Priestley J Phase 3 Transport

South East Queensland Regional
management plan

Phase Three: transport research frontier

SEQ regional management plan Galaxy Planning

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Document prepared by Galaxy Planning
Consultants on behalf of Griffith University,
Gold Coast.

Galaxy Planning Consultants
Suite 1, Rio Tinto Tower
123 Albert Street
Brisbane, 4000
(07) 5555 6789

Consultancy Team:
Jack Priestley s2758195
0435844567
priestleyj@galaxyconsultants.com

On behalf of:
3097ENV Strategic Planning Studio
School of Environment
Griffith University, Gold Coast Campus

This document was prepared by Galaxy
Planning Consultants in response to the
Griffith University brief. All attempts were
made to present data accurate at the time
of print.


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1.0 INTRODUCTION 6
2.0 TRANSPORT OVERVIEW 7
3.0 SIGNIFICANT TRANSPORT ISSUES 8
4.0 GOALS, OBJECTIVES AND STRATEGIES 10
4.1 FREIGHT NETWORK ............................................................................................... 11
4.2 PASSENGER TRANSPORT ......................................................................................... 12
4.3 RESILIENT INFRASTRUCTURE .................................................................................... 13
4.4 HARMONIOUS INFRASTRUCTURE .............................................................................. 14
4.5 SUMMARY OF STRATEGIES ...................................................................................... 15
5.0 TRANSPORT BEST PRACTICES 16
5.1 RAIL FREIGHT THE UNITED STATES ......................................................................... 16
5.2 HIGH SPEED RAIL JAPAN ...................................................................................... 17
5.3 GREEN LOGISTICS - SPAIN ....................................................................................... 19
5.4 ROAD DRAINAGE - SWEDEN .................................................................................... 20
5.5 WILDLIFE CORRIDORS - CANADA .............................................................................. 21
7.0 CONCLUSION 23
8.0 REFERENCES 23
9.0 PICTURE CREDITS 23


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Table 1: Transport SWOT ................................................................................................................ 8
Table 2: Issues & Goals for SEQ region ......................................................................................... 10
Table 3: Freight Network .............................................................................................................. 11
Table 4: Passenger Network ......................................................................................................... 12
Table 5: Resilient Infrastructure ................................................................................................... 13
Table 6: Harmonious Infrastructure ............................................................................................. 14
Figure 1: Transport Routes & Infrastructure of SEQ 7
Figure 2: South East Queensland Rail & Bus Network 9
Figure 3: Flood Inundation of a Bridge in Gatton, SEQ 10
Figure 4: Gateway Bridge Brisbane 15
Figure 5: Port of Brisbane 15
Figure 6: Double Stacked Container Rail Freight 16
Figure 7: Japanese High Speed Rail 18
Figure 8: Eroski Distribution Center 19
Figure 9: Wildlife Corridor Construction in Banff National Park 21
Figure 10: Constructed Wildlife Overpass 22

CO
2
Carbon Dioxide
IPCC Inter Governmental Panel on Climate Change
M1 Pacific motorway
PMV Private Motor Vehicle
RLA Rural Living Area
RLRPA Rural Landscape and Regional Production Area
SEQ South East Queensland
SEQCCMP South East Queensland Climate Change and Management Plan
SEQRP South East Queensland Regional Plan
SLR Sea Level Rise
SWOT Analysis of Strengths, Weaknesses, Opportunities and Threats
US United States
WWII World War II

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Backhauling Reduction: A logistics technique which restructures the route schedule of road
freight to reduce the number empty-running returns.
First-and-last mile network: A freight logistics technique that emphasizes the use of road
freight only for the first and/or last part of a journey, with either rail or water transport used for
the majority of its trip.


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Galaxy Planning are engaged to undertake a multi-phased strategic planning process over a 13
week period to deliver a detailed and comprehensive 20-year Regional Management Plan for
South East Queensland (SEQ) for 2014-2034. The plan focuses on six key issue areas, with
attention to climate change and population growth as crucial concerns. The plan encompasses
the entire SEQ region, but specifically addresses the Rural Landscape and Regional Production
Area (RLRPA) and Rural Living Area (RLA), identified in the current SEQ Regional Plan (SEQRP).
The Regional Management Plan consists of five chronological phases that act as extensions of
each other. Phases One and Two provided a regional vision and an overview of key issues.
Agriculture, biodiversity, energy, land-use, water, and transport were identified as being the six
most significant issues to the region, and of greatest risk from the pressures of population
growth and climate change. The previous phases also evaluated current SEQ management
frameworks using an evaluation framework to determine their effectiveness and scope.
Relevant stakeholders were identified, and their interests, authority, influence and power
discussed.
A well-connected and sustainable transport network is an intrinsic component of a sustainable
SEQ: it is the backbone of all social and economic activities and can have massive
environmental impacts. This Phase Three report is a research frontier focusing on transport
issues within SEQ. The report provides an overview of the current transport network, and
highlights the predicted impacts of climate change, population growth, and maintaining the
status quo. The report identifies goals, objectives and strategies to create a sustainable
transport system in SEQ. The strategies selected were influenced by a review of current best
practice case studies located in regions around the world.
Our Vision
To create a sustainable, efficient, prosperous and equitable SEQ
that opportunistically adapts to the impacts of climate change
and population growth. Clean energy will power the regions
interconnected network of strong regional centres, rural
production areas, vibrant urban environments and pristine
natural ecosystems.


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The two main functions of the transport system are to facilitate the movement of people
(residents and visitors), and the movement of goods (imports, exports and local goods)
throughout the region. Movement within the region is predominately by road and rail, while
movement inbound and outbound of the region also utilises air and sea transport.

The north-south coastal route (the
M1) is the predominant vehicle route
and spans the entire length of the
region and beyond (see Figure 1).
East-west connector roads and
highways connect Brisbane, the
Sunshine Coast and the Gold Coast to
RLRPA areas, regional hubs such as
Toowoomba, and many National
Parks frequented by tourists. Heavy-
rail passenger lines operate from
Brisbane to western SEQ and via a
north-south route from the Gold
Coast to far north Queensland (see
Figure 1).

Heavy-rail freight lines mirror these
routes, with the exception of a line
extending south across the New
South Wales border to the southern
States. There are major inter-modal
freight terminals at Acacia Ridge and
Brisbane Multimodal Terminal (QLD
Government 2008). A large
international port is located in
Brisbane and has the capacity for
cruise ships, as well as container and
goods ships (see Figure 1). This is the main seaport distribution terminal to and from the region.
There are two international airports in the area (Brisbane and Coolangatta), with a number of
smaller domestic airports dotting the landscape at Toowoomba, Maroochydore and Noosa.

Figure 1: Transport Routes & Infrastructure of SEQ

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Population growth will require investment in all types of transport networks to meet future
demand. A SWOT analysis has been conducted to determine the most predominant transport
issues within the SEQ region, with particular attention to the effects of climate change and
population growth. The table is followed by a discussion of the most important issues.

Table 1: Transport SWOT
Strengths Weaknesses
Strong government revenue base for
project funding
Extensive existing north-south & east-west
road infrastructure facilitates high levels of
movement
Existing pub. transport busway & rail
infrastructure in & between major centres
provides future investment certainty
Existing rail freight system transports large
volumes (predominately coal)
Comprehensive existing active transport
infrastructure in comparison to other
countries
Slow at achieving goals of sustainable
transport policies compared to other
regions & countries
Previous poor decisions leave a long-lasting
legacy e.g. Brisbane Busway sections
Landscape of existing low-density urban
sprawl: PMV dominance, high trip length,
difficulty to implement rapid-transit
Lack of alternatives to PMV: lack of pub.
transport investment
Lack of political will coupled with
complexity of governmental systems
Lack of concern for environment
Road freight externalities
Opportunities Threats
Economic growth through population
increase
Denser population base allows for more
effective public transport & shift from
automobile dependence
Construction/demand of active transport
infrastructure
Technology opportunities: e.g. electric,
hybrid, low-emission vehicles; real-time
scheduling for pub. transport
Changing balance of inbound/outbound
freight = potential for competitive rail
Public & global pressure for sustainability
Fast changing environment allows Transit
Oriented Development (TOD) & sustainable
projects to be constructed more frequently
Economic = no $ for projects
Danger to existing infrastructure from sea
level rise (SLR) & increased extreme weather
Extreme heat buckling train lines & warping
road surfaces
Flood inundation of low-lying train lines
Rising congestion trip time & delays
Powerful vested interests incompatible with
public interest: difficulty in harnessing &
balancing economic forces
Lack of coordination in & between levels of
government & private sector

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Additional transport infrastructure will be needed as existing infrastructure would be unable to
accommodate projected population growth, resulting in excessive congestion and delays, which
are already occurring throughout some parts of the region. This is exacerbated by road freight
and the limited availability of active and alternative modes of transport to the PMV (Private
Motor Vehicle). Many communities are disconnected from public transport routes and are
often spatially isolated or lacking infrastructure to access services and amenities by walking or
cycling.
Segments of current transport infrastructure are vulnerable to SLR (sea level rise) and severe
weather events. This could cause disruption to the critical services which the transport network
facilitates. The transportation of freight is an integral part of any economy; however the SEQ
system currently relies heavily on road freight, with constrained opportunities for rail and inter-
modal freight (the integration of first-and-last mile techniques). Negative externalities of road
freight include congestion, road fatalities and road damage; this translates into substantial
social, environmental and economic costs.

Planning decisions are influenced by the politicians of the day (Forester 1980) and not
necessarily best for long-term public interest. For example, the recently constructed South East
Brisbane Busway mirrors the already existing Gold Coast rail line; whereas an integration of the
two systems would have proven more effective (see Figure 2). The layout of our transport
systems, neighbourhoods and cities paint the scene of the urban landscape for years after it is
first built. Rapid transit relies on
density, and existing low-density
urban sprawl challenges its viability.
The Australian dream of owning a
house on a suburban block has
contributed to a continual cycle of
urban sprawl and brought with it
dispersed transport systems that
dominate most Australian cities
(Gleeson 2008). This is evident
today as public transport only
accounts for 8% of trips in SEQ (QLD
Government 2012). Additionally,
this pattern of urban sprawl
encroaching into agricultural and
ecologically important land requires
the construction of further
transport infrastructure. There is
often little environmental regard
during this construction and this
exacerbates the negative impacts to
native fauna.

Figure 2: South East Queensland Rail & Bus Network

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Analysis of the SWOT identified four main issue areas affecting the transport network in the
SEQ region. These issues are common throughout much of Australia, but will be heavily
compounded by the additional challenges posed by climate change and population growth in
SEQ. The issues identified encompass a range of knock-on effects which can be addressed
simultaneously through the goals and strategies identified.
Issue Goal
1. Existing and predicted growth of pressure on
road network, including negative externalities
of road freight
An efficient, cost-effective and sustainable inter-
modal freight network
2. Existing and predicted growth of PMV
dependency with limited options for other
transit modes
A sustainable and equitable passenger transport
network throughout the region
3. Impact on transport infrastructure from SLR
and extreme weather events
Climate change resilient transport infrastructure
4. Damaging environmental impacts from
construction of new transport infrastructure
Transport infrastructure harmonious with the
natural environment
Table 2: Issues & Goals for SEQ region
Strategies to address these issues are identified and then discussed below. Those with an * next
to them illustrate connections to strategies identified in the case studies.

Figure 3: Flood Inundation of a Bridge in Gatton, SEQ

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The reliance on road freight to transport essential goods within and out of the region has been
identified as a critical issue to be addressed. A barrier affecting the lack of rail and inter-modal
freight are the inefficiency and incompatibility within the current system. The strategies
outlined below aim to change this by streamlining operations and increasing the velocity of rail
freight.
Goal 1:
An efficient, cost-effective and sustainable freight network
Objective Strategy
1.1. 40% modal shift (road to
rail) of freight travelling
over 600kms by 2034
1.1.1. Provide financial incentives for road freight to transfer to
rail
1.1.2. Introduce tariff scheme on long-distance road freight
(over 600kms)
1.1.3. Introduce tariff scheme on road freight CO
2
emissions,
noise and air pollution, and vehicle weight
1.1.4.

1.3.3.
1.3.4.
1.3.6.
Improve access to inter-modal freight options for
agricultural and manufacturing sectors in the RLRPA
1.2. Reduced negative
externalities of road
freight: congestion, CO
2
emissions, noise & air
pollution and damage
caused to roadways
reduced by 40% by 2034
1.2.1

1.1.1
1.1.2
1.1.3
Locate new freight terminals consistent with future land-
use patterns and removed from residential and high-
traffic areas
1.3. Improved overall velocity
and capacity of rail freight
by 10% per year
1.3.1. Prioritise lengths of track with constraining curves and
inclines straightened and levelled to allow for faster train
speeds

1.3.2.* Retrofit existing, narrow gauge rail lines with standard
gauge line to allow multiple train types to operate on the
same line and increase network coverage
1.3.3. Improve loading and unloading capacity and efficiency at
ports, airports, and terminals to correspond with
predicted growth
1.3.4. Reduce physical and infrastructure barriers to improve
network ability to transport double-stacked freight
directly to terminals
1.3.6.
1.3.7.*
Identify and preserve future transit corridors
Grade-separate passenger & freight rail networks
1.4. Improved community
safety with zero road
freight related fatalities
by 2034
1.4.1.*

1.4.2.
Remove level crossings and grade-separate road and rail
networks
Prioritise upgrades of roadways where road freight and
PMV collisions occur
Table 3: Freight Network
From the case study of the US freight system, it was learnt that directional imbalances of freight
distribution can create a competitive environment for rail freight to compete with road freight.
Freight growth is predicted in SEQ and it is expected that outbound freight will be significantly
less than inbound freight (Queensland Government 2008), creating similar imbalances and
4.1 Freight Network

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opportunities to those experienced in the US. The amalgamation of the US network increased
coverage and was also crucial to the success in the US. Creating a network of matching gauge
rail lines can have similar effects in SEQ.
These strategies will have positive externalities including reduced congestion and reduced costs
of maintenance to highways due to road damage. It will increase community safety and
improve the linkages between the RLRPA. These gains will however, require significant
infrastructure investment which will yield only low financial returns.
Creating a passenger transport network that can efficiently move people within the region,
based on sustainable and equitable foundations, can bring with it huge benefits to the region
(Albalate & Bel 2012). Historically, there has been a strong reliance on the PMV, but this is not
sustainable and diverse modal options should be available.
Goal 2:
A sustainable and equitable passenger transport network throughout the region
Objective Strategy
2.1. Reduced PMV
externalities: CO
2

emissions and air
pollution by 40% by
2034
2.1.1.

2.1.2.

Provide viable alternatives to the PMV through active
transport provision, coordinated land-use, and improved
pub. transport options
Introduce a user-pays system (pay per distance travelled)
and incentivise adoption of fuel-efficient PMVs
2.2. Reduced rail trip time
by 40% between major
transport hubs from
2014 base-levels by
2034

2.2.1.*

2.2.2.*

2.2.3.*

2.3.2.
Prioritise lengths of track, constraining curves and
inclines, to be straightened and levelled to allow for HSR
travel speeds
Construct grade-separated road and rail (remove level
crossings) and prioritise lengths of track and bridges to be
duplicated to allow higher frequency trains
Construct grade-separated road and rail (remove level
crossings) and prioritise lengths of track and bridges to be
duplicated

2.3. Increased rail ridership
(commuter, visitor,
regional, and interstate)
by 40% by 2034
2.3.1.*

2.3.2.

2.3.3.

2.1.1.
2.1.2.
Connect missing rail transport links (e.g. Varsity Lakes to
Coolangatta) and connect light rail (LR) to heavy rail (HR)
projects (future and existing)
Retrofit existing, narrow gauge rail lines with standard
gauge line to allow multiple commuter train types to
operate on the same line and increase network coverage
Improved tourism linkages between tourist destinations
and regional hubs

2.4. No extension of
average road trip times,
vehicle miles travelled
and traffic congestion
from 2014 base-levels
by 2034
2.1.1.
2.1.2.

Table 4: Passenger Network
4.2 Passenger Transport

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The strategies above will reduce PMV dependency and associated negative externalities, create
greater accessibility to other transport modes and provide greater investment opportunity and
certainty. The regional funding structure can support upgrading and improved velocity of
certain lengths of rail line to support HSR. However, for a HSR network extending beyond the
boundaries of the region, coordination with the Federal government to appropriate funds
would be required. This coordination could also identify interstate HSR connections and routes
to improve later capacity of the network and allow easier integration of a national HSR network
into the region.
Infrastructure that is resilient to climatic change and events is critical if SEQ is to adapt. As
severe weather becomes more frequent, the damage bill to infrastructure will continue to
increase. For this reason it is important that infrastructure can withstand these events, and
reduce additional negative environmental impacts.
Goal 3:
Climate change resilient transport infrastructure
Objective Strategy
3.1. 80% of critical
passenger transport
infrastructure resilient
to extreme weather
events by 2034

3.1.1.*

3.1.2.

3.1.3.*

3.3.1.
Strengthen infrastructure to withstand a 1 in 500 year
flood and extreme heat and weather events in
susceptible areas
Incorporate rising sea level predictions into new and
replacement infrastructure (height based on time
scale and tied to IPCC** RPC8.5 predictions)
Design road and railways that collect and filter runoff
and prevent unfiltered discharge into creeks and
rivers; whilst simultaneously reducing the chance of
inundation of the roadway

3.2. 90% of major road
freight routes remain
operational in flood
inundation events by
2034
3.2.1.

3.1.1.*
3.1.2.
3.3.1.
Identify alternate freight routes and resident safe-
passage routes for extreme weather events and
evacuation in emergency situations
3.3. 80% of rail freight
infrastructure remains
operational in flood
inundation events by
2034
3.3.1.

3.1.1.*
3.1.2.
Avoid construction of infrastructure in susceptible
locations e.g. floodplains
3.4. 100% of residents have
safe-passage road
network access for
evacuation in
emergency situations
by 2034
3.4.1.*

3.4.2.

3.1.1.
3.1.2.
3.1.3.*
3.3.1.
Undertake hydrology and bushfire risk assessments
and update and improve disaster management plans
Restrict adverse impacts on surrounding properties
from transport adaptation measures
** Intergovernmental Panel on Climate Change, United Nations
Table 5: Resilient Infrastructure
4.3 Resilient Infrastructure

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Prioritisation of track upgrades would be based on specific cost-benefit analyses to determine
the value of potential gains from the works. For example, high construction costs of a road
bridge in a low-lying area versus the potential for productivity loss and danger to human life.
Research into the frequency, extent and length of time the bridge may be inundated in high
rain periods would assist these decisions. Alternate options may also be used, for example
vehicle routes. Road networks are flexible, and provide access to the greatest number of
individuals. They are critical in emergency events, for example floods or bushfires, to make
safe-passage to an unaffected area. New infrastructure should incorporate sea level rise
predictions into the length of their life-span. These predictions should be tied to the latest IPCC
reports on a sliding scale.
Potential ecological impacts to SEQ are vast, and have been well documented in Phase Two of
this Management Plan. These impacts would be exacerbated by the construction of new
transport infrastructure, potentially severing and degrading further habitat. Existing transport
infrastructure is far removed from being harmonious with nature and often constructed with
very little environmental conscience.
Goal 4:
Transport infrastructure harmonious with the natural environment
Objective Strategy
4.1. 100% of vegetative loss
and ecological impacts
caused from
constructed
infrastructure is offset
4.1.1.*

4.1.2.*

4.1.3.
Design road and railways that collect and filter runoff
and prevent unfiltered discharge into creeks and
rivers; whilst simultaneously reducing the chance of
inundation of the roadway
Utilisation of environmentally sensitive construction
techniques
Utilise noise sensitive road design to reduce impact to
native fauna
4.2. 10% reduction in
annual fauna deaths on
transport infrastructure
per year till 2034

4.2.1.*

4.2.2.
Prioritise the installation of barriers and vegetation
buffers in wildlife hotspots and ecologically sensitive
areas to prevent fauna accessing transport
infrastructure
Avoid construction of transport infrastructure through
sensitive ecological areas
4.3. No new critical habitat
fragmented from
construction of
infrastructure following
plan implementation
4.3.1.*

4.3.2.
Construct habitat bridges to connect ecological
habitats severed by transport infrastructure
All infrastructure projects to undergo environmental
impact assessments and be to the satisfaction of
stringent requirements
Table 6: Harmonious Infrastructure
Population growth will demand additional transport infrastructure. Part of within urbanised
areas of the Urban Footprint, however, much will be throughout the RLRPA and RL areas. If not
managed correctly, this will conflict heavily with the natural environment, specifically on native
fauna species. The strategies outlined above serve as a balance between necessary
infrastructure and the maintenance of the natural environment. Natural species migration and
gene flow will still be able to occur throughout the regional landscape, this is particularly
important as species ranges shift with a changing climate. It is more expensive to retrofit
4.4 Harmonious Infrastructure

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infrastructure than to incorporate environmental considerations into the initial design.
Environmental assessments should be undertaken for all new projects to ensure that
infrastructure is located in the appropriate location, and to mitigate or prevent any adverse
impacts.
The goals, objectives and strategies outlined address the current issues in SEQ, including the
impacts of climate change and population growth. They do so using a holistic approach,
covering freight movements, individuals movements, structural changes in construction
techniques, and increased consideration of the natural environment. Wider-ranging strategies
will need to be employed that integrate transport and land use planning to achieve a
sustainable transport system (Queensland Government 2009; Queensland Government 2011).

4.5 Summary of Strategies
Figure 4: Gateway Bridge Brisbane
Figure 5: Port of Brisbane

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Five best practice examples were investigated from around the world. The case studies assess
the possibility of implementing similar policies into the SEQ region, specifically through this SEQ
Regional Management Plan.
To achieve the desired goals and objectives detailed in the previous section, it is important to
investigate best practice examples which have worked in other regions around the world. Five
case studies were investigated in the United States (US), Japan, Spain, Sweden and Canada.
Analysis of the case studies determines the implementation probability of these, and similar
strategies, in SEQ.
The US is regarded as having one of the worlds best and most dynamic rail freight networks,
particularly the transportation of container and truck-trailer freight (AAR 2013; USDOT 2014).
The US enjoys some of the lowest rail rates in the world and long distance rail freight in the US
outcompetes road freight in volume, capacity and costs (Rodrigue 2008).
The transition from road freight
to rail occurred for various
reasons; notably beginning with
the deregulation of the rail
industry, allowing mergers and
acquisitions of the fragmented
system to occur, and the creation
of an integrated network. Higher
quantities of imported goods
concentrated the points of
distribution from ports in the US.
This one-way, imbalanced
direction of freight distribution
allowed rail to be more economically competitive. The higher volumes of freight also created
capacity constraints for road freight and furthered rail freight opportunities, particularly large
volume and long distance (Rodrigue 2008). Road freight costs in the US increased due to higher
wages, labour shortages, insurance costs, energy costs and congestion (Hensher and Waters
1999). Meanwhile, rail rates declined steadily to some of the lowest in the world. The
containerization of goods allowed increased efficiency (of transferring freight between modes)
and capacity (through double-stacking) (Rodrigue 2008).
Strategy Analysis:
Overview:
5.1 Rail Freight The United States
Figure 6: Double Stacked Container Rail Freight

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Following the deregulation in the 1980s, railways became almost exclusively operated by the
freight industry (Hensher & Waters 1999). The reduction in passenger services was due to
natural market forces and the popularity of the PMV. Evidently, there are problems reviving
passenger services, in part due to complications sharing rail lines including the vast differences
in speed and irregular timetabling of freight. This highlights the potential difficulties in
operating shared networks.
Freight railroads are private organisations in the US, responsible for their own maintenance and
improvements. These organisations reinvest heavily into their networks with a ratio of
approximately 40 cents to each dollar of profit (USDOT 2014). Even with this high-scale
reinvestment, government partnership is still required in some circumstances. A US example of
where this has occurred, and the freight system streamlined, is the Alameda Corridor in
Southern California. The $2.4 billion regional-scale project removed railroad level crossings and
constructed a grade-separated rail line to increase speeds. This reduced traffic congestion and
environmental damage, and improved community safety and the efficiency of goods movement
(Callahan 2010).
There are parallels of the US experience that can translate into a similar scenario for SEQ and
throughout Australia. For example, the imbalanced direction of goods distribution and rising
road freight costs. This example, and many other factors which reformed the US freight system,
are not direct government policy interventions. However, regional policies can imitate the
drivers behind this success.
The Japanese concept of a commercially-viable, high speed rail system began to be realised in
1964 with the Shinkansen. The pioneering idea now serves more than 300 million passengers
annually (Albalate & Bel 2012) and totalled 150 billion passenger-kilometres in the forty years
that followed the commencement of its service (Campos & Rus 2009). It still remains one of the
fastest rail networks in the world and since the Shinkansen opened, there have been no
fatalities due to collision, derailment or infrastructure failure (Hood 2006).
The Japanese HSR was founded in a unique context, with abundant engineering and
technological capital post-World War II (WWII). Japanese advances, particularly in rail
suspension systems in the 1950s allowed trains to dramatically increase their travel speeds
(Nishiyama 2003). In 1964, Japan decided to move away from narrow gauge (1.067m) rail lines
and construct new high-speed rail lines in standard gauge (1.435m) as this would allow for even
higher speeds (Campos & Rus 2009; Hood 2006). Today they can reach a top speed of 188mph
(Albalete & Bel 2012).
Overview:
Strategy Analysis:
Summary:
5.2 High Speed Rail Japan

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The HSR connects with slower, more economically affordable, feeder trains to provide an
integrated network. The HSR component of the system focuses on connecting these with large
metropolitan centres of Japan, typically located a few hundred miles apart. This was smart
planning as the competitive advantages of HSR are best reaped from connection of densely
populated areas. The HSR centralized economic activities and areas which boast a HSR station
recorded higher numbers of economic, population and employment growth than those
without. The HSR also made it easier for regional business travel to occur (Albalate & Bel 2012).
The system was originally designed for both freight and rail services, however, huge passenger
demand and extensive maintenance requirements favoured the latter. The decision to prioritise
passenger services, rather than share with freight, is evidently a more cost-efficient option.
Germany decided to operate both on the same line and incurred higher upgrading and
operational costs. However, this is a trade-off as the Japanese rail freight network lags behind
the German, and indeed the US, equivalent. A decision was made to grade separate the HSR
lines to conventional train lines. This increased the already large infrastructure costs associated
in its construction. These costs fluctuated further due to the terrain in different areas (the need
for tunnels and bridges) and land prices, particularly into city centres. Thirty percent of the
network is through tunnels (Albalate & Bel 2012).
HSR has transformed the social, economic and environmental structures of Japan. The
integrated network of HSR and more economically affordable commuter rail has created an
equitable system for passenger travel throughout the country and provided certainty for
economic investment. HSR can run on upgraded conventional lines and has high
implementation potential within SEQ, however, the most significant barrier is the securing of
investment.
Summary:
Figure 7: Japanese High Speed Rail

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Eroski are a Spanish food distribution company that market themselves as a company
committed to environmental and social responsibility (Eroski 2012). Eroski are a leading
example of a company utilising green logistics after analysing its fleets efficiency and then
adopting multiple new practices which reduced economic costs as well as environmental
impacts (Udeba et al. 2011).
Eroski began by collecting detailed information of its operational practices. It identified vehicle
fuel consumption, vehicle types, delivery schedules and the distance and frequency of freight
routes, to identify potential environmental and economic improvements. This was then
analysed using economic mathematics, providing areas of possible savings (Udeba et al. 2011).
As a result, fleet management was streamlined, deliveries were re-scheduled, and reductions in
total distances driven and the total number of necessary routes were achieved. Opportunities
to reduce empty-backhauling operations then reduced the number of empty-running trucks.
Total reductions in Eroskis CO
2
emissions and distance travelled totalled 14.9% and 15.5%
respectively. Eroski has the
potential to make further gains
through issues it has identified,
including increasing
coordination with customers,
increasing fleet capacity,
identifying cleaner vehicle
routes and incorporating GPS
technology to standardise
driving styles. The author also
discussed possible use of
alternative fuels in the vehicle
fleet (Udeba et al. 2011).

Eroski was positioned to make savings in its freight routes as its demand and supply trends are
regular, allowing long-term timetable scheduling to be calculated. This is a particularly
mathematically complex task and would be amplified if required to be changed on a weekly or
daily basis. The benefits of implementing this technique include reduced CO
2
emissions, noise
pollution and congestion. It also provides economic benefits to the company, providing a win-
win situation.

Overview:
Strategy Analysis:
Summary:
5.3 Green Logistics - Spain
Figure 8: Eroski Distribution Center

20 | P a g e

Researchers in Sweden identified a need to begin adapting to climate change through the
hardening of road infrastructure and conducted a study of current practices and potential
improvements. Motorways and regional roads are sensitive to changing climatic factors such as
SLR and extreme weathers events including rising temperatures, increased precipitation and
snowmelt, which can be exacerbated by land use change (namely forest clear-cutting)
(Kalantari et al. 2014).
The study focused on the three phases of road construction: planning, performance and
monitoring; construction and design; and operation and maintenance. In the first phase they
concluded there was often a lack of knowledge about the condition of existing drainage
systems and a lack of tools to identify where upgrades were needed. This translated into poor
decisions and maintenance being undertaken. Additionally, poor performance by contractors
was also identified as an issue. In the second phase, poor design was highlighted as the main
issue. Analysis of the operation and maintenance phase identified obstructions, blockages and
clogging of drainage facilities (Kalantari & Folkeson 2011).
The authors suggest a number of methods to improve road adaptability to climate change. This
includes improved knowledge of hydrological and drainage processes to reduce vulnerabilities;
the modernisation of the design of ditches and culverts, with increased capacities to allow for
higher water flows; techniques to prevent drain blockages; and bank stabilisation using
vegetation. It was also recommended that maintenance, monitoring and inspection plans need
to have greater focus on preventative maintenance and should be a prerequisite in contracts.
Technology can assist in the locating and assessment of the condition of drainage infrastructure
(Kalantari & Folkeson 2011; Matintupa & Tuisuku 2012). Cost-benefit analyses should be
employed to compare costs of repairing damaged roads (caused by inadequate drainage) to
costs of drainage improvements and maintenance. These analyses should also consider social
and economic impacts of delays, detours and the risk to human life. This would allow
prioritisation of upgrades and an efficient and equitable allocation of resources. Road
construction regulation should include climate change predictions into the lifetime of the
project (normally 40 years for roads in Sweden) and include potential extreme water flows and
unavoidable flooding impacts (Kalantari & Folkeson 2011).
Although the study was undertaken in a distinctively different climate, and snowmelts are not
an issue in SEQ, higher frequency extreme precipitation events and floods are likely to occur. As
such, adjustments to the methodology would need to be made; however these techniques are
very adaptable to the SEQ region as the principles are very similar. Implementing these
techniques can produce huge economic and social advantages, including the safeguarding of
human lives (Kalantari et al. 2014).
Overview:
5.4 Road Drainage - Sweden
Strategy Analysis:
Summary:

21 | P a g e

Anthropogenic environments carve up and divide the natural environment, restricting natural
ecological processes and prevent fauna from migrating and moving within their natural ranges.
This movement is essential for the survival of species. Banff National Park, Canada, boasts the
richest diversity of large mammals remaining in North America, home to elk, deer, bears,
wolves and cougars (McGuire 2011). However, the Trans-Canada Highway also traverses
through the middle of the park, connecting three towns and attracting three and a half million
vehicles annually. This created significant conflicts. Transport is the focus of this report and this
case study will focus on mitigation efforts to the impacts from the roadways, rather than the
towns.
The Trans-Canada Highway began to be duplicated to four-lanes in the late 1970s. The highway
was, understandably, notorious for collisions with wildlife. Public protest forced the
government to undertake an environmental impact statement. In short, this concluded with
efforts to maintain the natural movements of fauna and reduce fauna deaths in the National
Park (McGuire 2011).
The duplication happened in three
phases and spanned a time of 30 years.
The mitigation measures drastically
improved over that time. In the first
phase, the cost-percentage of highway
mitigation measures were 13% of total
highway upgrade costs. In the second
phase they rose to 25% and finally to
36% of total cost in the final phase
(McGuire 2011).
Initially, highway upgrades were fenced,
restricting fauna access to the highway.
This resulted in a 95% reduction in
wildlife collisions. Underpasses and
overpasses were constructed with
varying lengths and widths to
accommodate the movement needs of
different fauna species. As the phases
progressed, corridors were constructed
more frequently along the highway and
in some places at intervals of 400m
(McGuire 2011). This culminated in a
total of 44 crossing structures (Parks
5.5 Wildlife Corridors - Canada
Overview:
Strategy Analysis:
Figure 9: Wildlife Corridor Construction in Banff National Park

22 | P a g e

Canada 2013). Constant monitoring of fauna movements is undertaken and provides evidence
that the corridors are being used (McGuire 2011). The corridors were constructed for the
exclusive use of wildlife, as separation between human activities is necessary for corridors to be
effective and to prevent possible stress or encounters with wildlife (Nyholt 2012). Beier & Noss
(1998) identified that the type of habitat, surrounding landscape, distance between habitats,
and the quality of the corridor are determinants of the success of wildlife corridors. They
suggest the Banff corridors may have been such a success due to the preclusion of movement
outside of the corridors.
The Banff strategy was successful and is a world-leading example of wildlife corridors, however,
a more cost-effective alternative could have been taken by building the highway outside of the
National Park. This represents the fact that retrofitting can work, but it is better and cheaper to
avoid sensitive environmental areas altogether.

Figure 10: Constructed Wildlife Overpass

Summary:

23 | P a g e

This Phase Three research report identified the key issues restricting a sustainable transport
system within SEQ, and the RLRPA and RLA. The report then produced four goals to be achieved
over the period 2014-20134, which cover these issues holistically. Targeted objectives were set,
and a range of strategies employed to achieve them. Five transport case studies from around
the world were evaluated on their best practices and applicable components were integrated
into the strategies for SEQ.
It was found that transport networks require high levels of financial investment, and typically
attract only minor returns on the direct use of the infrastructure. However, transport is the
backbone of all social and economic activity and is crucial to a functioning region. Climate
change threatens existing infrastructure and requires upgrading to withstand climatic events to
prevent major damage, delays and potential loss of human life. Transport infrastructure can be
environmentally damaging, severing and degrading ecological habitat. Climate and land use
changes increase the severity of these impacts and it is important they are managed
sustainably.
Phases Four and Five of this management plan will interconnect policies for all issue areas
comprehensively and develop a strategic framework based on the analysis of implications and
implementations matters and a presentation will be given to communicate these ideas.

24 | P a g e

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25 | P a g e

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26 | P a g e

Cover Page (clockwise from left):
Source: http://www.governmentnews.com.au/wp-content/uploads/2014/02/Passing-Train.jpg
Source: http://sourceable.net/wp-content/uploads/2013/07/Brisbane-International-Airport-at-
Night.jpg
Source: http://www.iaq.com.au/
Source:http://www.pbworld.com/images/regional/australia_nz/featured_projects/brisbane_ai
rport_link_pano.jpg

Figure 1: Produced by Galaxy Consultants
Figure 2: http://www.queenslandrail.com.au/AllStations/Documents/QR%20Network%20Map-
.pdf
Figure 3: http://econews.com.au/wp-content/uploads/2013/03/Queensland-flood-street-
2013.jpg
Figure 4: http://www.iaq.com.au/
Figure 5: http://www.iaq.com.au/
Figure 6: http://www.popularmechanics.com/cm/popularmechanics/images/od/monstertrain-
470-0210.jpg
Figure 7: http://www.widewallpapers.ru/mod/railroad/japan-high-
speedtrains/1600x900/japan-high-speed-train-1600x900-010.jpg
Figure 8: http://media.marketwire.com/attachments/201006/TN-8403_WP_image.jpg
Figure 9: http://www.pc.gc.ca/eng/pn-np/ab/banff/plan/transport/tch-rtc.aspx
Figure 10: http://thenewipo.files.wordpress.com/2009/12/banfflandcorridor.jpg

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