Department of Transport and Main Roads

BaT project Draft reference design overview report – March 2014

Great state. Great opportunity. BaT project

The BaT (Bus and Train) project is The project tackles ’s a critical new link in South East major public transport capacity ’s public transport challenges. The Merivale Street network. It’s also a new concept in rail bridge, the Cultural Centre public transport. bus precinct, rail capacity through Central Rail Station and bus In a world-first, the BaT project will capacity over the Captain Cook combine a railway and a busway in bridge. a single, double-decked, 15-metre- wide tunnel beneath the Brisbane The Department of Transport River and Brisbane’s Central and Main Roads is working with Business District. Brisbane City Council to deliver the project. The five kilometre north-south tunnel will stretch from Dutton Once completed, the project will lay Park in the south to Victoria Park the foundation for a sophisticated, at Spring Hill in the north with international-standard ‘turn up and new underground stations at go’ transit system for Brisbane and , George Street and will greatly expand the regional Roma Street. network, paving the way for future growth.

2 BaT project – draft reference design overview report – March 2014 Project history Now named BaT, the project will deliver Time frames In 2007-08, the the combined benefits of the previous rail undertook the Inner City Rail Capacity proposal and Brisbane City Council’s Study (ICRCS), a prefeasibility study to Suburbs 2 City bus project. The project is currently in its planning identify possible solutions to capacity Also in November 2013, an Initial Advice phase, which includes the development issues in Brisbane’s inner city rail Statement was lodged with the of a Reference Design, Environmental network. Queensland Coordinator-General who Impact Statement and Business Case. The study found that an additional declared the BaT project a ‘coordinated The Reference Design and Environmental north-south river crossing for rail would project’ under the State Development and Impact Statement are expected to be be needed by 2016 to cope with the Public Works Organisation Act 1971, available for public comment in the increasing demand for transport services triggering a requirement for the project to second half of 2014. prepare an Environmental Impact in . Pending appropriate approvals, Statement. The Coordinator-General construction could commence in 2015 In 2009, the Australian and Queensland released draft Terms of Reference for the with major construction activity ramping Governments committed funding to Environmental Impact Statement in up in 2016. advance planning for . November 2013. These funds allowed the progression of Commissioning and testing will be Following a period of community the Cross River Rail detailed feasibility complete by the end of 2020, with the consultation, the Terms of Reference phase, led by the Department of project expected to be operational in were finalised on 14 January 2014 Transport and Main Roads. 2021. and are available at In March 2012, a new Queensland www.dsdip.qld.gov.au/underground. Government was elected and an independent review of Cross River Rail The Terms of Reference set out the was commissioned to assess whether matters that must be addressed in the investment in the project was the best Environmental Impact Statement. option for the task and offered value for The current phase of the project involves money. the development of a Reference Design, As part of further planning and with a Environmental Impact Statement and renewed focus on affordability and Business Case. It also includes innovation, the Underground Bus and community and stakeholder consultation. Train project concept was developed and The project is expected to cost about launched in November 2013. $5 billion. In response to city congestion, Brisbane City Council undertook a pre-feasibility study into its proposed $2.2 billion Suburbs 2 City project which proposed to provide a new bus river crossing and tunnel connection through the Brisbane CBD.

BaT project – draft reference design overview report – March 2014 3 Project need Some of the current challenges faced by the network The provision of quality public transport is an The BaT project is a once-in-a-generation, city-changing The Department of Transport and Main Roads is include: important part of responding to, and more project that will: coordinating the planning and delivery of a series of • Bus capacity constraints are already highly visible, importantly, driving the economic growth of • double the public transport capacity across the short-term initiatives as part of the Brisbane Inner Rail with more than 200 buses an hour congested over Queensland’s primary activity centre. Solution in partnership with Transit the Victoria Bridge, Captain Cook Bridge (among The BaT project has been planned to future-proof South • offer faster, more frequent, direct and reliable bus and Authority to prolong the life of the rail network to 150,000 vehicles per day), along Adelaide Street and East Queensland’s public transport system now and train trips to the CBD from across the region around 2020. at the Woolloongabba junction in peak periods. into the future in the following ways: • help manage congestion by reducing private vehicle • The Cultural Centre and Queen Street Busway • The stations will be designed to accommodate longer The department has also been working very closely travel by 310,000km per day through making public stations are at capacity. trains when demand increases in the future. with BCC (and Brisbane Transport) to resolve the transport more attractive • The Merivale Street Rail Bridge, which is the only • The busway will be designed to accommodate capacity constraints of the inner city bus network. • lay the foundation for a sophisticated, international- inner city rail bridge across the Brisbane River, is fast a conversion to a rubber tyred metro system, However, the constraints are getting to the point standard ‘turn up and go’ transit system for Brisbane reaching capacity. Timetable changes introduced consistent with key parts of the existing busway where a major investment in infrastructure is required. • allow faster, more direct access to key destinations in early 2014 will squeeze more capacity out of the network. including universities, hospitals, sports stadiums, event However, we need to start planning now to meet our bridge but this will be exhausted by 2020. • The bus stations will have multiple bus platforms, areas, parklands and workplaces transport needs beyond 2020. • Bus and rail trips in South East Queensland are ranging from four to nine bays in each direction, to • keep Brisbane powering ahead by ensuring public expected to almost double by 2031 as our population utilise full tunnel capacity. transport infrastructure keeps pace with growth expands from approximately 3 million now to • provide three new underground stations making 4.4 million in 2031. The BaT project solves two major transport constraints interchanging between rail and bus services as easy as • Forecasts predict that there will be more than 1.1 and becomes economically viable because of the moving between platforms million public transport trips each day across the economies of scale for a combined tunnel. The project • be economically viable due to the economies of scale wider Brisbane region by 2031, with almost 80% of also avoids the costs of delivering two separate for a combined rail and bus tunnel these trips starting, finishing or travelling through projects and offers true integration of South East • facilitate economic and social growth leading to a more the inner city. Queensland’s two most prominent public transport systems. robust economy for region As a result of these challenges, public transport • encourage more sustainable urban development and services will become overcrowded, trips will take Benefits land use patterns. longer and the reliability of the network will suffer. Existing public transport users will then likely switch to less sustainable forms of transport which will congest the road network and ultimately constrain economic and social development in South East Queensland.

4 BaT project – draft reference design overview report – March 2014 Bus Problems Rail Problems

Buses caught in Slow Bus flows through Peak trains Single platforms limit congestion on busy returning to Mayne capacity at Fortitude city streets. busway station during Yard causing Valley and Bowen Hills. peak hours. congestion.

Limited space for Royal Brisbane and Women’s Trains merge on to Hospital Station extra kerbside bus single track causing Queen Street bus Bowen Hills Overcrowding stops. congestion. Royal Children’s station full during Station and congestion QUT Kelvin Grove Hospital Station Station peak hours. on platforms at Central. Fortitude Valley Station Cultural Centre Normanby Station Overcrowding and busway station full congestion on during peak hours. platforms at Roma Roma Street Congestion across Street. Roma Street Station Victoria Bridge Station Central Station and at North Quay King George intersections. Bus delays along Square Station Melbourne Street Cultural Centre Queen Street nearing capacity. and South East Station Station Busway South Brisbane Station Buses slowed by Congested Park traffic on Captain Road junction. Buses queue Cook Bridge. Trains merge on to approaching the South Bank Mater Hill Station single track. South Bank Mater Hill Station platforms of South Station Station East Busway stations. Woolloongabba Station Buses delayed Demand for layover Overcrowding on Trains merge onto getting on to spaces exceeds Beenleigh and Gold single track Captain Cook Boggo Road capacity during Coast lines. Park Road Station Station Bridge. peak hours. Princess Alexandra Hospital Station

Legend Legend Existing railway Existing railway Existing railway used for stabling and freight Existing railway used for stabling and freight Existing busway Existing busway Busway stations Railway stations

BaT project – draft reference design overview report – March 2014 5 Overview of the design

The BaT engineering requirements are The additional power requirements for the significant, comprising substantial new BaT project necessitates new traction underground and surface works including feeder stations at each end of the tunnel stations, tunnels, bridges, new and system. modified track, rail and bus systems and Fire and life safety is a key focus of the associated services. The infrastructure BaT design. Fire and life safety takes on has been designed to reflect additional importance because of the requirements of construction significant amount of new rail and bus methodology, logistics, environment and infrastructure that is underground. operational issues while minimising Ventilation systems are required to impacts. ventilate the underground stations and BaT is an extension of the existing tunnels and to control and extract smoke Queensland Rail Transit Authority network during emergency fire scenarios. as well as a key link in the Brisbane Ventilation equipment is typically located Busway network providing additional at each end of the underground stations. links between southern and northern Geological mapping is important for any sections of the bus and rail passenger major underground system. A 3-D networks. Some particular requirements geological model has been developed include: based on existing data and targeted • enhanced fire and life safety and site-specific ground investigation which ventilation requirements has allowed for a reasonable degree of • impacts on surrounding built certainty with respect to the design and infrastructure construction techniques for stations and • allowance for future development tunnels. • focus on construction technique The tunnel design has been defined by • inter-operability with the existing operational, engineering, construction Queensland Rail Transit Authority and cost effectiveness requirements. The network and systems decision to adopt a large diameter tunnel • integration with the existing Busway with double-decked capacity was driven network. by the objective of creating an efficient, The rail systems design incorporates the cost-effective project of low impact. The existing Queensland Rail 25kV traction decision was made at the concept stage and overhead electrification system and taking into account operational, design, allows for integration with the existing risk, constructability and whole-of-life signalling and communication system. criteria. A new signalling and train control system The underground stations are the based on the European Train Control dominant engineering structures in the System has been incorporated for the project and have required significant underground sections of BaT. This system consideration. The depths are determined enables the new trains to operate by the vertical rail alignment constraints efficiently at close headways and to rather than the busway alignment interface with the automated platform requirements. Station depths are also screen doors at all underground stations. influenced by the river crossing, existing sub-surface infrastructure and the geology at each location.

6 BaT project – draft reference design overview report – March 2014 Roma Street Station

Northern Portal

George Street Station

Southern Portal

Woolloongabba Station

The station sites are: The stations have been positioned The station entry locations with their The new George Street Station supports New rail platforms at Roma Street will • Woolloongabba according to the vertical and horizontal associated deep shafts and vertical the ongoing development of Brisbane’s create South East Queensland’s primary • George Street (southern CBD) rail alignment and the urban design and transport for the public, take into CBD and provides direct access to the transport interchange hub and support the • Roma Street (northern CBD) precinct planning requirements. The rail account the preferred precinct planning government precinct at lower George continued development of commercial and and bus alignments have been calibrated objectives including the required Street as well as the education precinct mixed-use activities in the north quarter Following preliminary technical to minimise disruption to existing and proximity to existing bus and rail at Queensland University of Technology of the CBD and preserve long term city investigations and in consultation with future development, and to facilitate infrastructure in balance with the local (QUT). expansion opportunities associated with stakeholders, a framework of critical the desired station location amongst a site, cost and engineering constraints. the Transit Centre and Roma Street railway drivers was identified to clarify transport broader range of engineering constraints. yards. They will also provide direct access integration, operational and catchment The new station at Woolloongabba over the to the planned CBD objectives for the project and to explore supports the planned renewal of expansion areas at the northern extent of the best alignments and station locations. Woolloongabba Central, Kangaroo Point the West End peninsula. south and the Woolloongabba Urban Development Area.

BaT project – draft reference design overview report – March 2014 7 Station design and precinct planning

All stations referenced in this project have Vertical transportation Mechanical and electrical services Acoustics, noise and vibration been designed in accordance with the The vertical transport options include The services infrastructure occupies There are acoustically absorptive surfaces following control documents: escalators and lifts to public areas. a significant area at each station. The on the platform ceiling and walls where • Disability Discrimination Act (DDA) Emergency egress fire isolated stairs are locations were chosen to minimise required. This limits the reverberation • Building Code of provided at the platform ends and central excavation, distance from the cavern and time and allows the public address • Disability Standards for Accessible platform areas and allow safe egress to avoid major underground constraints. system to be clearly audible. Public Transport (DSAPT) to street level. Escalator quantities are Generally, they are located in the central Mechanical ventilation systems are • Queensland Rail Station Design Guide designed to meet the forecast station excavated shaft. placed where they will have minimal • Queensland Rail Accessibility Signage patronage with an additional allowance for impact on background noise levels. Train future growth. The electrical power system for the Manual station is derived from the bulk power and bus noise in stations is controlled via • TransLink Station Signage Manual Key design assumptions include: supplies located at each portal. There is the platform screen doors. Vibration • Brisbane busway design guidelines. resilient fastenings or vibration isolated • escalators in lieu of stairs where the redundancy in the power supply to the critical station equipment. tracks are used to control train induced Entrance design vertical rise is greater than 5.4m vibrations. • a minimum of three escalators between The station entries provide simple, Lighting is provided to all public and respective station levels where no functional access to the BaT network, and back-of-house areas and is an integral Information systems and signage alternative route is available to allow for serve as the line identity and public face component of the passenger experience. The information systems used in the the maintenance of one escalator as well as enhancing the immediate built Where possible, lighting is indirect and stations include: • accessible lifts to all public areas and environment. directional to maximise comfort levels. rated to carry cleaning and maintenance • electronic passenger information display screens All station entries are designed to equipment between levels. The underground stations include • public address system allow easy navigation down to common mechanical cooling to the platform levels Station caverns • help points for passenger concourse areas from which passengers to improve passenger amenity during the The cavern sections of the stations house communication with customer care/ have a choice of progressing to either the hotter months. both the bus and rail platforms of the station staff for emergency and bus or rail platform levels station and therefore accommodate two It has been designed to maintain information use Station cross section different operational levels – an upper Station capacities passenger comfort at the platform level in • emergency information and evacuation level for bus operations and a lower level systems Stations have been designed to meet the vicinity of the platform screen doors for train operations. Both bus and train during the hotter months. • help point located at bus and rail projected passenger loading at each levels contain side platforms with Platform platform level and permanently staffed. station based on two-hour peak travel Screen Doors. periods in both the morning and evening.

8 BaT project – draft reference design overview report – March 2014 Station fire and life safety Safety and security • clear sight lines on approach to station Emergency services requirements Sustainability • good levels of lighting in and about the comprise: The fire and life safety systems for BaT The primary focus of the design is to BaT will incorporate key sustainability station entry points are designed to meet international apply crime prevention through • access to all parts of the station initiatives including: • easily located help points standards for underground systems. The environmental design (CPTED) • provision of fire control room near • minimal dead spaces behind columns or • low energy, long life underground tunnel and station spaces principles to the stations, station entry at ground level other barriers • capture and storage of stormwater are designed with electrical and comprising: • provision of fire isolated access routes • public toilets within the paid concourse • treatment of any emissions and mechanical systems that detect fire and to platforms, track level and the busway • Closed circuit television (CCTV) entrance, visible from staff positions, by-products activate ventilation systems to maintain • provision of fire fighting lobbies to fire monitoring of concourse, entry well-lit and monitored • use of recycled material and low tenable conditions during evacuation. shafts and platforms isolated stairs embodied energy • automatic fire detection and occupant The station and tunnel ventilation • intrusion detection and monitoring • long design life with high quality and warning system systems are designed as independent • platform screen doors (to avoid robust material • fire fighting facilities including hydrants, systems. The design has avoided the likelihood of accidental access to • minimisation of disruption and impact tanks, boosters, gas suppression to need for jet fans within the running rail and bus operational zones) on surrounding communities communications rooms tunnels, through the use of large • ability to close entries to stations • maximisation of densification • pressurised fire isolated exit stairs ventilation systems within the stations. during non-operational hours opportunities and quality of community • integration of security bollards • tunnel egress refuges at platform ends outcomes. Platform screen doors where vehicular access/approach and central areas The underground stations have platforms to the station is available • CCTV equipped with platform screen doors. These doors separate the platform space and track/busway which allows better climate control, reduced noise and dust on the platforms and a higher degree of safety for passengers.

BaT project – draft reference design overview report – March 2014 9 Precinct Planning

Purpose City building and integration Way Finding BaT provides an exciting transport BaT will connect a series of the city’s A major ingredient to successful infrastructure solution that unlocks existing assets which sit in the corridor, integration of BaT into the existing urban Dutton Park new accessibility for the inner city and linking major points of activity and fabric is the concept of way finding – that DuttonRole and Function Park the broader public transport network. destination via rapid, high frequency is, ease of navigation through the precinct The Dutton Park precinct is a specialist inner city locality anchored by major institutional To make sure that the potential city bus and rail services. Connecting the to identify public transport connections uses being the Princess Alexandra (PA) Hospital and the Boggo Road Urban Village building benefits of this project area fully city’s assets is part of the city building and major land uses. This includes (including the Ecosciences building). The southern tunnel portal is located in this precinct. realised, ‘Precinct Planning’ around each opportunity BaT creates. This extends to directional signage but also the structure The precinct is characterised as a health and knowledge precinct and includes a mix of new station and both portals has been enhancing the quality of public and active and treatment of main pedestrian flow uses containing residential, commercial, light industrial, community facilities and special undertaken. The purpose of this work transit journeys and catalysing transit paths, the use of view corridors and visual purposes. The important heritage site ‘Boggo Road Gaol’ is part of the Bogo Road is to support and inform the reference focused development activity. BaT also ‘cues’ from the built form to allow people Urban Village. design by identifying how BaT can best reinforces the city shaping aspiration of to easily understand how to navigate their integrate with the existing urban fabric Brisbane City Council’s nodes and corridor way to a public transport station. The Core Infrastructure and encourage greater connection and city form. Precinct Planning takes account of existing Core infrastructure provided by BaT in the Dutton Park precinct consists of a new tunnel enhancements to the local community. The and potential future connections that can portal, network (bus and rail) intersection and pedestrian link between Boggo Road delivery of new transport infrastructure Core Infrastructure enhance the permeability of a precinct and Urban Village and the PA Hospital. will trigger urban renewal, improved built Precinct Planning has identified the core improve access to public transport. form and public realm outcomes along infrastructure that will be delivered by Opportunities and Constraints with greater community accessibility that BaT – namely the tunnel and stations with BaT will provide new pedestrian link across the existing railway infrastructure, to connect can be delivered by others over time. a new pedestrian link at Dutton Park. major destinations and better consolidate the health and knowledge function of the Broader city building opportunities have The key outcomes to be achieved through precinct. This will better link the precinct and provide improved legibility along the east- been identified for further infrastructure, the Precinct Planning are: west axis. Redevelopment opportunities exist on residual government land parcels post built form or public realm enhancements • Maximise the accessibility benefits construction of BaT to further invigorate the precinct and activate important pedestrian/ that could be delivered by other parties delivered by the BaT infrastructure cyclist pathways. over time. This is part of a wider • Minimise adverse impacts on the urban recognition that BaT is not an isolated Longer term, opportunities exist to enhance pedestrian and cycle connection to the fabric and public realm piece of infrastructure, but rather a city University of Queensland St. Lucia campus to the west. • Maximise development opportunities building project. presented by the new infrastructure Constraints in the Dutton Park precinct include level differences on either side of the railway corridor (east and west) and existing poor connectivity between Boggo Road Urban Village The concept of development opportunities and the PA Hospital. arising from BaT is important. Typically, delivery of such significant and integrated transport infrastructure may stimulate redevelopment and improvements in property values in the vicinity over time due to enhanced transit amenity. The Precinct Planning work seeks to identify what and where these opportunities are and enhance them.

10 BaT project – draft reference design overview report – March 2014 Dutton2 Park Pedestrian desire line PARK ROAD busway & Future pedestrian link Railway Stations BaT tunnel alignment (underground) BaT alignment (at grade) New pedestrian link Future pedestrian link

Boggo New BaT station location 4 Road Jail Eco Sciences Precinct 2 Existing public transport station

2

PA hospital busway 3 Station

1 Buranda busway Station

Dutton Park busway Station 2

5 BaT project and development sites: 1 ‘Stage‘ 1 Pedestrian link (including cycling)

Princess Alexandra 2 Development Opportunity Sites Hospital Supporting public realm and connectivity works: 3 ‘Stage 2’ Pedestrian link integrated with future development 4 Boggo Road Urban Village Master Plan 5 PA Hospital Master Plan

BaT project – draft reference design overview report – March 2014 11 Woolloongabba Station

Vision Station location drivers A mixed-use heart for Woolloongabba Key drivers for the station at that supports a new inner city community Woolloongabba include: Woolloongabba andwoolloongabba a vibrant public realm that enhances • the critical need for transport to support Role and Function Street the Gabba ‘game day’ experience. daily access for future residents, Woolloongabba is an important south eastern gateway to the River and CBD. The future BaT station will provide both an important public transit City building outcomes workers and recreational uses interchange and destination role. It will provide improved direct access to the iconic ‘the Gabba’ sports stadium and underpin the continued • catering for demand driven by events realisation of the precinct’s dynamic mixed use nature. It is envisaged that the precinct will be anchored by the future redevelopment of the • redevelopment of Woolloongabba UDA, at ‘The Gabba’ Queensland Government Go-Print site which is included in the Woolloongabba Priority Development Area. Woolloongabba Central and Kangaroo • the requirement to preserve flexibility Point south for future planning decisions to Core Infrastructure • establish Woolloongabba as a key accommodate residential and Core infrastructure provided by BaT in the Woolloongabba precinct consists of a new station with a ground level interchange connection to the southern intermodal interchange employment growth existing Woolloongabba Bus Station. • support a vibrant sports and events • the need to minimise the land take precinct for transport infrastructure in order to Opportunities and Constraints • enable improved pedestrian access and deliver market-ready surplus land for BaT presents a significant city building opportunity through the redevelopment of the Go Print site by the private sector. Redevelopment is walkability redevelopment anticipated to integrate a vibrant mix of land uses to activate the station and consolidate the ‘heart’ of the Woolloongabba precinct. BaT will also • reinforce role and function of Stanley • opportunities to reconfigure the enhance accessibility through the provision of a seamless ground level interchange with the existing Woolloongabba Bus Station. Over time, Street as an important people street existing road network for public benefit opportunities exist for improvements to pedestrian/cyclist amenity in the precinct by enhancing footpaths along major pedestrian desire lines. and major connection from the southern must be preserved. suburbs to the CBD. The Woolloongabba precinct is challenged by constrained vehicular access to the Go Print site, poor pedestrian amenity along major thoroughfares Station entry locations and high volume traffic movements throughout the precinct, including the South East Freeway. The existing Lands building and dental hospital Key destinations and uses may delay primary development potential on the eastern part of the site. There is one entry point for the new activity areas station at Woolloongabba to enable The two existing major attractions to effective crowd management for major Woolloongabba that generate activity in sporting events and effectively serve the the area are the Brisbane Cricket Ground, local catchment. ‘the Gabba’ and the Mater Hospital. The entry is positioned in close proximity Stanley St The Gabba is a major sports stadium to the existing Woolloongabba busway Ground Level Vulture St hosting predominantly football and station. The level of the new BaT station Basement 1 cricket matches, with a maximum Existing Busway entry and the existing busway station is Basement 2 spectator capacity of 42,000 people. very similar. The entry will be highly Basement 3 MID LANDING The Gabba is conveniently located a short visible from Stanley Street and the Basement 4 walking distance from the busway station structure planning for the urban which is utilised by spectators on development area will preserve direct line Concourse match days. of sight between the station and the The Mater Hospital precinct is a cluster of stadium to ensure ease of navigation. Bus Platform Level six hospitals, with approximately 6,000 The position of the station in relation to staff providing care for up to 500,000 the Gabba, will ensure effective dispersal Rail Platform Level people per year. This hospital precinct is of crowds during events and provide serviced also by the Mater Hill Busway better station access. Station.

12 BaT project – draft reference design overview report – March 2014 woolloongabba Street Pedestrian desire line Future pedestrian link BaT tunnel alignment (underground) Woolloongabba Priority Development Area Balance of Woolloongabba Priority Development Area

6 New BaT station location 2 Existing public transport station 6

2 2 WoolloonGabba BaT Station

2 1 5 The Gabba 4 3 WoolloonGabba Busway Station

BaT project and development sites: 1 Station plaza and interchange with existing Woolloongabba Bus Station 2 Development Opportunity Sites Supporting public realm and connectivity works: 3 Potential pedestrian connection over existing Busway to Stanley Street 4 Potential enhanced pedestrian connection to the Mater Hospital 5 Pedestrian plaza and event space 6 Development Opportunity Sites (balance of Woolloongabba Priority Development Area)

BaT project – draft reference design overview report – March 2014 13 George Street

Vision The northern portion of George Street can be considered to have a higher A truly central station and forecourt concentration of destinations and uses, George Street providing a focus and identity for the and therefore activity, while the southern southern CBD as an active, mixed-use Role and Function Georgeextremities of George Street are adjoined Street quarter. by predominantly high density residential The George Street precinct forms the southern extent of the CBD containing important administrative and government functions. The Queens City building outcomes uses resulting in lower levels of street Wharf Brisbane project, being led by the Department of Infrastructure and Planning (DSDIP) is currently underway and will involve a private sector activity. proponent delivering a high quality integrated resort development containing a range of mixed uses. George Street has an important role as a major • establish a truly central station that pedestrian thoroughfare to key civic places (Parliament House) and the City Botanic Gardens and educational (QUT) uses. addresses the public transport shortage Station location drivers in the southern CBD Core Infrastructure The key drivers for George Street: • create a new public space at the heart of Core infrastructure provided by BaT in the George Street precinct consists of a new station with potential provision for integration with the Queens • truly central location providing the CBD south. Wharf Brisbane development at the ground and sub-surface levels. George Street station sits on the fringe of the QWB development and provides improved access to QUT and the retail, • promote a more legible structure for the immediate access to the new development sites. CBD with improved connections. government and new Queen’s Wharf • facilitate the ongoing renewal and Brisbane precinct. Opportunities and Constraints intensification of the CBD and • significant renewal and regeneration opportunity sites. opportunities exist in the lower George BaT will provide significantly improved public transport access to the precinct which is currently isolated from any significant transport infrastructure. Street areas. There are significant heritage sites along George Street which represent an opportunity to be celebrated in redevelopment. Key destinations and Station entry locations Constraints in the George Street precinct include steep slopes along Margaret, Mary and Charlotte Streets up to George Street, narrow footpaths activity areas despite high pedestrian volumes along George Street and the protection of heritage sites. George Street has close proximity to a The key focus for the station entry will be diverse mix of key CBD destinations and George and Mary Street intersections. activity areas, including the Queen Street Mary Street provides the north/south axis Mall retail precinct, employment connection from the Queen’s Wharf destinations and tertiary education precinct down to the financial precinct. destinations, most notably the QUT George Street links the education and Gardens Point Campus. government precincts to the retail precinct. In addition, government and Ground Level administrative uses are concentrated at lower George Street, lying parallel to Upper Landing lower George Street. Basement 2 Mid Landing

Basement 4 Lower Landing

CONCOURSE

Bus Platform Level Rail Platform Level

14 BaT project – draft reference design overview report – March 2014 Queen Street Busway George StreetStation Pedestrian desire line

2 Future pedestrian link Queens Wharf Brisbane Project

New BaT station location

George Street Existing public transport station

GEORGE Street BaT Station 1

3

QUT GARDENS POINT CAMPUS BaT project and development sites: 1 Development Opportunity Site Supporting public realm and connectivity works: 2 Potential enhanced Mary Street pedestrian connector 3 Queens Wharf Brisbane Project

BaT project – draft reference design overview report – March 2014 15 Roma Street

Vision Key destinations and Station location drivers Station entry locations Station design South East Queensland’s primary activity areas Key drivers for selecting the Roma Street The entry integrates directly with the Roma Street Station is a single span transport interchange. The Brisbane Short term backpacker accommodation is location include: existing underground concourse to cavern incorporating side platforms. The CBD’sR western gateway and future omaprominent towards the north-west end of • the need to integrate BaT with a CBD connect with existing surface rail and cavern is approximatelyS 25m deep from treet expansion zone connecting the hillside Roma Street. Roma Street also serves as railway station for network integration busway networks, and interchange with surface to platform level and oriented to to the river and the city’s great people a focal point for legal and judicial activity, • the need for BaT to integrate with a CBD regional and interstate bus and rail avoid sub-surface obstructions and allow streets. with the presence of the supreme, district busway station to facilitate intermodal platforms. The extension at the existing the running tunnels to achieve suitable subway will connect to a new entrance at operational radii. City building outcomes and magistrates courts, and the transfer and an integrated transport Queensland Police headquarters. network for the city and region the boulevard/boardwalk level and thus The alignment of Roma Street Station has • establish a regional transport • the desire for BaT to integrate with through to Roma Street parkland. been dictated by the requirement to link interchange for all local, city wide, The northern perimeter of the Roma the regional rail and bus network that with George Street Station and the regional and interstate public transport Street area is bordered by several Essential works is currently accessed at Roma Street Northern portal in Victoria Park. This • reinforce the western gateway to the important entertainment precincts, Station The essential precinct and streetscape results in a skewed station orientation in CBD and improve urban quality including ‘The Barracks’, Caxton Street • Roma Street Station has more rail works identified to support the new BaT relation to the existing Roma Street • reconnect the river to Spring Hill and the and the Normanby Hotel. ‘The Barracks’ capacity than Central Station and is infrastructure in this location include: platforms. The rail platforms of the new Tower Mill and Caxton Street also serve as important therefore a more effective connection underground station will effectively • protect long term renewal and CBD destinations both before and after events • improving and potentially widening point. become platforms 11 and 12 of the expansion opportunities associated with held at nearby Suncorp Stadium. footpaths on the northern side of integrated Roma Street rail station. the Roma Street Rail Yard and Transit BaT will reinforce the transport amenity of Key destinations and activities along Roma Street Centre. the area and underpin further renewal Roma Street can be considered to be • improving street crossing opportunities The station has an entry into the existing opportunities including the immediate employment based, with high density from the CBD across Roma Street to Roma Street station subway that connects station surrounds, the Transit Centre and commercial and residential buildings address pedestrian safety risks to all the existing operational Roma Street longer term opportunities associated with dominating land use. These have a • reconfiguring the Roma Street and surface platforms, the Inner Northern the rail yards. variety of service and amenity retail at George Street intersection to provide Busway Station at Roma Street and Roma street level. enhanced pedestrian capacity and to Street Parkland. A re-configuration at the improve pedestrian safety Spring Hill end of the subway will create a • reconfiguring Parkland Boulevard to new improved connection to the city enable the delivery of the southern BaT centre. entry and public plaza. Emergency egress from the station is through the central shaft to the surface.

Parkland Blvd Roadway KissnRide Carparking

Subway Plant Plant

Concourse

Bus Platform Level Rail Platform Level

16 BaT project – draft reference design overview report – March 2014 2

Roma Street 2 Roma StreetRole and Function Pedestrian desire line Roma Street acts as Brisbane’s principal public transport interchange for local, Future pedestrian link regional and interstate bus and rail. It is BaT tunnel alignment (underground) Roma Street also a major city fringe location and ‘green parkland western gateway’ into the CBD, being framed New BaT station location by Roma Street Parkland. It is a key location 6 for longer term growth and renewal and is Existing public transport station already activated by major residential, retail recreational opportunities and commercial development with links to the river and schools. 5 Core Infrastructure 2 Core infrastructure provided by BaT in the 1 9 Roma Street precinct consists of a new station 2 with a connection to Parklands Boulevard, in Roma Street Parkland. Roma Street BaT Victoria Station Opportunities and Constraints Barracks 3 6 Perhaps the greatest immediate opportunity Roma Street is the creation of a ‘new front door’ to the Railway Station public transport functions at Roma Street 7 and significantly strengthened connection to Spring Hill. The location of the BaT station Roma Street 4 will also better integrate passengers with the BaT project and development sites: Busway Station beautiful and vibrant Roma Street Parklands, 1 New parkland station plaza reinforcing it as a key inner city recreational 2 Development Opportunity Site asset. Longer term, there are opportunities for connections across existing transport 3 Potential future air space development over 8 railway infrastructure infrastructure to connect with the Barracks/ 2 Caxton Street area and renewal opportunities Supporting public realm and connectivity works: that compliment the mixed use nature of the precinct. 4 Albert Street connection between CBD and the Roma Street Parkland The Roma Street precinct is challenged by 5 Longer term pedestrian link to Petrie Terrace constraints such as electrified rail corridor, topography, existing primary road access 6 Improved connectivity to Spring Hill routes with heavy vehicle traffic flows at 7 Existing Roma Street train station subway peak times obstructing major road junctions 8 Potential connection to Magistrates Court such as the intersection of George, Roma and Hershel Streets and an existing lack of 9 Potential pedestrian connection to Albert and amenity, legibility, and way-finding cues to Wickham Streets the station entrance points.

BaT project – draft reference design overview report – March 2014 17 3

Pedestrian desire line Victoria Park victoriaBaT tunnel alignment (underground) Role and Function park BaT alignment (at grade) The Victoria Park precinct is a regionally significant open Reinstated pedestrian link space utilised for active and passive recreation. It forms (on Victoria Park plan) an important green break in the urban form between the 1 CBD fringe and the northern suburbs and has an important Existing public transport station history to Brisbane. The precinct also contains major existing transport infrastructure including the Inner City Bypass, Opportunity for post-construction recreational the Northern Busway and Legacy Way (currently under uses construction) The northern tunnel portal of BaT will be located 2 on the northern edge of Victoria Park. y Bypass

BaT project and development sites: Core Infrastructure Core infrastructure provided by BaT in the Victoria Park 1 Reinstate parkland and pathways Inner Cit Centenary precinct consists of the northern tunnel portal, bus layover 2 Retention of significant vegetation yorks Pool facilities and connection to existing bus and rail networks. 3 Bus layover infrastructure hollow 4 Opportunities and Constraints Supporting public realm and connectivity works: 5 There are opportunities to reinvigorate the role and function of 4 Victoria Park enhancements Victoria Park post construction of the northern portal. There 5 Existing land bridge may be potential for reinstatement of parkland functions through formal and informal recreation opportunities as well 6 Potential to enhance gateways into as celebration of the Park’s important heritage. Victoria Park Constraints in the Victoria Park precinct include topography 6 as the Park slopes north towards the Inner City Bypass, and reduced visibility of pedestrian connections from Spring Hill.

4

18 BaT project – draft reference design overview report – March 2014 Corridor Implementation Planning Framework Partnerships The Precinct Planning has focussed on BaT will set the foundations for a more There is a strong existing framework of TMR is working hard with Brisbane the following precincts: sustainable growth pattern for the planning and policy initiatives that support City Council and major state agency victoria park• Dutton Park – tunnel portal corridor. Three key time horizons are major projects like BaT and champion and other stakeholders to ensure that • Woolloongabba – new station recognised for the realisation of change integrated land use and transport planning BaT is supported by Precinct Planning • George Street – new station* that may occur as a result of the project. objectives relating to growth management recommendations that are relevant, • Roma Street – new station They reflect the immediate and realistic and harnessing economic and social realistic and in the best interest of our city. • Victoria Park – tunnel portal. sphere of influence of the project, while opportunities. This existing framework Government stakeholders that have been recognising the opportunity for change includes: consulted to date on the Precinct Planning The Precinct Plans focus on the primary over the longer term which will be subject exercise includes: catchment around each station/zone to the activities of a range of players • Our Cities, Our Future: A National Urban around each portal. This catchment/zone including the market. Policy for a productive, sustainable and • Brisbane City Council (project partner) is about an 800m radius or a 10 minute liveable future – Australian Government • Projects Queensland (project partner) walk from the station. Particular focus 1st wave (Immediate) • State Planning Policy – Queensland • Department of State Development, has been placed on key parcels owned Deliver BaT as a catalyst to address Government Infrastructure and Planning by government within the catchments/ existing and forecast public transport • Transport Coordination and Delivery • Department of Housing and Public zones. These sites potentially represent capacity constraints. Residual government Plan – Queensland Government Works opportunities for urban renewal outcomes land around stations no longer required • Brisbane’s Draft New City Plan – • The Queensland Government Architect to activate the precincts. post construction will be delivered to the Brisbane City Council • Department of Education, Training and • Neighbourhood Plans/Urban Renewal – Employment *For the purposes of Precinct Planning, the George market to commence the renewal process, led by the private sector and guided by the Brisbane City Council Street Precinct encompasses the broader CBD area Over the coming months, the Precinct surrounding DSDIP’s Queens Wharf Brisbane project. existing planning framework. • Master Planning for key locations such For clarity, this work is limited to external connections as City Centre and Albert Street – Planning work will continue to be refined, to DSDIP’s Queens Wharf Brisbane Project and does 2nd wave (Medium term) Brisbane City Council particularly through the community not contemplate recommendations for outcomes consultation process and ongoing Maximise opportunities for ongoing within that defined area. Rather, this work is being This Precinct Planning exercise responds engagement with major government development around stations, guided led by DSDIP. to this board planning and policy context stakeholders. by updated neighbourhood planning and relies on it to steer city building initiatives that support transit oriented outcomes and renewal over time development and marketed ‘value adding’ post-delivery of BaT urban design outcomes over time.

3rd wave (Longer term) Over the longer term, wider renewal activity is expected to occur. Better access to employment, a stronger economy, higher quality connections between inner city precincts and opportunities for sustainable travel will help to position the city and region for a more prosperous, liveable and sustainable future.

BaT project – draft reference design overview report – March 2014 19 Geology and tunnelling

At this stage, geotechnical site investigations The tunnel will be constructed primarily by Above left and middle: are being carried out at the following general tunnel boring machine (TBM), with pre-cast Geotechnical investigations locations: concrete segmental linings erected directly Top: Roadheader construction • drilling and testing in the Brisbane River at behind a mechanised shield. The design recommends one tunnel boring machine that Left: Geotechnical the proposed river crossing investigations • drilling and testing in the vicinity of will run from the southern to the northern end each station of the alignment. • drilling and testing for the southern and The standard tunnel configuration consists of a northern portals and surface connection double-decked configuration with buses on the areas. top and trains on the bottom. The bottom section is divided by a central structural wall The remainder of the geological information which supports the busway above. With this has been obtained from a variety of existing configuration, there is no need for the typical records and together will be used to form a cross-passages required in a more traditional geological model of the BaT corridor. twin tunnel setup. The BaT alignment has been designed to A particular challenge with the tunnel maintain the majority of the running tunnels construction is passing beneath the Brisbane in rock. River. The depth of the river crossing has been Results to date suggest rock quality is ideal for based on a desk-top analysis, seismic river tunnelling and includes very hard rock types survey river bank and river channel borehole such as Neranleigh-Fernvale beds, one of the information, and will suit a conventional tunnel rock types the Clem 7 and Legacy Way tunnels boring machine operation. Approximately 8m have encountered, and Aspley Formation. of rock cover can be achieved with the current vertical alignment.

20 BaT project – draft reference design overview report – March 2014 Southern Woolloongabba Kangaroo George Street Roma Street Spring Hill Northern portal Station Point Cliffs Station Station portal

55m below Typical geological conditions river level

BaT project – draft reference design overview report – March 2014 21 Volumetric and development Volumetric resumptions The resumptions around the proposed cut allowances Tunnels and caverns rely on a pillar or and cover shafts are required to secure rights to install permanent anchors at, for BaT involves the construction of arch of rock for support because the tunnel linings are attached to the example, Roma Street, under the underground stations and tunnels in Queensland Rail corridor. cut and cover, caverns, mined surrounding natural materials. excavations and machine-driven The ground surrounding the tunnel Some temporary anchors are also tunnels. The rail corridor, and the openings will be protected by volumetric required. These blocks of underground eventual operating busway and resumption from development activity strata could be handed back to the railway, will be protected via affecting the integrity of BaT. affected properties post-construction. volumetric resumptions around The running tunnels require a volumetric Recognising the potential for the project tunnels and caverns and alongside resumption of 10m, to ensure an to generate city-forming developments cut and cover shafts. adequate rock pillar between the tunnels around sections of BaT, the reference The reference design has allowance and any future structure. This is standard design incorporates the following for loads associated with: practice at this stage of project allowances for future developments development. alongside or over George Street Station, • existing buildings, structures and and near Woolloongabba Station: utilities in the vicinity of the railway For station caverns, a volumetric • proposed developments at the resumption of 10-12m around the outer • loads associated with nominal Woolloongabba Station curve of the arch is required, which is 80-storey buildings, founded into rock • aspirations for future development approximately half the diameter of the up to current cadastral boundaries alongside and above the corridor. cavern. This makes allowance for the • basement excavations to the same required dimension of the rock arch depth as the adjacent BaT works These allowances will continue to supporting the ground above. down to, and alongside, the proposed form part of the framework for resumption boundaries. further development of the design.

Volumetric typical illustration of the tunnel

22 BaT project – draft reference design overview report – March 2014 Volumetric resumption principles

BaT project – draft reference design overview report – March 2014 23 Structural design

Impression of a station showing platform screen doors

Aside from the stations themselves, Minimising costs was one of the main Underground stations Northern Busway Connection Northern portal and dive structure BaT includes numerous other major drivers in determining the most The main structural forms are a large The BaT Busway crosses the rail corridor The northern portal is located along the structures. appropriate structural solutions for the central vertical shaft the will connect the and Inner City Bypass with a viaduct that northern edge of Victoria Park, near the project. Principles used to minimise cost Rail buildings mined caverns. extends to the junction with the Northern Inner City Bypass land bridge. include: Busway. • a traction feeder station near the Mined caverns have been used for all the The busway extends beside the rail • optimising the alignment to favour northern portal in Victoria Park stations as there is sufficient good Southern Busway Connection corridor then crosses over the existing rail more economical structural and civil quality rock above the cavern to form a and Inner City Bypass corridor. • a traction feeder station near the The busway connection to the Eastern arrangements rock arch. The surface impacts from an southern portal near Park Road Station Busway uses the existing busway The surrounding landscaping is reinstated • maximising off-line works to reduce open excavation in these areas are underpass under the rail corridor near to fit with the existing park setting at Tunnel structures dependency on rail possession works considered to be unacceptable. • using industry standard construction Park Road station with some completion. • a southern portal and dive structure Internal slabs in the central shafts have methods modifications. Southern portal and dive structure • a northern portal and dive structure • simple staging, supporting higher been used as permanent struts for the The dive structure starts as open cut with production rates walls wherever possible. slope stabilisation such as soil nailing • providing adequate construction work and shotcrete. As the depth increases areas to maximise production rates struts are added to the top of the trough • minimising land resumption walls before becoming a cut and cover • using readily available building structure with a full roof slab. materials • incorporating temporary shoring into The busway exits the portal and comes to permanent works where possible. the existing underpass under the rail.

24 BaT project – draft reference design overview report – March 2014 Project systems and operations

Rail systems cover three main areas: Overhead line electrification Stations will be operational up to 20 hours a day and • traction power distribution The surface overhead wiring system consists seven days a week for the public. The stations will be • overhead line electrification of two components – surface works and tunnel accessible 24 hours a day, seven days a week for • signalling and telecommunications. works. operational and maintenance staff.

Construction and commissioning testing The surface works are conventional 25kV, AC Station Maintenance plans are critical to the strategy for system with overhead masts and catenary BaT services will be operated by a single entity implementation of this project and will be support system similar to the existing covering bus, rail and communal areas of the developed further as the design progresses. Queensland Rail system. All surface passenger stations. New operational procedures will be tracks are electrified however surface tracks that developed to manage the underground stations. A new signalling and train control system only carry freight are not. based on the European Train Control System Maintenance will be carried out on an ongoing basis has been incorporated for the underground In the tunnel section, the overhead wiring and specific design requirements have been sections of the BaT. This system enables the system consists of a solid conductor (supported incorporated, including: by special fixings to the tunnel roof) as this new trains to operate efficiently at close • provision for cleaning and maintenance of finishes provides advantages for operations and headways and to interface with the in public areas maintenance, with reduced outages on the automated platform screen doors at all • access to equipment and service facilities for network. underground stations. The new BaT control maintenance and replacement centre is likely to be integrated with a new Signalling and telecommunications • station staff facilities are located adjacent to the train control facility being assessed by The signalling infrastructure consists of new ticket gates to allow staff access to both paid and Queensland Rail at their main yard facilities. line-side signalling works to suit the new surface unpaid areas With the additional train traffic and track arrangements • public toilets are provided within the paid concourse movements, the demand on the traction • cleaning equipment, refuse and maintenance stores The second element of the signalling network is power increases and additional feeder are located at plant level (separate lift access is to within the tunnels, where a new automatic train stations and track section cabins are required be determined) protection system forms part of the scope of to bolster the delivery of power to the • the width of each area allows access to all materials work, incorporating the latest advances in suburban network and tunnels. and finishes for cleaning and maintenance and signalling applications being applied in Europe. replacement using conventional access equipment Traction power distribution The construction, testing and commissioning such as scissor lifts, wall mounted access rails, and New 25kV feeder stations will be required for strategies will be developed further during the cleaning cradles the project: detailed design to ensure effective continuation • lifts are sized and load-rated to accommodate cleaning and maintenance access equipment • near the northern portal in Victoria Park of existing operations during implementation of • plant areas can be accessed from ground level • near the Sourthern portal at Dutton Park the project. via the emergency access stairs (in cut and cover A train communication system has been allowed stations, plant rooms can also be accessed from the These feeder stations provide the additional for throughout the tunnel, station and above concourse level) power required for the BaT traction power ground network to facilitate train operations • plant rooms are provided with access hatches system and are connected to adjacent under all conditions. Energex main supply points. The new traction (3m x 3m) at each end of the station to permit the power supply feeds through the tunnel Train control removal of large plant items by cranes located at system and has an independent supply in the Modifications will be required to the existing ground level. event of a localised power failure. Queensland Rail Train Control Centre to Parking facilities are not provided for short term accommodate this substantial network upgrade. access of maintenance vehicles within the BaT station This may involve a new enlarged control facility. precinct and it is envisioned this will be provided in designated maintenance areas in consultation and agreement with Brisbane City Council.

BaT project – draft reference design overview report – March 2014 25 Bus systems

“Metropolitan rail networks provide impetus for urban revitalisation and growth. Targeted investment in these networks will help transform our cities by providing real support for sustainable urban development along major transport corridors as our cities continue to grow.” Commonwealth Government (National Infrastructure Priorities)

“Most of our main cities are now at the size where it is simply impossible to rely solely on private motor vehicles for commuting journeys... comprehensive public transport networks are essential for the long term success of Australia’s cities.” Infrastructure Australia

26 BaT project – draft reference design overview report – March 2014 Bus systems allow for: Bus control Real time passenger Information • Bus tracking The unique operating environment within Within the stations passengers will not • Bus control the tunnel and its stations will require be able to visually observe approaching • Infrastructure operations new operational rules and practices for buses. The underground platforms will • Real-time passenger information headway management, station entry and likely attract high passenger volumes • Fare management exit (for buses), and passenger loading. with up to eight buses arriving almost • Bus layover. simultaneously at George Street. Implementation of the bus tracking system The BaT will require improvements to will deliver significant improvements Reliable real-time information signage current network infrastructure, control to the ability of operators and Busway will enable passengers to pre-organise systems and operational practices. Operations Control to dynamically manage themselves for the arrival of their bus, These changes will need to be carefully the network. identifying the correct stopping position sequenced and implemented to minimise and passenger screen doors for boarding. disruption to passenger services on the This, in turn will generate the need for Audio announcements would be existing network. changes to the way the network and continuous and confusing. fleets are currently managed, including Rigorous pre-commissioning testing new communication structures, Concise, clear and reliable visual will be required to ensure safe and intervention technologies and protocols, communication that can be intuitively orderly transitions to new infrastructure, and performance reporting. understood by the majority of passengers systems and practices. The performance without the need for additional assistance specifications for these tests will be Infrastructure operations will be essential. developed further as design progresses. The operation of bus tunnel infrastructure Bus layover and holding Bus tracking requires a range of environmental (air quality, lighting, etc.), bus operations, The provision of layover and holding bays Accurate bus tracking is a fundamental platform operations, surveillance, station directly on bus priority infrastructure requirement for effective operation of the management and incident management allows efficient management of our CBD bus component of the tunnel. It will allow monitoring and control systems. focussed network. Layovers minimise the safe and efficient operations, in particular, need to dead-run buses to depots or other enabling real-time headway management The underground bus tunnel will need layovers for meal and inter-run breaks, and arrivals information for passengers. to be fully integrated with Busway reducing running costs and allowing more Operations Control, currently located efficient use of the fleet. A new, GPS-based system for tracking within the Brisbane Metropolitan Traffic buses across the network will allow Control Centre. Holding bays allow for very short-term operators and TransLink to accurately pausing of buses, positioning them to track the location of each bus on the This will require expansion of monitoring commence a run exactly on-time. network. GPS and 3G repeaters will be and control capacity, and potentially provided through the tunnel to ensure the integration of new monitoring Layover and holding bays, accompanied by continuous coverage and integration communications and management bus turnarounds, will be provided near the within the bus tunnel. systems (headway detection, signalling, northern and southern portals of the bus ventilation, platform screen doors, etc.). tunnel.

BaT project – draft reference design overview report – March 2014 27 Fire and life safety

Emergency management plans for BaT Emergency service access points to the will integrate the responses of the stations have been discussed with the owners and operators of the rail and emergency service authorities and will bus infrastructure, rollingstock, rail be allowed for at stations. track and passenger services, with For the purposes of design, fires are those of the station managers and classified by location and/or fuel types: local emergency response agencies. • station - fire in a back-of-house area, The fundamental aims of the fire and an escalator or elevator pit, on a life safety strategy are to: platform, on a concourse, under a • provide life safety for the public, vehicle, on top of a vehicle, in a vehicle rail staff and emergency services • tunnel – fire under a vehicle, on top of a in accordance with community vehicle, in a vehicle, equipment room/ expectations by making the risks as niche fire, trackway debris fire. low as reasonably practicable • provide a reasonable level of The fire and life safety design of the protection of property and assets system requires consideration of design while maximising continuity of incidents and the following scenarios operations have been considered: • minimise impact on the immediate • 30MW fully involved bus fire environment. • 15 MW fully involved train fire (at a station platform and in a tunnel) – The provision for fire and life safety assuming a mix of new and modern includes a tunnel and ventilation existing rollingstock system that allows for normal • 5MW undercar fire (at a station and in operations as well as emergency fire a tunnel) conditions. The system has been • 1MW trackway fire designed to cope with a train fire of • 350kW platform or concourse fire. 15MW based on benchmarking other regional and world systems. The The largest fuel loads and most likely busway tunnel section has been ignition sites are the vehicles in the designed to cope with a bus fire of tunnel system. Consequently, 30MW. rollingstock design (both bus and rail) is The tunnel and station ventilation is fundamental to the fire safety risk of the serviced from major ventilation plant entire running rail network because it contained in or adjacent to all impacts the ability for passengers and stations. The design has managed to crew to escape safely and emergency avoid the need for ventilation jet fans responders to access any incident site. within the tunnel system. The project design team consulted with Queensland Rail to ensure acceptable Station and tunnel ventilation equipment fire and life safety considerations for future rolling stock specifications. Brisbane transport and TransLink have been consulted in terms of the proposed future bus vehicle.

28 BaT project – draft reference design overview report – March 2014 Overview of construction works

The BaT project reference design Surface works include: These are based on: To provide sufficient space for includes both major surface and • demolishing/removal of existing • inferred geological profiles construction activities, major tunnel underground works. buildings and industrial infrastructure • preferred horizontal and vertical construction sites have been planned at Surface works at the northern and • widening existing rail corridor rail alignment Dutton Park, for the Southern Portal and southern portal intersect the existing boundaries • depth at each station location the northern portal in Victoria Park. Queensland Rail operational network • altering road, pedestrian and public • specific local constraints The stations are projects in their own which means there will be some complex utility plants • proposed construction methodology. right, and a significant footprint will be urban brown-field rail construction. • constructing new busway bridges and required for these in their final state as All running tunnels and station caverns As with all detailed brown-field works, pedestrian connections well as during construction. • introducing new rail infrastructure have been arranged to lie below the detailed planning will be required to inferred rock-head levels, making initial A number of factors have driven the enable Queensland Rail to programme • significantly altering existing rail strategy for the tunnel and station infrastructure. excavations self-supporting. This means many of the extended shutdowns for the the spaces required can be formed construction, including: project. To minimise the impact on the existing economically using a combination of • delivering the project in a cost Queensland Rail have a possessions and future rail network’s operational TBM and mined solutions. effective manner programme for the entire South East capacity, delivery of surface works will be Station caverns can be drained structures • shortening the construction program Queensland rail network, the Project will staged into manageable, safe and reliable and TBM tunnels undrained. where possible, but not where it may utilise most of these possession periods increments that are acceptable to the Rail adversely affect the overall costs during the peak years of construction. Manager and subject to the Rail Some stations, station entries, and plant • minimising land-requirements Manager’s corridor safety requirements. space require shafts and cut-and-cover • minimising disruption to existing road elements which have been arranged as and rail traffic, or businesses The underground sections of the project, reinforced concrete structures, from the Park Road southern portal to the • minimising construction risks, predominantly cast insitu, but with particularly those associated with Victoria Park northern portal, are complex specific pre-cast elements. and many different structural forms have potential third-party impacts been proposed. Perimeter walls will extend to rock, with • minimising environmental impacts excavations continuing below as vertical • making reasonable allowance for future rock cuts to depth. The majority of piled developments above and along the walls will be drained, reinforced concrete corridor. piles, with shotcrete or precast concrete facing. Full groundwater cut-off to rock has been provided at specific locations to deal with anticipated groundwater risks.

BaT project – draft reference design overview report – March 2014 29 Southern Portal

Element Form Proposed Construction Technique(s)

Dutton Park Station • Trackwork and signal box relocations • Work on and adjacent to existing lines is undertaken during rail possessions • Relocation of existing rail maintenance facilities on east side of tracks • (Station is closed following completion of the PA Hospital to Boggo Road pedestrian link tunnel)

Southern busway connection, dive structure • Rail Dive structure immediately east of existing • Dive structure will be cast in situ concrete structures constructed in temporary excavation and southern portal Boggo Road Bus Station. supported by soil nail or piled wall. • Cut and cover tunnel for new rail ramp under existing • Ramp tunnels within the rail corridor will be constructed by mined or cut and cover technique. tracks. • Busway ramps and the bus and rail tunnel leading to the TBM portal will be constructed by cut • Ramps for busway tunnel connection to existing and cover method. tunnel. • The initial 150m of TBM tunnel with shallow cover under the Park Road rail tracks will have • Precast box tunnel for cyclists and pedestrians pre-support in the crown installed by mined top heading. between PA Hospital bikeway and Boggo Road • The pedestrian and cycleway tunnel will be precast concrete boxes excavated below the existing busway station. tracks. • Cuttings will be faced with shotcrete, or rock batters. • Contaminated spoils from the rail corridor site to be managed.

Northern Portal

Element Form Proposed Construction Technique(s)

Northern Portal and rail, busway • Located in Victoria Park, immediately north of • Construction access to portal site is initially from Gregory Terrace, then moved to Bowen Bridge connections Gregory Terrace. Road or Gilchrist Avenue via the busway link road • Dive structure is 190m long x 12m wide with depth of • Construction will require relocation of pedestrian and cycleway paths through the parklands, 7m transitioning to the surface. and to the Victoria Park Landbridge. • Approximately 290m of cut and cover tunnel • The dive structure will be piled, partly roofed, and backfilled. between the TBM portal and dive structure. • The rail connections will involve removal of existing sidings, relocation of some tracks. • Surface trackwork is required between the dive • Some trackwork can only be undertaken during rail possessions. structure and Exhibition Station. • No critical buried services have been identified. • The busway connecting roads from the Land Bridge • Contaminated spoils from the rail corridor site to be managed. to the existing Inner Northern Busway at the RBWH total approx. 650m long , with a bridge over the rail corridor and the ICB near the Gilchrist Avenue Bus Station. • A bus lay-by facility is provided north of the Centennary Pool • Reinstate park after cut and cover section are complete

30 BaT project – draft reference design overview report – March 2014 Tunnel

Element Form Proposed Construction Technique(s)

Tunnel - generally • Single TBM tunnel, 15m excavated diameter, lined • Overall tunnel length between bus portals is approximately 5,400 metres and overall tunnel with precast concrete segments length between rail portals is approximately 5,700 metres. • Busway in upper half of tunnel, with barriers, • The total length of bored tunnelling by TBM is approximately 5,100 metres. emergency passageway, services, ventilation, • Tunnelling is primarily through good quality rock. smoke duct, and lighting • Expected progress rates 60 – 120m per week. • Rail tracks in lower half, with walkways, central • TBM is serviced from within large sheds at Boggo Road, and behind PA Hospital. dividing wall, overhead line equipment, signalling, • The tunnel is lined with precast concrete segments, to make ‘rings’ 2.0m long. Each segment is and emergency lighting and communications approx. 4.8m long and 500mm thick, and weigh 12t. There are 9 segments plus a key for each ring. • Tunnel is fitted out with rail invert and dividing wall, busway deck and smoke duct slab as TBM progresses. • Rail and busway track, pavement, walkways, barriers, overhead lines, signals, lighting, communications installed after completion of the TBM drive • Tunnelling expected to commence in mid 2017, and be completed in mid 2019.

from Southern Portal to Woolloongabba • 1050m • Stratum expected to be Aspley Formation and Brisbane Tuff, of medium – very high strength. Station • Crosses under the South east Freeway at Hawthorne Street

Woolloongabba Station to George Street • 1440m • Stratum expected to be Neranleigh Fernvale Beds and Brisbane Tuff, of medium – very high Station • Crosses under Brisbane River between Paton Street strength. and the Botanic Gardens. • Sump structure to be constructed at the low point of the alignment, under the Brisbane River • At lowest point, rail level is 50m below datum, the tunnel has a minimum 8m clearance to the river bed

George Street Station to Roma Street Station • 1240m • Stratum expected to be Neranleigh Fernvale Beds of medium – high strength. • Runs under George Street to Herschel Street, then under Roma Street Transit Centre. • Rail level generally 40m below street level

Roma Street Station to North Portal • 840m • Stratum expected to be Neranleigh Fernvale Beds of medium – high strength. • Crosses under Roma Street Parklands, Leichardt Street and Gregory Terrace. • Rail level is 50m below Leichardt Street

BaT project – draft reference design overview report – March 2014 31 Stations

Element Form Proposed Construction Technique(s)

Stations - generally • Constructed from within rectangular piled box • Box will be contiguous concrete or steel soldier piles, internally braced, excavated top down. • Rail and bus platforms extend 170m north and south • Temporary traffic decking are provided to maintain road traffic, and construction access above in mined cavern 30m wide x 20m deep the shaft. • Mined cavern will be constructed by roadheader or drill and blast, with a series of headings and benches. • At the bottom of the cavern, a concrete trough or steel rails will be installed to allow the TBM to “walk” through. • The station vertical layout will allow some internal structure and fit-out to proceed independent of the TBM progress. • After the TBM has “walked through”, the remaining internal station structures – generally in-situ concrete, but utilising precast elements where possible – will proceed, bottom up. • Stations are then fitted out with escalators and lifts, ventilation and hydraulic plant, power, lighting, communications, ticketing and information facilities. • Station entrance structures and approaches are designed and constructed to enhance the Urban environment. Architectural fit-out will therefore require coordination of many different trades and suppliers

Woolloongabba Station • Located in Go-Print site, immediately north of • The station construction site has direct access from South East Freeway via exit ramp at Stanley Street. Vulture Street. Vehicle leaving the site can re-enter South East Freeway through on-ramp at • Station box is 57m long x 53m wide x 43m deep. Stanley Street. • Rail platform level is generally 38m below ground • Construction should not have any major effects on traffic in surrounding streets. level • No major services requiring relocation have been identified. • Bus platform level is generally 33m below ground • Potential contaminated site due to land use history of the site. level • Shaft and caverns excavations are expected to encounter rocks of Neranleigh-Fernvale Beds in the south of the site, Brisbane Tuff in north, paleo-channel and weathering to depth in the central section of the site. • Shaft excavation by excavator and ripper for top section of the shaft in soil and weak rock. Subsequent excavation in rock below using rock-breaker or drill and blast. • Cavern excavation to be carried out by partial top-headings using roadheader; install rock bolts and shotcrete as the excavation proceeds. Spiling and lattice girders; face dowels in poor ground.

32 BaT project – draft reference design overview report – March 2014 Stations

Element Form Proposed Construction Technique(s)

George Street Station • Station box is 57m long x 55m wide x 53m deep. • Construction will require traffic management for piling and traffic decking works to be installed • Rail platform level is approximately 49m below within traffic lanes. This may include temporary closures of George and Mary Street. ground level. • The site currently contains a number of electrical and communications services, these will have • Bus platform level is 44m below ground level. to be relocated before excavation commences. • The George Street Station excavation is expected to encounter Neranleigh Fernvale Beds with rock head level at approximately 8m below ground surface. • Shaft excavation by excavator and ripping for top section of the shaft in soil and weak rock. Subsequent excavation in rock below using rock-breaker or drill and blast. • Cavern excavation to be carried out by partial top-headings using roadheader; install rock bolts and shotcrete as the excavation proceeds. Spiling and lattice girders; face dowels in poor ground.

Roma Street Station • Located in station carpark , immediately north of the • Construction access to station site is from Roma Street via Parkland Crescent. Long Distance Platform, with pedestrian connection • Construction will require closure of the station carpark north of the Long Distance train platform, to the Parklands elevated, and to the Roma Station and traffic restrictions on the Parkland Crescent through the site. subway. • Some local buried services will require relocation • Station box is a 70m long x 45m wide x 32m deep, • The George Street Station excavation is expected to encounter shallow depth of fill on irregularly shaped to suit the underground passage Neranleigh Fernvale Beds to depth. geometry. • The shaft will be covered by traffic decking in large leaving access opening sufficient for spoil • Rail platform level is generally 32m below ground and material handling. Shaft excavation by excavator and ripping for top section of the shaft in level soil and weak rock. Subsequent excavation in rock below using rock-breaker or drill and blast. • Bus platform level is generally 27m below ground • Cavern excavation to be carried out by partial top-headings using roadheader; install rock level bolts and shotcrete as the excavation proceeds. Spiling and lattice girders; face dowels in poor ground.

BaT project – draft reference design overview report – March 2014 33 Construction sites

The following constraints and issues have been considered to determine the suitability of possible construction sites: • low-rise or industrial development only, where possible. • Each of the proposed underground stations is a major construction site, approximately 180m long and up to 50m deep. • The construction activities anticipated at surface are similar to those associated with any large building site (e.g. the recent Vision building development site in the CBD). • Sites with straightforward access to major arterial roads are preferable to sites associated with construction traffic along suburban streets. • Sites in support of significant tunnel drives should be as large as practical. • Spoil disposal via rail is an option being considered. Such a strategy would lend itself to the sites at the north portal and north of Dutton Park where there is some scope for sidings to be dedicated to Project construction requirements.

Rock bolt installation Core samples Bottom up construction

34 BaT project – draft reference design overview report – March 2014 Spoil removal Track and rail systems Station fit-out An outline scheme for spoil removal from the Track and rail systems are project-wide The fit-out of the underground stations construction sites has been developed using and therefore will generally be is complex, and therefore needs to be the following criteria: constructed as end-to-end installations. commenced as soon as the station • sites where construction traffic can flow The activities will be planned to avoid structural shells are complete and the directly on and off freeways and major construction conflicts with other station ongoing tunnel boring operations will arterial roads are favoured sites. allow. • minimal spoil quantities extracted from other The assumed sequence of track and rail Significant mechanical and electrical, sites systems is as follows: control and ventilation systems will be • consideration of access to sidings for rail • construction and installation of the required in addition to the normal station transport as a means of spoil removal. track formation and tunnel track slabs facility fit-out and finishes. The platform screen doors will be a late installation The majority of spoil will be generated from the • sleeper and rail installation as required • installation of overhead masts activity that needs to be synchronised TBM running tunnel sites at Dutton Park, with the control systems. however the northern portal location will also • overhead electrical assemblies generate significant volumes. The major spoil • traction power supply and connection All BaT stations will include automatic removal facilities will be located inside • line-side signalling system installation gated ticket lines that will need testing acoustic sheds to minimise noise and dust and communications. and commissioning. impacts. The intended disposal routes from the The timing of track installation works at main tunnelling sites are via Ipswich Road to the southern and northern surface the south-west. sections will rely on the availability of The total estimated volume from the works, track possessions. portal to portal, is approximately 1.6 million It is important to leave sufficient space cubic metres insitu or approximately 2.5 million between the rail system installation cubic metres of excavated spoil to dispose of contracts to enable appropriate off-site. These volumes are both the tunnel and sequential access along the corridor the stations. especially within the tunnel sections.

Underground station concourse

BaT project – draft reference design overview report – March 2014 35 Commissioning and testing

The works described here cover some of Underground station Station training activities are expected to Each of the stations is expected to have an the key commissioning activities commissioning include station capacity management individual commissioning plan to ensure associated with the new underground strategies for station staff. Station system. The extent and detail of An important part of the commissioning capacity overload may occur due to full functionality at day one of operations. commissioning activities described is to of the overall BaT will be the circumstances such as service disruption inform the reference design and EIS commissioning of the underground or major events such as an event at the phase of BaT. stations. Underground stations require Gabba Stadium. significantly more infrastructure than Further detail will be developed in line surface stations, therefore the An important differentiator to the existing with the design as it progresses. commissioning process will be longer and rail and bus systems are the platform Extensive underground and project more involved. These will include testing screen doors. The operation of the commissioning plans will need to be and training in relation to station fire and platform screen doors is linked to train developed for all underground built life safety systems, day to day operations, operation through an automatic train infrastructure and systems and and general passenger and vehicle operation system. Whilst for bus, the associated surface works. control. platform screen doors will be linked to a sophisticated passenger information This will include plans and documents In terms of fire and life systems staff must system. Reliability testing of all platform that highlight the various control systems be fully conversant with the Fire and Life screen doors is required for all the to be operated as part of the project and Safety Protocols for the new underground underground stations, as well as station which will be further developed in station and tunnel system. A staff training in relation to any disruption subsequent phases of BaT. comprehensive Emergency Procedures to the platform screen door system. Manual (EPM) will form part of the key hand-over documentation for the project. The appropriate location and functionality of the CCTV system will be an important The EPM will outline roles and consideration with respect to passenger responsibilities of all operations staff – safety and security. station staff, drivers, control centre staff and senior management in relation to There are extensive electrical and specific emergency procedures for BaT. mechanical services including lifts, The EPM will also indicate the interaction escalators and all passenger interface with emergency services agencies and equipment such as electronic passenger personnel, including the various information devices, electronic ticket responsibilities of all parties. gates, PA systems and CCTV cameras. Progressive commissioning of these items Particular commissioning activities are will occur during the course of completion expected to include mock emergency of the stations. evacuations, which could include rescue, fire and life safety system operation A period of three to six months is including ventilation system activation anticipated for the appropriate training of and control. station staff after completion of essential works.

36 BaT project – draft reference design overview report – March 2014 Tunnel system commissioning Surface works commissioning The fire and life system training will BaT consists of two large sections of extend to the tunnel system. Ventilation surface works either side of the system operation and smoke testing will underground environment. The surface be undertaken in the months prior to works interface with the existing commissioning to ensure adequate operating railway and busway. operation of all ventilation in all tunnel As a result, interim stages and systems. commissioning of new works are A mock evacuation of a vehicle in a required prior to final commissioning. mid-tunnel section may form part of the emergency procedures check prior to Systems commissioning final project commissioning. The commissioning of the majority of the systems cannot be completed until the Driver training end-to-end project has been fitted out Driver training is always an essential part progressively with trackwork, power of commissioning activities. In the case of supply, overhead electrification, BaT extra training will be required due to signalling and communications. Each the substantially different nature of the system will have its own individual driver environment compared with the commissioning plan. existing suburban rail and busway network. Timing of the final commissioning Due to the complex integration required Drivers will need to be trained in for BaT it is recommended that the final underground operation, the new route rail systems and rail infrastructure and the particular station interfaces. commissioning take place over the major Emergency procedures protocols will take shut-down period at Christmas. on greater emphasis as indicated above. This provides a commissioning contingency for a major shut-down window to be available three to four months later at Easter.

BaT project – draft reference design overview report – March 2014 37 Bus and rail operations

BaT is a critical new link in South East Queensland’s BaT will deliver rail connectivity between the public transport network. Giving trains and buses Gold Coast / Beenleigh lines to the south and an additional Brisbane River crossing will unlock the Exhibition Line to the north. Initially, and congestion hotspots, take pressure off existing in order to deliver a scheme that is affordable infrastructure and pave the way for future network to Government, BaT will only allow revenue growth. passenger services from the south. The rail connections to the north will only allow Gold The network has been designed to put the passenger Coast services to turn back, or access the stabling first, enabling the development of a fully integrated facilities at Mayne Yard. However, the project transport network to be developed to take advantage has been designed to allow for a full service of the step change increase in capacity that BaT connection to the North Coast Line in the future, provides. allowing rail services from the northside into the The network design is multi-modal with connectivity tunnel. in mind to enable passenger’s flexibility to access The rail network design for BaT looks to build more destinations via simple and convenient transfer. upon the sectorisation of the surface rail network For example, rail passengers from the Gold Coast can recently implemented by Queensland Rail and transfer within the station to high frequency buses TransLink. The introduction of BaT is based on to the PA Hospital or University of Queensland. Rail breaking the network into sectors including: passengers from the north and west will be able to • South sector connects the Gold Coast and transfer within Roma Street station to access high Beenleigh lines into BaT frequency bus services direct to UQ. • East-west sector connects the Springfield and Roma Street and Woolloongabba will become major Rosewood / Ipswich to North Coast, Caboolture interchanges, each servicing a different side of the and Kippa-ring lines river. Local services will run from these hubs, giving • Brisbane suburban sector connects the Ferny commuters more direct, frequent links to hospitals, Grove, Shornecliffe, Doomben and Airport lines sports stadiums, shops, parklands and workplaces. to the Kuraby and Cleveland lines, which will Whilst the focus of George Street will be to provide continue to service the current South Bank and access directly into the heart of the CBD, frequent South Brisbane stations and utilises the Ferny on-street bus services will provide connectivity for BaT Grove flyover and the suburban platforms in the passengers to destinations beyond walking distance, inner city. including Riverside and Fortitude Valley. These on street services will also provide additional capacity for the growing populations within 5km’s of the CBD.

38 BaT project – draft reference design overview report – March 2014 Current Network

Current Network 2021 Network

Trains Legend Station Existing railway Beenleigh Number of services Key bus corridors departing station each (including existing busways) 64 mins 4 hour in the morning peak Nambour 118 mins 3

Trip time to Roma Street station

Buses Caboolture 60 mins 6 Location

Number of buses Petrie 47 mins 8 UQ Lakes passing through the Brighton 18 mins 6 location each hour in 72 mins 4 the morning peak Bracken Ridge 54 mins 9 Shorncli e Carseldine 41 mins 4 12 50 mins Aspley Trip time to various CBD locations 1248 mins

Chermside 47 33 mins Sta ord 9 Airport (Domestic) 41 mins 22 mins 4 Lutwyche Northgate 42 18 mins Ferny Grove Doomben 8 35 mins 27 mins 2 66 RBWH 11 mins Eagle Junction

Bowen Hills Fortitude Valley Hamilton Ashgrove 9 28 23 mins Central 27 mins The Gap 25 29 mins Bulimba 42 mins 12 Roma Street Manly 41 mins 4

Indooroopily 39 28 mins Cannon Hill Kenmore South Woollongabba 76 32 mins 10 13 48 mins 12 mins Bank Wynnum Buranda 244 3 Plaza Mt Ommaney 12 mins 58 mins 14 49 mins Park Road Carindale Boggo Road 24 mins 45 Rosewood 2 70 mins 6 UQ Lakes 18 mins Capalaba 7 Darra 43 mins Cleveland Ipswich 53 mins 4 6 48 mins Annerley Grith University 27 mins 27 19 mins 156 Garden City 24 mins 97

Springwood 34 Springfield 30 mins 8 39 mins Altandi 59 Sunnybank 27 mins Kuraby 1 40 mins Logan Hyperdome Sunnybank Hills 40 mins 23 43 40 mins Loganlea Browns Plains 24 Runcorn 60 mins 24 Heights 42 mins Beenleigh 64 mins 4

Varsity Lakes 77 mins 6

BaT project – draft reference design overview report – March 2014 39

• Travel times are estimates assuming current travel speeds on-road. • Travel times assume a service using Brisbane underground, some services may not use Brisbane underground. • Service numbers are services running past a certain location. Some services may not stop. For operations, BaT can be reviewed in three separate To the south, the BaT connects to the Eastern Busway The design of the public transport network will sections: between Dutton Park and PA Hospital busway stations, continue to evolve as the project progresses • the northern approach providing convenient access to University of Queensland through to opening. Ongoing planning will • the tunnel and destinations including Griffith University campus improve integration between bus, rail, ferry • the southern approach. at Nathan, Mt Gravatt and Carindale via the south east and active transport modes, as well as taking and eastern busway’s. To the north, BaT connects to the advantage of the step change increase in Each of these sections has been designed to minimise Northern Busway just south of RBWH, with convenient capacity that BaT offers. We will continue to interaction between services using the BaT network and connections for buses onto Bowen Bridge Road to access consult with you on detailed operational planning services operating through the inner city using the existing Fortitude Valley and Newstead, the Inner Northern Busway for key corridors closer to the planned opening network. to serve the QUT campus at Kelvin Grove, the northern in 2021. The following maps give an indication busway to Lutwyche and Chermside and the Inner City of current service frequencies and journey times The Queensland Government has recently committed to Bypass/Legacy Way for fast connections to the Western from key locations with the additional capacity an order for an additional 75 new trains to meet growing and Centenary suburbs. afforded by BaT shown for 2021. Whilst these are passenger demand. This new rollingstock will need to subject to further development and therefore are be stabled at a range of locations across the South East The network will be designed around a core of high indicative only, they do give an indication of the Queensland rail network, and ideally would be stabled frequency bus and rail routes, with the primary mode for possibilities that BaT will allow. in locations that minimise dead running, either at the a corridor dependent on maximising passenger benefits beginning or end of services, or at maintenance facilities. and market differentiation, both spatial and temporal. With this in mind, not precluding access to stabling and Opportunities to connect with different modes to increase maintenance has been considered important in design geographical reach will be maximised. For example, bus development of the northern and southern approaches, to passengers from Browns Plains will be able to transfer enable access to Mayne and Clapham Rail Yards. to fast and frequent rail services to the CBD at Altandi, making use of the additional rail capacity afforded by BaT Freight is an important part of operations on the Brisbane for a faster trip in to the CBD than the bus can provide. metropolitan network. While freight services will not At the same location, rail passengers will transfer from be utilising the BaT tunnel, infrastructure layouts on rail onto the same buses continuing north to Griffith the southern approaches have the ability to minimise University. passenger service impact on freight capacity. For very frequent corridors, such as South East Busway, The bus network design for BaT is fully integrated into Old Cleveland Road and Lutwyche Road, direct services the existing busway network and provides a faster, more to the CBD will be provided via both BaT and the existing direct, grade-separated route to and through the CBD than busways. This will ensure that key destinations such as existing busways. QUT Kelvin Grove and South Brisbane continue to receive a high level of service. Corridors which only warrant a single route to the CBD, will be provided with opportunity to transfer onto an alternative route into the CBD.

40 BaT project – draft reference design overview report – March 2014 BaT project – draft reference design overview report – March 2014 41 Department of Transport and Main Roads

This Draft Reference Design Overview Report for the BaT project contains an overview of technical information that has been produced as part of the development of the project’s Draft Reference Design. The engineering requirements for the project are significant, comprising substantial underground and surface works including stations, tunnels, bridges, new and modified track, rail systems and associated services. This Overview Report should be read in conjunction with the engineering drawings (General Arrangements) and other draft engineering studies and drawings produced. Information contained within this Overview Report is correct at the timing of printing and is supplied for the purposes of community and stakeholder consultation only. However, as the project develops the project design is expected to be refined and is likely to change.

Connecting Queensland