathway 1.2m wide x 100mm thick complete in place.

4.5 Surfacing Works 4.5.1 25mm AC DG10 Surfacing, complete in place, including m2 9,355 180 1,683,900 13250 180 2,385,000 but not limited to supply, compaction and prime coat)

5 Stormwater Drainage 5.1 Pipework Reinforced concrete pipework complete in place and including, but not limited to, supply, transportation, excavation, benching and or shoring as required, bedding, laying, jointing, removal of spoil as specified, backfilling, moisture control and compacti 5.1.1 375mm dia Class 2 RRJ m 170 170 5.1.2 450mm dia Class 2 RRJ m 30 195 5,850 2,360,648 30 195 5,850

6 Miscellaneous 6.01 Supply and Install 900 mm steel piles 12WT (17m) No. 0 46,000 0 6.02 Supply and Install Guard Rails m 280 260 72,800 72,800 Contingency 20% 945,614 Subtotal 5,673,687 GST 567,369 TOTAL $ 6,241,055

*Piles are to be driven to a depth of 11m below the seabed. Assume driving into sand. *0.5m settlement has been allowed for in the quantities *Cost estimate is first pass only and excludes EPCM, EIS, geotech studies, etc *245m causeway

Southern Moreton Bay Islands Water Transport Alternative Route Study 1 of 2 G:\41\22909\Tech\COMBINED COST ESTIMATE (2010.12.07).xlsRocky Pt (Bridge) Correct as at 7 December 2010 FIRST PASS COST ESTIMATE Project: Alternative Boat Ramp - Mainland, Little Rocky Point (south/barge)

Item Description of Work Unit Quanitity Rate Amount $ 1 Preliminaries Preliminaries 200,500 1.01 Mobilisation & mobilisation to site Item 130,000 Causeway 20,768 1.02 Site establishment/disestablishment of facilities Item 16,000 Ramp 814,302 1.03 Site survey, set out, controls & as-builts Item 33,000 Roadworks 5,722,999 1.04 Clearing of vegetation Item 2,500 Contingency 1,351,714 1.05 Temporary construction access Item 19,000 200,500 8,110,282 0

2 Causeway 2.01 Excavation under causeway (ASS) m3 35 69 2,415 2.02 Bidim A44 Geotextile to slopes m2 35 4.45 156 2.03 Tensar Triaxial Geogrid to footprint m2 60 7.20 432 2.04 Run of Quarry core material m3 70 56 3,920 2.05 Crushed rock FCR Type 2 base (100th) m3 3 400 1,200 2.06 25mm AC wearing surface m2 30 180 5,400 2.07 Armour rock (Dn50 = 0.5m) m3 35 107 3,745 17,268

3 Ramp 3.01 Excavation under ramp (ASS) m3 33087 28,710 3.02 Bidim A44 Geotextile above core fill m2 310 4.65 1,442 3.03 Tensar Triaxial Geogrid to footprint m2 550 7.20 3,960 3.04 Run of Quarry core material m3 515 74 38,110 3.05 Crushed rock base to planks (75th) m3 55 168 9,240 3.06 Precast RC 50MPa planks (fibre reinforced) No 18 18,900 340,200 3.07 Armour rock (Dn50 = 0.5m) m3 310 144 44,640 466,302

3 EARTHWORKS 3.3 Earthworks 3.3.1 Strip and stockpile topsoil from areas of excavation and filling in accordance with the specification (measured as a solid volume, calculated based on an average 150mm natural topsoil depth) 3.3.1.1 Strip to stockpile from roads and allotments m3 3,758 26 97,695 3.3.4 Cut to Stockpile material m3 7,515 60 450,900 3.3.6 Trim and compact sub grade for extent of proposed m2 25,050 3 75,150 filling as specified. 3.3.7 Supply and Installation of Geotextile as directed on site m2 1,660 4.65 7,719 (Provisional Quantity) 3.3.8 Armour rock (Dn50 = 0.5m) m3 1,660 144 239,040

4 Roadworks

4.2 Pavement Material 4.2.1 Pavement material complete in place including, but not limited to supply, spreading, moisture control, compaction, and trimming as specified (solid measure)

4.2.1.1 Base Course Type 2.1 (CBR 80%) m3 3,758 150 563,700 4.2.1.2 Sub Base Course Type 2.3 (CBR 45%) m3 3,758 140 526,120 4.2.3 Final Trim to Pavement (Provisional Quantity) m2 25,050 3.5 87,675

4.4.2 Concrete Footpath in alongside road and Drainage m2 4,260 100 426,000 Pathway 1.2m wide x 100mm thick complete in place.

4.5 Surfacing Works 4.5.1 25mm AC DG10 Surfacing, complete in place, including m2 18050 180 3,249,000 but not limited to supply, compaction and prime coat) 5,722,999

6 Miscellaneous 6.01 Supply and Install 900 mm steel piles 12WT (17m) No. 8 43,500 348,000 6.02 Supply and Install Guard Rails m 10 350 3,500 351,500 Contingency 20% 1,351,714 Subtotal 8,110,282 GST 811,028 TOTAL $ 8,921,310

*Piles are to be driven to a depth of 11m below the seabed. Assume driving into sand. *0.5m settlement has been allowed for in the quantities *Cost estimate is first pass only and excludes EPCM, EIS, geotech studies, etc *The prefeasibility cost estimate has been generated to generate order of magnitude costs for comparison purposes only. The quantites shown are assumed and are based on visual assessment from photographs and aerial photography *No allowance for power, telecommunication or other service relocations has been made *An assumed CBR of 3% has been used for all existing ground conditions (roads and civil) *No allownace has been made for clearing the affected trees or any significant fill/subgrade replacement has been made

Southern Moreton Bay Islands Water Transport Alternative Route Study 1 of 2G:\41\22909\Tech\COMBINED COST ESTIMATE (2010.12.07).xlsLittle Rocky Pt (south) Correct as at 7 December 2010 FIRST PASS COST ESTIMATE Project: Alternative Boat Ramp - Mainland, Little Rocky Point (north/cable barge)

Item Description of Work Unit Quanitity Rate Amount $ 1 Preliminaries Preliminaries 200,500 1.01 Mobilisation & mobilisation to site Item 130,000 Causeway 3,313,963 1.02 Site establishment/disestablishment of facilities Item 16,000 Ramp 1,065,588 1.03 Site survey, set out, controls & as-builts Item 33,000 Roadworks 8,096,250 1.04 Clearing of vegetation Item 2,500 Contingency 2,535,260 1.05 Temporary construction access Item 19,000 200,500 Total excl GST 15,211,561

2 Causeway 2.01 Excavation under causeway (ASS) m3 4830 69333,270 2.02 Bidim A44 Geotextile to slopes m2 56354.45 25,076 2.03 Tensar Triaxial Geogrid to footprint m2 96607.20 69,552 2.04 Run of Quarry core material m3 2142056 1,199,520 2.05 Crushed rock FCR Type 2 base (100th) m3 462400 184,800 2.06 25mm AC wearing surface m2 3360 180604,800 2.07 Armour rock (Dn50 = 0.5m) m3 5635 107602,945 3,019,963

3 Ramp 3.01 Excavation under ramp (ASS) m3 60587 52,635 3.02 Bidim A44 Geotextile above core fill m2 7404.65 3,441 3.03 Tensar Triaxial Geogrid to footprint m2 1210 7.20 8,712 3.04 Run of Quarry core material m3 2640 74 195,360 3.05 Crushed rock base to planks (75th) m3 110 168 18,480 3.06 Precast RC 50MPa planks (fibre reinforced) No 36 18,900 680,400 3.07 Armour rock (Dn50 = 0.5m) m3 740 144 106,560 1,065,588

3.3 Earthworks 3.3.1 Strip and stockpile topsoil from areas of excavation and filling in accordance with the specification (measured as a solid volume, calculated based on an average 150mm natural topsoil depth) 3.3.1.1 Strip to stockpile from roads and allotments m3 3,825 26 99,450 3.3.3 Cut to fill including but not limited to, moisture control m3 43,300 56 2,424,800 and compaction as specified (in-place compacted volume of filling) 3.3.6 Trim and compact sub grade for extent of proposed m2 25,500 3 76,500 filling as specified. 3.3.7 Supply and Installation of Geotextile as directed on site m2 12,000 4.45 53,400 (Provisional Quantity) 3.3.8 Supply and Installation of Geogrid as directed on site m2 15,000 7.2 108,000 (Provisional Quantity) 3.3.9 Armour rock (Dn50 = 0.5m) m3 12,000 148 1,776,000

4 Roadworks 4.2 Pavement Material 4.2.1 Pavement material complete in place including, but not limited to supply, spreading, moisture control, compaction, and trimming as specified (solid measure)

4.2.1.1 Base Course Type 2.1 (CBR 80%) m3 2,145 150 321,750 4.2.1.2 Sub Base Course Type 2.3 (CBR 45%) m3 2,145 140 300,300 4.2.3 Final Trim to Pavement (Provisional Quantity) m2 14,300 3.5 50,050 4.5 Surfacing Works 4.5.1 25mm AC DG10 Surfacing, complete in place, including m2 14,300 180 2,574,000 but not limited to supply, compaction and prime coat)

4.6 Supply and install wbeam guard rail m 1,200 260 312,000 8,096,250

6 Miscellaneous 6.01 Supply and Install 900 mm steel piles 12WT (17m) No. 0 43,500 0 6.02 Supply and Install Guard Rails m 840 350 294,000 294,000 Contingency 20% 2,535,260 Subtotal 15,211,561 GST 1,521,156 TOTAL $ 16,732,717

*Piles are to be driven to a depth of 11m below the seabed. Assume driving into sand. *0.5m settlement has been allowed for in the quantities *Cost estimate is first pass only and excludes EPCM, EIS, geotech studies, etc *490m causeway *The prefeasibility cost estimate has been generated to generate order of magnitude costs for comparison purposes only. The quantites shown are assumed and are based on visual assessment from photographs and aerial photography *No allowance for power, telecommunication or other service relocations has been made *An assumed CBR of 3% has been used for all existing ground conditions (roads and civil)

Southern Moreton Bay Islands Water Transport Alternative Route Study 1G:\41\22909\Tech\COMBINED of 1 COST ESTIMATE (2010.12.07).xlsLittle Rocky Pt (Cable) Correct as at 7 December 2010 FIRST PASS COST ESTIMATE Project: Alternative Boat Ramp - Mainland, Little Rocky Point (north/bridge)

Item Description of Work Unit Quanitity Rate Amount $ 1 Preliminaries Preliminaries 200,500 1.01 Mobilisation & mobilisation to site Item 130,000 Roadworks 8,096,250 1.02 Site establishment/disestablishment of facilities Item 16,000 Causeway 7,175,642 1.03 Site survey, set out, controls & as-builts Item 33,000 Contingency 3,094,478 1.04 Clearing of vegetation Item 2,500 Total excl GST 18,566,870 1.05 Temporary construction access Item 19,000 200,500

2 Causeway 2.01 Excavation under causeway (ASS) m3 8965 69618,585 2.02 Bidim A44 Geotextile to slopes m2 11295 4.4550,263 2.03 Tensar Triaxial Geogrid to footprint m2 169207.20 121,824 2.04 Run of Quarry core material m3 5934056 3,323,040 2.05 Crushed rock FCR Type 2 base (100th) m3 682400 272,800 2.06 25mm AC wearing surface m2 6820 1801,227,600 2.07 Armour rock (Dn50 = 0.5m) m3 11290 1071,208,030 6,822,142

3.3 Earthworks 3.3.1 Strip and stockpile topsoil from areas of excavation and filling in accordance with the specification (measured as a solid volume, calculated based on an average 150mm natural topsoil depth) 3.3.1.1 Strip to stockpile from roads and allotments m3 3,825 26 99,450 3.3.3 Cut to fill including but not limited to, moisture control m3 43,300 56 2,424,800 and compaction as specified (in-place compacted volume of filling) 3.3.6 Trim and compact sub grade for extent of proposed m2 25,500 3 76,500 filling as specified. 3.3.7 Supply and Installation of Geotextile as directed on site m2 12,000 4.45 53,400 (Provisional Quantity) 3.3.8 Supply and Installation of Geogrid as directed on site m2 15,000 7.2 108,000 (Provisional Quantity) 3.3.9 Armour rock (Dn50 = 0.5m) m3 12,000 148 1,776,000

4 Roadworks

4.2 Pavement Material 4.2.1 Pavement material complete in place including, but not limited to supply, spreading, moisture control, compaction, and trimming as specified (solid measure)

4.2.1.1 Base Course Type 2.1 (CBR 80%) m3 2,145 150 321,750 4.2.1.2 Sub Base Course Type 2.3 (CBR 45%) m3 2,145 140 300,300 4.2.3 Final Trim to Pavement (Provisional Quantity) m2 14,300 3.5 50,050

4.5 Surfacing Works 4.5.1 25mm AC DG10 Surfacing, complete in place, including m2 14,300 180 2,574,000 but not limited to supply, compaction and prime coat)

4.6 Supply and install wbeam guard rail m 1,200 260 312,000 8,096,250

6 Miscellaneous 6.01 Supply and Install 900 mm steel piles 12WT (17m) No. 0 43,500 0 6.02 Supply and Install Guard Rails m 1010 350 353,500 353,500 Contingency 20% 3,094,478 Subtotal 18,566,870 GST 1,856,687 TOTAL $ 20,423,557

*Piles are to be driven to a depth of 11m below the seabed. Assume driving into sand. *0.5m settlement has been allowed for in the quantities *Cost estimate is first pass only and excludes EPCM, EIS, geotech studies, etc *490m causeway *The prefeasibility cost estimate has been generated to generate order of magnitude costs for comparison purposes only. The quantites shown are assumed and are based on visual assessment from photographs and aerial photography *No allowance for power, telecommunication or other service relocations has been made *An assumed CBR of 3% has been used for all existing ground conditions (roads and civil)

Southern Moreton Bay Islands Water Transport Alternative Route Study 1G:\41\22909\Tech\COMBINED of 1 COST ESTIMATE (2010.12.07).xlsLittle Rocky Pt (Bridge) Correct as at 7 December 2010 FIRST PASS COST ESTIMATE Project: Alternative Boat Ramp - Mainland, Rocky Passage Road (barge)

Item Description of Work Unit Quanitity Rate Amount $ 1 Preliminaries Preliminaries 224,000 1.01 Mobilisation & mobilisation to site Item 130,000 Causeway 44,859 1.02 Site establishment/disestablishment of facilities Item 16,000 Ramp 836,957 1.03 Site survey, set out, controls & as-builts Item 33,000 Roadworks 1,413,109 1.04 Clearing of vegetation Item 5,000 Contingency 503,785 1.05 Temporary construction access Item 40,000 224,000 Total excl GST 3,022,709 2 Causeway 2.01 Excavation under causeway (ASS) m3 80 69 5,520 2.02 Bidim A44 Geotextile to slopes m2 90 4.45 401 2.03 Tensar Triaxial Geogrid to footprint m2 1407.20 1,008 2.04 Run of Quarry core material m3 20065 13,000 2.05 Crushed rock FCR Type 2 base (100th) m3 6 250 1,500 2.06 25mm AC wearing surface m2 60 130 7,800 2.07 Armour rock (Dn50 = 0.5m) m3 90 107 9,63038,859

3 Ramp 3.01 Excavation under ramp (ASS) m3 360 87 31,320 3.02 Bidim A44 Geotextile above core fill m2 370 4.65 1,721 3.03 Tensar Triaxial Geogrid to footprint m2 605 7.20 4,356 3.04 Run of Quarry core material m3 660 74 48,840 3.05 Crushed rock base to planks (75th) m3 55 168 9,240 3.06 Precast RC 50MPa planks (fibre reinforced) No 18 18,900 340,200 3.07 Armour rock (Dn50 = 0.5m) m3 370 144 53,280 488,957

3 Earthworks 3.3.1 Strip and stockpile topsoil from areas of excavation and filling in accordance with the specification (measured as a solid volume, calculated based on an average 150mm natural topsoil depth) 3.3.1.1 Strip to stockpile from roads and allotments m3 1,575 26 40,950 3.3.6 Trim and compact sub grade for extent of proposed m2 10,500 3 31,500 filling as specified. 3.3.7 Supply and Installation of Geotextile as directed on site m2 500 4.65 2,325 (Provisional Quantity) 3.3.8 Supply and Installation of Geogrid as directed on site m2 10,500 7.2 75,600 (Provisional Quantity) 3.3.9 Armour rock (Dn50 = 0.5m) m3 500 90 45,000

4 Roadworks 4.2 Pavement Material 4.2.1 Pavement material complete in place including, but not limited to supply, spreading, moisture control, compaction, and trimming as specified (solid measure)

4.2.1.1 Base Course Type 2.1 (CBR 80%) m3 1,155 150 173,250 4.2.1.2 Sub Base Course Type 2.3 (CBR 45%) m3 1,155 140 161,700 4.2.3 Final Trim to Pavement (Provisional Quantity) m2 7,700 3.5 26,950 4.5 Surfacing Works 4.5.1 25mm AC DG10 Surfacing, complete in place, including m2 7,700 12.5 96,250 but not limited to supply, compaction and prime coat)

5 Stormwater Drainage 5.1 Pipework Reinforced concrete pipework complete in place and including, but not limited to, supply, transportation, excavation, benching and or shoring as required, bedding, laying, jointing, removal of spoil as specified, backfilling, moisture control and compacti 5.1.9 1200mm dia Class 2 FJ m 100.8 855 86,184 1,413,109

6 Miscellaneous 6.01 Supply and Install 900 mm steel piles 12WT (17m) No. 8 43,500 348,000 6.02 Supply and Install Guard Rails m 20 300 6,000 354,000 Contingency 20% 503,785 Subtotal 3,022,709 GST 302,271 TOTAL $ 3,324,980

*Piles are to be driven to a depth of 11m below the seabed. Assume driving into sand. *0.5m settlement has been allowed for in the quantities *Cost estimate is first pass only and excludes EPCM, EIS, geotech studies, etc *The prefeasibility cost estimate has been generated to generate order of magnitude costs for comparison purposes only. The quantites shown are assumed and are based on visual assessment from photographs and aerial photography *No allowance for power, telecommunication or other service relocations has been made *An assumed CBR of 3% has been used for all existing ground conditions (roads and civil) *The connection from the existing Rocky Passage Road construction through to the barge location requires approximately 740 m of new formation that runs parallel to the existing property owners access track. An allowance for culverts beneath the proposed access has been made to facilitate the passage of water through what appears to be a drainage channel. Due to the excessive skew of this crossing, the pipe allocation is large

Southern Moreton Bay Islands Water Transport Alternative Route Study 1 of G:\41\22909\Tech\COMBINED1 COST ESTIMATE (2010.12.07).xlsRocky Passage Rd Correct as at 7 December 2010 FIRST PASS COST ESTIMATE Project: Alternative Boat Ramp - Mainland, Victoria Point (barge)

Item Description of Work Unit Quanitity Rate Amount $ 1 Preliminaries Preliminaries 174,000 1.01 Mobilisation & mobilisation to site Item 130,000 Causeway 0 1.02 Site establishment/disestablishment of facilities Item 14,000 Ramp 941,940 1.03 Site survey, set out, controls & as-builts Item 30,000174,000 Roadworks 0 Contingency 223,188 2 Causeway N/A Total excl GST 1,339,127 0

3 Ramp 3.01 Excavation under ramp (ASS) m3 365110 40,150 3.02 Bidim A44 Geotextile above core fill m2 140 4.80 672 3.03 Tensar Triaxial Geogrid to footprint m2 625 7.50 4,688 3.04 Run of Quarry core material m3 705 9466,270 3.05 Crushed rock base to planks (75th) m3 100 19519,500 3.06 Precast RC 50MPa planks No 3219,700 630,400 3.07 Armour rock (Dn50 = 0.5m) m3 140159 22,260 3.08 Tie in to existing pavement/seawall Item 5,000 788,940

4 Roadworks 4.01 Excavate and trim subgrade m2 N/A

5 Pavement 5.01 Roadway/Waiting Bays - 2 coat spray seal m2 N/A

6 Miscellaneous 6.01 Supply and Install 900 mm steel piles 12WT (17m) No. 3 51,000 153,000 153,000 Contingency 20% 223,188 Subtotal 1,339,127 GST 133,913 TOTAL $ 1,473,040

*Piles are to be driven to a depth of 11m below the seabed. Assume driving into sand. *0.5m settlement has been allowed for in the quantities *Cost estimate is first pass only and excludes EPCM, EIS, geotech studies, etc *The prefeasibility cost estimate has been generated to generate order of magnitude costs for comparison purposes only. The quantites shown are assumed and are based on visual assessment from photographs and aerial photography *No allowance for power, telecommunication or other service relocations has been made *An assumed CBR of 3% has been used for all existing ground conditions (roads and civil) *Assume no upgrades required

Southern Moreton Bay Islands Water Transport Alternative Route Study 1 of 1 G:\41\22909\Tech\COMBINED COST ESTIMATE (2010.12.07).xlsVictoria Point (barge) Correct as at 7 December 2010

Russell Island Bridges - Comparative Cost Estimate of Concept Design

Option Option 1A - Option 1B Option 1C Causeway on Main Land side to bridge with Causeway on Main Land side to Bridge from main land to Russell Island causeway on sandbank adjacent to Russell Island bridge to Russell Island. and small 120m long bridge to the Island from Description sandbank.

Spans Spans - 26no. @ 35m long Spans - 30no. @ 35m long Spans - 44no. @ 35m long Construction Type Using 1.8m TRoffs with 200mm deck Using 1.8m TRoffs with 200mm deck Using 1.8m TRoffs with 200mm deck Foundation Type Bored piles assumed. Bored piles assumed. Bored piles assumed.

Total Cost Bridge (M) $ 83,400,000.00 $ 96,200,000.00 $ 141,410,000.00 Causeway GI Cost (M) $ 2,100,000.00 $ 700,000.00 $ - Total (M) $ 85,500,000.00 $ 96,900,000.00 $ 141,410,000.00

Option Option 2A - Option 2B Option 2C Causeway on Main Land side to bridge with Causeway on Main Land side to Bridge from main land to Russell Island causeway on sandbank adjacent to Russell Island bridge to Russell Island. and small 120m long bridge to the Island from Description sandbank.

Spans Spans - 14no. @ 60m long Spans - 17no. @ 60m long Spans - 25no. @ 60m long Construction Type Post-tensioned box girder Post-tensioned box girder Post-tensioned box girder Foundation Type Bored piles assumed. Bored piles assumed. Bored piles assumed. Total Cost Bridge (M) $ 118,440,000.00 $ 143,820,000.00 $ 211,500,000.00 Causeway GI Cost (M) $ 2,100,000.00 $ 700,000.00 $ - Total (M) $ 120,540,000.00 $ 144,520,000.00 $ 211,500,000.00

The costs above do not include for the causeway itself. Costs are based on previous work completed and tendered project won Navigation channel is assumed to be 12m vertical clearance, either 2 x 35m or 1 x 60m channel (awaiting confirmation from Harbour Master)

Southern Moreton Bay Islands Water Transport Alternative Route Study 1 of 1 G:\41\22909\Tech\COMBINED COST ESTIMATE (2011.01.24).xlsBridge Structure DELIBERATELY LEFT BLANK Appendix D

Preliminary bridge design drawings DELIBERATELY LEFT BLANK Plot Date: IMPROVEMENT REQUIRED IMPROVEMENT 15 November 2010 - 3:17 - 3:17 PM 2010November 15 SPAN 22 55m GROUND 55m 12.5 m APPROX. 12.5 WIDTH ROAD WORK 35 DRIES AT LAT AT DRIES ABUT B ABUT MAIN ISLAND MAIN IMPROVEMENT REQUIRED IMPROVEMENT ABUT A ABUT Plotted by: Octaviano Paraiso/Brisbane/GHD/AU Octaviano Plotted by: 55m GROUND 55m SPAN 1 35 SPAN 2 35 5 IMPROVEMENT REQUIRED IMPROVEMENT Cad File No: File Cad SPAN 3 55m GROUND 55m 35 G:\41\22909\CADD\Drawings\Working\BRIDGES\SK001A_RB.dwg CAUSEWAY SPAN 4 ABUT A ABUT 35 505 0.0 SPAN 1 35 SPAN 5 CAUSEWAY

35 1.0

deeper than 2m BR02 - ELEVATION BR02 SPAN 2 385 m ON GRADE 5% 35 BRIDGE LENGTH BRIDGE SPAN 6 140 m 35 SPAN 3 35 ABUT SPAN 7 35 PYLON ELECTRICITY SPAN 4 HAT 2.630 35 SPAN 8 ABUT B ABUT 35 SPAN 9 35 LONGSECTION

PLAN 100 BRIDGE CONTROL BRIDGE LINE APPROX 1.555 Km 1.555 APPROX SPAN 10 INDICATE PIERS LOCATION PIERS INDICATE 5% POWER CABLE 1100 35 TRAFFIC LANE TRAFFIC 4000 DWS SPAN 11 7 No - 1800 - 7 No T-ROFF 22 SPANS AT 35 AT m SPANS 22

35 5.0 BRIDGE LENGTH BRIDGE 770 m - 770 m BR01 770 m CLEARANCE 70 m MAIN CHANNEL 20m HIGH20m BR01 - ELEVATION BR01 SPAN 12

TYPICAL SECTION AT 35m SPAN AT SECTION TYPICAL 20 m WIDTH MAIN CHANNEL 35 200 DECK

70 m 1.0 (AHD) 0.00 DATUM

TRAFFIC LANE TRAFFIC deeper than 2m SPAN 13 Section 1:50 Section 4000 35 BRIDGE WIDTH BRIDGE INDICATED PIERS INDICATED LOCATION

5% 0.0 14100 HAT 1.53 HAT SPAN 14 LAT -1.10 LAT 35 620 SPAN 15 35 BIKE PATH BIKE 2700 CAUSEWAY DRIES AT LAT AT DRIES ABUT SPAN 16 0.0 35 CAUSEWAY FOOTPATH BUFFER 140

1500 1.0 300 SPAN 17 35

2.0 ABUT

315 m ON GRADE315 m 5% 2.0

4 SPANS @ 35m @ SPANS 4 1.0 SPAN 18 140 m - 140 m BR02 35 approved prepared and not be must used by any other person or for person has who GHD anyagreed can use this document)other for purpose.the purposeConditions of Use: This document may only be forused whichby GHD'sit wasclient (and any other date scale E Australia 4000 QLD Brisbane St Charlotte 201 4, Level T QLD 4001 Brisbane 668 Box GPO OPTION 1A STUDYBAY BARGE REDLAND CITY COUNCIL [email protected] 61 7 3316 3000 3316 7 61 rev A B 15.11.10 SPAN 19 description INITIAL ISSUE revised clearance Vertical ABUT 35 F PERFORMANCE PEOPLE CLIENTS 61 7 3316 3333 3316 61 7 W for A1 for www.ghd.com PRELIMINARY RUSSELL ISLAND RUSSELL SPAN 20 35 rev no. rev job no. SK app'd B 41-22909 SPAN 21 35 001A date Plot Date: 15 November 2010 - 3:18 - 3:18 PM 2010November 15 IMPROVEMENT REQUIRED IMPROVEMENT 12.5 m APPROX. 12.5 WIDTH ROAD WORK 55m GROUND 55m DRIES AT LAT AT DRIES MAIN ISLAND MAIN Plotted by: Octaviano Paraiso/Brisbane/GHD/AU Octaviano Plotted by: ABUT A ABUT SPAN 1 35 SPAN 2 35 Cad File No: File Cad SPAN 19 SPAN 3 35 35 G:\41\22909\CADD\Drawings\Working\BRIDGES\SK001B_RB.dwg CAUSEWAY SPAN 20 SPAN 4 505 35

35 0.0 CAUSEWAY SPAN 21

SPAN 5 1.0 35 35 deeper than 2m 385 m ON GRADE385 m 5% SPAN 22 SPAN 6 35 35 ABUT SPAN 23 SPAN 7 35 35 PYLON ELECTRICITY SPAN 24 SPAN 8 35 35 BR01 - ELEVATION - (SPAN 19 - 30) (SPAN - ELEVATION - BR01 SPAN 25 LONGSECTION SPAN 9 35 35 PLAN 100 BRIDGE CONTROL BRIDGE LINE APPROX 1.555 Km 1.555 APPROX 5% INDICATE PIERS LOCATION PIERS INDICATE POWER CABLE SPAN 26 SPAN 10 35 35 BR01 - ELEVATION - (SPAN 1 - 19) (SPAN - ELEVATION - BR01

SPAN 27 5.0 SPAN 11 35 5 35 CLEARANCE 70 m MAIN CHANNEL 20m HIGH20m SPAN 28 SPAN 12 WIDTH MAIN CHANNEL 35 35

20 m 1.0 30 SPANS AT 35 AT m SPANS 30 70 m 1050 m - 1050 m BR01 deeper than 2m (AHD) 0.00 DATUM SPAN 29 SPAN 13 LOCATION PIERS INDICATED 35

35 0.0 5% HAT 1.53 HAT SPAN 30 SPAN 14 LAT -1.10 LAT 35 35 ABUT B ABUT SPAN 15 35 BRIDGE LENGTH BRIDGE DRIES AT LAT AT DRIES 1050 m

0.0 SPAN 16 35

315 m ON GRADE315 m 5% 1.0 SPAN 17

35 2.0

2.0

1.0 SPAN 18 35 approved prepared and not be must used by any other person or for person has who GHD anyagreed can use this document)other for purpose.the purposeConditions of Use: This document may only be forused whichby GHD'sit wasclient (and any other date scale E Australia 4000 QLD Brisbane St Charlotte 201 4, Level T QLD 4001 Brisbane 668 Box GPO OPTION 1B STUDYBAY BARGE REDLAND CITY COUNCIL [email protected] 61 7 3316 3000 3316 7 61 rev A 15.11.10 description INITIAL ISSUE ABUT SPAN 19 F PERFORMANCE PEOPLE CLIENTS 61 7 3316 3333 3316 61 7 35 W for A1 for www.ghd.com PRELIMINARY RUSSELL ISLAND RUSSELL rev no. rev job no. SK app'd B 41-22909 001B date Plot Date: 15 November 2010 - 3:22 - 3:22 PM 2010November 15 12.5 m APPROX. 12.5 WIDTH ROAD WORK DRIES AT LAT AT DRIES MAIN ISLAND MAIN Plotted by: Octaviano Paraiso/Brisbane/GHD/AU Octaviano Plotted by: SPAN 17 35 ABUT ABUT A ABUT SPAN 18 SPAN 1 35 35 Cad File No: File Cad 315 m ON GRADE315 m 5% SPAN 19 SPAN 2 35 SPAN 33 35 35 G:\41\22909\CADD\Drawings\Working\BRIDGES\SK001C_RB.dwg 385 m ON GRADE385 m 5% SPAN 20 SPAN 3 35 SPAN 34 35

35 0.0 SPAN 21 SPAN 4 35 SPAN 35

35 1.0

35 deeper than 2m SPAN 22 SPAN 5 35 SPAN 36 35 35 SPAN 23 SPAN 6 35 SPAN 37 35 35 PYLON ELECTRICITY SPAN 24 SPAN 7 35 SPAN 38 35 35 BR01 - ELEVATION - (SPAN 1 - 17) (SPAN - ELEVATION - BR01 BR01 - ELEVATION - (SPAN 17 - 28) (SPAN - ELEVATION - BR01 BR01 - ELEVATION - (SPAN 28 - 44) (SPAN - ELEVATION - BR01 SPAN 25 SPAN 8 35 LONGSECTION SPAN 39 35 35 PLAN 100 BRIDGE CONTROL BRIDGE LINE 44 SPANS AT 35 AT m SPANS 44 APPROX 1.540 Km 1.540 APPROX SPAN 26 INDICATE PIERS LOCATION PIERS INDICATE 1540 m - 1540 m BR01 WIDTH MAIN CHANNEL SPAN 9 35 5% POWER CABLE SPAN 40 35

35 20 m 70 m DATUM 0.00 DATUM (AHD) SPAN 27 SPAN 10

35 5.0 SPAN 41 35

5 35 CLEARANCE 70 m MAIN CHANNEL 20m HIGH20m HAT 1.53 HAT SPAN 28 SPAN 11 LAT -1.10 LAT 35 SPAN 42 35 35

1.0

SPAN 29 deeper than 2m SPAN 12 35 SPAN 43 LOCATION PIERS INDICATED 35

35 0.0 5% SPAN 30 SPAN 13 35 SPAN 44 35 35 ABUT B ABUT SPAN 31 SPAN 14 35 35 DRIES AT LAT AT DRIES SPAN 32 SPAN 15

35 0.0 35

315 m ON GRADE315 m 5% 1.0 SPAN 33 SPAN 16 35 35 2.0

2.0

1.0 SPAN 17 35 approved prepared and not be must used by any other person or for person has who GHD anyagreed can use this document)other for purpose.the purposeConditions of Use: This document may only be forused whichby GHD'sit wasclient (and any other date scale E Australia 4000 QLD Brisbane St Charlotte 201 4, Level T QLD 4001 Brisbane 668 Box GPO OPTION 1C STUDYBAY BARGE REDLAND CITY COUNCIL [email protected] 61 7 3316 3000 3316 7 61 rev A 15.11.10 description INITIAL ISSUE ABUT F PERFORMANCE PEOPLE CLIENTS 61 7 3316 3333 3316 61 7 W for A1 for www.ghd.com PRELIMINARY RUSSELL ISLAND RUSSELL rev no. rev job no. SK app'd B 41-22909 001C date Plot Date: IMPROVEMENT REQUIRED IMPROVEMENT 15 November 2010 - 3:28 - 3:28 PM 2010November 15 12.5 m APPROX. 12.5 WIDTH ROAD WORK 55m GROUND 55m DRIES AT LAT AT DRIES MAIN ISLAND MAIN ABUT A ABUT Plotted by: Octaviano Paraiso/Brisbane/GHD/AU Octaviano Plotted by: IMPROVEMENT REQUIRED IMPROVEMENT 55m GROUND 55m SPAN 1 60 ABUT A ABUT Cad File No: File Cad SPAN 1

5 60 SPAN 2 BR02 - ELEVATION BR02 60 G:\41\22909\CADD\Drawings\Working\BRIDGES\SK002A_RB.dwg BRIDGE LENGTH BRIDGE 120 m CAUSEWAY

525 0.0 SPAN 2 HAT 2.630 60 SPAN 3 60 CAUSEWAY 1.0

ABUT B ABUT 360 m ON GRADE 5% deeper than 2m SPAN 4 60 ABUT PYLON ELECTRICITY SPAN 5

1100 60 TRAFFIC LANE TRAFFIC LONGSECTION 4000 BOX GIRDER BOX DWS

PLAN 100 BRIDGE CONTROL BRIDGE LINE APPROX 1.555 Km 1.555 APPROX INDICATE PIERS LOCATION PIERS INDICATE SPAN 6 5% POWER CABLE 60 TYPICAL SECTION AT 60m SPAN AT SECTION TYPICAL BRIDGE LENGTH BRIDGE 720 m 12 SPANS AT 60 AT m SPANS 12 5.0 720 m - 720 m BR01 TRAFFIC LANE TRAFFIC WIDTH MAIN CHANNEL BR01 - ELEVATION BR01 4000 BRIDGE WIDTH BRIDGE 60 m MAIN CHANNEL 20 m HIGH20m CLEAR. Section 1:50 Section SPAN 7 (AHD) 0.00 DATUM 14100 60 m 60

1.0

620 deeper than 2m HAT 1.53 HAT LOCATION PIERS INDICATED 5% LAT -1.10 LAT 0.0 SPAN 8 60 BIKE PATH BIKE 2700 ABUT FOOTPATH BUFFER 1500 SPAN 9 300 60 CAUSEWAY DRIES AT LAT AT DRIES

0.0 CAUSEWAY 300 m ON GRADE300 m 5% 180 1.0 SPAN 10 60

2.0 ABUT 2.0

2 SPANS AT 60m 1.0 120 m - 120 m BR02 approved prepared and not be must used by any other person or for person has who GHD anyagreed can use this document)other for purpose.the purposeConditions of Use: This document may only be forused whichby GHD'sit wasclient (and any other date scale E Australia 4000 QLD Brisbane St Charlotte 201 4, Level T QLD 4001 Brisbane 668 Box GPO OPTION 2A STUDYBAY BARGE REDLAND CITY COUNCIL [email protected] 61 7 3316 3000 3316 7 61 rev A SPAN 11 60 15.11.10 ABUT description INITIAL ISSUE F PERFORMANCE PEOPLE CLIENTS 61 7 3316 3333 3316 61 7 W for A1 for www.ghd.com PRELIMINARY RUSSELL ISLAND RUSSELL rev no. rev job no. SPAN 12 60 SK app'd B 41-22909 ABUT B ABUT 002A date Plot Date: 5Nvme 00 - 3:35 PM 2010November 15 IMPROVEMENT REQUIRED IMPROVEMENT 12.5 m APPROX. 12.5 WIDTH ROAD WORK 55m GROUND 55m DRIES AT LAT AT DRIES MAIN ISLAND MAIN Plotted by: Octaviano Paraiso/Brisbane/GHD/AU Octaviano Plotted by: ABUT A ABUT SPAN 1 60 Cad File No: File Cad SPAN 2 G:\41\22909\CADD\Drawings\Working\BRIDGES\SK002B_RB.dwg 60 CAUSEWAY

525 0.0 SPAN 11 60 CAUSEWAY SPAN 3 1.0 60 deeper than 2m 360 m ON GRADE360 m 5% SPAN 12 60 SPAN 4 60 ABUT PYLON ELECTRICITY SPAN 13 60 BR01 - ELEVATION - (SPAN 11 - 17) (SPAN - ELEVATION - BR01 SPAN 5 60 LONGSECTION

PLAN 100 BRIDGE CONTROL BRIDGE LINE APPROX 1.555 Km 1.555 APPROX SPAN 14 60 INDICATE PIERS LOCATION PIERS INDICATE 5% POWER CABLE SPAN 6 60

BR01 - ELEVATION - (SPAN 1 - 11) (SPAN - ELEVATION - BR01 5.0 WIDTH MAIN CHANNEL SPAN 15 60 m MAIN CHANNEL 20m HIGH20m CLEAR. 60 20 m SPAN 7 60 m DATUM 0.00 DATUM (AHD) 60

1.0 17 SPANS AT 60 AT m SPANS 17

1020 m - 1020 m BR01 deeper than 2m LOCATION PIERS INDICATED SPAN 16 HAT 1.53 HAT 0.0 LAT -1.10 LAT

5 60 SPAN 8 60 5% SPAN 17 HAT 2.630 60 SPAN 9 DRIES AT LAT AT DRIES 60 ABUT B ABUT BRIDGE LENGTH BRIDGE 0.0 1020 m

300 m ON GRADE300 m 5% 1.0 SPAN 10 60 2.0

2.0

1.0 approved prepared and not be must used by any other person or for person has who GHD anyagreed can use this document)other for purpose.the purpose for which it was Conditions of Use: This document may only be used by GHD's client (and any other date scale Level 4, 201 Charlotte St Brisbane QLD 4000 Australia 4000 QLD Brisbane St Charlotte 201 4, Level E T QLD 4001 Brisbane 668 Box GPO OPTION 2B STUDYBAY BARGE REDLAND CITY COUNCIL [email protected] 61 7 3316 3000 3316 7 61 rev A SPAN 11 15.11.10 ABUT 60 description INITIAL ISSUE F CLIENTS PEOPLE PERFORMANCE PEOPLE CLIENTS 61 7 3316 3333 3316 61 7 W for A1 for www.ghd.com PRELIMINARY RUSSELL ISLAND RUSSELL rev no. rev job no. SK app'd B 41-22909 002B date Plot Date: 15 November 2010 - 3:36 - 3:36 PM 2010November 15 12.5 m APPROX. 12.5 WIDTH ROAD WORK DRIES AT LAT AT DRIES MAIN ISLAND MAIN ABUT A ABUT Plotted by: Octaviano Paraiso/Brisbane/GHD/AU Octaviano Plotted by: SPAN 10 60 SPAN 1 60 ABUT SPAN 11 60 Cad File No: File Cad 360 m ON GRADE360 m 5% SPAN 2 60 G:\41\22909\CADD\Drawings\Working\BRIDGES\SK002C_RB.dwg SPAN 12

60 0.0 SPAN 19 SPAN 3 60 60

1.0

deeper than 2m SPAN 13 60 SPAN 20 SPAN 4 60 60 PYLON ELECTRICITY SPAN 14 60 SPAN 21 SPAN 5 60 60 BR01 - ELEVATION - (SPAN 10 - 19) (SPAN - ELEVATION - BR01 BR01 - ELEVATION - (SPAN 19 - 25) (SPAN - ELEVATION - BR01 BR01 - ELEVATION - (SPAN 1 - 10) (SPAN - ELEVATION - BR01 WIDTH MAIN CHANNEL 5%

20 m LONGSECTION SPAN 15 60 m DATUM 0.00 DATUM (AHD) 60 PLAN 100 BRIDGE CONTROL BRIDGE LINE SPAN 22 SPAN 6 60 25 SPANS AT 60 AT m SPANS 25 INDICATE PIERS LOCATION PIERS INDICATE APPROX 1.5 1.5 Km APPROX 60 1500 m - 1500 m BR01 POWER CABLE HAT 1.53 HAT LAT -1.10 LAT SPAN 16 5.0 60 SPAN 23 60 m MAIN CHANNEL 20m HIGH20m SPAN 7 CLEAR. 60 60

1.0 SPAN 17

60 deeper than 2m LOCATION PIERS INDICATED SPAN 24 5% 0.0 SPAN 8

5 60 60 300 m ON GRADE300 m 5% SPAN 18 60 SPAN 25 SPAN 9 HAT 2.630 60 60 DRIES AT LAT AT DRIES ABUT B ABUT

0.0 SPAN 19 60

SPAN 10 1.0 60

2.0

2.0

1.0 approved prepared and not be must used by any other person or for person has who GHD anyagreed can use this document)other for purpose.the purposeConditions of Use: This document may only be forused whichby GHD'sit wasclient (and any other date scale E Australia 4000 QLD Brisbane St Charlotte 201 4, Level T QLD 4001 Brisbane 668 Box GPO OPTION 2C STUDYBAY BARGE REDLAND CITY COUNCIL [email protected] 61 7 3316 3000 3316 7 61 rev A 15.11.10 ABUT description INITIAL ISSUE F PERFORMANCE PEOPLE CLIENTS 61 7 3316 3333 3316 61 7 W for A1 for www.ghd.com PRELIMINARY RUSSELL ISLAND RUSSELL rev no. rev job no. SK app'd B 41-22909 002C date www.ghd.com