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Gold CoastRapid Transit

Concept Design and Impact Management PlanVolume 7 Technical Report - Light Rail

Transit Operations Assessment

41/16445/02/359979 Gold Coast Rapid Transit ProjectVolume 7 Technical Report: Light Rail Transit Operations Assessment Stage 1: Helensvale to Broadbeach

Contents

1. Introduction 6

1.1 Gold Coast Rapid Transit Project 6

1.2 Project Stages 8

1.3 Purpose of this Report 8

1.4 Report Structure 8

1.5 Reference Documents 9

2. Integration with the Public Transport Network 10

2.1 Network Integration Strategy 10

2.2 Heavy Rail 10

2.3 Bus Network 10

2.4 Future Expansion 11

3. System Operational Specifications 13

3.1 Passenger Space Allowance 13

3.2 Vehicle Requirements and Assumptions 13

3.3 Spatial Requirements and Design Issues 15

3.4 Service Frequency Requirements 16

3.5 Predicted Demand 18

3.6 Operational Priority 18

3.7 Future Expansion 19

3.8 Depot and Maintenance Facilities 19

4. System Operations 21

4.1 Journey Times 21

4.2 System Capacity 26

4.3 Service Arrangements 26

4.4 Service Frequency 26

4.5 Service Patterns 26

4.6 Design Periods 27

4.7 Passenger Demand 27

4.8 Staging Plan 27

4.9 Reserve Capacity 29

4.10 Off Peak Operations 29

4.11 Vehicle Fleet 29


4.12 Staff Requirements 31

4.13 Special Events 32

4.14 Vehicle Maintenance and Refurbishment 33

5. Operational Issues to Consider for Users 34

5.1 Passenger Safety and Security 34

5.2 Stations Interchanges and End of Line Facilities 35

5.3 Fare Collection 36

5.4 Passenger Information 37

6. Intelligent Transport Systems and Security 38

6.1 Overview 38

6.2 Operations Management and Control System (OMCS) 40

6.3 Data Exchange System (DES) 46

7. Commissioning 47

7.1 Overview 47

7.2 Accreditation 47

7.3 Infrastructure 47

7.4 Systems 48

7.5 Vehicles 48

7.6 Operations 49

7.7 Commercial 50

8. Incident Management and Safety Procedures 51

8.1 Incident Management 51

8.2 Detection of Vehicle Breakdowns 51

8.3 Management of Light Rail Vehicle Breakdowns 52

8.4 General Approach to Safety in Operations 53

8.5 Risks to be Considered 53

8.6 Special Operations 56

9. Summary and Recommendations 57

9.1 Summary 57

9.2 Recommendations 57


Table IndexTable 1 Reference Documents 9Table 2 Recommended Design Vehicle Parameters 13Table 3 LRT Vehicle Characteristics 14Table 4 Design Vehicle Capacity 14Table 5 General Corridor Design Characteristics 16Table 6 Maximum Peak Rail Service Headway at

Helensvale (mins) 17Table 7 Average Headways of Existing Bus Services in the

Core Section 17Table 8 Predicted Peak Hour Demand 18Table 9 Delay at Intersections 23Table 10 Journey Time Breakdown by Gold Coast Rapid

Transit Section 25Table 11 System Capacity 26Table 12 Design Periods 27Table 13 Proposed LRT System Operations: 35 Metre

Vehicles 28Table 14 Fleet Requirements: 35 Metre Vehicles 31Table 15 Fleet Purchase Plan for 35 Metre Vehicles 31Table 16 Estimated Driver Requirements 32Table 17 Preliminary Assessment of Fare Collection Issues 36Table 18 Risks to be Considered 54Table 19 Operations Staff Estimate 61Table 20 Description of LRT Crossover Points 66

Figure IndexFigure 1 Gold Coast Rapid Transit Project Stage 1

Investigation Corridor 7Figure 2 Transport Network Strategy 12Figure 3 System Hardware Architecture 39Figure 4 OMCS System Modules 40Figure 5 Commissioning Strategy 47Figure 6 Location of Potential LRT Crossovers 67


AppendicesA LRT Section AttributesB Capacity AnalysisC Estimated Staffing RequirementsD Indicative Cross SectionsE Cross Over Locations


1. Introd uction

1.1 Gold Coast Rapid Transit ProjectThe Gold Coast Rapid Transit (GCRT) project is a major Government initiative for creating a moresustainable Gold Coast City. The project will deliver a public transport system that is fast, frequent,reliable and integrated with the existing transport network.

In June 2006 State Cabinet approved the development of a Concept Design, Impact Management Planand Business Case for two rapid transit mode options under Government’s Value for Money Framework.The GCRT project is included in the South East Queensland Regional Plan and funded in South EastQueensland Infrastructure Plan and Program. The lead Government Agency, TransLink will develop theConcept Design and Impact Management Plan and Business Case in partnership with Gold Coast CityCouncil, which has also allocated future funding for public transport improvements on the Gold Coast.

The new rapid transit system is intended to link the Gold Coast Railway at Helensvale with the GriffithUniversity/University Hospital precinct and the busy centres of Southport, Surfers Paradise, Broadbeach,and ultimately Gold Coast Airport and Coolangatta Town Centre.

The rapid transit mode options under investigation are:

» A light rail transit (LRT) system with low floor air-conditioned vehicles on a standard gauge fixed trackdrawing power from overhead wires; and

» A bus rapid transit (BRT) system that offers a much higher quality service than an ordinary bus, withspecially designed buses running very frequent services and higher reliability and faster travel timesthan buses operating in mixed traffic.

Both systems would operate within a dedicated corridor, mostly running within a central reserve onexisting roads. In some areas, a corridor adjacent to the road or mixed running with traffic has beenconsidered. Regardless of the chosen mode, the technology option will use a dedicated carriageway ‘atgrade’ with an agreed level of priority provided at traffic signals to promote fast and reliable journeytimes.

The Concept Design and Impact Management Plan and Business Case are based on detai led studies forStage 1 (Helensvale to Broadbeach), with initial planning investigations of Stage 2 (Broadbeach toCoolangatta). The Stage 1 corridor, as shown in Figure 1, connects to the Gold Coast Rail Line at theexisting Helensvale Rail station and terminates at Broadbeach at a new bus/rapid transit interchange.Stage 1 has been evaluated and planned in the following 3 sections:

» Section 1: Helensvale to Griffith University. Two corridor options are subject to detailed planningevaluation;

» Section 2: Griffith University to Southport; and

» Section 3: Southport to Broadbeach including Surfers Paradise.

GAVENLOCAL STATION

ARUNDELLOCAL STATION

PARKWOODLOCAL STATION

MAIN BEACHLOCAL STATION

BROADWATERLOCAL STATION

NORTHCLIFFELOCAL STATION

SOUTHPORTREGIONAL STATIONPARKWOOD WEST

LOCAL STATION

LABRADOR SOUTHLOCAL STATION

LABRADOR NORTHLOCAL STATION

FLORIDA GARDENSLOCAL STATION

PARADISE WATERSLOCAL STATION

SURFERS PARADISELOCAL STATION

CAVILL AVENUEDISTRICT STATION

BIGGERA WATERSREGIONAL STATION

MARBLE ARCH PLACELOCAL STATION

CYPRESS AVENUEDISTRICT STATION

SOUTHPORT PRIMARYLOCAL STATION

BROADBEACH SOUTHREGIONAL STATION

BROADBEACH NORTHDISTRICT STATION

HELENSVALE STATIONREGIONAL STATION

GRIFFITH UNIVERSITYDISTRICT STATION

UNIVERSITY HOSPITALDISTRICT STATION GOLD COAST HOSPITAL

DISTRICT STATION

SCARBOROUGH STREET SOUTHLOCAL STATION

CARRARA

NERANG

SOUTHPORT

ARUNDEL

GAVEN

WORONGARY

COOMBABAHHELENSVALE

BENOWA

ASHMORE

MAIN BEACH

MERRIMAC

MOLENDINAR

RUNAWAY BAY

PARKWOOD

LABRADOR

BUNDALL

MERMAID WATERS

SOUTH STRADBROKE

BROADBEACH WATERS

HIGHLAND PARK

CLEAR ISLAND WATERS

HOLLYWELL

ROBINA

SURFERS PARADISE

BIGGERA WATERS

PACIFIC PINES

BROADBEACH

TALLAI

GILSTON

OXENFORD

MUDGEERABA

532000

532000

536000

536000

540000

540000

6900

000

6900

000

6904

000

6904

000

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6912

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000

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: Imagery, Roads suppliedby GCCC(2006). Precincts digitised fromhardcopy supplied by ARCHAEOProjection: MGA56 (GDA94)Date Printed: 19-05-2008File:G:\41\16445\GIS\MAP\Draft_CDIMP\Volume_7\TechnicalReports\MXD\Fig1_GCRT_Project_stage_1_investigation_Corridor_RevA.mxdSize: A3

²0 500 1,000 1,500 2,000

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1:50,000

COOMBABAH

SOUTHPORT

SURFERSPARADISE

BROADBEACH

SECTION 1

SECTION 2

SECTION 3

LegendStations

Section 1: Option H1

Section 1: Option H2

Section 2

Section 3

TransLinkGold Coast Rapid Transit

DRAFT CDIMP

INVESTIGATIONCORRIDOR

STAGE 1

FIGURE 1


1.2 Project StagesThe project is planned in two stages:

» Stage 1: Helensvale to Broadbeach (2011 to 2016);

» Stage 2a: Broadbeach to Burleigh Heads (2016 to 2026); and

» Stage 2b: Burleigh Heads to Coolangatta (from 2026).

This report focuses on the requirements for Stage 1.

Two route options between Griffith University and Helensvale were considered:

» Option H1: University Hospital at Griffith University – Harbour Town – Helensvale; and

» Option H2: Unversity Hospital at Griffith University – Parkwood – Helensvale.

Following a decision by TransLink, Option H2 has been used for the development of the operationalstrategy. If Option H1 is adopted at a later date, the operations plan would need to be revised due to thelonger journey times.

1.3 Purpose of this ReportThe purpose of this report is to provide a reference document for the basis and proposals for theoperations of the LRT system. It sets out the requirements, assumptions and findings leading to arecommended design vehicle and proposed operations plan. As the proposed operations plan is basedon a number of assumptions that are subject to change due to the ongoing refinement of both thedecision making and design processes, the recommendations should be regarded as a benchmark fromwhich further development can take place. The recommendations provide reasonable acceptable valuefor money and not an optimised solution.

An approach for dealing with LRT operations during special events is provided, but a detailed eventsmanagement plan is not provided because it would vary depending on the scope and timing of the event.

1.4 Report StructureThe report is structured as follows:

» Section 2: Describes how the GCRT is integrated with the public transport network;

» Section 3: Sets out the operational requirements for the proposed LRT Option of the GCRT system;

» Section 4: Provides the assumptions and estimates for the various operational aspects, such as thejourney times, system capacity, vehicle fleet and staffing requirements for the GCRT;

» Section 5: Describes the key operational issues to consider for users;

» Section 6: Describes the proposed ITS system and security monitoring measures;

» Section 7: Describes the commissioning of the project;

» Section 8: Describes the Incident Management Plan and emergency safety procedures; and

» Section 9: Summarises the findings and recommendations.


1.5 Reference DocumentsThe following documents, all of which have been submitted to TransLink, provide background material tothe assumptions made in the preparation of this report.

Table 1 Reference Documents

Title Date Revision Date of Issueto TransLink

GHD Reports

LRT Reference Technology Paper February 2007 C 28/02/07

Station Access Strategy February 2007 20/04/07

LRT and BRT Operations Assessment April 2007 2

Station Validation Paper April 2007

LRT Operations Plan May 2007 A 08/06/07

Depot Locations Working Paper June 2007

Study Tour Outcomes July 2007 A

Assessment of BRT and LRT Vehicle Capacity andSystem Operations*

October 2007 B 31/10/07

Overhead Traction Power Distribution ConceptDesign for LRT Option

January 2008 2

Urban and Planning Working Papers (various)

SYSTRA Reports

LRT Depot Layout Preliminary Study August 2007 08/08/07

* referred to as ‘The Capacity Report’ in future references.

Some of the items in this report supersede previous work in the above listed reports.


2. Integration with the Public Transport Network

2.1 Network Integration StrategyThe Network Integration Strategy facilitates the efficient integration of the GCRT into the broadertransport network. The integration strategy criteria are:

» Bus route planning and operations support the staged implementation of the GCRT;

» Planning and location of the GCRT stations and access points facilitate convenient access and inter-modal interchange;

» Access to the GCRT stations will be achievable by all modes of transport: walking, cycling, taxi,private car and other public transport modes;

» Integration of the GCRT with the heavy rail network; and

» Integration of the GCRT with the road network.

2.2 Heavy RailThe GCRT will have a major regional station integrated with the heavy rail system at Helensvale.

Both the heavy rail and the GCRT provide a linear north-south service with the heavy rail servicing theinland areas with connections to Brisbane city and Brisbane airport with the GCRT servicing the high-density, coastal development. The heavy rail will provide a fast service with widely separated stationsand the LRT a slower but more frequent service with closely spaced stations. The heavy rail and theGCRT will both provide a solid public transport base for the redevelopment of the existing bus network.

The existing Gold Coast railway operates trains to Helensvale at a frequency of 30 minutes.

2.3 Bus Network

2.3.1 Bus Network Strategy

An alternative bus network and service strategy has been proposed by TransLink to support and providelinkage to the GCRT network. The bus network and service strategy seeks to address current networkand level of service deficiencies and has been structured in line with TransLink’s Network Plan for theGold Coast. A hierarchy of services has been identified that will form the link between the heavy rail andthe GCRT. The feeder bus network will be designed for convenient timed connections at Helensvale,Griffith University, Southport and Broadbeach South stations.

The bus network strategy is currently being further refined by TransLink and will form a key input to theGCRT system.

2.3.2 Bus Operations in 2011

Prior to the opening of the rapid transit operation in 2011, significant improvements in bus services areproposed to further encourage the use of public transport and to address some of the deficiencies in theexisting network. Service improvements include increasing coverage, higher frequencies, longeroperating hours and the introduction of weekend services. A high frequency service would be introduced


that mirrors the route and operations of the GCRT so that bus users are accustomed to the high level ofservice offered by the GCRT. It is also hoped that additional patronage would be attracted during thisperiod. This service is expected to operate at a high frequency similar to that of the 2011 BRToperations. After the opening of the BRT system, the high frequency services that mirror the GCRT willbe removed/truncated and the service-kilometres reinvested in further service improvements.

The implementation of the proposed strategy will also provide:

» New services to areas of high demand and identified growing communities;

» Enhanced bus connections to heavy rail at Coomera, Helensvale, Nerang and Robina;

» High Frequency Priority (HFP) feeder services (as defined by TransLink’s Network Plan) on bus/HOVpriority corridors and high demand corridors e.g.

– Southport to Coolangatta via the Gold Coast Highway;

– Helensvale to Southport via the Gold Coast Highway;

– Nerang to Southport;

– Nerang to Surfers Paradise;

– Nerang to Broadbeach;

– Robina to Bond University and Burleigh Heads;

– Robina to Coolangatta; and

– Griffith University to Australia Fair and Pacific Fair.

The bus network strategy is shown diagrammatically in Figure 2.

2.4 Future ExpansionStage 2 of the project will extend the service between Broadbeach South and Burleigh Heads andCoolangatta. The proposals for Stage 1 will ensure no impediment to the subsequent development ofthese facilities.


DRAFT CDIMP

TRANSLINK NETWORKPLAN FOR THEGOLD COAST

FIGURE 2

Source: TransLink Network Plan SoutheastQueensland, July 2007Date Printed: 22-05-2008File:G:\41\16445\GIS\MAP\Draft_CDIMP\Volume_2\Chapter 9\MXD\Fig_1_Translink_networks_plan_for_the_gold_coast.mxdSize: A4

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BROADBEACH

SURFERSPARADISE

COOMBABAH

Gold Coast

Beaudesert

Logan

Redland Redland

Brisbane

Tweed

Redland

Not to Scale


3. System Operational Specifications

This section describes the operational requirements that were initially established by TransLink’s Brief.In some cases these have been subsequently developed and revised. All such revisions have beenagreed with TransLink and have been adopted for the development of the proposals contained in thisreport and Concept Design and Impact Management Plan (CDIMP) documentation and OperatingExpenditure (OPEX) cost predictions.

3.1 Passenger Space AllowanceHigh levels of passenger comfort are required by TransLink in order to provide a service that is attractiveto users and that will encourage patronage. The need for a balance between passenger comfort levelsand the ability of the system to provide adequate capacity was demonstrated in The Capacity Report.The recommended design vehicle parameters are summarised in Table 2.

Table 2 Recommended Design Vehicle Parameters

Design Parameter Value Recommended

Seating provision 35% of total capacity

Standee density General design: 3 passengers per square metre

Peak Period: maximum 4 passengers per square metre forshort duration journeys

Seat area 0.5 square metres per seated passenger

DDA allowance Provision for two wheelchairs

The design standee density and seat area also provides adequate provision for normal luggage storagewith additional storage areas over the wheel housings. No allowance has been made for the carriage ofbicycles, surfboards or other large items. Such items are not usually provided for on rapid transitsystems due to the space requirements and the impact on dwell times.

3.2 Vehicle Requirements and Assumptions

3.2.1 Vehicle Characteristics

Examples of vehicles currently in use in LRT systems around the world are discussed fully in the LRTReference Technology Paper. The required length of vehicle is discussed in The Capacity Report, whichrecommends a 35 metre vehicle for Stage 1 operations to 2041. Analysis of the system has not beenconducted beyond 2041, however, current patronage data and design level of intersection prioritysuggests a 45 metre vehicle may be required. The vehicle size required will be dependent on actualpatronage and the level of intersection priority that can be provided to the LRT vehicles at that stage.

The key characteristics of the 35 metre vehicle are summarised in Table 3.


Table 3 LRT Vehicle Characteristics

Item Value

Length 35 m

Width 2.65 m (excluding mirrors)

Traction system Electric 750 V DC feeding AC traction motors

Power rating 1050 kW

Power reticulation Overhead wiring using a single pantograph

Gauge 1435 mm (standard)

Maximum speed 80 km/h (minimum)

Maximum sustained gradient 7%

3.2.2 Design Vehicle Capacity

Design vehicle capacity is discussed extensively in The Capacity Report. Under normal conditions astandee density of 3 passengers per sq metre should not be exceeded. In order to optimise capacity, forshort sections during short periods of time a maximum standee density of 4 passengers per sq metre hasbeen agreed as acceptable and has been used in this assessment.

The design criteria adopted are summarised in Table 2 and the resulting vehicle capacity ratings for 35metre and 45 metre vehicles are summarised in Table 4.

Table 4 Design Vehicle Capacity

Normal Conditions Peak Period

Standee Density 3 passengers per square metre 4 passengers per square metre

35 metre Vehicle

No. seats 69 69

No. standees 129 180

Total passengers 198 249

45 metre Vehicle

No. seats 91 91

No. standees 169 233

Total passengers 260 324

3.2.3 Vehicle Economic Life

The usual design economic life of an LRT vehicle is 25-30 years although 50 years has also beenachieved. An economic life of 30 years has been adopted for the GCRT project.


3.2.4 Floor Level

Vehicles should ideally be 100% low floor, for the following reasons:

» Passenger comfort and ease of access;

» Passenger safety (no steps at stations and no internal steps); and

» Maximum accessibility for wheelchair and strollers.

100% low floor vehicles are recommended but if part low floor vehicles are to be used for cost reasons,the design should provide large portions of low floor around doorways to accommodate and enable easeof access/egress by wheelchairs. The low floor area should be not less than 70% of total floor area. Insuch instances the use of folding seats in this area may be an advantage.

3.2.5 Doors

The vehicle should have multiple doors in order to facilitate speedy boarding and alighting to minimisestation dwell times. Boarding and alighting rates through doorways needs to be tested against theassumptions used in the model.

3.2.6 Power Supply and Reticulation

Full details of the power supply and reticulation are provided in Overhead Traction Power DistributionConcept Design for LRT Option.

3.3 Spatial Requirements and Design Issues

3.3.1 Alignment Characteristics

The geometric characteristics that have been incorporated into this stage of the study are:

» Location of the stations;

» Gradients;

» Radii of curvature; and

» Location and operation of the intersections with and without signals.

The issues are discussed fully in the LRT Operations Plan and the key points are summarised below.

3.3.2 Design Speed

Limits have been placed on the design speeds in defined zones for geometric design or safety reasons,particularly in high volume pedestrian areas and narrow streets. The design speeds are shown inAppendix A. It should be noted that the proposed speed restrictions have a significant impact on journeytimes.

3.3.3 Stations

Station categories are discussed in the Station Validation paper. Three categories that reflect the role ofeach in the transport network and the patronage levels they will serve are defined as follows:

» Regional: A major attractor such as a regional shopping centre;


» District; A significant attractor with a good standard of passenger facilities primarily serviced by linehaul services but some feeder services may also operate; and

» Local: Caters primarily for the transport needs of the immediate community and is primarily accessedby walking via local paths and roadways.

Platforms will be side platforms and will be located parallel and adjacent to each other.

Stations should be designed to accommodate one LRT vehicles at any one time. As 45 metre vehiclesmay be required after 2041, the platform should be able to accommodate one 45 metre vehicle.

3.3.4 Summary of General Design Characteristics

The general design characteristics used for the concept design phase are summarised in Table 5.

Table 5 General Corridor Design Characteristics

Station

Platform width – at stations classified as local and district 3.4 m

Platform width – at stations classified as regional 4.8 m

Platform length 45 m

Alignment

Gauge 1,435 (standard)

Minimum horizontal curve radius 25 m

Maximum gradient 7%

Width of Rail Corridor

Rail corridor width 8.65 m

Rail corridor width in stations 7.05 m typical

6.75 m – 8.6 mrange

Relevant cross sections for different configurations are presented graphically in Appendix D.

3.4 Service Frequency Requirements

3.4.1 Minimum Headway

As discussed in The Capacity Report the minimum headway has been set at 3 minutes to potentiallymatch the RT operations with existing intersection signal phasing thus trying to reduce the impact onexisting traffic operations. The traffic signals currently operate at fixed cycle times of between 140 and180 seconds and can be adapted to accommodate the additional phasing and frequency requirements ofthe RT system.


3.4.2 Maximum Headway

Maximum headway has been set based on three criteria required by TransLink as follows.

Integration with Queensland RailIn order to integrate with the future Queensland Rail services at Helensvale, TransLink has specified themaximum headway as shown in Table 6.

Table 6 Maximum Peak Rail Service Headway at Helensvale (mins)

Period 2011 2016

AM and PM peak 15 10

Off peak 30 15

Consistency of Service Frequency with Existing Bus ServicesThe LRT should provide at least a similar service frequency to that provided by existing bus routesserving the core section. The average headway of existing bus routes between Southport andBroadbeach is as shown in Table 7.

Table 7 Average Headways of Existing Bus Services in the Core Section

Southbound Northbound

Headways (mins) No. of Services Headways (mins) No. of Services

AM (07:00 – 09:00) 7.4 17 6.3 19

PM (16:00 – 18:00) 6.0 20 5.6 20

The average timetabled headway ranges between 5.6 to 7.4 minutes.

The intent of the operational requirements was to provide sufficient capacity to meet the expecteddemand without significant loss in current level of service. A maximum of 7.5 minutes was considered toprovide a reasonable balance between the required headway to satisfy capacity requirements (over 15minutes) and the minimum existing bus headway and was thus adopted.

Continuity of ServiceAs patronage on the system increases the passenger demand will be met through the reduction ofvehicle headway and/or the introduction of larger vehicles. TransLink has advised that when largervehicles are used vehicle headway is not to be increased, even though increased headways may meetcapacity requirements due to the creation of additional reserve capacity, so that the level of serviceprovided to patrons remains unaltered.


3.5 Predicted Demand» TransLink has provided predicted patronage data for years 2016, 2026 and 2041 based on the

VISUM model produced by Bitzios Consulting. Full details of the assumptions made in establishingthe model were not available during the preparation of this report. TransLink has advised that theforecasts are 50 percentile values, i.e. the predictions are an average value.

» Two sets of data have been provided:

» Stage 1 Patronage Data: Helensvale to Broadbeach South; and

» Stage 2 Patronage Data: Helensvale to Coolongatta.

» From the data, peak hour flows were predicted based on the daily flow variation of buses currentlyserving the GCRT corridor. Stage 1 patronage values for 2011, 2021, 2031 and 2036 have beenextrapolated/interpolated from the predicted data. Patronage for these design years is thereforeapproximate only. Further details of this calculation are presented in The Capacity Report.

Predicted station to station flows based on Stage 1 patronage data are presented in Appendix B.Predicted peak hour demand for for 2016, 2026 and 2041 based on both Stage 1 and Stage 2 patronagedata are summarised in Table 8 rounded to the nearest 10.

Table 8 Predicted Peak Hour Demand

DesignYear

Peak Hour One-way

Passenger Demand for Stage 1

Peak Hour One-way

Passenger Demand for Stage 2

2016 1,500 2,080

2026 3,250 3,670

2041 5,480 6,365

The peak hour referred to in Table 8 is the daily peak hour, which generally occurs during the PM peak.

3.6 Operational PriorityOperational priority is a key factor to the success of the GCRT and will be achieved by:

» Physical priority, which is physical segregation from potential conflict with other traffic; and

» Signal priority, which is priority at locations (generally intersections) where physical segregation is notprovided.

These are outlined below.

3.6.1 Physical Priority

The LRT will operate on a dedicated, segregated or mixed corridor as follows:

DedicatedWhere the operation of the RT system is completely within its own corridor, fenced and grade separatedfrom pedestrians and general traffic. For the GCRT system this only occurs at the depot and LodersCreek Bridge. In such sections speeds may be up to 80 km/h.


SegregatedWhere the operation of the RT system will utilise an existing road corridor at grade with some form ofseparation from general traffic. Pedestrians and general traffic may not be excluded from crossing theoperation at grade in some locations. The majority of the GCRT system operates on a segregatedcorridor with physical separation being generally achieved by means of a median typically raised by a150 mm kerb.

MixedWhere the operation of the RT sytem will be at grade on an existing road corridor and will mix with trafficand pedestrians. In areas of mixed running, traffic management, including signal priority and specificallydesigned lane configuration at the entry points to mixed running sections will aim to:

» ‘Meter’ the flow of general traffic such that free-flow traffic conditions are maintained within the mixedrunning section - even if that means creating congestion conditions for general traffic outside themixed running section; and

» Ensure that when the LRT vehicle runs through the mixed running section, it will stay ahead of thegeneral traffic – i.e. the general traffic will need to stop behind an LRT vehicle that is stopped at astation.

For the GCRT the only section in which mixed operation occurs is Cypress Avenue.

3.6.2 Signal Priority

Three scenarios for different levels of system-wide priority at intersections were developed:

» Full: Full, pre-emptive signal priority provided at all intersections, so the RT will experience no delays;

» High: Signal priority provided at most intersections, unless particularly complex or congested. Prioritycould be full, pre-emptive or partial; and

» Moderate: Signal priority provided at locations and at a level that will not unduly affect existing trafficoperations.

Adoption of the appropriate priority scenario is dependent on the outcome of detailed traffic modelling,which is currently being carried out by TransLink. Signal priority is further discussed in relation to journeytime in 4.1.

3.7 Future ExpansionStage 2 of the project will extend the service between Broadbeach South and Burleigh Heads andCoolangatta. The proposals for Stage 1 will ensure no impediment to the subsequent development ofthese facilities.

3.8 Depot and Maintenance FacilitiesKey considerations for the maintenance and stabling of LRT vehicles are outlined below:

» Proximity to the GCRT route and location in relation to start and finish of revenue services to minimise‘dead running’;

» Availability and cost of land for the facility; and


» Environmental and planning considerations associated with the site of the facility.

» All the above aspects are fully discussed in Depot Locations Working Paper that found the preferredsite to be that within the existing Council Depot off Baratta Street adjacent to Loders Creek. Details ofthe depot layout are provided in LRT Depot Layout Preliminary Study. The location is shown on theSection 2 drawing in Appendix A.


4. System Operations

4.1 Journey TimesGHD has developed a journey time model that estimates the total time for the LRT services operatingalong the alignment with the proposed design speeds. The travel time model considers individualsegments to estimate the travel time. For each segment, local speed restrictions and vehicleperformance are taken into account. Allowances are also made for delays at traffic signals and dwelltimes for passenger boarding and alighting activity at the proposed stations. The overall journey time isthe cumulative time for the following sections of the corridor:

» Section 1 (H1) Helensvale to Griffith University via Gaven;

» Section 1 (H2) Helensvale to Griffith University via Biggera Waters;

» Section 2 Griffith University to Southport; and

» Section 3 Southport to Broadbeach.

The journey time model considers three different priority scenarios as described in 3.6.2 as well asdifferent classes of junctions and stations. The different priority scenarios will determine the delay to beexperienced on the different junction classes. The model is based on the sum of the in-vehicle runningtime, junction delay time and station dwell time. This is summarised in Table 10.

System journey times have been developed based on the assumption of high signal priority, whichprovides a relatively conservative estimate. Fleet and driver requirements are dependent on journeytimes and have been estimated based on this assumption and this will need to be confirmed once thedetailed traffic modelling results are available.

4.1.1 In-Vehicle Running Time

The assumptions applied to the travel time model include:

» LRT acceleration and deceleration of 1.3 m/s2 (typical value for LRT vehicles); and

» Proposed design speeds provided by the design team as shown on the drawings in Appendix A.

4.1.2 Intersection Delay Time

Intersections were classified into three classes as shown in Appendix A. The intersections have beenclassified as follows:

Class A

A major signalised intersection, generally with four legs and multiple lanes of traffic, where significantdelays for LRT vehicles would be expected. The Class A intersections used in the model are:

» Gold Coast Highway and Hooker Boulevard/Margaret Avenue;

» Gold Coast Highway and Monaco Street;

» Surfers Paradise Boulevard and Clifford Street;

» Surfers Paradise Boulevard and Elkhorn Avenue;


» Cypress Avenue and Ferny Avenue;

» Ferny Avenue and Surfers Paradise Boulevard;

» Queen Street and Ada Bell Way;

» Nerang Street and High Street;

» Nerang Street and Queen Street;

» Queen Street and Wardoo Street;

» Parklands Drive and Olsen Avenue; and

» Brisbane Road and Olsen Road.

Class B

A signalised intersection, in most instances, where some delays for LRT vehicles would be expected.The class B intersections used in the model are:

» Gold Coast Highway and Elizabeth Avenue;

» Gold Coast Highway and Victoria Avenue and T.E Peters Drive;

» Gold Coast Highway and Australia Avenue;

» Gold Coast Highway and St Kilda Avenue;

» Gold Coast Highway and Admiral Drive;

» Queen Street and Scarborough Street;

» Scarborough Street and Lawson Street and Short Street;

» Scarborough Street and Nerang Street;

» Olsen Avenue and Musgrave Avenue;

» Labrador North Station;

» Brisbane Road and Harbour Town Entrance;

» Brisbane Road and Captain Cook Drive; and

» Brisbane Road and Arundel Drive.

Class CA minor intersection not always signalised, where minimum delays for LRT vehicles would be expected.The Class C intersections used in the model are:

» Gold Coast Highway and Convention Centre entrance;

» Gold Coast Highway and Wharf Road;

» Gold Coast Highway and Fern Street;

» Surfers Paradise Boulevard and Vista Street;

» Surfers Paradise Boulevard and Enderley Avenue;

» Surfers Paradise Boulevard and Markwell Avenue;

» Surfers Paradise Boulevard and Hamilton Avenue;


» Surfers Paradise Boulevard and Beach Road and Hanlan Street;

» Nerang Street and Davenport Street;

» Queen Street and Beale Street;

» Parklands Drive and Alumni Place;

» Parklands Drive and University Drive; and

» Brisbane Road and Marble Arch Place.

Estimated delay at each intersection classification has been assessed for each of the three priorityscenarios described in 3.6.2. The findings are shown in Table 9.

Table 9 Delay at Intersections

Intersection Class Estimated Intersection Delay (seconds)

Full Priority High Priority Moderate Priority

A 10 30 60

B - 15 30

C - - 15

4.1.3 Station Dwell Time

» Station dwell times depend on patronage, fare collection method and width and number of doors.

» Patronage data is based on the predictions of the Bitzios model as described in 3.5.

» The choice of fare collection/ticket validation method will impact on the station dwell times. Theproposed method as described in 5.3.2 has been assumed in estimating station dwell time.

» Sizing and number of doors is also not yet confirmed and the actual boarding and alighting rates atthe doors will need to be tested against predictions when these details are known.

Three station classes, as described in 3.3.3, have been included in the model. The station classificationand estimated dwell times are as follows:

Class A Stations (Regional)» Broadbeach South;

» Southport;

» Helensvale; and

» Biggera Waters.

The expected dwell time is 30 seconds.

Class B Stations (District)

» Broadbeach North;

» Cavill Avenue;

» Cypress Avenue;


» Gold Coast Hospital;

» Griffith University; and

» University Hospital.


Class C Stations (Local)These stations are expected to have low levels of passenger activity (i.e. boarding and alighting). Thedelay assumed for this station class is 15 seconds. The class C stations included in the travel timemodel are:

» Florida Gardens;

» Northcliffe;

» Surfers Paradise;

» Paradise Waters;

» Main Beach;

» Broadwater;

» Southport South;

» Southport Primary;

» Parkwood;

» Parkwood West;

» Gaven;

» Labrador South;

» Labrador North;

» Arundel; and

» Marble Arch Place.


4.1.4 Journey Time Summary

The journey time summary including intersection delays and station dwell times for each section and forthe alternative route options for Section 1 is provided in Table 10.


Table 10 Journey Time Breakdown by Gold Coast Rapid Transit Section

Section 1- Helensvaleto University Hospital

Section 2 Section 3 Total RouteStatistic

Option 1:viaBiggeraWaters

Option 2:via Gaven

Uni/Hospto MainBeach

MainBeach toBroadbchSouth

Option 1 Option 2

Total Station delay(min)

2.3 1.6 2.2 2.5 7.0 6.3

Total Intersectiondelay (min)

2.3 0.5 2.8 4.3 9.3 7.5

Total Running Time(min)

10.1 8.4 10.5 12.9 33.5 31.8

Total Journey Time(min)

14.7 10.5 15.4 19.7 49.6 46.3

Type of Priority High High High High High High

Number of Stations 7 5 7 8 22 20

Average Dwell Time(s)

20 19 19 19 56 55

Number ofIntersections

9 2 10 19 38 31

Average IntersectionDelay (s)

15 15 17 13 45 45

Distance (km) 9.2 8.9 5.9 5.7 20.8 20.4

Average Speed:Running Time only(km/h)

54.6 63.4 33.6 26.4 37.2 38.5

Average Speed:Total time (km/h)

37.6 50.8 22.1 17.3 25.0 26.9

Table 10 indicates a total journey time for Sections 2 to 3 of approximately 35 minutes.

The journey time for Option 2, via Gaven, is approximately 3 minutes less than that for Option 1, viaBiggera Waters. This is due to the higher overall station dwell time for Option 1 and the lower speed limitof the Option 2 route.

The journey times predicted in the model are considerably longer than the predictions made byTransLink’s other advisers. The patronage predictions used in this assessment are based on the shorterjourney times of the Bitzios model, which predicted 25 minutes between Griffith University and


Broadbeach South. It should be noted that patronage is sensitive to journey time, thus it must berecognised that revised patronage figures based on the journey times in Table 10 will be considerablylower. Lower patronage would impact on the required system capacity, in turn suggesting longerheadways might be possible with the overall effect of reducing the numbers of vehicles and operatingstaff.

4.2 System CapacitySystem capacity is a factor of the vehicle capacity and required minimum headway. The resultantcapacities for both 35 and 45 metre vehicles operating at 3 minutes headway are shown in Table 11,rounded to the nearest 10.

Table 11 System Capacity

Vehicle System Capacity (passengers per hour)

Standee Density 3 pax/sq m 4 pax/sq m

35 metre 3,970 4,990

45 metre 5,200 6,480

4.3 Service ArrangementsThe Stage 1 operating plan involves the following service arrangements:

» Service 1: Broadbeach to Helensvale and return; and

» Service 2: Broadbeach to Griffith University and return (generally required for periods where demandbetween Griffith University and Helensvale is low).

4.4 Service FrequencyAdopted headways comply with the requirements set out in 3.4;

» The headway units adopted in the assessment are: 3, 3.75, 5, 7.5, 10, 15, 20 and 30 minutes as usedin the preliminary SYSTRA study;

» Headways for the southern section, Griffith University to Broadbeach South, are whole multiples ofheadways for the northern section, Helensvale to Griffith University;

» Maximum headway requirements to allow integration with rail services;

» Headways in the core section are set at a maximum of 7.5 minutes during the day and have beenassumed to be 15 minutes during the night time period; and

» Headways for any time period are not increased on changing to a larger vehicle.

4.5 Service PatternsThe operating plan involves the following service patterns:

» Service 1: Broadbeach South to Helensvale and return; and


» Service 2: Broadbeach South to Griffith University and return (generally required for periods wheredemand between Griffith University and Helensvale is low).

4.6 Design PeriodsSystem operations have been assessed for four peak periods as defined in Table 12.

Table 12 Design Periods

Period Abbreviation Time period

Morning Peak AM 07:00 – 09:00

Day Time DT 09:00 – 16:00

Evening Peak PM 16:00 – 18:00

Night Time NT 18:00 – 00:00 and 06:00 – 07:00

Owl Time OT 00:00 – 06:00

4.7 Passenger DemandPassenger demand is discussed in 3.5.

It is to be noted that the high predicted rates of growth impact on the planning of operations. Togetherwith the requirement to maintain a service frequency of not more than 7.5 minutes headway, a systemdesigned to meet the capacity requirements at the end of the vehicle design lifespan will inevitably resultin over provision of capacity in the early years.

4.8 Staging PlanRequired Stage 1 system capacity can be delivered by a 35 metre vehicle to 2041. In between 2011and 2041, it will be necessary to supplement the fleet as demand grows and service frequencycorrespondingly increases. Prior to purchase of new vehicles, the system operations should be reviewedin terms of:

» Actual patronage levels compared with predictions and how this will impact on future patronagepredictions; and

» Possible transport policy changes that may enable increased service frequency.

A decision can then be taken as to whether to continue with 35 metre vehicles or to introduce longervehicles. At this stage only 35 m vehicles are proposed.

The proposed LRT system headways is shown in Table 13.


Table 13 Proposed LRT System Operations: 35 Metre Vehicles

Year 2011 2016 2021 2026

Time period AM PM DT NT AM PM DT NT AM PM DT NT AM PM DT NT

Sections: Headways (mins)

Helensvale – University Hospital 15 15 15 15 7.5 7. 5 15 15 5 5 15 15 5 3 15 15

University Hospital - BroadbeachSouth 7.5 7. 5 7.5 15 7.5 7. 5 7.5 15 5 5 5 10 5 3 3.75 7. 5

Year 2031 2036 2041

Time period AM PM DT NT AM PM DT NT AM PM DT NT

Sections: Headways (mins) Headways (mins)

Helensvale – University Hospital 5 3 7.5 15 3 3 9 15 3 3 9 15

University Hospital - BroadbeachSouth 5 3 3.75 7.5 3 3 3 7.5 3 3 3 5


4.9 Reserve CapacityReserve capacity is the measure of available vehicle capacity over that being used by passengers. Thisis presented in Appendix B as follows:

» Diagrams showing the variation of reserve capacity over the route for all design periods for every fiveyears between 2011 and 2041;

» Histograms showing a comparison of peak capacity with both standee density 4 passengers persquare metre and 3 passengers per square metre and Stage 1 patronage for every five yearsbetween 2011 and 2041; and

» Graphs showing a detailed comparison of Stage 1 and Stage 2 patronage with capacity with standeedensities of both 4 passengers per square metre and three passengers per square metre.

The results show:

» That with Stage 1 patronage standee densities over 3 passengers per square metre should onlyoccur for very short time periods over short travel sections in periods of peak demand; and

» That Stage 2 patronage demand can be met by the 35 m vehicle, although there will be longerperiods where standee densities will exceed 3 passengers per square metre. However, with theexception of the 2041 PM peak southbound, standee densities of 4 passengers per square metrewould not be exceeded. In this one case, the excess is only marginal.

4.10 Off Peak OperationsAs patronage data is only available for Monday to Friday, 07:00 – 00:00, assumptions have been madefor operations on Saturdays, Sundays and Public Holidays and during ‘Owl Time’ as follows:

» Saturdays, Sundays and Public Holidays is assumed to be equal to the combined service frequencyof the existing bus routes; and

» Owl Time with an hourly frequency.

It is to be noted that consideration needs to be given to maintenance which may affect Owl Timeoperations. Due to the limited service provided during this period it may be possible to operate theservice on one line only enabling maintenance to be carried out on the other line.

4.11 Vehicle Fleet

4.11.1 Assumptions

The following assumptions have been made in assessing fleet requirements:

Journey TimesThe journey times predicted by the model have been adopted in calculating fleet, driver and securityguard requirements. Journey times are discussed in Section 4.1.

Recovery PercentageThis is a contingency for loss of time over the route that may arise due to:

» Delays at signalised intersections;


» Dwell times at stations that are higher than those assumed in the calculation of journey time;

» Vehicle breakdown;

» Ticket machine/reader malfunction; and

» Passenger or driver issues/incidents.

The recognised practice in most LRT systems is between 7% and 12%. Since the number of signalisedintersections through which the LRT passes is high, a higher level has been adopted for peak periods.Values adopted for each peak period are:

» AM and PM: 12%;

» DT and NT: 10%; and

» OT: 7%.

Minimum Turnaround Time

The minimum turnaround time is the time allocated for the driver to turn the vehicle around at theterminus, to inspect the vehicle for any damage and to prepare the vehicle for the return trip by adjustingthe signage and ticketing equipment. It does not include the recovery time for late running. Theminimum value of 2 minutes has been adopted.

Vehicle Spare Ratio

This is the number of additional vehicles required in order to maintain the operating fleet at the requirednumber when vehicles are taken out of service due to:

» Routine maintenance;

» Breakdown; and

» Accident/incident.

The generally adopted level is 20%. This is in accordance with US FTA recommended targets, anaverage of the level adopted by a number of LRT systems and the level recommended in the preliminarywork by SYSTRA.

4.11.2 Fleet Requirements

Based on the assumptions above, fleet requirements to supply the proposed operating plan as describedin Table 13 have been determined and are summarised in Table 14. From the capacity analysis, it isconcluded that 35 m LRT vehicles will be able to handle the demand up to 2041 with only someoccasions in the peak demand period with the capacity for standees with 4 passengers per m2 exceeded.This is shown in the histograms in Appendix B. For operational reasons, a consistent vehicle size of 35m is recommended because a mixture of 35 m and 45 m LRT vehicles in the timetable will lead toinefficient use of the capacity.


Table 14 Fleet Requirements: 35 Metre Vehicles

Year 2011 2016 2021 2026 2031 2036 2041

No. vehicles 15 15 22 35 35 35 35

4.11.3 Purchase Plan

A theoretical purchasing plan to provide the fleet requirements between 2011 to 2041 is given in Table15. This is based on a vehicle design life of 30 years.

Table 15 Fleet Purchase Plan for 35 Metre Vehicles

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

4.12 Staff Requirements

4.12.1 Driver Requirements

The fleet requirements shown in Table 16 have been used to assess the required driver numbers. It isnot possible to determine exact driver numbers as these will depend on the policies of the GCRToperator as to the mix of full time, part time and casual driving staff. Costs related to drivers will varyaccording to the mix as the effect of using part time and casual staff will increase costs as there will be aone off training/induction period. For this estimate, it is assumed that all drivers will be full time and worka 40 hour week or 8 hours a day. On an average weekday, the effective number of hours per day perdriver will be less than 8 hours a day as additional drivers will be needed in order to maintain schedulesto compensate for those who:

» Have a scheduled day off;

» Are off sick;

» Fail to turn up on time;

» Fail to turn up at all; and

» Are away on training courses etc.

Based on data from other Australian public transport operators, the effective working hours per day is 5.5is assumed to be for full time drivers. The estimated number of drivers is calculated by dividing therevenue hours by 5.5 and is shown for each design year in Table 16.


Table 16 Estimated Driver Requirements

Year 2011 2016 2021 2026 2031 2036 2041

Driver Numbers (full time) 37 37 51 73 81 83 83

4.12.2 Operations Staff

An estimate of all staff associated with the operations of the LRT system is provided in Appendix C.

4.13 Special EventsThe LRT corridor operates through Surfers Paradise where major special events, such as the Gold CoastIndy and Schoolies week, would have a major effect on the operation of the LRT services. A separatespecial events management plan would need to be developed to cater for these special events so thatthe disruption to the regular LRT services and the need for additional LRT services to cater for thedemand. A detailed special events management plan has not been developed as part of this operationsassessment because it would need to be customised to the specific event times and level of activity. Indeveloping a special events management plan, the following stakeholders would be consulted:

» Gold Coast City Council;

» TransLink;

» Department of Main Roads;

» The event sponsors and organisers; and

» Business associations that represent businesses that would be affected by the change of BRTservices and the special event.

The special events management plan should address the following issues:

» Plans to handle a disruption to regular LRT services;

» Coordination with other public transport services;

» Need for buses to supplement the LRT services to cater to the anticipated demand at the event;

» Space for buses to be stored close to the venue during the event;

» Pedestrian movement plans in the vicinity of the busiest LRT stations;

» Traffic management plans along the LRT corridor to divert traffic away from the busy pedestrian areasand to provide priority access for LRT and other public transport services;

» Additional staff requirements to operate the service;

» Special fare and ticketing arrangements to include the public transport fare in the ticket price for theevent to reduce the ticket sales during the event;

» Communications plan to inform the public about the changes to services including brochures withtimetables for the revised services; and

» Scheduling of special LRT and other public transport services to coincide with the start and end of theevent when patrons are arriving or departing the event.


For special events, it has been assumed that all available LRT vehicles will be used and additionaldrivers and staff would be rostered to cater for the additional patronage demand. Additional buses fromother bus operators would be used to supplement the LRT fleet and they would be given permission touse the LRT corridor and stations.

4.14 Vehicle Maintenance and RefurbishmentA vehicle maintenance plan will be required from the system operator to ensure a continuous standard ofsafety throughout the life of the vehicle.

Refurbishment or refitting will be required for mid life-span of the vehicle, after between twelve to fifteenyears of service. The condition of the vehicle should be monitored to determine when refurbishment isrequired as this can vary significantly with usage type.


5. Operational Issues to Consider for Users

5.1 Passenger Safety and Security

5.1.1 Safety

Safety is an integral element of the GCRT planning and design and the following additionalconsiderations should be made in the overall system design and operation:

» The design of the system should be based on a sophisticated understanding of the behaviour of alluser groups, passengers, pedestrians, cyclists, motorists and staff in order to reach an appropriatebalance between the risks involved; and

» As on-street rapid transit is relatively new to Queensland, safety should be considered in terms ofrecognised good practice from successful systems in other locations rather than simply a modificationof current approaches to safety for bus or rail systems.

5.1.2 Rail Safety Accreditation

Relevant Legislation

The LRT project will be progressed within the requirements of the relevant rail safety legislation inQueensland. New rail safety legislation was introduced to the Queensland Parliament in February 2008.The Transport (Rail Safety) Bill 2008 is expected to be enacted later in 2008 and will be the Act that willapply to the GCRT.

The new Act will bring Queensland in line with national standards being jointly developed by all Statesand Territories as agreed by a forum of Australian Transport Ministers in 2006. As with currentlegislation, the new Act will require that Constructors and Operators must apply for accreditation underthe Act. Separate accreditation will be required for the construction phase and the later operationalphase of the project.

A key change in the legislation will introduce a high level of cross border cooperation between railregulators in different States when making decisions about accrediting operators. For instance, thismeans that if an existing rail operator has conditions attached to accreditation held in another state, theQueensland Regulator will have access to the details, so they can be considered for inclusion in any newaccreditation sought in Queensland.

Construction PhaseConstruction contractors are obliged to gain accreditation under the proposed Transport (Rail Safety)Act. This does not supplant requirements under other Occupational Health and Safety Legislation.However, accreditation is not required until such time in the project programme that rail vehicles (ofwhatever type) are used on the track. This means that until such time as sufficient track has beenconstructed and a vehicle runs on it (whether this is a trolley for construction, a high rail vehicle or tramfor test purposes) accreditation is not required.

Construction phase accreditation requires a different form of application and requires the submission of adifferent range of plans than for the operator’s accreditation.


Operational PhaseThe Operator will be required to gain accreditation before the Regulator will sanction the commencementof operations, noting that this includes all stages of operation from testing and commissioning, throughdriver training and into normal passenger operations. The application for accreditation will providedetails of the operation and how that operation will be managed. This requires the operator to developand submit a suite of management plans, including:

» Operations Plan – covering normal operations and operational procedures (i.e. a ‘rule book’);

» Security Management plan;

» Emergency Management Plan;

» Employee Health and Fitness Management Plan, including sub-plans for Alcohol and DrugsManagement and Fatigue Management; and

» Staff Skills, Competencies and Training Management Plan – all rail safety workers are have to haverelevant skills and knowledge.

It is planned that regulations providing detailed requirements for the nominated plans will be developed in2008. A mandatory requirement of the new legislation will be the need for consultation. Operators mustnow consult with those people likely to be affected management plans, including employees andcontractors, when they develop or update their safety management systems.

5.1.3 Disabled Access Compliance

All aspects of the system design including vehicles, stations and access to stations have been based oncompliance with DDA and DSAPT requirements. Low floor entry and close docking will enable directaccess without need for ramps.

5.1.4 Security

Security for all LRT users, patrons, drivers and ticket inspectors is of paramount importance to thesuccess of the system. Security provision by electronic means is addressed in section 6. In addition tothese provisions, six security guards will patrol the RT system between 20:00 and 06:00 on Thursdays,Fridays and Saturdays. TransLink’s standard incident response policies, encompassing issue ofwarnings, interaction and monitoring will be adopted.

5.2 Stations Interchanges and End of Line FacilitiesThe station and interchange locations and their classifications are fully described in Station AccessStrategy and are shown graphically in Appendix A.

Provision should be made for routine maintenance and cleaning of the stations. Electronic surveillanceand monitoring of the stations is discussed in Chapter 6.

Consideration will need to be given to the possible need for end of line facilities for drivers’ personalneeds.


5.3 Fare Collection

5.3.1 Methods of Fare Collection

Although detailed guidance on fare collection policy is beyond the scope of this assessment, the choiceof fare collection method will impact on the system specification and user interface. The main issues toconsider are discussed in Table 17.

Table 17 Preliminary Assessment of Fare Collection Issues

Feature Interface with LRT System

Driver fare collection Inappropriate for LRT operations as the driver is usually located in an enclosedcompartment.

Open or closed farecollection system

A closed fare collection system uses barriers to cordon stations into paid andunpaid areas. This system can reduce fare evasion but it leads to complicationsin stop design and impacts on the integration with urban form. It can also impacton the quality of user experience and is generally not suitable for LRT systems.

An open fare collection system is one in which stations function more likeconventional bus stops. The paid area is the inside of the vehicle.

Safety, security andmaximisation of revenuecollection

There is a range of approaches to ensure the safety and security of passengersand to maximise revenue collection and safety with both open and closedsystems, including:

Ticket inspectors –who issue fines to fare evaders and can also issue tickets topassengers genuinely without tickets, for example due to faulty ticketingmachines. The presence of inspectors provides a degree of safety andsecurity monitoring.

Security guards – who provide a higher level of safety and security monitoring,but whose presence tends to imply that travel on the system is unsafe.

On-board Customer Service Officers –who check tickets, sell tickets to thosewithout (with a small premium if desired) and maintain a vigilant eye onpassenger safety and comfort. Many transit operators are moving towardsthis practice to ensure high levels of safety, security and maximisation ofrevenue collection.

On-board fare collectionusing ticket vendingmachines

On board fare collection using ticketing machines can impact on the quality ofuser experience, especially at crowded peak periods, due to the need to move toand use the ticketing machine. This could be improved by providing ticketmachines at each doorway but this would have significant cost implications.There is usually a negative impact on revenue collection with such systems.

A sub-category of on-board fare collection is on-board ticket validation, whichgenerally uses less space, is less expensive and is less time consuming forpassengers, although this will depend on the ticket technology used.

Off-board fare collectionusing ticket vendingmachines

Off-board fare collection requires ticket vending machines that are easy to useand reliable. Experience shows that passengers expect machines that acceptnotes and credit cards and provide change. This system been found elsewhereto be the most cost-effective. For the GCRT, the machines would need thecapability of adding additional stops as the system expands.

It is anticipated that many passengers will use the prepaid smartcards known as ‘go cards’ by TransLink.


5.3.2 Recommended Ticketing and Fare Collection Method

» An open fare collection system without barriers at stations;

» Ticketing for the GCRT should be part of the TransLink integrated ticketing system;

» Pre-paid fare cards such as the ‘go card’ should be encouraged to minimise station dwell times and tomake the system easier to use;

» Prepaid fare card validation devices should be installed near each door on each BRT vehicle;

» Automated ticket vending machines should be installed on each platform at each station to allowpatrons to add value to their ‘go cards’ and to issue paper tickets; and

» Customer service officers or ticket inspectors should be employed to patrol the system and checktickets using portable devices.

5.4 Passenger InformationGood levels of passenger information are a crucial element of the GCRT. Details of the ITS system areprovided in Chapter 6. The key requirements are:

» Clear route and system maps;

» Details of connecting bus and rail services;

» Real time information on vehicle arrival times;

» Timetable (or service headway) information;

» Customer service officers either at key stations or onboard vehicles; and

» Information on fares and ticketing requirements.


6. Intelligent Transport Systems and Security

6.1 OverviewFull details of the required passenger information and ITS system is provided in the ITS UserSpecification. This chapter presents a brief outline.

Intelligent Transport Systems (ITS) will be a critical component of the LRT system providing many of thekey operational and customer-focussed elements of the LRT System. Security, surveillance, rapid transitsignal priority, real time passenger information, integrated ticketing systems and communication systemswill be installed at stations, along the alignment and on the vehicles to ensure safe, efficient and reliableoperation of the LRT.

The ITS for the LRT will comprise the following key systems and sub-systems:

» Operations Management and Control System (OMCS);

» Rapid Transit Vehicle Systems (RTVS);

» Station Systems (SS);

» Integrated Ticketing System (ITICKS); and

» Data Exchange System (DES).

The outline system hardware architecture comprising the above listed systems for the GCRT System ispresented in Figure 3 and the systems are described below.


Figure 3 System Hardware Architecture


6.2 Operations Management and Control System (OMCS)The OMCS will comprise the central computer server equipment, operating systems and softwareapplications required to safely and efficiently monitor and control the LRT System. The OMCS willincorporate the following three principal systems, including:

» Rapid Transit Management and Control System (RTMCS);

» Communications System (CS); and

» Plant Management and Control System (PMCS).

These modules are described in detail below. A notational block diagram of the system and sub-systemmodules of the OMCS is shown in Figure 4.

Figure 4 OMCS System Modules

6.2.1 Rapid Transit Management and Control System (RTMCS)

The RTMCS will monitor and control LRT vehicle movements along the alignment and at stations, as wellas facilitate effective passenger movements and safety through the implementation of the following sub-systems (and discussed in detail below):

» Real Time Passenger Information System (RTPIS);

» Integrated Ticketing System (ITICKS);

» Closed Circuit Television System (CCTVS);

» Automatic Vehicle Location System (AVLS);


» Transit Signal Priority System (TSPS);

» Transit Vehicle Management System (TVMS);

» Incident Management System (IMS); and

» On-board Security System (OSS).

Real Time Passenger Information System

The Real Time Passenger Information System (RTPIS) will operate by collating and processing thenecessary information to manage the display of all messages (text and audio) for the Real TimePassenger Information Displays (RTPID).

The RTPID will provide passengers with Real Time information regarding vehicle arrivals, destinations,stations and incidents at the following locations:

» Station platforms;

» Locations external to the GCRT System, e.g. at the Australia Fair shopping precinct, Gold CoastConvention Centre; and

» On-board LRT vehicles.

The RTPIS will predict LRT vehicle arrival and departure times based on their Real Time locationdetermined by the AVLS, transit signal priority requests determined by the TSPS and historicalperformance data for each trip/day combination.

Integrated Ticketing SystemThe Integrated Ticketing System (ITICKS) will operate by processing fares in Real Time using bothsmartcard technology and paper based Ad Value Vending Machines (AVVM).

The ITICKS for the GCRT will operate in accordance with TransLink’s new Integrated Ticketing Systemto permit an integrated ticketing approach with other modes of public transport (including, bus, rail andferry) within the South East Queensland area.

Tickets / smartcards (such as the ‘Go card’) will be purchased prior to boarding the RT vehicle. AVVMwill be located on all RT station platforms (local, district and regional) to recharge and top up smartcardsand issue paper based tickets.

ITICKS will be an automated system, whereby the smartcard ticket will automatically calculate passengerfares on the ticket itself employing Customer Interface Devices (CIDs) (that is, smartcard tag readers).CIDs will be located on-board all RT vehicles adjacent to the entrance and exit doors to allowpassengers travelling with a smart card to validate it either on the station platform or on boarding andalighting the vehicle. Each passenger will be required to tag their smartcard at both the start andcompletion of their journey; the location details at each point will be used to calculate the fare.

The initial transaction will deduct a nominal fare, close to the equivalent of the maximum fare, from thesmart card travel purse stored on the card. When the card is tagged off the system, the smartcard willcalculate how many zones were travelled and refund the difference to the card. In order not to incur themaximum fare two transactions will need to be completed during the journey.

Roving ticket inspectors will use Portable Inspection Devices (PIDs) to verify the last transaction onpassenger smartcards / tickets for enforcement purposes.


Closed Circuit Television SystemThe Closed Circuit Television System (CCTVS) will provide Transit Control Centre (TCC) operators withReal-Time visual information to enable surveillance, passenger safety and incident management of theGCRT System. CCTV cameras will be located on all station platforms and on-board LRT vehicles.

The CCTVS will be managed and operated remotely from the TCC and will incorporate facilities forpan/tilt/zoom (PTZ) functions, video wall monitor allocations and configuration of preset camera views.

Automatic Vehicle Location SystemThe Automatic Vehicle Location System (AVLS) will be based on Global Positioning System (GPS)technology and will operate by continuously tracking the location of all LRT vehicles in real time along theentire length of the alignment, including station platform and depot locations.

The LRT vehicle location information will be employed as the base input data for the following integratedsub-systems:

» Real Time Passenger Information System (RTPIS);

» Transit Signal Priority System (TSPS);

» Fleet Management System (FMS);

» Incident Management System (IMS);

» On-board Security Systems (OSS); and

» Integrated Ticketing System (ITICKS).

Details of the operation of the AVLS during incident management are provided in 8.

Transit Signal Priority System

The Transit Signal Priority System (TSPS) will generate priority requests from the LRT vehicle. Theoutcome will be based on the vehicle location and speed, the road network and intersectionperformance, signal timing and signal sequence. This will be assessed by means of an integratedinterface with the AVLS, RTPIS and STREAMS server located locally at the GCRTCC.

The STREAMS server will assess each priority request generated by the TSPS and will accept or rejecteach request based on a set of predefined parameters and conditions.

Operation of the TSPS will be based on the following LRT oriented objectives:

» Improved headway adherence to reduce waiting time and reliability;

» Reduced delay to enhance LRT efficiency and travel times;

» Enhanced transit information to enable improved Real Time travel times to be processed; and

» Improved service reliability and quality: through improved headway adherence, reduced delays andenhanced transit information.

An interface will be provided between the OMCS and QDMR / GCC STREAMS Traffic ManagementSystems, located at QDMR Nerang Traffic Management Centre (TMC), to provide road networkoperators with access to graphical displays of traffic signal operations, reports and fault statusinformation.


Transit Vehicle Management SystemThe Transit Vehicle Management System (TVMS) will provide functions for TCC operators to monitorand control the efficiency, reliability and quality of service of the GCRT System from a user, maintenanceand operator perspective.

The TVMS will incorporate the following functional modules:

» Planning to facilitate the planning of GCRT operations to improve LRT services;

» Timetable Management to facilitate the scheduling of GCRT operations and manage the delivery ofservices during an operating day;

» Personnel Management to facilitate the management of maintenance and operations personnel;

» Fleet Management to manage vehicle information relating to all operating LRT vehicles;

» Driver Management to manage data relating to all drivers operating LRT vehicles;

» Vehicle Management to enable operators to monitor and manage the maintenance and availability ofLRT vehicles; and

» Alert Management to enable Operators to respond to and resolve operational issues and resolveschedule conflicts identified by the OMCS.

Incident Management SystemThe Incident Management System (IMS) will provide functions to assist operators in managing anyplanned or unplanned incidents and events that will impact on the operation of the GCRT system throughthe integrated control of all GCRT control, monitoring and communication systems.

The key operational features of the IMS will include:

» Detection of the presence of an incident along the alignment, including station platforms andintersecting roads;

» Supply of a recommended pre-planned Incident response for the detected incident;

» Provision of the services to manage the impact of the Incident; and

» Event logs showing the progress and process in clearing the Incident.

Incidents will be detected by the IMS through both manual sources (including CCTVS, HTS, emergencyservice etc) and automatic sources (including Automatic Incident Detection System employing AVLS, firedetection inputs via the PMCS Supervisory Control and Data Acquisition (SCADA) system etc).

On-board Security SystemsOn-board Security Systems (OSS) will be installed within each LRT vehicle to improve the quality ofservice and facilitate the safety and security of passengers, drivers and other staff.

The OSS will comprise the following integrated principal components:

» On-board Video Surveillance System (OVSS): this will provide full video surveillance of the passengerand driver areas of all LRT vehicles by use of high-resolution dome CCTV colour cameras.

» On-board Audio Surveillance System (OASS): this will provide audio surveillance on-board all RTvehicles, in correlation with the OVSS, to monitor and record passenger, driver and/or conductorinteractions, threats and abuse.


» Emergency ‘Panic’ Button (Silent Alarm): this will provide drivers and passengers a quick and easymeans of alerting TCC operators of problems.

» Remote Vehicle Disable System (RVDS): this will provide TCC operators a means of remotelydisabling and enabling a LRT vehicle based on commands from the OMCS (for example, notificationfrom the RTVS of an unauthorised vehicle operator).

The OSS will monitor potential incidents and/or threats locally on board each LRT vehicle employing bothan autonomous and manual system. The autonomous system, based on received processingparameters, will be capable of identifying abnormal behaviour or conditions from the video and audiosurveillance data collected from the OVSS and OASS. The manual system, based on emergency ‘panic’buttons, will allow both drivers and passengers to manually notify TCC operators of an emergencysituation.

On identification or notification of any potential incidents or threats the following will occur:

» The processed video and audio information will automatically be recorded in Real Time to an on-board Digital Recorder for review and processing at a later date; and

» The LRT vehicle’s identification number, driver name and current location (via the AVLS) will beoutput to the OMCS to assist TCC operators with further assessment of the situation.

The RTVS communications system between the vehicle and the OMCS will be able to accommodateremote downloading of both video and audio data from the digital recorder to the OMCS. The provisionfor Real-Time video and audio surveillance will be available, however, due to the high bandwidth andoperational costs associated with real time streaming of video and audio data over a wireless link, thiswill only be utilised in the event of an emergency situation.

6.2.2 Communication System

The operational Communication System (CS) will allow communication between TCC operators and LRTvehicle drivers and on-board inspection staff, station personnel, and passengers. The following will beincluded:

» Station System

– Help Telephone System (HTS); and

– Public Address System (PAS).

» On-board Vehicle System

– Digital two-way radio (driver to control);

– Mobile Data Terminal (MDT);

– Emergency ‘panic’ button; and

– Public Address System (PAS) (both local and remote operation).

» These modules are discussed further below.

Station Systems (SS)

The SS will comprise surveillance, public address, help telephones and real time Passenger InformationDisplay (RTIPD) equipment to provide ‘off-board’ accurate and reliable Real-Time information topassengers. This will also create a secure environment where passengers feel safe throughout the dayand night.


Help Telephone SystemHelp telephones will be installed at each station platform to enable patrons to contact TCC operators toreport or request assistance in the event of an incident and/or emergency.

The help telephones will be ‘hands free’ in operation and based on VoIP technology. The helptelephones will incorporate facilities to originate the call, and enable communication with the TCC by asingle push button. The call will automatically disconnect after the TCC operator disconnects

The Help Telephone System (HTS) will manage the help telephones remotely from the TCC and willprovide facilities for call control, call recording, phone diagnostics, event logging and configurationchanges from the OMCS.

Public Address SystemThe Public Address System (PAS) will deliver operational messages from the TCC operators and fromauto-announcements to passengers waiting at station platforms and travelling on-board the RT vehicles.The message types will include:

» Next station information to travelling passengers;

» Information on connecting bus and train services at station interchanges; and

» Driver information and emergency announcements.

The PAS will comprise a Public Address (PA) master station incorporating a PA microphone at eachoperator workstation and speakers distributed at each station and on-board the LRT vehicles. Thesystem will allow the operator to make announcements to stations and to on-vehicle passengers withzone control provided via the PA Master Station control within the OMCS.

The PAS will be based on VoIP technology for the communications link to the stations and radio/wirelesstechnology for the communications link to the LRT vehicles.

On-board Operations Communication SystemsThe On-board Operations Communications System (OOCS) will permit communication between driversand on-board inspection staff, TCC operators and station personnel at all times during operation. TheOOCS will comprise Ex-vehicle Communications System and In-Vehicle Communications System.

The Ex-vehicle Communications System will enable communication between the driver, TCC operatorsand station personnel via radio (voice) and Mobile Data Terminals (MDT)(text) communications.

The In-vehicle Communication System will enable communication between the driver and rovinginspectors via radio (voice) communications.

6.2.3 Rapid Transit Vehicle Systems (RTVS)

The RTVS will comprise LRT vehicle mounted control, surveillance and display equipment, position-fixingequipment and communications equipment. This will enable effective operations and management ofthe LRT vehicle fleet, provide ‘on-board’ accurate and reliable real time information to passengers. It willalso create a secure environment where passengers feel safe throughout the day and night.


6.2.4 The Plant Monitoring and Control System (PMCS)

The Plant Monitoring and Control System (PMCS) will form part of the OMCS to monitor and control themechanical and electrical plant associated with the safe and efficient operation and maintenance of theGCRT System and associated field equipment.

The PMCS will monitor and control the following sub-systems:

» Traction power supply and distribution systems.

» Station infrastructure including:

– Lighting; and

– Fire detection and protection.

The PMCS will be supported by secondary or manual systems to allow major stations and interchangelocations to be safely operated in a mode involving a higher level of operator control in the event ofsystem failure. It will utilise current digital technology consisting of modern industrial computerequipment with flexible and industry standard software interfaces. All functions will be capable of manualoverride and whilst the system will automatically monitor and control the mechanical and electrical plantunder normal operating conditions, any response to abnormal conditions shall require operatorinteraction.

6.3 Data Exchange System (DES)The DES will form part of the LRT communications network and will comprise communications andfirewall security equipment to support interfaces (fixed and wireless) between the LRT vehicle, stations,OMCS and external interfaces including (but not limited to):

» TransLink’s ITICKS and Real Time Passenger Information System (RTPIS);

» Queensland Department of Main Roads (QDMR) and GCCC STREAMS Traffic Management System(TMS);

» Queensland Rail RTPIS;

» Maintenance contractor; and

» Users (SMS, web browsers etc).


7. Comm issioning

7.1 OverviewFollowing completion of construction and prior to opening to the public, a commissioning period will berequired to ensure that the LRT system will operate smoothly and according to the planned schedulefrom opening day.

A comprehensive suite of Testing and Commissioning Plans will be required for all of the keycomponents, or elements, of the system, including, infrastructure, systems, vehicles, operations andcommercial. An overarching Commissioning Strategy and Plan will guide the specific plans in each areaas shown in Figure 5.

Figure 5 Commissioning Strategy

Each level in the plan ‘hierarchy’ must also be consistent with a Systems Integration Plan.

The following paragraphs detail the items that would be carried out in the lead up to and during thecommissioning period.

7.2 AccreditationThe completion and issue of accreditation under the relevant rail safety legislation (both as a constructorand an operator), is an essential precursor to any on-track testing of vehicles and commencement ofpublic services. This issue should be addressed in all commissioning plans.

7.3 Infrastructure

7.3.1 General

All infrastructure elements, including the LRT corridor, bridges, stations and depot facilities would bethoroughly inspected and signed-off for meeting specification requirements. This would be required

OverallCommissioning

Plan

ElementCommissioning

Plan

IndividualInspection and

Test Plan(s)

SystemsIntegration Plan


under the construction contracts. This process must be complete (at least in specific areas) before anyon-track testing of vehicles is commenced.

7.3.2 Track

In addition to inspection, compliance with the set out survey and track geometry within requiredinstallation tolerances will be assured. In this respect an as-installed survey will be mandatory. As afinal sign off, there should be an independent review of installation QA records, including rail adjustment(stress free temperature) records.

7.4 Systems

7.4.1 General

A specific Inspection and Test Plan (ITP) will be developed for each of the key systems. The ITP willcover factory acceptance tests (at both component and major assembly levels), installation tests and setto work tests. All ITPs will cover any specific requirements for systems integration.

7.4.2 Vehicles

A plan may be needed to carry out additional specific testing of on-board systems and interfaces oncevehicles are available for on-track trials.

7.4.3 Electrical Safety

Prior to energising the OHW system, a plan needs to be in place for ensuring the safety of staff, publicand most importantly, the emergency services (police, and fire). The plan should include:

» Notices and publicity (considering police, schools and the general public); and

» The briefing of Emergency Services on safety procedures when attending any incident close to liveequipment and to promulgate correct communication procedures to obtain an emergency isolation ofthe system.

7.5 Vehicles

7.5.1 General

The vehicles will require a specific series of ITPs that will cover factory acceptance tests (at bothcomponent and major assembly levels), testing of assembled units, initial on-track trials and on-site tracktrials. Application of the livery etc may be carried out locally.

7.5.2 Network Equipment

Vehicles would be modified before delivery to include the any specific networks systems equipment,such as SmartCard ticket readers, ITS system and special livery for the LRT system.


7.5.3 Pre and Post Delivery Testing

Vehicles would be tested at the manufacturer’s plant before delivery. Post delivery testing is alsorequired and will include site specific on-track trials and any testing to interface with network systems (inaccordance with the System Integration Plan). These latter tests are required before the vehicles arehanded over to the operator to commence driver training and operational readiness testing.

7.6 Operations

7.6.1 Accreditation

Prior to any commissioning, the operator must have safety accreditation. This requirement is discussedin 5.1.2.

7.6.2 Operations Supervisors

Controllers, supervisors and driver managers will need to be recruited and trained. They will be the keypersonnel in providing the operator’s input into the commissioning of infrastructure, systems andvehicles. They will need to be in place before the final phase of commissioning commences (on sitetrials). They will also oversee the training of drivers and other staff. Training will include familiarisationwith the ‘Rule Book’, Operating Plan and the use of control equipment (SCADA, signalling andcommunications).

7.6.3 Drivers

Drivers (and conductors if required) would be recruited by the selected LRT operator. If the operator isselected through a competitive tendering process, the LRT company would only hire staff if it is awardedthe LRT contract and a lead time for the recruitment period would be allowed for.

Driver training would be needed. Procedures would need to be established for general drivingrequirements, stopping at LRT stations and travelling through the prioritised signal controlledintersections along the corridor. Safety training would need particular attention especially duringpassenger boarding and alighting due to the multiple doors. All staff will need to be trained in emergencyprocedures (i.e. in the event of an accident) and particular emphasis will be placed on electrical safety(such the taking of an emergency isolation of the overhead electrification system), the use of emergencyequipment and the involvement of the emergency services.

7.6.4 Timetable Specification

The LRT operator and TransLink staff would jointly develop timetables. The broad timetable would bepresented for comment to the public and stakeholders by information sessions, the TransLink websiteand at display venues. The comments would be incorporated into the finalised timetable specification.

When the timetable specifications are signed off for implementation, the LRT operator would use them togenerate a working timetable and from this develop rostering for all staff (supervisors, drivers,conductors, inspectors and support staff).


7.6.5 Emergency Services Liaison Plan

An Emergency Services Liaison Plan should be developed to cover the briefing of police, fire andambulance, SES etc on relevant operational procedures, especially safety and ‘what to do’ in anemergency. A key section of the plan will deal with communications. In addition to the issues of theplan, it may be prudent to arrange a series of familiarisation visits by representatives of the EmergencyServices to key installations, such as substations, maintenance facility, control room as well as generalfamiliarisation with the vehicle and any specific emergency equipment. This activity should be conductedwell before public services commence.

7.7 Commercial

7.7.1 Marketing Plan

A detailed marketing and promotion programme would be developed to inform the general public, media,politicians and operating staff about the type of operations, vehicles, system branding, integration withbus routes and the rail network (at Helensvale).

7.7.2 Publications

The marketing division of TransLink would prepare the published public timetables and informationbrochures about the LRT service and the connecting routes and services. The LRT would not bemarketed as a stand-alone service, but as part of an integrated public transport system for the GoldCoast. The brochures would include maps with stop and station locations, interchange locations with theconnecting bus routes, a service frequency table and fare information.

7.7.3 Information Programme

Two weeks before the start of the new LRT services, TransLink would conduct a "Helping Hands"information programme to the general public. Information brochures would be distributed to all existingbus and train passengers, all local residents and businesses in the suburbs that the LRT serves, and topublic libraries, government offices and community venues.


8. Incident Management and Safety Procedures

8.1 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 in order to minimise the impact on the level of the serviceand/or to assist in restoring the normal service as soon as possible. The types of incidents to bemanaged include:

» Vehicle breakdown – both light rail and road;

» ITS breakdown;

» Planned events, e.g. Indy; and

» Catastrophic failure, e.g, derailment.

An Incident Management System (IMS) will be put in place as part of the Operations Management andControl System (OMCS) before system opening. Details of the OMCS and IMS are provided in 6.2. TheOMCS will be developed to:

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

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

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

AVLS will be installed on-board the LRT vehicle to provide accurate operational and location data toallow the network controllers to track the movement of the LRT vehicle and to determine its adherence toassigned schedules. In the event of an incident e.g. a stalled LRT vehicle, the vehicle’s AVLS willinterface with the IDS to alert the OMCS that an event has occurred. Lineside CCTV surveillance will betriggered to display the nearest and adjacent preset images on the monitors in the Control Centre forvisual confirmation. The OMCS will interface with the IDS and IMS to identify the cause of failure and toassist in responding with the appropriate protocols for the removal of the stalled LRT vehicle andevacuation of the passengers.

8.2 Detection of Vehicle BreakdownsThe prime means for the detection and assessment of breakdowns will be through the Light Rail Vehicle(LRV) driver and the use of on board radio to contact the control centre. This will be supplemented by, orin the event of radio failure, replaced by several onboard diagnostic systems. The LRV will also be fittedwith a Rapid Transit Vehicle System (RTVS) as described in 6.2.3. This will collect, process and monitorthe condition of the vehicle to analyse: brake sensors, fuel, steering, processor, communicationsequipment, transit vehicle mileage (to facilitate mileage based maintenance), out of specification andimminent failure conditions. In the event of a vehicle failure, the RTVS will display alerts as to potentialcauses. The OMCS will interface with the RTVS and through the Alert Management System (AMS)enable the operator to respond and resolve the operational issues. The range of events leading to theinitiation of the alert and the subsequent alert indication and default action will require approval by theProject Authority prior to implementation.


8.3 Management of Light Rail Vehicle BreakdownsThe first response to any incident involving an LRV breakdown will always be an attempt to rectify theidentified fault. In some cases the LRV driver might be able to address the failure. In more seriousincidents, a ‘rapid response crew’ might be despatched by road to clear the fault. Only when thisapproach cannot rectify the problem should the recovery or ‘parking’ of the failed vehicle be considered.When such an approach is not possible, it will become necessary to remove the vehicle from the runninglines. Breakdown manoeuvres can be handled with refuges or crossovers as discussed below.

8.3.1 Refuges

The whole LRT route is approximately 23 km in length. There is therefore significant distance betweenits extremities and the proposed maintenance / stabling facilities (located at the mid point of the route).Depending on the operating philosophy adopted and the agreed procedures for dealing with a failedLRV, there is likely to be a need for alternative temporary storage facilities (‘parking’) for vehicles, whichhave to be taken out of service. This may also assist with the storage of vehicles not required during off-peak services. The preferred manner for dealing with this requirement is through the provision of ‘refuge’sidings at both termini and at strategic locations between each terminus and the maintenance centre.Refuge sidings will need to satisfy horizontal and vertical geometric requirements that can allow thefailed LRV to be shunted into the siding by a recovery vehicle (either another LRV or a suitably adaptedroad / rail vehicle). The area for the siding needs to be on a continuous plane (preferably as close tolevel as possible), as straight as possible and long enough for the vehicle plus a margin for error – for 35m vehicles say 45 m past the clearance point of the points connecting the siding to the running line.Approach and departure lengths will need to be at 53 m long (minimum) to accommodate a 45 m LRV.The siding ‘corridor’ would need to be minimally 4m wide to accommodate the LRT line and located atleast 4m centre to centre from the running line, if laid out in a parallel arrangement. Proposed stablingfacilities at both the depot and terminus have sufficient space to allow for storage of a failed vehicle.However, space constraints along the LRT alignment do not allow for a refuge siding that could satisfythese geometric requirements.

8.3.2 Crossovers

As an alternative to refuges, a strategy involving ‘scissor-type crossovers’ may be implemented wherebyshort sections of the track containing the failed LRV would be temporarily closed, with the remaining lineoperating two-way (bi-directional operation) to allow a subsequent LRV to bypass the closed section.

The example above shows how this arrangement would work – LRV 1 would bypass the failed vehicle bytravelling in the ‘wrong direction’ on the adjacent track, whilst LRV 2 waits for LRV 1 to clear track sectionA-B. It should be noted that whilst such operation is in force, normal systems operation will be degradedand a normal timetable will not be possible.

Failed LRV

A B

LRV 1 LRV 2


Bi-directional operation will allow repairs to be made to the failed vehicle (if necessary) or for the vehicleto be towed. A special recovery vehicle is sent out to tow the failed LRV to the nearest station forpassengers to alight and subsequently to the depot for repair. A specialised vehicle will be requiredsimilar to the ‘Unimog’ used on the Sydney’s Light Rail System and has been included in the operationalestimate for this project.

Crossovers for LRVs need to satisfy horizontal and vertical geometric requirements. Geometrically, theposition of the LRT crossover requires a minimum 44m of horizontally straight track, which also has aconstant vertical grade. It would also need to be located between stations so that the distance to thenearest station is minimised (should towing be required). Given the high frequency service planned forthe GCRT, the location of the crossover will need to be sited and spaced accordingly so that it does notsignificantly impact on the level of service.

Potential locations for crossovers are located approximately 3 minutes travel time apart with theexception of Crossover 3C. The reason for including this crossover was to maintain the potential forCavill Ave Station to act as a temporary northern terminus during the Indy 300 races. The crossover atthe southern end of Ferny Ave would allow the Cypress Ave Station to act as a temporary southernterminus, with vehicles not operating between Cypress Ave Station and Cavill Ave Station. Details of thepotential crossover locations are provided in Appendix E.

8.4 General Approach to Safety in OperationsIn gaining rail safety accreditation (see Section 5.1.2), the Operator will have to demonstrate that the keyaccreditation issues (as indicated by the Regulator) have been addressed and where the management ofthese issues is covered in the various management plans that will have to be produced. The overarchingguide and management principles must flow from a formal policy and project strategy for safety. SuchPolicy and Strategy needs to be developed by Translink in conjunction with the Rail Regulator and be setin place before tenders are issued for either construction or operation.

The Operator will be expected 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.

8.5 Risks to be ConsideredIn developing the Operations and Emergency Plans, consideration will be given to the main safety risks.An initial review for LRT operations suggest that there are several risk areas that must be addressed.Table 18 lists these and gives examples of specific issues that may need to be addressed in developingmanagement plans. It must be stressed that the examples are not exhaustive, but are intended toillustrate the range of typical issues that may need to be addressed.


Table 18 Risks to be Considered

Risk Area Examples of Issues to be Considered

Interaction with theHighway and other roadusers, including cyclistsand pedestrians.

Road traffic accidents blocking an intersection or section of LRT route – how dothe driver and controllers respond to this and how are operations managed?When is it safe to resume normal operations? Who advises this? Who initiatesalternative working? What procedures are put in place?

Procedures and actions to be initiated in the event of an accident involving anLRV at an intersection?

Failure of road traffic signals – do LRVs proceed under caution, or is there aneed for intervention by the Police or Operations Controller (due to the length ofLRVs)? How is the problem reported and action initiated? What procedures areset in place?

Cyclists – potential problems of wheels in rail flangeways – particularly atoblique road crossings. How is this avoided and how are incidents managed?

Pedestrians crossing at intersections – signage and audible warnings – whatprocedures are to be used to warn pedestrians, and what action is to be take ifthese are ignored?

Access to LRT stops How is safety maintained for pedestrians accessing stops? This needs toconsider both rail and road safety. For example the design of stops andmanagement systems should:

» Prevent pedestrians crossing the track behind trams;

» Constrain pedestrians to crossing road at safely / controlled crossingpoints;

» Consider future extensions of the stop;

» Consider weather and lighting conditions;

» Consider tripping hazards accessed by rail flangeways and how thesecan be mitigated (i.e. flange fillers); and

» Consider the need for audible / visual warning systems and control of railcrossing points.

Pedestrians crossingthe track (nonpassengers)

What measures need to be put in place to prevent or protect pedestrianscrossing or walking along the track? Consideration to be given to signage andaudible warnings. What procedures are to be used to warn pedestrians, andwhat action is to be take if these are ignored?

Procedures and actions to be initiated in the event of an accidents – i.e. calls forassistance and to emergency services, use of radio etc.

Need for ‘education’ programmes.

Slips trips and falls How are accidents relating to trips slips and falls mitigated for both for staff andpassengers at stops and onboard vehicles? Do designs for stops, workshops,offices and vehicles minimise the risk in this area?

What actions procedures are to be put in place in the event of incidents relatedto this risk area?

Mobility impaired (MI)users (both at stops and

What operating procedures will be needed to accommodate MI customers?

How will incidents involving MI customers be handled?


Risk Area Examples of Issues to be Consideredonboard vehicles) What are the responsibilities of LRV drivers and other staff in regard to

assistance for MI users?

Have all reasonable steps been taken in the design to accommodate barrier freeaccess for MI customers?

Antisocial behaviour(both at stops andonboard vehicles) andVandalism

What procedures will be needed in the event of assault on LRV drivers, otherstaff or customers?

How is rowdy behaviour on vehicles and stops to be handled? Who isresponsible? When is intervention required? Who initiates intervention?

What is policy regarding the consumption of alcohol and food etc (on stops andvehicles)?

Policy on smoking?

Policy on vandalism? Avoiding vandalism through design – what needs to beconsidered?

Security of cash and cash collection staff and for cash handing machines andstops (ticket machines).

Electrical Safety What will be the procedures for normal and emergency isolation of the tractionsystem?

What responsibilities will staff have (drivers, maintenance staff, depot staff andother staff? What staff training and records will be needed?

Procedures for the use of equipment and PPE?

How will the emergency services (ES) arrange for isolation? Communicationprocedures? Will ES be trained and hold safety equipment and PPE?

When is isolation required (what type of incidents require an isolation of theOHW system)?

Public awareness and safety – what protection is considered in the design atboth stops and along the running line?

External Issues What external emergencies have been considered and what contingency hasbeen put in place for:

» Fires adjacent to the line and stops?

» Flooding?

» Extreme weather events (i.e. storms)?

» Falling trees?

Internal Emergencies Infrastructure Failures – what procedures are to be followed in the event of trackfailures (i.e. a broken rail), OHW fault etc?

Driver incapacitation – what procedures are to be followed in the event of driverincapacitation (i.e. as a result of assault or illness? How will communication bemaintained with passengers (i.e. remote announcements over LRV PA)? Whatfail-to-safety onboard systems are needed and how are staff to be trained intheir use? What are the responsibilities of drivers of other LRVs and other staffin such circumstances?

Reporting procedures – what communication protocols and hierarchy ofresponses are required? What is the responsibility of drivers and controllersetc?


8.6 Special OperationsA noted in 8.4, the Operation and Emergency Plans will have to consider both normal and specialoperations. Detour plans would need to be prepared and implemented under the supervision of theoperations staff.

Special operations covers two areas:

Degraded OperationsThese may occur as a result of an accident, breakdown or other failure. In such cases, subsidiaryoperation plans and timetables may be needed to operate revised or reduced services over specificsections of infrastructure. The plans will need to cover strategies and procedures to be used to minimisethe impacts on customers and to promote the restoration of full services as soon as possible. A criticalissue will be communication procedures and protocols

EventsThese may be treated as ‘planned’ degraded operations and might typically include how operations areconducted during the ‘Indy Car’ races. Like other degraded operations, operations during events shouldbe managed by the application of specific subsidiary operation plans and timetables. In addition tosound communications, procedures and protocols, procedures will be needed for ensuring adequatestaffing levels (such as additional drivers for peak periods), for the marshalling of crowds at stops, andmanaging temporary barriers, notices etc.


9. Summary and Recommendations

9.1 SummaryThis report summarises the Operations Assessment for Stage 1 (Helensvale to Broadbeach South) ofthe Light Rail Transit (LRT) option of the GCRT project. It summarises and updates the key findings of abody of previous work. Key aspects are:

» Predicted patronage data provided by TransLink has been used as a basis for determining anoperations plan. However, it must be noted that the data provided are based on a 25 minute journeytime and that a longer journey time will reduce patronage;

» Predicted patronage demand to 2041, the economic life of vehicles purchased in 2011, can be metand an adequate level of service provided by the proposed system operations plan;

» Journey time is estimated at approximately 35 minutes between University Hospital and BroadbeachSouth stations and this was used in the vehicle and staff estimates;

» The journey time has been developed using GHD’s journey time model and will need to be reviewedonce more detailed modelling is available from TransLink;

» A fleet purchase plan has been devised and staff requirements assessed. 2011 requirements are for15 x 35 metre vehicles and 37 drivers;

» Stations will provide side platforms;

» Details of the ITS system and security and safety proposals are detailed; and

» A commissioning strategy and Incident Management Plan are provided.

9.2 RecommendationsThe following are recommended:

» 35 metre vehicles are recommended to avoid the operational issues with a mixture of vehicle sizes;

» Prior to purchasing replacement vehicles the operation system should be reviewed to test patronageand the possibility of adopting reduced headway;

» The efficacy of the Operations Plan should be retested once the patronage model has been refined;

» Spatial requirements have been determined; key points are:

– A design corridor width of 8.65 metres is recommended and 7.05 at stations;

– A combination of vehicle refuges, crossovers and specialist towing equipment is recommended tomanage vehicle breakdowns; and

– Stations will provide side platforms and should be designed to accommodate one LRT vehicle.Recommended platform length is 50 metres to accommodate future longer vehicles.


Appendix A

LRT Section Attributes

The following maps show the three sections for Stage 1 of the LRT system with thefollowing information:

» Station locations and classifications;

» Intersection locations and classifications; and

» Design speeds.

This information was used in the journey time calculations.

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GF

GF

GF

GF

GF

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GAVEN

ARUNDEL

PARKWOOD

PARKWOOD WEST

LABRADOR SOUTH

LABRADOR NORTH

BIGGERA WATERS

MARBLE ARCH PLACE

HELENSVALE STATION

GRIFFITH UNIVERSITY

UNIVERSITY HOSPITAL

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: 01-05-2008File:G:\41\16445\GIS\MAP\Draft_CDIMP\Volume_7\Transit_Operations_assessment\MXD\Stations_Intersections_Section 1.mxd ²

LegendIntersections

GF Class A

GF Class B

GF Class C

Stations

!( Local

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Section 1: Option H1Section 1: Option H2Section 2Section 3

1:25,000

0 250 500 750

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

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DRAFT CDIMPSTATION & INTERSECTION

LOCATIONSSection 1

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GF

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GFGF

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SOUTHPORT

MAIN BEACH

BROADWATER

LABRADOR SOUTH

SOUTHPORT PRIMARY

GRIFFITH UNIVERSITY

UNIVERSITY HOSPITAL

GOLD COAST HOSPITAL

SCARBOROUGH STREET SOUTH

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: 01-05-2008File:G:\41\16445\GIS\MAP\Draft_CDIMP\Volume_7\Transit_Operations_assessment\MXD\Section 2.mxd ²

LegendIntersections

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Section 1: Option H1Section 1: Option H2Section 2Section 3

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DRAFT CDIMPSTATION & INTERSECTION

LOCATIONSSection 2

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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: 01-05-2008File:G:\41\16445\GIS\MAP\Draft_CDIMP\Volume_7\Transit_Operations_assessment\MXD\Stations_Intersections_Section 3.mxd

LegendIntersections

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Section 2

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DRAFT CDIMP

STATION &INTERSECTION

LOCATIONS

Section 3

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GAVEN

ARUNDEL

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LABRADOR SOUTH

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BIGGERA WATERS

MARBLE ARCH PLACE

HELENSVALE STATION

GRIFFITH UNIVERSITY

UNIVERSITY HOSPITAL

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: 01-05-2008File:G:\41\16445\GIS\MAP\Draft_CDIMP\Volume_7\Transit_Operations_assessment\MXD\Section 1_LRT_speed.mxd ²

LegendStations!( LOCAL

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LRT Design Speeds15 Km/h20 Km/h25 Km/h

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DRAFT CDIMPLRT DESIGN SPEEDS

Section 1

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SOUTHPORT

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BROADWATER

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GRIFFITH UNIVERSITY

UNIVERSITY HOSPITAL

GOLD COAST HOSPITAL


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: 01-05-2008File:G:\41\16445\GIS\MAP\Draft_CDIMP\Volume_7\Transit_Operations_assessment\MXD\Section 2_LRT_speed.mxd ² TransLink

Gold Coast Rapid TransitDRAFT CDIMP

LRT DESIGN SPEEDSSection 2

LegendStations!( Local!( District

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Proposed Depot

LRT Design Speeds15km20km25km30km

40km50km70kmLRT Options

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

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MAIN BEACH

NORTHCLIFFE

CAVILL AVENUE

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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: 01-05-2008File:G:\41\16445\GIS\MAP\Draft_CDIMP\Volume_7\Transit_Operations_assessment\MXD\Section 3_LRT_speed.mxd

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LRT Design Speeds

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Section 3

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DRAFT CDIMP

LRT DESIGN SPEEDS

Section 3


Appendix B

Capacity Analysis

Presented are:

» Diagrams showing:

– The variation of stage 1 patronage over the system for every five yearsbetween 2011 and 2041;

– System operations and capacity; and

– The variation of reserve capacity over the system for every five years between2011 and 2041. The sections in which the standee density is greater than 3passengers per square metre are also identified.

» Histograms showing a comparison of peak capacity with both standee density 4passengers per square metre and 3 passengers per square metre and Stage 1patronage for every five years between 2011 and 2041; and

» Graphs showing a detailed comparison of Stage 1 and Stage 2 patronage withcapacity with standee densities of both 4 passengers per square metre and threepassengers per square metre for AM, PM and DT peaks for years 2016, 2026 and2041.

LRT OperationsAM and PM Peak Hours

2011 2016 2021 2026 2031 2036 2041AM PM AM PM AM PM AM PM AM PM AM PM AM PMN bound S bound N bound S bound N bound S bound N bound S bound N bound S bound N bound S bound N bound S bound N bound S bound N bound S bound N bound S bound N bound S bound N bound S bound N bound S bound N bound S bound

Predicted Demand (pax/hour)HelensvaleGaven 21 246 652 88 53 598 979 221 204 949 1,306 684 354 1,301 1,634 1,148 470 1,533 1,905 1,331 585 1,765 2,176 1,514 700 1,998 2,447 1,697Parkwood West 32 513 929 123 79 832 1,246 306 148 1,151 1,562 699 216 1,470 1,879 1,093 282 1,721 2,191 1,274 348 1,972 2,503 1,455 413 2,223 2,815 1,636Parkwood 32 523 950 123 80 846 1,270 308 147 1,169 1,590 696 215 1,492 1,910 1,083 280 1,745 2,224 1,264 346 1,998 2,538 1,446 412 2,251 2,852 1,627Gold Coast University Hospital 28 445 944 133 70 825 1,318 333 160 1,206 1,693 737 251 1,587 2,067 1,141 326 1,848 2,397 1,352 401 2,109 2,726 1,563 476 2,370 3,056 1,774Griffith University 466 174 901 785 710 436 1,091 950 466 772 1,281 1,115 222 1,108 1,471 1,280 289 1,289 1,687 1,492 357 1,471 1,902 1,703 424 1,652 2,118 1,914Southport Primary 503 170 737 437 720 425 1,066 937 938 806 1,396 1,437 1,155 1,186 1,726 1,937 1,339 1,385 1,983 2,262 1,524 1,583 2,241 2,588 1,708 1,782 2,498 2,913Gold Coast Hospital 512 172 749 443 734 430 1,083 940 957 813 1,417 1,436 1,179 1,196 1,751 1,933 1,375 1,396 2,013 2,268 1,570 1,595 2,275 2,603 1,765 1,795 2,538 2,939Southport 649 193 949 719 941 481 1,258 1,214 1,232 840 1,568 1,709 1,524 1,199 1,877 2,204 1,800 1,390 2,150 2,635 2,077 1,581 2,424 3,066 2,353 1,772 2,697 3,498Scarborough Street 401 155 331 635 948 386 828 1,436 1,494 833 1,434 2,237 2,041 1,279 2,040 3,038 2,435 1,496 2,312 3,720 2,828 1,712 2,585 4,403 3,222 1,929 2,857 5,085Broadwater 381 152 336 580 952 380 840 1,451 1,651 824 1,505 2,327 2,351 1,269 2,170 3,203 2,828 1,477 2,482 3,917 3,305 1,684 2,794 4,631 3,783 1,892 3,106 5,346Main Beach 385 155 381 589 962 388 952 1,466 1,659 840 1,567 2,344 2,356 1,293 2,181 3,221 2,833 1,501 2,495 3,939 3,311 1,710 2,808 4,657 3,789 1,919 3,122 5,375Paradise Waters 386 157 456 597 966 393 1,052 1,477 1,668 872 1,647 2,358 2,370 1,350 2,243 3,238 2,853 1,568 2,569 3,966 3,336 1,785 2,896 4,693 3,819 2,003 3,222 5,421Cypress Avenue 373 173 420 572 933 432 1,050 1,431 1,635 920 1,679 2,342 2,338 1,407 2,309 3,254 2,810 1,643 2,662 3,995 3,282 1,878 3,014 4,737 3,754 2,114 3,366 5,478Cavill Avenue 451 189 428 549 1,055 473 1,069 1,371 1,659 952 1,746 2,247 2,263 1,430 2,424 3,123 2,727 1,697 2,865 3,869 3,190 1,964 3,307 4,615 3,654 2,231 3,748 5,361Surfers Paradise 487 209 473 512 1,071 523 1,062 1,279 1,656 931 1,651 2,109 2,240 1,340 2,239 2,940 2,715 1,611 2,655 3,755 3,191 1,881 3,071 4,570 3,667 2,152 3,487 5,385Northcliffe 515 211 497 429 1,077 528 1,063 1,072 1,640 937 1,630 1,931 2,202 1,346 2,197 2,789 2,673 1,631 2,610 3,578 3,144 1,916 3,024 4,367 3,615 2,201 3,437 5,155Florida Gardens 512 217 493 400 1,057 542 1,039 999 1,601 914 1,585 1,800 2,146 1,286 2,132 2,601 2,610 1,568 2,541 3,370 3,074 1,850 2,951 4,138 3,539 2,132 3,360 4,906Broadbeach North 563 219 520 384 1,044 549 1,029 961 1,525 893 1,538 1,694 2,006 1,238 2,047 2,427 2,443 1,516 2,454 3,154 2,879 1,793 2,861 3,880 3,316 2,071 3,268 4,607Broadbeach South 468 332 544 322 925 581 986 805 1,382 830 1,427 1,502 1,839 1,080 1,869 2,200 2,246 1,330 2,245 2,905 2,654 1,580 2,622 3,610 3,061 1,830 2,998 4,315

1077 Max Flow (pax/hr) Sections with 85% of Max Flow Note: Forecasts for 2011, 2021, 2031 & 2036 are extrapolated or interpolated from 2016, 2026 & 2041 modelled volumes.Headways (minutes)Helensvale - Griffith University 15 15 15 15 7.5 7.5 7.5 7.5 5 5 5 5 5 5 3 3 5 5 3 3 3 3 3 3 3 3 3 3Griffith University - Broadbeach South 7.5 7.5 7.5 7.5 7.5 7.5 7.5 7.5 5 5 5 5 5 5 3 3 5 5 3 3 3 3 3 3 3 3 3 3

Capacity based on standee density 4 pax/sq m (pax/hour)Helensvale - Griffith University 997 997 997 997 1,994 1,994 1,994 1,994 2,992 2,992 2,992 2,992 2,992 2,992 4,986 4,986 2,992 2,992 4,986 4,986 4,986 4,986 4,986 4,986 4,986 4,986 4,986 4,986Griffith University - Broadbeach South 1,994 1,994 1,994 1,994 1,994 1,994 1,994 1,994 2,992 2,992 2,992 2,992 2,992 2,992 4,986 4,986 2,992 2,992 4,986 4,986 4,986 4,986 4,986 4,986 4,986 4,986 4,986 4,986

Variation in Reserve Capacity (%)HelensvaleGaven 98% 75% 35% 91% 97% 70% 51% 89% 93% 68% 56% 77% 88% 57% 67% 77% 84% 49% 62% 73% 88% 65% 56% 70% 86% 60% 51% 66%Parkwood West 97% 49% 7% 88% 96% 58% 38% 85% 95% 62% 48% 77% 93% 51% 62% 78% 91% 42% 56% 74% 93% 60% 50% 71% 92% 55% 44% 67%Parkwood 97% 48% 5% 88% 96% 58% 36% 85% 95% 61% 47% 77% 93% 50% 62% 78% 91% 42% 55% 75% 93% 60% 49% 71% 92% 55% 43% 67%Gold Coast Uni. Hospital 97% 55% 5% 87% 97% 59% 34% 83% 95% 60% 43% 75% 92% 47% 59% 77% 89% 38% 52% 73% 92% 58% 45% 69% 90% 52% 39% 64%Griffith University 77% 91% 55% 61% 64% 78% 45% 52% 84% 74% 57% 63% 93% 63% 71% 74% 90% 57% 66% 70% 93% 71% 62% 66% 91% 67% 58% 62%Southport Primary 75% 91% 63% 78% 64% 79% 47% 53% 69% 73% 53% 52% 61% 60% 65% 61% 55% 54% 60% 55% 69% 68% 55% 48% 66% 64% 50% 42%Gold Coast Hospital 74% 91% 62% 78% 63% 78% 46% 53% 68% 73% 53% 52% 61% 60% 65% 61% 54% 53% 60% 55% 69% 68% 54% 48% 65% 64% 49% 41%Southport 67% 90% 52% 64% 53% 76% 37% 39% 59% 72% 48% 43% 49% 60% 62% 56% 40% 54% 57% 47% 58% 68% 51% 39% 53% 64% 46% 30%Scarborough Street 80% 92% 83% 68% 52% 81% 58% 28% 50% 72% 52% 25% 32% 57% 59% 39% 19% 50% 54% 25% 43% 66% 48% 12% 35% 61% 43% -2%Broadwater 81% 92% 83% 71% 52% 81% 58% 27% 45% 72% 50% 22% 21% 58% 56% 36% 5% 51% 50% 21% 34% 66% 44% 7% 24% 62% 38% -7%Main Beach 81% 92% 81% 70% 52% 81% 52% 26% 45% 72% 48% 22% 21% 57% 56% 35% 5% 50% 50% 21% 34% 66% 44% 7% 24% 62% 37% -8%Paradise Waters 81% 92% 77% 70% 52% 80% 47% 26% 44% 71% 45% 21% 21% 55% 55% 35% 5% 48% 48% 20% 33% 64% 42% 6% 23% 60% 35% -9%Cypress Avenue 81% 91% 79% 71% 53% 78% 47% 28% 45% 69% 44% 22% 22% 53% 54% 35% 6% 45% 47% 20% 34% 62% 40% 5% 25% 58% 32% -10%Cavill Avenue 77% 91% 79% 72% 47% 76% 46% 31% 45% 68% 42% 25% 24% 52% 51% 37% 9% 43% 43% 22% 36% 61% 34% 7% 27% 55% 25% -8%Surfers Paradise 76% 90% 76% 74% 46% 74% 47% 36% 45% 69% 45% 29% 25% 55% 55% 41% 9% 46% 47% 25% 36% 62% 38% 8% 26% 57% 30% -8%Northcliffe 74% 89% 75% 79% 46% 74% 47% 46% 45% 69% 46% 35% 26% 55% 56% 44% 11% 45% 48% 28% 37% 62% 39% 12% 28% 56% 31% -3%Florida Gardens 74% 89% 75% 80% 47% 73% 48% 50% 46% 69% 47% 40% 28% 57% 57% 48% 13% 48% 49% 32% 38% 63% 41% 17% 29% 57% 33% 2%Broadbeach North 72% 89% 74% 81% 48% 72% 48% 52% 49% 70% 49% 43% 33% 59% 59% 51% 18% 49% 51% 37% 42% 64% 43% 22% 33% 58% 34% 8%Broadbeach South 77% 83% 73% 84% 54% 71% 51% 60% 54% 72% 52% 50% 39% 64% 63% 56% 25% 56% 55% 42% 47% 68% 47% 28% 39% 63% 40% 13%

Standee Density more than 4 pax per sq m Standee Density between 3 and 4 pax per sq m Standee density less than 3 pax per sq m78% Reserve capacity based on standee density 4 pax per sq m

LRT OperationsDT and NT Peak Hours

2011 2016 2021 2026 2031 factor 0.3333 2036 0.6667 2041DT NT DT NT DT NT DT NT DT NT DT NT DT NTN bound S bound N bound S bound N bound S bound N bound S bound N bound S bound N bound S bound N bound S bound N bound S bound N bound S bound N bound S bound N bound S bound N bound S bound N bound S bound N bound S bound

Predicted Demand (pax/hour)HelensvaleGaven 86 85 53 88 216 214 118 115 419 446 183 141 622 678 247 168 708 829 298 206 794 980 349 245 879 1,131 400 283Parkwood West 91 97 51 100 228 242 124 130 447 482 197 161 665 722 271 191 758 880 324 231 850 1,038 377 271 942 1,196 429 311Parkwood 93 98 51 100 232 246 127 134 456 491 203 167 680 736 280 201 774 895 333 242 867 1,054 387 283 961 1,214 440 324Gold Coast University Hospital 103 114 55 90 257 285 138 149 523 581 237 208 789 877 336 267 907 1,063 397 318 1,026 1,249 459 369 1,144 1,435 520 420Griffith University 594 611 208 305 633 673 215 312 594 735 223 318 555 797 230 325 635 922 273 365 714 1,047 317 405 793 1,172 360 445Southport Primary 317 350 89 167 653 693 223 319 990 1,035 362 471 1,326 1,377 502 623 1,508 1,604 583 710 1,690 1,831 665 796 1,871 2,058 746 882Gold Coast Hospital 335 366 95 174 682 720 238 333 1,029 1,074 382 492 1,376 1,429 527 652 1,570 1,668 612 741 1,763 1,908 698 831 1,956 2,148 783 921Southport 600 614 210 277 1,017 1,014 397 483 1,435 1,414 584 689 1,852 1,814 772 895 2,138 2,091 896 1,014 2,424 2,367 1,021 1,133 2,709 2,643 1,145 1,252Scarborough Street 571 700 180 179 1,263 1,389 451 449 1,955 2,078 778 879 2,647 2,768 1,104 1,308 3,050 3,263 1,274 1,517 3,452 3,757 1,444 1,725 3,855 4,252 1,614 1,934Broadwater 516 630 186 184 1,289 1,412 465 460 2,196 2,194 877 926 3,103 2,976 1,289 1,392 3,606 3,466 1,489 1,601 4,109 3,957 1,689 1,810 4,612 4,447 1,889 2,019Main Beach 547 678 214 194 1,366 1,454 534 485 2,240 2,230 915 946 3,113 3,006 1,297 1,407 3,617 3,498 1,497 1,616 4,122 3,989 1,697 1,825 4,626 4,480 1,898 2,034Paradise Waters 566 712 214 203 1,416 1,497 535 508 2,289 2,282 933 976 3,162 3,067 1,330 1,444 3,674 3,572 1,535 1,657 4,186 4,077 1,740 1,871 4,698 4,582 1,945 2,085Cypress Avenue 549 571 204 186 1,372 1,428 510 464 2,287 2,299 945 987 3,202 3,170 1,381 1,510 3,715 3,706 1,595 1,736 4,228 4,242 1,810 1,962 4,741 4,779 2,024 2,188Cavill Avenue 674 537 209 159 1,474 1,342 524 398 2,274 2,187 946 934 3,075 3,031 1,368 1,470 3,573 3,553 1,593 1,696 4,071 4,075 1,818 1,922 4,569 4,597 2,042 2,147Surfers Paradise 726 524 203 149 1,442 1,311 509 372 2,158 2,099 903 902 2,874 2,888 1,297 1,432 3,331 3,401 1,504 1,655 3,787 3,915 1,711 1,877 4,243 4,428 1,918 2,100Northcliffe 710 477 195 140 1,409 1,194 488 349 2,109 2,006 877 870 2,808 2,819 1,267 1,392 3,253 3,314 1,469 1,603 3,698 3,810 1,671 1,814 4,143 4,306 1,873 2,025Florida Gardens 680 459 188 130 1,365 1,148 471 325 2,049 1,937 851 831 2,734 2,726 1,231 1,338 3,160 3,207 1,425 1,540 3,587 3,689 1,619 1,742 4,013 4,170 1,813 1,944Broadbeach North 702 449 184 125 1,343 1,124 461 313 1,984 1,873 821 797 2,625 2,622 1,182 1,280 3,035 3,087 1,369 1,473 3,445 3,552 1,556 1,666 3,856 4,016 1,744 1,859Broadbeach South 486 408 173 122 1,145 1,021 431 305 1,803 1,725 767 745 2,462 2,430 1,102 1,185 2,856 2,880 1,278 1,364 3,250 3,331 1,454 1,544 3,643 3,782 1,630 1,723

1474 Max Flow (pax/hr) Sections with 85% of Max Flow Note: Forecasts for 2011, 2021, 2031 & 2036 are extrapolated or interpolated from 2016, 2026 & 2041 modelled volumes.Headways (minutes)Helensvale - Griffith University 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 7.5 7.5 15 15 9 9 15 15 9 9 15 15Griffith University - Broadbeach South 7.5 7.5 15 15 7.5 7.5 15 15 5 5 10 10 3.75 3.75 7.5 7.5 3.75 3.75 7.5 7.5 3 3 7.5 7.5 3 3 5 5

Capacity based on standee density 4 pax/sq m (pax/hour)Helensvale - Griffith University 997 997 997 997 997 997 997 997 997 997 997 997 997 997 997 997 1,994 1,994 997 997 1,662 1,662 997 997 1,662 1,662 997 997Griffith University - Broadbeach South 1,994 1,994 997 997 1,994 1,994 997 997 2,992 2,992 1,496 1,496 3,989 3,989 1,994 1,994 3,989 3,989 1,994 1,994 4,986 4,986 1,994 1,994 4,986 4,986 2,992 2,992

Variation in Reserve Capacity (%)HelensvaleGaven 91% 91% 95% 91% 78% 79% 88% 88% 58% 55% 82% 86% 38% 32% 75% 83% 65% 58% 70% 79% 52% 41% 65% 75% 47% 32% 60% 72%Parkwood West 91% 90% 95% 90% 77% 76% 88% 87% 55% 52% 80% 84% 33% 28% 73% 81% 62% 56% 68% 77% 49% 38% 62% 73% 43% 28% 57% 69%Parkwood 91% 90% 95% 90% 77% 75% 87% 87% 54% 51% 80% 83% 32% 26% 72% 80% 61% 55% 67% 76% 48% 37% 61% 72% 42% 27% 56% 68%Gold Coast Uni. Hospital 90% 89% 94% 91% 74% 71% 86% 85% 48% 42% 76% 79% 21% 12% 66% 73% 55% 47% 60% 68% 38% 25% 54% 63% 31% 14% 48% 58%Griffith University 70% 69% 79% 69% 68% 66% 78% 69% 80% 75% 85% 79% 86% 80% 88% 84% 84% 77% 86% 82% 86% 79% 84% 80% 84% 76% 88% 85%Southport Primary 84% 82% 91% 83% 67% 65% 78% 68% 67% 65% 76% 68% 67% 65% 75% 69% 62% 60% 71% 64% 66% 63% 67% 60% 62% 59% 75% 71%Gold Coast Hospital 83% 82% 90% 83% 66% 64% 76% 67% 66% 64% 74% 67% 65% 64% 74% 67% 61% 58% 69% 63% 65% 62% 65% 58% 61% 57% 74% 69%Southport 70% 69% 79% 72% 49% 49% 60% 52% 52% 53% 61% 54% 54% 55% 61% 55% 46% 48% 55% 49% 51% 53% 49% 43% 46% 47% 62% 58%Scarborough Street 71% 65% 82% 82% 37% 30% 55% 55% 35% 31% 48% 41% 34% 31% 45% 34% 24% 18% 36% 24% 31% 25% 28% 13% 23% 15% 46% 35%Broadwater 74% 68% 81% 82% 35% 29% 53% 54% 27% 27% 41% 38% 22% 25% 35% 30% 10% 13% 25% 20% 18% 21% 15% 9% 8% 11% 37% 33%Main Beach 73% 66% 79% 81% 31% 27% 46% 51% 25% 25% 39% 37% 22% 25% 35% 29% 9% 12% 25% 19% 17% 20% 15% 8% 7% 10% 37% 32%Paradise Waters 72% 64% 79% 80% 29% 25% 46% 49% 23% 24% 38% 35% 21% 23% 33% 28% 8% 10% 23% 17% 16% 18% 13% 6% 6% 8% 35% 30%Cypress Avenue 72% 71% 80% 81% 31% 28% 49% 53% 24% 23% 37% 34% 20% 21% 31% 24% 7% 7% 20% 13% 15% 15% 9% 2% 5% 4% 32% 27%Cavill Avenue 66% 73% 79% 84% 26% 33% 47% 60% 24% 27% 37% 38% 23% 24% 31% 26% 10% 11% 20% 15% 18% 18% 9% 4% 8% 8% 32% 28%Surfers Paradise 64% 74% 80% 85% 28% 34% 49% 63% 28% 30% 40% 40% 28% 28% 35% 28% 17% 15% 25% 17% 24% 21% 14% 6% 15% 11% 36% 30%Northcliffe 64% 76% 80% 86% 29% 40% 51% 65% 30% 33% 41% 42% 30% 29% 36% 30% 18% 17% 26% 20% 26% 24% 16% 9% 17% 14% 37% 32%Florida Gardens 66% 77% 81% 87% 32% 42% 53% 67% 32% 35% 43% 44% 31% 32% 38% 33% 21% 20% 29% 23% 28% 26% 19% 13% 20% 16% 39% 35%Broadbeach North 65% 77% 82% 87% 33% 44% 54% 69% 34% 37% 45% 47% 34% 34% 41% 36% 24% 23% 31% 26% 31% 29% 22% 16% 23% 19% 42% 38%Broadbeach South 76% 80% 83% 88% 43% 49% 57% 69% 40% 42% 49% 50% 38% 39% 45% 41% 28% 28% 36% 32% 35% 33% 27% 23% 27% 24% 46% 42%

Standee Density more than 4 pax per sq m Standee Density between 3 and 4 pax per sq m Standee density less than 3 pax per sq m78% Reserve capacity based on standee density 4 pax per sq m

LRT Capacity Analysis for Stage 1 Patronage

0

1,000

2,000

3,000

4,000

5,000

6,000N

bou

nd

S bo

und

N b

ound

S bo

und

N b

ound

S bo

und

N b

ound

S bo

und

N b

ound

S bo

und

N b

ound

S bo

und

N b

ound

S bo

und

N b

ound

S bo

und

N b

ound

S bo

und

N b

ound

S bo

und

N b

ound

S bo

und

N b

ound

S bo

und

N b

ound

S bo

und

N b

ound

S bo

und

AM PM AM PM AM PM AM PM AM PM AM PM AM PM

2011 2016 2021 2026 2031 2036 2041

Year

Pass

enge

rs a

nd V

ehic

le C

apac

ity

Stage 1 Peak Patronage (pax/hour) Capacity 3 pax/sq m Capacity 4 pax/sq m

LRT Capacity Analysis for Stage 1 Patronage

0

1,000

2,000

3,000

4,000

5,000

6,000

NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB

DT NT DT NT DT NT DT NT DT NT DT NT DT NT

2011 2016 2021 2026 2031 2036 2041

Year

Pass

enge

rs a

nd V

ehic

le C

apac

ity

Stage 1 Peak Patronage (pax/hour) Capacity 3 pax/sq m Capacity 4 pax/sq m

2016 AM Peak LRT Capacity Analysis

0

500

1000

1500

2000

2500

Helens

vale

Gaven

Parkwoo

d Wes

t

Parkwoo

d

Gold C

oast

Univers

ity H

ospit

al

Griffith

Univ

ersity

Southp

ort P

rimary

Gold C

oast

Hospit

al

Southp

ort

Scarbo

rough

Stre

et

Broadw

ater

Main B

each

Paradis

e Wate

rs

Cypres

s Ave

nue

Cavill

Avenu

e

Surfers

Paradis

e

Northc

liffe

Florida

Gard

ens

Broadb

each

Nort

h

Broadb

each

Sou

th

Station

Pass

enge

rs O

nboa

rd

Stage 1 Patronage NB Stage 1 Patronage SB Onboard Capacity with 3 ppsmStage 2 Patronage NB Stage 2 Patronage SB Onboard Capacity with 4 ppsm

2016 DT Peak LRT Capacity Analysis

0

500

1000

1500

2000

2500

Helens

vale

Gaven

Parkwoo

d Wes

t

Parkwoo

d

Gold C

oast

Univers

ity H

ospit

al

Griffith

Univ

ersity

Southp

ort P

rimary

Gold C

oast

Hospit

al

Southp

ort

Scarbo

rough

Stre

et

Broadw

ater

Main B

each

Paradis

e Wate

rs

Cypres

s Ave

nue

Cavill

Avenu

e

Surfers

Paradis

e

Northc

liffe

Florida

Gard

ens

Broadb

each

Nort

h

Broadb

each

Sou

th

Station

Pass

enge

rs O

nboa

rd


2016 PM Peak LRT Capacity Analysis

0

500

1000

1500

2000

2500

Helens

vale

Gaven

Parkwoo

d Wes

t

Parkwoo

d

Gold C

oast

Univers

ity H

ospit

al

Griffith

Univ

ersity

Southp

ort P

rimary

Gold C

oast

Hospit

al

Southp

ort

Scarbo

rough

Stre

et

Broadw

ater

Main B

each

Paradis

e Wate

rs

Cypres

s Ave

nue

Cavill

Avenu

e

Surfers

Paradis

e

Northc

liffe

Florida

Gard

ens

Broadb

each

Nort

h

Broadb

each

Sou

th

Station

Pass

enge

rs O

nboa

rd



0

500

1000

1500

2000

2500

3000

3500

Helens

vale

Gaven

Parkwoo

d Wes

t

Parkwoo

d

Gold C

oast

Univers

ity H

ospit

al

Griffith

Univ

ersity

Southp

ort P

rimary

Gold C

oast

Hospit

al

Southp

ort

Scarbo

rough

Stre

et

Broadw

ater

Main B

each

Paradis

e Wate

rs

Cypres

s Ave

nue

Cavill

Avenu

e

Surfers

Paradis

e

Northc

liffe

Florida

Gard

ens

Broadb

each

Nort

h

Broadb

each

Sou

th

Station

Pass

enge

rs O

nboa

rd



0

500

1000

1500

2000

2500

3000

3500

4000

4500

Helens

vale

Gaven

Parkwoo

d Wes

t

Parkwoo

d

Gold C

oast

Univers

ity H

ospit

al

Griffith

Univ

ersity

Southp

ort P

rimary

Gold C

oast

Hospit

al

Southp

ort

Scarbo

rough

Stre

et

Broadw

ater

Main B

each

Paradis

e Wate

rs

Cypres

s Ave

nue

Cavill

Avenu

e

Surfers

Paradis

e

Northc

liffe

Florida

Gard

ens

Broadb

each

Nort

h

Broadb

each

Sou

th

Station

Pass

enge

rs O

nboa

rd



0

1000

2000

3000

4000

5000

6000

Helens

vale

Gaven

Parkwoo

d Wes

t

Parkwoo

d

Gold C

oast

Univers

ity H

ospit

al

Griffith

Univ

ersity

Southp

ort P

rimary

Gold C

oast

Hospit

al

Southp

ort

Scarbo

rough

Stre

et

Broadw

ater

Main B

each

Paradis

e Wate

rs

Cypres

s Ave

nue

Cavill

Avenu

e

Surfers

Paradis

e

Northc

liffe

Florida

Gard

ens

Broadb

each

Nort

h

Broadb

each

Sou

th

Station

Pass

enge

rs O

nboa

rd



0

1000

2000

3000

4000

5000

6000

7000

Helens

vale

Gaven

Parkwoo

d Wes

t

Parkwoo

d

Gold C

oast

Univers

ity H

ospit

al

Griffith

Univ

ersity

Southp

ort P

rimary

Gold C

oast

Hospit

al

Southp

ort

Scarbo

rough

Stre

et

Broadw

ater

Main B

each

Paradis

e Wate

rs

Cypres

s Ave

nue

Cavill

Avenu

e

Surfers

Paradis

e

Northc

liffe

Florida

Gard

ens

Broadb

each

Nort

h

Broadb

each

Sou

th

Station

Pass

enge

rs O

nboa

rd



Appendix C

Estimated Staffing Requirements


Table 19 Operations Staff Estimate

Year 2011 2016 2021 2026 2031 2036 2041

General Staff

- General Manager 1 1 1 1 1 1 1

- Secretary 1 1 1 2 2 2 2

- Public relations 1 1 1 1 1 1 1

- Accounts 1 1 1 2 3 3 3

- Finance Manager 1 1 1 1 1 1 1

- Safety Officer 1 1 1 1 1 1 1

- Human resources 1 1 1 2 2 2 2

- Marketing/commercial 1 1 1 2 2 2 2

Drivers & Driver Management

- Drivers 37 37 51 73 81 83 83

- Team Managers 2 2 3 3 4 4 4

Operational Management

- Operations Manager 1 1 1 1 1 1 1

- Operations Administrator 1 1 1 1 1 1 1

- Operations Staff 2 2 2 4 4 4 4

- Day Driver Rostering 1 1 1 2 2 2 2

- Line Control 1 1 1 1 1 1 1

- Cleaners 2 2 2 2 2 2 2

- Ticket Inspectors/Customer Service Officers 8 8 11 15 17 17 17

- Security Guards 6 6 6 6 6 6 6

Vehicle Maintenance

- Manager 1 1 1 1 1 1 1

- Foreman 1 1 2 3 3 3 3

- Technician 2 2 2 4 4 4 4

- Team Manager 1 1 2 3 3 3 3

- Worker 5 5 8 12 12 12 12

Track and Overhead Line Maintenance

- Manager 1 1 1 1 1 1 1


Year 2011 2016 2021 2026 2031 2036 2041

- Organisation 1 1 1 1 1 1 1

- Overhead Line Technician 2 2 2 2 2 2 2

- Team Manager 2 2 2 2 2 2 2

- Worker 5 5 5 5 5 5 5

Ticket Machine Maintenance

- Ticket Machine Servicing & Maintenance 1 1 1 1 1 1 1

Total 91 91 114 155 167 169 169


Appendix D

Indicative Cross Sections

This Drawing must not beused for Construction unlesssigned as Approved

Date

CheckDrafting

DateApprovedCheckedDrawnRevisionNo A1Original Size

Title

Project

Client

Check

Designed

Approved

Drawn

Scale

DesignConditions of Use.This document may only be used byGHD's client (and any other person whoGHD has agreed can use this document)for the purpose for which it was preparedand must not be used by any otherperson or for any other purpose.

DO NOT SCALE

Note: * indicates signatures on original issue of drawing or last revision of drawing

CLIENTS PEOPLE PERFORMANCE

Suite 3 On the Park54-58 Nerang Street Nerang QLD 4211 AustraliaPO Box 124 Nerang QLD 4211T 61 7 5557 1000 F 61 7 5557 1099E [email protected] W www.ghd.com.au

Plot Date: Cad File No:14 December 2007 - 3:21 PM C:\Arenium_Projects\41-16445_Gold_Coast_Rapid_Transit\CADD\Drawings\41-16445-C001-C010.dwg

PRELIMINARY

AS SHOWN

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ELL

41-16445-C001 A

PRELIMINARYS.O'BRIEN S.O'BRIEN

mailto:[email protected]

http://www.ghd.com.au


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Appendix E

Cross Over Locations


The following presents potential crossover locations in Sections 2 and 3 that will facilitate bidirectionaloperation:

Section 2 of the RT alignment is approximately 6.1 km long. Three possible crossover locations areproposed within this section, at the following locations:

» Crossover 2A – Stabling at University Hospital;

» Crossover 2B – Entrance to RT depot facility;

» Crossover 2C – Queen Street between the Southport Primary Station and the Gold Coast HospitalStation; and

» Crossover 2D – Scarborough Street between Southport Station and Southport South Station,opposite Southport Central.

Section 3 of the RT alignment is about 7.2 km long. Seven possible crossover locations are proposedwithin this section, at the following locations:

» Crossover 3A – Between Main Beach Station and Paradise Waters Station, near Macintosh Island.This crossover is to be a spur line with a turnout at each end;

» Crossover 3B - Between Paradise Waters Station and Cypress Avenue Station, opposite Gold CoastInternational Hotel;

» Crossover 3C – Surfers Paradise Boulevard between Cypress Avenue Station and Cavill AvenueStation. This crossover is required during Indy 300 to ensure that the GCRT can continue to operateduring this event. During the Indy 300 races, a section of the track between Cypress Avenue andElkhorn Avenue will be shut down. This crossover will allow northbound LRT vehicles to be switchedonto the southbound track and turned around;

» Crossover 3D – Surfers Paradise Boulevard between Cavill Avenue Station and Surfers ParadiseStation;

» Crossover 3E – Gold Coast Highway between Northcliffe Station and Florida Gardens Station;

» Crossover 3F – Gold Coast Highway between Florida Gardens Station and Broadbeach NorthStation; and

» Crossover 3G – Gold Coast Highway between Broadbeach South Station and Terminus.

The location of the potential LRT crossover locations are described in greater detail in Table 20.


Table 20 Description of LRT Crossover Points

Description Crossover No Chainage (m)

Start of Line 19,080

University Hospital Crossover 2A 19,230

RT Depot Crossover 2B 20,840

Southport Primary 22,000

Crossover 2C 22,143

GC Hospital 22,980

Southport 23,540

Crossover 2D 23,890

Southport South 24,160

Broadwater 24,540

Main Beach 30,400

Crossover 3A / Spurline 30,666

Paradise Waters 31,420

Crossover 3B 31,910

Cypress Ave 32,260

Crossover 3C 32,550

Cavill Ave 32,820

Crossover 3D 33,180

Surfers Paradise 33,380

Northcliffe 33,790

Crossover 3E 34,190

Florida Gardens 34,610

Crossover 3F 35,710

Broadbeach North 35,800

Broadbeach South (36,520 - 36,850)

Crossover 3G South of 36,850

The location of the LRT crossovers is shown diagrammatically in Figure 6.

!( !(

!(

!(

!(

!(

!(

!(

!(

!(

!(

!(

!(

!(

!(

D

T

!?

!?!?

!?

!?

!?

!?

!?

!?

!?

SOUTHPORT

SURFERS PARADISE

CLEAR ISLAND WATERS

BENOWA

BUNDALL

BROADBEACH WATERS

BROADBEACH

SOUTHPORT

MAIN BEACH

BROADWATER

NORTHCLIFFE

CAVILL AVENUE

CYPRESS AVENUE

FLORIDA GARDENS

PARADISE WATERS

BROADBEACH SOUTH

BROADBEACH NORTH

SURFERS PARADISE

SOUTHPORT PRIMARY

GRIFFITH UNIVERSITY

GOLD COAST HOSPITAL


538000

538000

540000

540000

542000

542000

6900

000

6900

000

6902

000

6902

000

6904

000

6904

000

6906

000

6906

000

TRANSLINKGOLD COAST RAPID

TRANSIT


Source: Aerial Photography Suppliedby GCCC (2006)Approximate route options digitised by GHDcurrent to Dec 2007, maybe subject to change.Projection: MGA56 (GDA94)Date Printed: 26-08-2008File: G:\41\16445\GIS\MAP\GCRT\20080122\LRT Map.mxd

²

SECTION 2

SECTION 3

BROADBEACH

SURFERSPARADISE

Legend

!? LRT Crossover

D Depot Stabling

T Terminus Stabling

!( RT Station

Section 2

Section 3

LRT CrossoversSection 2 and 3

FIGURE 6

0 240 480 720 960

Metres

1:35,000 @ A4


BN 39 008 488 373

201 Charlotte Street Brisbane QLD 4000GPO Box 668 Brisbane QLD 4001T: (07) 3316 3000 F: (07) 3316 3333 E: [email protected]

© GHD Pty Ltd 2008

This document is and shall remain the property of GHD Pty Ltd. The document may only be used for thepurposes for which it was commissioned and in accordance with the Terms of Engagement for thecommission. Unauthorised use of this document in any form whatsoever is prohibited.

Document Status

Reviewer Approved for IssueRevNo. Author

Name Signature Name Signature Date

A L Fullerton S Fleury M Hellmuth 14/12/07

B D Roberts S Fleury M Hellmuth 29/02/08

C J Devney D Roberts M Hellmuth 07/04/08

D J Devney D Roberts M Hellmuth 16/04/08

0 L Fullerton J Devney M Hellmuth 30/04/08

1 L Fullerton M Yong M Hellmuth 19/05/08
