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Operations7

Rapid TransitGold Coast

41/16445/364834Gold Coast Rapid Transit Concept Design Impact Management Plan

Volume 2 Chapter 7 Operations

Vol 2 Chp 7–ii

Contents

1. Introduction 7–1

1.1 General 7–1

1.2 Purpose of the Chapter 7–1

2. Vehicle and Operational Features 7–2

2.1 Information Gathering 7–2

2.2 Vehicle Selection 7–2

2.3 BRT Option 7–3

2.4 LRT Option 7–6

3. GCRT Operations Plan 7–7

3.1 Hours of GCRT Operation 7–7

3.2 Service Requirements 7–7

3.3 Proposed Operations Plans 7–15

4. User Interface 7–19

4.1 Public Transit Security 7–19

4.2 Disabled Access Compliance 7–19

4.3 Fare Collection 7–20

5. Intelligent Transport System 7–22

5.1 System Integration 7–22

5.2 Incident Detection and Management 7–23

5.3 Station Security 7–23

6. Commissioning 7–25

6.1 Overview 7–25

6.2 Accreditation 7–25

6.3 Systems 7–26

6.4 Electrical Safety 7–26

6.5 Vehicles 7–26

6.6 Operations 7–26

6.7 Information Dissemination 7–27



Vol 2 Chp 7–iii

7. Incident Management and Safety Procedures 7–28

7.1 Incident Management 7–28

7.2 Management of LRT Vehicle Breakdowns 7–28

7.3 BRT Option 7–31

7.4 General Approach to Safety in Operations 7–31

8. Operational Issues 7–32

8.1 Events 7–32

8.2 Depot 7–32

8.3 Turn Around and End of Line Facilities 7–33

9. Whole of Life Considerations 7–34

9.1 BRT Vehicles 7–34

9.2 LRT Vehicles 7–34

9.3 ITS Equipment 7–34

9.4 Other Equipment 7–34

9.5 Further Development of the Operations Strategy 7–35

10. Summary 7–36

Table IndexTable 71 Station Categories and Assumed Dwell Times 7–9Table 72 Intersection Category and Assumed Delay 7–14Table 73 Predicted Daily Peak Hour Oneway Passenger

Demand 7–15Table 74 BRT Service Frequencies between Griffith

University and Broadbeach 7–15Table 75 BRT Service Operations Beyond 2026 7–16Table 76 Predicted Daily Peak Hour Oneway Passenger

Demand 7–16Table 77 Proposed BRT Fleet Purchase Plan 7–16Table 78 Proposed LRT Service Frequencies between

Broadbeach and Griffith University 7–17Table 79 Predicted Daily Peak Hour Oneway Passenger

Demand 7–18Table 710 Proposed LRT Fleet Purchase Plan 7–18



Vol 2 Chp 7–iv

Figure IndexFigure 71 LRT Speed Zones – Section 2 7–10Figure 72 LRT Speed Zones – Section 3 7–11Figure 73 BRT Speed Zones – Section 2 7–12Figure 74 BRT Speed Zones – Section 3 7–13Figure 75 Commissioning Strategy 7–25Figure 76 Crossover Operation 7–29Figure 77 LRT Crossover Locations 7–30

7 Hidden heading



Vol 2 Chp 7–1

1. Introduction

1.1 GeneralThis Chapter describes the operation of the Gold Coast Rapid Transit (GCRT) system and presents theoperations plans for both the Bus Rapid Transit (BRT) and Light Rail Transit (LRT) options. Operationsplans are based upon a number of design assumptions and should be regarded as a benchmark fromwhich further design development can occur. Further information is provided in the Volume 7 TechnicalReports titled BRT Operations Assessment and LRT Operations Assessment.

1.2 Purpose of the ChapterThe purpose of this chapter is to provide an overview of the operations of both the BRT and LRT options.The following aspects are described:

» Basis for the selection of design vehicles;

» Design and performance requirements;

» Reasons behind the decisions taken during the planning period;

» Operations Plan proposed to meet service and customer needs;

» Passenger interface aspects such as fare collection and provision for disabled users;

» Safety issues;

» Management of security and the Intelligent Transport System (ITS);

» Processes that will occur during the commissioning period; and

» Possible management of special events and incidents.



Vol 2 Chp 7–2

2. Vehicle and Operational Features

2.1 Information GatheringA study tour of existing BRT and LRT systems and vehicles in Europe was undertaken by members ofthe project team between 13 April and 7 May 2007. This enabled a first hand assessment of the vehicleoptions that might be appropriate for the GCRT. Information was gathered by first hand observation andundertaking desktop studies of existing Rapid Transit (RT) systems within Europe and the United States.

2.2 Vehicle Selection

2.2.1 Key Considerations

The choice of vehicles to be used for the GCRT system is a key element in the provision of a highstandard of service. The vehicles will be of modern design and afford high levels of passenger comfortand accessibility. Other considerations for the successful operation of the GCRT system are:

» Vehicles would be of suitable size and have an adequate degree of manoeuvrability to operate withinby the proposed GCRT corridor;

» Passenger capacity would be able to meet the expected patronage demand;

» Vehicles would provide a high standard of safety;

» Vehicles would be all, or predominantly, low floor;

» Air conditioning would be provided in all vehicles;

» Vehicles would produce low emissions; and

» The system would be economical in terms of capital cost and operating cost.

2.2.2 Passenger Comfort, Vehicle Size and Capacity

TransLink aims to provide a high standard of passenger comfort while also optimising the size of thevehicles. The provision of seats and the design density of standing passengers (standees) need to be ata level that is adequate but not so as to require excessive vehicle length. The provision of longervehicles with excess spare passenger capacity would not be as economically viable. These key designconsiderations have been discussed further below.

Seating Provision

Adequate seating would be provided so that passengers do not have to stand for more than 20 minuteson a single trip. The provision of seating for 35 percent of total passengers should achieve this goal andis consistent with seating provision worldwide.

Seated AreaAn average area of 0.5 square metres per seated passenger has been adopted for the GCRT and isconsistent with other similar systems worldwide.



Vol 2 Chp 7–3

Design Standee DensityDesign standee density of RT systems in western countries usually ranges between three and sixpassengers per square metre. For the majority of trips on the GCRT system the standee density will notexceed three passengers per square metre with a maximum of four passengers per square metre beingadopted. A standee density of four passengers per square metre would only occur during peak periodsand over short sections of the system.

Mobility RequirementsThe vehicle will comply with the Australian Standard requirements for mobility and accommodate twopatrons occupying wheelchairs. This is a minimum requirement and there may be the opportunity withvehicle and mode selection to accommodate more than two patrons in wheelchairs. Direct access by thewheelchair to the vehicle will be achieved by the setting of platform levels to match door height.

2.3 BRT Option

2.3.1 Vehicles

GeneralThe vehicles used for BRT systems are not the same as those of conventional bus services. In order toprovide high capacity, articulated vehicles are required. These are usually singlearticulated vehicles butsome systems operate with biarticulated vehicles. The vehicles are of modern design, offer smoothrunning and give the appearance of a ‘tram on rubber tyres’.

The vehicle type selected must be capable of providing the required system capacity, which is defined asthe maximum number of passengers that can be served in one hour and is based on the combination ofvehicle capacity and service frequency.

The vehicles can be designed to accept several fuel types, diesel, gas, or modern efficient dieselelectrichybrid systems. It is expected that either diesel or gas fuel supplies would be used for the GCRT.

The vehicles can have either all low floor or partial low floor. If partial low floor is used an adequate lowlevel area would be provided at door locations to permit ease of access for passengers with impaired orreduced mobility. The proportion of low floor would not be less than 70 percent.

Extendable ramps would be provided on the vehicles for wheelchair users. It is expected that thesewould be electrically driven which avoids the need for the driver to leave his seat and may reduce stationdwell times over manually operated ramps.

The vehicles would be equipped with onboard passenger information systems advising passengers ofthe next station and may also include brief information on local attractions. Further information oninformation systems is outlined in Section 5.

Emissions

The vehicle specification requires a fuel system that produces low emissions. This would be achieved byuse of modern technology currently under development and may include:

» Natural gas, which produces significantly lower emissions than conventional diesel;



Vol 2 Chp 7–4

» Fuel efficient hybrid (dieselelectric) systems; and

» Diesel to Euro standard four or higher, which strictly limits pollutant emissions.

Singlearticulated Vehicles

Single articulated vehicles (usually referred to as ‘articulated vehicles’) are approximately 18 metres inlength with a single articulation, enabling turning characteristics similar to those of conventional buses.The vehicles have been introduced to bus and BRT systems across the world, have a long establishedproven record and are currently built in Australia. TransLink introduced articulated vehicles or‘superbuses’ on existing routes in Brisbane City in 2007 and plans to introduce more in 2008.

The capacity of a singlearticulated vehicle is approximately 96 passengers under normal conditions and125 passengers under peak loading (standee density four passengers per square metre). Seatingarrangements of the vehicles can be tailored to suit requirements and the ideal arrangement for theGCRT will be finalised during the detailed design phase.

Biarticulated VehiclesBiarticulated vehicles are approximately 25 metres in length and are a relatively recent addition to therange of passenger transport vehicles available worldwide. The vehicles are being developed with thelatest technology to provide high levels of passenger comfort, high capacity and an efficient hybrid powersystem that minimises carbon emissions. The vehicles have two articulations and four axles enablingboth front and rear axles to turn so that their swept path is similar to that of a conventional bus.

The capacity of a biarticulated vehicle is 137 passengers under normal conditions and approximately175 under peak loading (standee density four passengers per square metre).

Vehicle Selected

Patronage predictions indicate that by 2041 use of biarticulated vehicles would be required to meetdemand. Initial use of biarticulated vehicles has not been recommended for the following reasons:

» Cost: The vehicles are not currently built in Australia and would need to be imported. This wouldresult in relatively high capital costs.

» Overprovision of capacity in the first ten years: The need for a high service frequency, to provide ahigh level of service, would result in underoccupied vehicles during the first ten years of service.This would not only be uneconomical in terms of capital and operating costs, but could convey theimpression that the system is underutilised, potentially influencing total patronage demands, and

» Lack of an adequate record of proven successful use: Few manufacturers currently produce biarticulated vehicles and they are in use in a very small number of systems worldwide. TransLinkproposes that only vehicles with a proven successful operational record over several years should beused on the RT system.

The system capacity requirements can be met by 18 metre singlearticulated vehicles until approximately2041. Details of the vehicle capacity and performance requirements are provided in Volume 7 technicalreport titled Assessment of BRT & LRT Vehicle Capacity & Systems (Section 1).



Vol 2 Chp 7–5

2.3.2 Guidance Technology

Guidance technology was considered for the BRT operations to assist with steering and docking of thevehicles. The various forms of guidance technology examined were: kerb, magnetic, optical andmechanical. The general advantages of each system and its appropriateness for the GCRT system areoutlined below.

Kerb GuidanceA kerbed corridor constrains the vehicles. The system was developed for use with a fully segregatedrightofway and not for a normal roadway with traffic signals as is the case for the GCRT. The systemprovides precision docking, similar to a rail system. Development of kerb guided systems has been veryslow (currently only operating in the UK and Nagoya), and is generally only used for relatively shortsections. As kerbed corridors are too limited in efficiency and scope to meet the requirements of theGCRT, it was not considered further.

Magnetic Guidance

Initial trials of magnetic guidance systems have raised challenges which are still being resolved.Problems of electrical interference, which includes traffic signals, have been experienced. There are alsoissues with driver alertness, especially when the vehicles are operating in automatic mode. This is ofparticular concern where vehicles are operating in shared traffic conditions with possible pedestrianmovement. Due to its lack of reliability and proven track record, magnetic guidance was not consideredfurther for the GCRT.

Optical GuidanceGuidance is provided by means of a camera mounted on the front of the bus focused on a doubledashed white line painted on the road ahead. A motor in the steering column nudges the vehicle back oncourse when the vehicle is outside a predetermined range. The guidance system was originallydeveloped to enable accurate docking at stations. The vehicle used by the system has steering on onlythe front axle, thus a consistent gap between the station platform and the vehicle is not assured. Thedocking principle imposes constraints on the location of stations, which have to be located within a 15metre straight alignment both upstream and downstream of the platform. This is difficult to achieve in theGCRT route and for this reason the system was not considered further.

Mechanical GuidanceMechanical guidance provides a BRT system similar to that of an LRT system in that a rail is used toguide the rubber tyred wheels. Mechanical systems have been successfully used in France since 2001.Use of this type of guidance for the GCRT would be possible.

Unguided SystemsUnguided systems offer flexibility in terms of both the infrastructure and choice of vehicle and a lowercost. Experienced drivers are found to be able to achieve similar docking precision to that of guidedones. For these reasons the GCRT has adopted the use of unguided systems.



Vol 2 Chp 7–6

2.4 LRT Option

2.4.1 Vehicles

General

Modern LRT vehicles are of modular design, with an internal layout tailored to suit specific requirements.The vehicles run on steel tracks embedded in the pavement surface and are driven by reticulated powerfrom the main power grid delivered by overhead cables. There are no gaseous emissions.

The length of LRT vehicles currently in use in Australia and throughout the world ranges from 25 to 45metres. Vehicles of 35 metres in length have been found to meet system capacity requirements for theGCRT while achieving a high level of passenger comfort. The capacity of the vehicle under normalconditions is approximately 200 passengers and 250 in peak times.

The design life of the vehicle is approximately 30 years and the vehicles would supply adequate systemcapacity until the end of their design life in 2041. Details of the capacity and performance requirementsof the vehicle are outlined in Volume 6, Draft Design Book.

2.4.2 Wheel Profile

The wheel profile will be dependant on the type of track used in the project and the type of LRT vehicleconstruction (i.e. full length axle, stub axle or independently powered boogie). The track and wheel willbe engineered in order to reduce rail wearing and wheel squeal. Further more, the wheel will be of thelatest design in order to achieve high levels of passenger comfort and minimise noise and vibration.

2.4.3 Power Supply

A ground power supply will not be used for the LRT due to reliability issues with new technology,additional noise created by this type of system and the overall increase of cost to the project incomparison to overhead wiring supply. The power supply will be 750V DC, delivered to the vehicle viaoverhead wiring (catenary) to a single pantograph via substations spaced at approximately 1.5 kilometreintervals.



Vol 2 Chp 7–7

3. GCRT Operations Plan

3.1 Hours of GCRT OperationTransLink recognises that the Gold Coast, with its diverse resident population and large numbers ofvisitors, is a city with high levels of demand for transport all day every day. To meet this need the GCRTwill operate 24 hours a day, 7 days a week. Services will match demand with a high frequency servicebetween 6.00 am and 12.00 pm and a minimum hourly service between 12.00 pm and 6.00 am.

3.2 Service Requirements

3.2.1 Service Frequency

Minimum Headway

The minimum headway is the shortest interval that can be sustained between two services. To avoidbunching that may occur if the dwell time of one vehicle at a station is longer than planned, this shouldbe not less than two minutes. A further consideration is the integration of the GCRT service with trafficsignal timings at the intersections it crosses. A balance needs to be achieved between accommodatingthe GCRT and not adversely impacting the flow of vehicular traffic. The minimum headway to achievethis balance has been established as three minutes.

Maximum HeadwayMaximum headway has been established to satisfy three criteria as follows.

» Future integration with Queensland Rail: The GCRT needs to be designed to enable integration withQueensland Rail services when the link to Helensvale is constructed. To meet this requirement, in2011 maximum headways would need to be set at 15 minutes for the am and pm peak periods and30 minutes for daytime and night time periods. Similarly, for 2016 the maximum headways would beten minutes for the am and pm peak periods and 15 minutes for daytime and night time periods. Forthis stage of the GCRT Project, the connection between Helensvale Rail Station and UniversityHospital station at Parklands will be provided by feeder bus routes;

» Consistency of service frequency with existing bus services: TransLink aims for the GCRT to providea similar service frequency to that provided by existing bus routes serving the core section. Theexisting average timetabled headway ranges between 5.6 to 7.4 minutes over the section of theGCRT route with the highest number of bus routes. A maximum headway of 7.5 minutes wasconsidered reasonable and has been adopted; and

» Continuity of service: As patronage increases the passenger demand would be met through thereduction of vehicle headways and the introduction of larger vehicles, or through the use of doubleheaded vehicles, in which two vehicles operate closely together (in the case of the BRT option).TransLink will maintain service frequency so that the level of service provided to patrons wouldremain unaltered as new services are introduced.



Vol 2 Chp 7–8

3.2.2 Operational Priority

To achieve higher operating speeds than the existing bus services, the GCRT would need to be affordedoperational priority. This will be achieved by:

» Physical priority: the physical separation from general traffic by means of a raised median anddifferent surface differences; and

» Signal priority: providing the GCRT a high level of priority over general traffic at signalisedintersections and pedestrian crossings.

3.2.3 Journey Times

Simulation modelling, based on the patronage forecasts, has been carried out by TransLink to predictjourney times. Two main factors contribute to the estimation of journey time:

» Station dwell time; and

» Average speed between stations.

Station Dwell Time

Station dwell time would vary over the system depending on:

» The number of passengers boarding and alighting;

» The width and number of doors; and

» The method of fare collection.

Patronage forecasts provide estimates of the numbers of passengers boarding and alighting at eachstation. The specification for the type and number of doors and the method of fare collection would formpart of the detailed design process and thus assumptions have been made on these elements. Thestations have been categorised into three classes and an assumed dwell time has been adopted for eachclass as shown in Table 71.



Vol 2 Chp 7–9

Table 71 Station Categories and Assumed Dwell Times

Station Classification Description Assumed Dwell Time

Regional Caters primarily for the transport needs of amajor attractor such as a regional shoppingcentre. Patronage volume would be high.Stations in this category are: Broadbeach Southand Southport (Nerang Street).

30 seconds

District Caters for the transport needs associated with Asignificant attractors and provides a goodstandard of passenger facilities primarilyserviced by line haul services but some feederservices may also operate. Patronage volumewould be medium – high. Stations in thiscategory are: Broadbeach North, Cavill Avenue,Cypress Avenue, Gold Coast Hospital andGriffith University.

20 seconds

Local Caters primarily for the transport needs of theimmediate community and is primarily accessedby walking via local paths and roadways.Patronage volume would be medium. Stationsin this category are all those not listed asRegional or District.

15 seconds

Average Speed between stationsThe average speed between stations depends on:

» The achievable acceleration and deceleration rate;

» The maximum speed of the vehicle;

» The gradient of the route;

» Speed restrictions for safety considerations; and

» Any delay at intersections.

The acceleration and deceleration rates and maximum vehicle speeds have been assumed based ontypical RT vehicles, which are:

» LRT vehicles: acceleration and deceleration of 1.3 metres/second2; max speed of 70 kilometres/hour;and

» BRT vehicles: acceleration rate of 1.2 metres/second2 and deceleration rate of 1.0 metre/second2;max speed of 70 km/hr.

Design speeds have been set over the route both for geometric design and for safety reasons,particularly in high volume pedestrian areas and narrow streets. The maximum design speed is 70km/hr. The design speeds are shown in Figure 71 through to Figure 7 – 4.

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SOUTHPORT

MAIN BEACH

WARDOO STREET

SOUTHPORT SOUTH

GRIFFITH UNIVERSITY

UNIVERSITY HOSPITAL

GOLD COAST HOSPITAL

BROADWATER PARKLANDS

SECTION 1

SECTION 2

SECTION 3

COOMBABAH

SOUTHPORT

SURFERSPARADISE

BROADBEACH

Copyright: This document is and shall remainthe property of GHD Pty Ltd. The documentmay only be used for the purpose for which itwas commissioned and in accordance with theterms of engagement for the commission.Unauthorised use of this document in anyway is prohibited.

Source: Approximate route options digitised by GHDcurrent to Mar 2008, maybe subject to change.Topography from Brisway (2006).Projection: MGA56 (GDA94)Date Printed: 27-01-2009File:G:\41\16445\GIS\MAP\Final_CDIMP\Volume 2\MXD\Chapter 7\Fig7_01Section 2_LRT_speed.mxd ²

TransLinkGold Coast Rapid Transit

FINAL CDIMPLRT DESIGN SPEEDS

Section 2FIGURE 7 - 1

LegendStation!( Local!( District

!( Regional

Proposed Depot

LRT Design Speeds15km20km25km30km

40km50km70kmLRT Options

1:15,000

0 100 200 300 400 500

Metres

Base Data © Melway Publishing 2006.Reproduced from Brisway edition 2with permission.

@A3

30Km/h

30Km/h

20Km/h

15Km/h

25Km/h25Km/h

* 40 km/h speed zone only applies onschool days in designated times.

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MAIN BEACH

NORTHCLIFFE

CAVILL AVENUE

CYPRESS AVENUE

FLORIDA GARDENS

PARADISE WATERS

BROADBEACH SOUTH

BROADBEACH NORTH

SURFERS PARADISE


Source: Approximate route options digitisedby GHD current to Mar 2008, maybe subject to change.Topography from Brisway (2006).Projection: MGA56 (GDA94)Date Printed: 27-01-2009File:G:\41\16445\GIS\MAP\Final_CDIMP\Volume 2\MXD\Chapter 7\Fig7_02Section 3_LRT_speed.mxd

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LegendStation

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!( District

!( Regional

LRT Design Speeds

13km

14km

15km

20km

30km

39km

55km

60km

70km

Section 3

SECTION 1

SECTION 2

SECTION 3

COOMBABAH

SOUTHPORT

SURFERSPARADISE

MERMAID WATERS

1:20,000

0 250 500 750

Metres

Brisways © Melway Publishing 2006.Reproduced from Brisway edition 2with permission.

@ A3

20Km/h

55Km/h

55Km/h

14Km/h15Km/h

13Km/h39Km/h

15Km/h


FINAL CDIMP

LRT DESIGN SPEEDS

Section 3

FIGURE 7 - 2

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SOUTHPORT

MAIN BEACH

WARDOO STREET

SOUTHPORT SOUTH

GRIFFITH UNIVERSITY

UNIVERSITY HOSPITAL

GOLD COAST HOSPITAL

BROADWATER PARKLANDS

SECTION 1

SECTION 2

SECTION 3

COOMBABAH

SOUTHPORT

SURFERSPARADISE

BROADBEACH


Source: Approximate route options digitised by GHDcurrent to Mar 2008, maybe subject to change.Topography from Brisway (2006).Projection: MGA56 (GDA94)Date Printed: 27-01-2009File:G:\41\16445\GIS\MAP\Final_CDIMP\Volume 2\MXD\Chapter 7\Fig7_03Section 2_BRT_speed.mxd ²

LegendStation!( Local!( District

!( Regional

Proposed Depot

BRT Design Speeds25km/h30km/h40km/h*45km/h

50km/h55km/h60km70km/hBRT Options

1:15,000

0 100 200 300 400 500

Metres


@A3

* 40 km/h speed zone only applies onschool days in designated times.

30Km/h

45Km/h

25Km/h

30Km/h

45Km/h


FINAL CDIMPBRT DESIGN SPEEDS

Section 2FIGURE 7 - 3

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MAIN BEACH

NORTHCLIFFE

CAVILL AVENUE

CYPRESS AVENUE

FLORIDA GARDENS

PARADISE WATERS

BROADBEACH SOUTH

BROADBEACH NORTH

SURFERS PARADISE


Source: Approximate route options digitisedby GHD current to Mar 2008, maybe subject to change.Topography from Brisway (2006).Projection: MGA56 (GDA94)Date Printed: 27-01-2009File:G:\41\16445\GIS\MAP\Final_CDIMP\Volume 2\MXD\Chapter 7\Fig7_04Section 3_BRT_speed.mxd

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LegendStation

!( Local

!( District

!( Regional

BRT Design Speeds

5km/h

15km/h

30km/h

60km/h

70km/h

Section 3

SECTION 1

SECTION 2

SECTION 3

COOMBABAH

SOUTHPORT

SURFERSPARADISE

MERMAID WATERS

1:20,000

0 250 500 750

Metres


@ A3

15Km/h

5Km/h 5Km/h


FINAL CDIMP

BRT DESIGN SPEEDS

Section 3

FIGURE 7 - 4



Vol 2 Chp7–14

Delay experienced at intersections will depend on the level of priority given to the GCRT system, the typeand complexity of the intersection and the traffic volume. For the development of this concept it hasbeen assumed that a high level of priority will be afforded. The intersections have been categorised intothree classes and an assumed delay has been adopted for each as shown in Table 72.

Table 72 Intersection Category and Assumed Delay

IntersectionClassification

Description Assumed Delay

Class A A major signalised intersection, generally withfour legs and multiple lanes of traffic, wheresignificant delays for RT vehicles would beexpected.

30 seconds

Class B A usually signalised intersection, where somedelays for RT vehicles would be expected.

15 seconds

Class C A minor intersection not always signalised,where minimum delays for BRT vehicles wouldbe expected.

–

Overall Journey TimeThe overall journey time is based on the station dwell times and the anticipated average speed betweenstations. This indicates that the journey time between Griffith University and Broadbeach isapproximately 35 minutes.

3.2.4 System Capacity Requirements

TransLink’s patronage forecast model predicts 24 hour stationbystation passenger demand duringweekdays for the key years 2016, 2026 and 2041 for four periods:

» Morning: 7am to 9am;

» Daytime: 9am to 4pm;

» Evening: 4pm to 6pm; and

» Night time: 6pm to midnight, and midnight to 7am.

This data has been converted to peak hour flows based on the daily flow variation of buses currentlyserving the GCRT corridor.

The approximate predicted oneway peak hour passenger demand is shown in Table 73. The overalldaily peak hour of passenger demand on any one section usually occurs during the evening peak period.



Vol 2 Chp7–15

Table 73 Predicted Daily Peak Hour Oneway Passenger Demand

Year 2011 2016 2021 2026 2031 2036 2041

Number ofPassengers 950 1,500 2,360 3,250 4,000 4,740 5,480

3.3 Proposed Operations PlansTo provide the service requirements detailed in Section 3.2, operations plans have been devised for bothBRT and LRT options. These plans meet the peak hour demand over the busiest section of the route foreach fiveyear period. Services will be based on the following frequencies: 3, 3.75, 5, 7.5, 10 and 15minutes. Future timetable scheduling will round the actual departure times to the nearest minute.

3.3.1 BRT Option

Service Frequencies

Service frequencies, using an 18 metre singlearticulated vehicle, between Griffith University andBroadbeach are shown in Table 74 for years 2011, 2016 and 2021.

Table 74 BRT Service Frequencies between Griffith University and Broadbeach

Year Service Frequencies (minutes)

AM(7.00 am – 9.00 am)

Day Time(9.00 am – 4.00 pm)

PM(4.00 pm – 6.00 pm)

Night Time(6.00 pm – 12.00 am)

2011 7.5 7.5 5 15

2016 3.75 3 3 10

2021 3.75 3 3 7.5

Between 2026 and 2041, system capacity can be delivered by use of doubleheaded singlearticulatedvehicles. Doubleheaded operation is effectively ‘planned bunching’ of BRT vehicles where one vehiclefollows another and the resultant ‘vehicle unit’ is treated as one vehicle with respect to passengeroperation and processing at traffic signals. The buses would operate in the manner of a two coach LRTsystem, the only difference being that there would be no opportunity to pass along the bus to thefollowing or preceding one. All doors would open at stations and passengers would board both buses.The buses would then leave the station simultaneously.

Pavement markings on the platform would be provided to indicate the location of the doors to facilitateboearding. Two way driver communication via the ITS system would enable even passenger distributionand simultaneous departure of the two vehicles.

Beyond 2041 peak period system capacity can only be delivered by the use of biarticulated vehicles,with doubleheaded operation.

Prior to purchasing additional vehicles in 2026, the system would be reviewed in terms of:



Vol 2 Chp7–16

» Actual patronage compared to previously predicted patronage;

» Future predicted patronage;

» Any changes to the overall transport network affecting operations; and

» Any changes that may be made to the intersection priority to enable increased frequency; i.e.headway less than three minutes.

Service operations for the section between Griffith University and Broadbeach are summarised in Table75.

Table 75 BRT Service Operations Beyond 2026

Year Vehicle Service Frequency (minutes)

AM7:00 am – 9:00 am

Day Time9:00 am – 4:00 pm

PM4:00 pm – 6:00 pm

Night Time6:00 pm – 12:00 am

Operation/Vehicle Doubleheaded Doubleheaded Doubleheaded Single

2026 Singlearticulated 3.75 3 3 5

2031 Singlearticulated 3.75 3 3 3.75

2036 Singlearticulated 3.75 3 3 3.75

2041 Biarticulated 3.75 3 3 3.75

System Capacity

System capacity for the proposed operations plan is shown in Table 76 and compared with predicteddemand.


Year 2011 2016 2021 2026 2031 2036 2041

SystemCapacity 1,497 2,495 2,495 4,991 4,991 4,991 7,007

PassengerDemand 950 1,500 2,360 3,250 4,000 4,740 5,480

Fleet Requirements

To provide the services required by the proposed operations plans the fleet requirements are as set outin Table 77.

Table 77 Proposed BRT Fleet Purchase Plan

Year No. Vehicles Required No. Vehicles Retired No. to Purchase

Articulated Biartic Articulated Biartic Articulated Biartic



Vol 2 Chp7–17

Year No. Vehicles Required No. Vehicles Retired No. to Purchase

2011 22 22

2016 29 7

2021 35 6

2026 70 35

2031 70 22 22

2036 70 7 7

2041 70 70 70

3.3.2 LRT Option

Service FrequenciesA 35 metre vehicle can deliver the required 2041 system capacity. The proposed service frequenciesbetween Griffith University and Broadbeach are shown in Table 78.

Table 78 Proposed LRT Service Frequencies between Broadbeach and Griffith University

Year Service Frequency (minutes)

AM7:00 am – 9:00 am

Day Time9:00 am – 4:00 pm

PM4:00 pm – 6:00 pm

Night Time6:00 pm – 12:00 am

2011 7.5 7.5 7.5 15

2016 7.5 7.5 7.5 15

2021 5 5 5 10

2026 5 3.75 3 7.5

2031 3.75 3.75 3 7.5

2036 3 3 3 7.5

2041 3 3 3 5

System CapacitySystem capacity for the proposed operations plan is shown in Table 79 and compared with predicteddemand.



Vol 2 Chp7–18


Year 2011 2016 2021 2026 2031 2036 2041

SystemCapacity 1,994 1,994 2,992 4,986 4,986 4,986 4,986

PassengerDemand 950 1,500 2,360 3,250 4,000 4,740 5,480

Fleet RequirementsTo provide the services required by the proposed Operations Plans the fleet requirements are as set outin Table 710.

Table 710 Proposed LRT Fleet Purchase Plan

Year No to Purchase No Retired Fleet

2011 15 15

2016 15

2021 7 22

2026 13 35

2031 35

2036 35

2041 15 15 35



Vol 2 Chp7–19

4. User Interface

4.1 Public Transit SecurityThe threat of criminal activity is a key contributing factor to the low public transport usage in Australia.The most frequent crimes that occur in transit stations, at transit stops and onboard transit vehicles aredisorderly conduct, public drunkenness, vandalism, vagrancy, objects thrown at transit vehicles, fareevasion, theft and assault. Creating an environment where users feel safe and secure at all times duringtheir journey is fundamental to the successful operation of the GCRT system.

The ITS will provide a high level of security for the GCRT. Closed Circuit Television Cameras (CCTVS)will be deployed at station platforms and onboard all GCRT vehicles to ensure that the system is a safeand secure mode of travel. Details of the ITS are provided in the next section.

In addition to these provisions, security guards will patrol the GCRT system during evening and nighttime services. TransLink’s standard incident response policies, including issuance of warnings, anddirect interaction and monitoring will also be adopted.

4.2 Disabled Access ComplianceAll aspects of the system design including vehicles, stations and access to stations are based oncompliance with the Disability Discrimination Act (DDA) and Disability Standards for Accessible PublicTransport (DSAPT) guidelines to facilitate ease of access. Several measures will be in place to ensuredirect access to vehicles without a need for ramps. These include:

» All LRT vehicles will be low floor;

» BRT vehicles will be either low floor or low floor entry;

» There will be a maximum specified gap between the platform and door sill of 40mm for the LRTvehicles; and

» BRT vehicles may be equipped with ramps which can be extended by driver control to furtherfacilitate safe access. Observations of BRT vehicles worldwide indicate that, with adequate drivertraining, close docking of the vehicles is achievable, enabling direct wheelchair access.

Typical procedures for boarding and alighting BRT vehicles fitted with an extendable ramp are:

Boarding» Position the wheelchair at the centre door location;

» The centre doors will open to allow passengers to get off and will then close and the wheelchair rampwill extend; and

» Board the bus and position the wheelchair in the space provided.

Alighting

» Press the button next to the wheelchair space;



Vol 2 Chp7–20

» This button has a distinct sound and a light will appear on the driver’s dashboard to notify him that theramp will be needed at the next stop;

» The centre doors will open so that other passengers can get off;

» The centre doors will close and the driver will extend the ramp; and

» The centre doors will reopen to enable the wheelchair to leave the bus.

This operation would be assisted by the provision of pavement markings on the station platformindicating door location to enable the wheelchair user to wait at the appropriate position to be able toboard the centre doors directly.

4.3 Fare CollectionThe method of fare collection is of key importance to the successful operation of the GCRT system.Planned station dwell times need to be achieved in order to avoid delays which would lead to longjourney times, difficulty coordinating with traffic signals at intersections, vehicle bunching and loss ofreliability of the service.

A number of factors have been considered in selecting an appropriate fare collection system. These aredescribed below.

4.3.1 Open or Closed Fare Collection System

An open fare collection system is one in which stations function similarly to conventional bus stops. Aclosed fare collection system utilises barriers to cordon stations into paid and unpaid areas. A closedsystem can reduce fare evasion and decrease station dwell times, but requires a more complicatedstation design and impacts on the integration with urban form. It is generally not suitable for the moreuserfriendly BRT or LRT systems. The GCRT will therefore adopt an open system.

4.3.2 Fare Collection Method

Ticketing for the GCRT will be part of TransLink’s integrated fare system, enabling ease of transfer toother modes at discounted fares. Patrons will be able to use TransLink’s new ‘go card’.

Two basic types of fare collection will be offered: prepaid tickets and paper tickets. Prepaid tickets wouldinclude the ‘go card’ and may also include 10 trip or other season tickets at the operator’s discretion.

‘go cards’would be able to be recharged at stations by way of an Add Value Vending Machine (AVVM).‘Onboard Customer Interface Devices’ (ObCIDs) or card readers would be located at all doors on thevehicle for passengers to validate their cards both on boarding and alighting. Passengers wishing topurchase paper tickets would need to do so prior to boarding by means of the AVVMs.

4.3.3 Fare Collection Monitoring and Security

As ticket or ‘go card’ validation or ticket purchase would not be carried out in front of a driver, effectivesystems need to be in place to monitor fare validation to avoid revenue loss. This would be carried outby the employment of revenue protection officers. The revenue protection officer would patrol thesystem checking tickets and would be equipped with a Portable Inspection Device (PID), a handheld



Vol 2 Chp7–21

card reader, which can determine if the ‘go card’ or season ticket has been validated on boarding. Theofficer would also check paper tickets.

At peak times ticket sellers would be available at key stations to support ticket sales. The ticket sellerwould be equipped with a Portable Ticket Issuing Device (PTID), a handheld ticket machine. It isenvisaged that the ticket sellers would initially be employed at three key stations but this would besubject to review.



Vol 2 Chp7–22

5. Intelligent Transport System

The Intelligent Transport Systems (ITS) will contribute significant benefits to users and operators toenhance the overall safety and security of the GCRT system with the ultimate goals of:

» Improving customer satisfaction;

» Promoting usage; and

» Reducing the frequency and severity of incidents.

One of the principal objectives of the GCRT Project is to provide its passengers with a safe and secureexperience as well as to ensure the safety of system operators and other road users. The ITS systemwill be designed and operated to address the following key areas:

» System integration;

» Incident detection and management; and

» Public transit security.

To achieve this, skilled and trained operators will manage the complete system (alignment, stations,transit operations and incident response) from a dedicated Transit Control Centre (TCC) which willoperate 24 hours, seven days a week. The TCC will be supported in the management of the GCRTsystem by an extensive set of ITS technologies including a:

» Closed Circuit Television Systems (CCTVS);

» Incident Management System (IMS);

» Public Address System (PAS);

» Help Telephone System (HTS);

» Integrated Ticketing System (ITICKS);

» Onboard Video Surveillance System (OVSS);

» Onboard Audio Surveillance System (OASS); and

» RealTime Passenger Information System (RTPIS).

These integrated ITS technologies will be managed and operated by the employment of an integratedOperations Management and Control System (OMCS).

5.1 System IntegrationThe OMCS will form an integral part of the TCC, which will maximise and enhance the safety andefficiency of the system by the use of RealTime systems. The GCRT operations will be monitored andcontrolled along the alignment and at station locations. The OMCS will disseminate information to transitusers and managers to assist with the planning, reporting, maintenance and management of incidentsand other events.



Vol 2 Chp7–23

It will manage the GCRT network and integrate with the Queensland Department of Main RoadsSTREAMS Traffic Management System, which manages incidents within the Gold Coast road network.This will offer maximum efficiency and safety to both GCRT and other road network users.

5.2 Incident Detection and ManagementThe IMS will administer detection and management of incidents along the alignment and stations throughthe integrated management of all GCRT control, monitoring and communication systems.

It will detect incidents such as collisions, breakdowns, fire, flood and, for the LRT option, derailment.This will be effected in a timely and efficient manner for immediate response by TCC operators throughthe ITS applications installed on site.

The IMS will facilitate the management of all planned and unplanned incidents and events by TCCoperators, which will impact on the operation of the GCRT system. Responses and any necessarycollaboration with transport authorities and/or emergency services can be made in the shortest possibletime frame, reducing the overall impacts to the local community and environment.

5.3 Station SecurityThe visual and audio systems to be deployed at all station platforms to increase the safety and securityof passengers include:

» Closed Circuit Television System (CCTVS): CCTV cameras will be located at each station platform.The CCTVS will enable operators and road network managers at the TCC and QueenslandDepartment of Main Road’s Traffic Management Centre respectively to observe RealTime visualinformation for surveillance, passenger safety and incident management purposes enablingimmediate detection and response to incidents as they may arise;

» Help Telephone System (HTS): The HTS will be located at each station platform and will enablepassengers to contact operators at the TCC in a simple and userfriendly manner to report or requestassistance in the event of an incident and/or emergency; and

» Public Address System (PAS): The PAS will be located at each station platform and will enableoperators at the TCC to communicate effectively with passengers in emergency situations.

5.3.1 Onboard Vehicle Security

The visual and audio systems to be deployed onboard each GCRT vehicle to improve the quality ofservice, as well as the safety and security of passengers, drivers and inspectors or customer serviceoperators include:

» Onboard Public Address System (OPAS) and Real Time Passenger Information System (RTPIS):These systems will enable TCC operators and vehicle drivers to effectively communicate withpassengers in emergency situations through automated or live announcements;

» Onboard Video Surveillance System (OVSS) and Onboard Audio Surveillance System (OASS):These systems will provide full onboard video and audio surveillance of both the passenger anddriver areas to monitor and record passenger and driver interactions. The onboard surveillance



Vol 2 Chp7–24

systems will be able to automatically identify abnormal behaviour such as threats or abuse andcorrespondingly trigger an alarm to the TCC operators for further evaluation;

» Remote Vehicle Disable System (RVDS): This system will permit TCC operators to remotely disableand enable a GCRT vehicle in the event of an incident, for example, notification of an unauthorisedvehicle driver;

» Emergency ‘panic’ buttons: ‘Panic’ buttons will be installed onboard all GCRT vehicles at the driverconsole and within the passenger area to provide an effective means for both the vehicle driver andpassengers to alert the TCC operators to any problems;

» Onboard Digital Recorder: These will be installed onboard all GCRT vehicles to record all video andaudio outputs from the onboard surveillance systems based on predetermined audio/videoprocessing parameters and/or activation of the emergency ‘panic’ button. This facility will assist inidentifying and assessing the situation at a later date; and

» Onboard Operations Communications System: This can be via radio, mobile, or text and will enablecommunication between the driver of the GCRT vehicle and TCC operators, station personnelinspectors and customer service officers at all times during the day. These communication systemswill improve safety and security among GCRT staff members in relation to problematic passengers,breakdowns and incidents.

5.3.2 Real Time Passenger Information

The key objective of providing RTPI for GCRT users is to improve traveller convenience, but alsopassenger safety and security.

Signs at stations would show the expected arrival times of GCRT vehicles. RTPI would also be providedonboard GCRT vehicles, displaying the next station name and information about tourist destinations andtransport interchanges.



Vol 2 Chp7–25

6. Commissioning

6.1 OverviewA commissioning period will be accommodated between completion of construction and opening to thepublic. Procedures would be in place to ensure that the GCRT system will operate smoothly andaccording to the planned schedule from opening day.

This will be undertaken by a comprehensive suite of testing and commissioning plans for keycomponents of the system, including infrastructure, systems, vehicles, operations and commercial. Anoverarching Commissioning Strategy and Plan will guide the specific plans in each area, as set out .

Figure 75 Commissioning Strategy

6.2 AccreditationBefore ontrack or onroad vehicle testing can be initiated the project must be accredited under therelevant safety legislation. All infrastructure elements, including the GCRT corridor, bridges, stations anddepot facilities, would be thoroughly inspected and signedoff for meeting specification requirements.

For the LRT option the track would be inspected and an asinstalled survey would be examined for itsadherence to specified geometry and required installation tolerances. An independent review ofinstallation Quality Assurance (QA) records would also be undertaken.

OverallCommissioning

Plan

ElementCommissioning

Plan

IndividualInspection and

Test Plan(s)

SystemsIntegration Plan



Vol 2 Chp7–26

6.3 SystemsEach of the key systems will be subjected to an Inspection and Test Plan (ITP). This will cover tests forfactory acceptance, installation and set to work, and specific requirements for systems integration.

6.4 Electrical SafetyFor the LRT option electrical safety is paramount and members of the community would be advised ofany necessary steps to be taken prior to energising the overhead wire system. This would be providedby notices and publicity leaflets distributed within the community.

Emergency services would be briefed on safety procedures when attending any incident close to liveequipment. This would also detail the correct communication procedures to obtain an emergencyisolation of the system.

6.5 VehiclesThe vehicles would undergo a specific series of ITPs covering factory acceptance tests, testing ofassembled units, initial ontrack or onroad trials and onsite trials.

Prior to delivery, vehicles would be modified to include specific network systems equipment, such as gocard readers and the ITS system. The vehicles would be tested at the manufacturer’s plant both beforeand after delivery. Specific onsite trials and testing to interface with network systems would be carriedout prior to handover of the vehicles to the GCRT operator.

6.6 Operations

6.6.1 Operations Supervisors

Controllers, supervisors and driver managers will be the key personnel in providing the operator’s inputinto the commissioning of infrastructure, systems and vehicles. They will need to be recruited andtrained before the final phase of commissioning onsite trials commences. Their responsibilities duringthe commissioning period will include overseeing the training of drivers and other staff. Training wouldinclude familiarisation with the ‘Rule Book’, operating plan and the use of the ITS control equipment.

6.6.2 Driver Training

Drivers would be recruited by the selected GCRT operator. The nature of the GCRT system and itsvehicles would require specialist driver training. Procedures would need to be put in place prior to theimplementation of the training programme. These would cover general driving techniques, stopping ordocking at GCRT stations and travelling through the prioritised signal controlled intersections along thecorridor.

6.6.3 Staff Safety Training

Driver safety training would be extensive and tailored to the nature of the vehicles. Particular emphasiswould be placed on techniques and requirements during passenger boarding and alighting due to themultiple doors.



Vol 2 Chp7–27

All staff would be comprehensively trained in emergency procedures in the event of an incident. Thetraining would encompass the use of emergency equipment and the involvement of the emergencyservices.

For the LRT option, particular emphasis would be placed on electrical safety. This includes emergencyisolation of the LRT overhead electrification system.

6.6.4 Timetable Specification

Based on the operations plan, the GCRT operator and TransLink staff would jointly prepare a schematictimetable. This would be presented for comment to the public and stakeholders by information sessions,the TransLink website and at display venues. The feedback received would then be incorporated intothe finalised timetable and used to develop rostering for all GCRT staff.

6.6.5 Emergency Services Liaison

An Emergency Services Liaison Plan would enable briefing of the police, fire, ambulance, SES and otheremergency workers on the appropriate operational and communications procedures to be taken whenresponding to an incident. Familiarisation visits could also be arranged for representatives of emergencyservices to key installations well before public services commence. They would be able to observesubstations, the depot maintenance facility, control room, vehicles and available emergency equipmenton these visits.

6.7 Information DisseminationA TransLink public relations campaign would be the main vehicle for informing the general public,stakeholders and media on GCRT services. Ideally this would be launched two weeks before the start ofthe services as a "Helping Hands" information programme. Brochures would be distributed to existingbus and train passengers, local residents and businesses in the suburbs serviced by the GCRT and topublic libraries, government offices, community venues, and shopping centre information kiosks. Thebrochures would include information on timetables, fare structure, and the location of stops, stations andinterchanges. Details would also be provided of connecting bus routes and rail services at Helensvale.



Vol 2 Chp7–28

7. Incident Management and Safety Procedures

7.1 Incident ManagementA management plan for any incident or event that has an impact on the operation of the system, whetherplanned or unplanned, will be put in place to minimise the impact on the level of the service and/or toassist in restoring the normal service as soon as possible. The types of incidents that may occur are:

» GCRT vehicle breakdown;

» Breakdown of another vehicle on the road that impacts on the GCRT service;

» ITS breakdown;

» Planned events, for example, the Gold Coast Indy 300; and

» Catastrophic failure, such as derailment.

An IMS will be put in place as part of the OMCS before system opening (refer to Section 5).

The OMCS will be developed to:

» Control the tracking of GCRT vehicles via the Automatic Vehicle Location System (AVLS);

» Detect GCRT incidents automatically via the Incident Detection System (IDS) and manage themeffectively through a comprehensive IMS; and

» Respond effectively to emergency situations along the GCRT alignment in the shortest possible timeframe.

An AVLS will be installed onboard the GCRT vehicle to provide accurate operational and location datato allow the network controllers to track the movement of the vehicle and to monitor its adherence to theplanned schedules. In the event of an incident, for instance a stalled GCRT vehicle, the AVLS will alertthe OMCS that an event has occurred. Through the interfaces between the OMCS, IDS and IMS, thecause of failure and the appropriate response would be determined.

7.2 Management of LRT Vehicle BreakdownsThe first response to any incident involving a light rail vehicle breakdown will always be an attempt torectify the identified fault and in some cases the driver might be able to resolve the issue. In moreserious incidents, a rapid response crew might be despatched by road to clear the fault. If this cannotrestore the service then recovery or ‘parking’ of the failed vehicle would be considered. When thiscannot be done, the vehicle will need to be removed from the running lines. This could be achieved byuse of either refuges or crossovers.

As the limitations on space on the GCRT route do not allow for refuges to be accommodated, crossoverswould be used. The crossovers would operate with a ‘scissortype’ strategy, whereby short sections ofthe track containing the failed vehicle would be temporarily closed, with the remaining line operating twoway (bidirectional) to allow a subsequent light rail vehicle to bypass the closed section. This is showndiagrammatically in Figure 76.



Vol 2 Chp7–29

Failed LRV

A B

LRV 1 LRV 2

LRV: Light Rail Vehicle

Figure 76 Crossover Operation

The first light rail vehicle, LRV 1, would bypass the failed vehicle by travelling in the ‘wrong direction’ onthe adjacent track, whilst the subsequent vehicle, LRV 2, waits for LRV 1 to clear track section AB. Itshould be noted that while such an operation was in force, adherence to a normal timetable would not bepossible.

Bidirectional operation will allow any necessary repairs to be made to the failed vehicle or for the vehicleto be towed. A special recovery vehicle would be sent out to tow the failed LRV to the nearest station forpassengers to alight and subsequently to the depot for repair.

A number of potential crossover locations have been determined as shown in Figure 77. The numberrequired and optimum locations will be finalised during the detailed design stage.

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Source: Imagery, Roads suppliedby GCCC(2006).Projection: MGA56 (GDA94)Date Printed: 27-01-2009File:G:\41\16445\GIS\MAP\Final_CDIMP\Volume 2\MXD\Chapter 7\Fig7_6LRT_crossover_section2_3.mxdSize: A3

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Legend

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Station

Section 2

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Road Centrelines

Highway

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Local Connector Road


FINAL CDIMP

LRT CROSSOVERS

Section 2 & 3

FIGURE 7 - 7



Vol 2 Chp7–31

7.3 BRT OptionDue to the fact that BRT vehicles are not constrained to a fixed track, they are able to manoeuvre arounda disabled BRT vehicle along the corridor. In incidents where a defective BRT vehicle is not able totravel under its own power a special recovery vehicle, e.g. tow truck/tractor, would retrieve the failedvehicle. A recovery vehicle and driver would be oncall at all times to enable rapid response.

To ensure that the incidences of vehicle breakdown do not significantly affect system operations and asthere is insufficient room along the corridor for shoulders, breakdown laybys will be provided along thealignment. This will allow a BRT vehicle to pull over while waiting to be towed to the depot. Breakdownlaybys will be of sufficient length and width to allow the movement of the defective vehicle into and out ofthe layby, and will also provide enough space for passenger transfer or pickup by the next availableBRT vehicle. The BRT laybys have been located along the alignment where there was sufficient areabetween the RT corridor and the adjacent traffic lane to allow vehicle parking and passenger evacuation.

7.4 General Approach to Safety in OperationsThe vehicles will be operated by trained drivers whose responsibilities include adapting their speed to thetraffic environment (general traffic, pedestrians, cyclists etc) and conditions (e.g. inclement weather) thatthey are interacting with.

Emergency service vehicles would be able to access the GCRT corridor. A protocol for this access wouldbe developed jointly between the service authorities and the rapid transit operator.

In gaining safety accreditation (Refer to Section 6.2), the operator would be required to demonstrate thatthe key accreditation issues have been addressed and are included in the various management plansthat will be produced. The overarching guide and management principles will flow from a formal policyand project strategy for safety. This will be developed by TransLink in accordance with the regulationsrelevant to the BRT and LRT options.

The Operator will need to produce two key management documents:

» Operations Plan: covers normal operations, degraded operation (due to external issues, breakdownsand failures) or special operations (such as major events); and

» Emergency Plan: deals with accidents and other emergencies.

In developing the operations and emergency plans, consideration will be given to the main safety risks.Full details of the risks that would need to be addressed in developing management plans are included inVolume 7 technical report titled Operations Assessments (Section 2 for BRT and Section 3 for LRT).

Provision would be made for special operations during degraded operations which may occur as a resultof an accident, breakdown or other failure. For such cases, plans would be prepared covering strategiesand procedures to be used to minimise the impacts on customers and to promote the restoration of fullservices as soon as possible.



Vol 2 Chp7–32

8. Operational Issues

8.1 EventsMajor events on the Gold Coast include events such as the Gold Coast Indy 300 and Schoolies Week.These would be treated similarly to the degraded operations and managed by the application of specificsubsidiary operation plans and timetables. In addition to sound communications, procedures andprotocols, procedures will be in place to ensure adequate staffing levels. Additional services would beprovided as required, including additional drivers, and staff to marshal crowds at stops and to managetemporary barriers and notices etc.

8.2 Depot

8.2.1 Depot Location

The site proposed for the GCRT depot is located at Loders Creek, as shown in Figure 71 in earliersections of this chapter. This was found to be the most suitable for a BRT or LRT depot location. Interms of locality, it is very close to the proposed GCRT corridor and journey time between the mainlineand depot is minimal. Preliminary investigations show that the spur line to the depot yard can beachieved with minimal track work. Vehicular access is possible through Bailey Crescent and OlympicCircuit/Michelin Street. The areas through which these roads run are already established as industrialtype land use, making this site suitable for a 24hour operating facility. The site has been earmarked as afuture GCCC depot facility (former landfill site) and has space to cater for the future depot needs as thesystem expands. The proposed site has minimal impact on the environment, low amenity and socialimpact, low potential flood and fire hazards, and no cultural heritage issues.

8.2.2 Facilities

The depot will provide the following facilities:

» Stabling yard for LRT or BRT vehicles;

» Maintenance facility;

» Spare parts store;

» Training facility;

» Control centre;

» Administration centre;

» Ancillary vehicles;

» Washonreturn facility;

» BRT fuel storage and refuelling facilities;

» On site towing facilities; and

» Staff facilities such as toilets, a kitchen and lunch room, and car parking and cycle storage.



Vol 2 Chp7–33

8.3 Turn Around and End of Line FacilitiesFor the BRT option, vehicle turnaround facilities would be provided. End of line driver facilities wouldinclude provision for drivers’ personal needs such as toilets and seating. Depending on the method ofoperation chosen by the operator, drivers would not typically require rest periods at the end of line asshift changes would typically take place near the depot or at major stations.



Vol 2 Chp7–34

9. Whole of Life Considerations

9.1 BRT VehiclesThe GCRT has adopted a design vehicle economic life of 20 years. With modern vehicle design usingaluminium and bolted construction, refurbishment is not required within the design life of the vehicle.Routine maintenance will be carried out in accordance with Queensland Transport regulations, using amaintenance management programme comprising regular inspections ranging from daily visualinspections to detailed six monthly examinations.

Should a decision be made to continue using the vehicles beyond the 20 year design life, the followingQueensland Transport requirements will need to be adhered to:

» All buses will either be retired at 20 years or will undergo a Frame Inspection;

» Following a successful outcome of the Frame Inspection vehicles may be used until 25 years of age;and

» All buses will either be retired at 25 years or undergo a mandatory full machinery inspection to furtherextend their lifespan.

9.2 LRT VehiclesThe GCRT has adopted a design economic life of an LRT vehicle of 30 years. A safety managementplan in accordance with Queensland Transport guidelines will be adhered to in order to ensure acontinuous standard of safety throughout the life of the vehicle.

The condition of the vehicle will be monitored to determine when refurbishment is required as this canvary significantly with usage type but is typically after 12 – 15 years or mid lifespan of the vehicle.

9.3 ITS EquipmentAn economic life of 10 years has been adopted for the majority of the ITS systems equipment. Itemsavailable for public use such as the ticket vending and add value machines are assumed to have aneconomic life of five years. An economic life of 20 years has been adopted for underground cables.

9.4 Other EquipmentA range of economic lives have been adopted for other equipment necessary to support the operationsof the RT as follows:

» ITS equipment has an expected economic life of 10 years while items available for public use such asthe ticket vending and add value machines are assumed to have an economic life of five years.Cables provided to facilitate the ITS operations have a likely economic life of 20 years;

» The stations and depot buildings are expected to be in use for greater than 50 years and a process ofregular inspections and maintenance would be adopted to ensure this service life is met; and

» Equipment in the depot such as cranes, gantries, wheel lathes and rail grinding vehicles is expectedto have a useful life in excess of 30 years.



Vol 2 Chp7–35

9.5 Further Development of the Operations StrategyThe operations strategy for both BRT and LRT options will be further developed in parallel with thedetailed design and construction phase of the GCRT. The information developed as part of the ConceptDesign Impact Management Plan (CDIMP) will be used as the basis for developing the design to ensurethat it meets the future operating and interfacing needs of the GCRT.



Vol 2 Chp7–36

10. Summary

This chapter has described the operation of the Gold Coast Rapid Transit (GCRT) system the operationsplans for both the Bus Rapid Transit (BRT) and Light Rail Transit (LRT) options.

The key aspects are:

» The selection of the design vehicles was based on consideration of comfort, safety, and of suitablesize and design characteristics to accommodate the patronage demand and be able to operate withinthe proposed GCRT corridor;

» Key comfort characteristics that have been adopted are consistent with current practice worldwide.Key characteristics are:

– the provision of 35% of design passenger capacity;

– a design seated area of 0.75 square metres;

– a standee density of 3 passengers per square metre under normal conditions and 4 passengersper square metre under peak loading conditions;

– peak loading conditions are only expected to occur over short sections of the route for shortperiods of time;

» For the BRT option an 18 metre articulated vehicle has been selected which has an approximatecapacity of 96 passengers under normal conditions and 125 passengers under peak loading;

» To meet increased demand from 2041 a 25 metre biarticulated vehicle may be required. This wouldhave an approximate capacity of 137 passengers under normal conditions and 175 passengers underpeak loading;

» For the LRT option a 35 metre vehicle has been selected which has an approximate capacity of 200passengers under normal conditions and 250 passengers under peak loading;

» The system will operate 24 hours a day, 7 days a week with a minimum service frequency of 7.5minutes during the day, 15 minutes at night time and early morning and hourly between midnight and6:00 am;

» The operation system is based on a minimum headway of 3 minutes to allow accommodation withinthe existing traffic signal timings;

» Journey times have been established based on expected delays at intersections and stations. Thepredicted journey time between Griffith University and Broadbeach is approximately 35 minutes;

» Fleet requirements have been established. Requirements for 2011 are:

– for the BRT option: 22 vehicles;

– for the LRT option: 15 vehicles;

» The system meets all requirements for disabled access;

» The system would use TransLink’s integrated fare system with tickets being either purchased orvalidated off board;

» Public transit security is well provided for by electronic means and security guards at night time;



Vol 2 Chp7–37

» A comprehensive Intelligent Transport System would enable efficient system operation, rapidresponse to incidents and system monitoring;

» The commissioning period will provide a smooth transition between end of construction andoperation;

» An Incident Management Plan will provide a procedure for accommodating both planned andunplanned events; and

» The adopted economic life of the vehicles is 20 years for BRT vehicles and 30 years for LRT vehicles.

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