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Preliminary assessment of

NEWCASTLE
Truncation
WICKHAM STATION

Investigation into the Feasibility and Cost Estimate


of Terminating the Newcastle Line at Wickham

Pre-Concept Design Report


RFT WS21929 & CW5280

Prepared for
RailCorp

Prepared by
AECOM Australia Pty Ltd
Level 11, 44 Market Street, Sydney NSW 2000, PO Box Q410, QVB Post Office NSW 1230, Australia
T +61 2 8295 3600 F +61 2 9262 5060 www.aecom.com
ABN 20 093 846 925

11 November 2010

60146472-v3

AECOM Australia Pty Ltd 2010


The information contained in this document produced by AECOM Australia Pty Ltd is solely for the use of the Client identified on the cover sheet for the purpose for which it has been prepared and AECOM Australia Pty Ltd undertakes no duty to or accepts any responsibility to any third party who may rely upon this document.
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Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

Quality Information
Document

Investigation into the Feasibility and Cost Estimate


of Terminating the Newcastle Line at Wickham

Ref

60146472

Date

11 November 2010

Prepared by

Nick Fletcher and Isla Robertson

Reviewed by

Anthony Lennon

Revision History
Revision

Revision Date

Details

Authorised
Name/Position

14-Jul-2010

First draft

Tony Lennon, Associate


Director Planning & Advisory

19-Jul-2010

Revised Draft

Tony Lennon, Associate


Director Planning & Advisory

23-Jul-2010

Revised Draft

Tony Lennon, Associate


Director Planning & Advisory

17-Sep-2010

Revised Draft

Tony Lennon, Associate


Director Planning & Advisory

24-Sep-2010

Revised Draft

Tony Lennon, Associate


Director Planning & Advisory

29-Sep-2010

Revised Draft

Tony Lennon, Associate


Director Planning & Advisory

30-Sep-2010

Final Draft

Tony Lennon, Associate


Director Planning & Advisory

05-Nov-2010

Final Draft

Tony Lennon, Associate


Director Planning & Advisory

H1

11-Nov-2010

Final

Tony Lennon, Associate


Director Planning & Advisory

wickham station

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

Table of Contents

5.3

Executive Summary..................................................................................................................................... i
1.
Introduction......................................................................................................................................1
1.1

2.

5.3.2 Design Inputs............................................................................................................. 27


5.3.3 Assumptions.............................................................................................................. 27

1.1.1 Renewal of the Newcastle CBD.................................................................................. 1

5.3.4 Findings...................................................................................................................... 27
5.4

5.4.1 Scope of Work............................................................................................................ 28

1.2.1 Previous Studies.......................................................................................................... 3

5.4.2 Design Inputs............................................................................................................. 28

1.2.2 Current Proposal.......................................................................................................... 5

5.4.3 Assumptions.............................................................................................................. 28

1.3

Objective of this Study............................................................................................................. 6

5.4.4 Findings...................................................................................................................... 28

1.4

Purpose of Report.................................................................................................................... 6

1.5

Audience................................................................................................................................... 6

1.6

Structure of Document............................................................................................................ 6

5.5.3 Assumptions.............................................................................................................. 29

Assessment Methodology................................................................................................................9

5.5.4 Findings...................................................................................................................... 29

Outline...................................................................................................................................... 9

Design Development..................................................................................................................... 13

5.5

Civil and Drainage Design .................................................................................................... 29


5.5.1 Scope of Work .......................................................................................................... 29
5.5.2 Design Inputs............................................................................................................. 29

5.6 Geotechnical.......................................................................................................................... 30
5.6.1 Scope of Work .......................................................................................................... 30

3.1

Study Limits............................................................................................................................ 13

5.6.2 Design Inputs............................................................................................................. 30

3.2

Concept Options Considered................................................................................................ 13

5.6.3 Assumptions.............................................................................................................. 30
5.6.4 Findings...................................................................................................................... 30

3.2.1 Station Options.......................................................................................................... 13


3.2.2 Stabling Options........................................................................................................ 14

4.
5.

Overhead Wiring Design ....................................................................................................... 28

Network Context....................................................................................................................... 3

2.1
3.

5.3.1 Scope of Work .......................................................................................................... 27

Background and Context......................................................................................................... 1


1.1.2 Rail impacts of termination proposals....................................................................... 3

1.2

Signalling Design................................................................................................................... 27

5.7

Structural Design................................................................................................................... 33
5.7.1 Scope of Work .......................................................................................................... 33

3.3

Project Interfaces and Stakeholders.................................................................................... 17

3.4

Stabling Design Philosophy................................................................................................... 17

3.5

Stabling Planning Considerations......................................................................................... 17

3.6

Reference Documentation and Standards.......................................................................... 18

3.7

Potential Options for Future Consideration (outside of scope of study)............................ 18

5.8.1 Scope of Work .......................................................................................................... 33

Overview of Preferred Rail Infrastructure Pre-Concept Design................................................. 21


Engineering Design Details.......................................................................................................... 25

5.8.2 Design Inputs............................................................................................................. 34


5.8.3 Assumptions.............................................................................................................. 35

5.1 General................................................................................................................................... 25

5.8.4 Findings...................................................................................................................... 35

5.2

Track Design........................................................................................................................... 25
5.2.1 Scope of Work .......................................................................................................... 25
5.2.2 Design Inputs............................................................................................................. 26
5.2.3 Assumptions.............................................................................................................. 26
5.2.4 Key Findings............................................................................................................... 26

5.7.2 Design Inputs............................................................................................................. 33


5.7.3 Assumptions.............................................................................................................. 33
5.7.4 Findings...................................................................................................................... 33
5.8

5.9

Low Voltage and High Voltage Design.................................................................................. 33

Utilities Design....................................................................................................................... 35
5.9.1 Scope of Work .......................................................................................................... 35
5.9.2 Design Inputs............................................................................................................. 35
5.9.3 Assumptions.............................................................................................................. 36
5.9.4 Findings...................................................................................................................... 36

wickham station

6.

Station Design............................................................................................................................... 39
6.1

Station Design........................................................................................................................ 39
6.1.1 Scope of Work .......................................................................................................... 39
6.1.2 Design Inputs............................................................................................................. 39

Table 3.1: Summary of Station Options........................................................................................... 14


Table 3.2: Summary of Station Options........................................................................................... 15

Station Design Standards...................................................................................................... 39

Table 5.1: Geotechnical Risk Register............................................................................................. 31

6.1.4 Findings...................................................................................................................... 39

9.

Table 1.1: Newcastle line patronage (including CountryLink passengers)...................................... 3

Technical Studies................................................................................................................... 39
6.1.3 Assumptions.............................................................................................................. 39
7.
8.

List of Tables

Constructability and Staging . ......................................................................................................47


Cost Estimates.............................................................................................................................. 51

Table 7.1: Indicative Construction Timeline..................................................................................... 47

List of Figures
Figure 1.1: Network Context............................................................................................................... 2

8.1

Estimate of Construction Costs............................................................................................ 51

Figure 2.1: Assessment Methodology................................................................................................ 9

8.2

Estimate of Other Stakeholder Costs................................................................................... 52

Figure 6.1: The Wickham Precinct and surrounding areas............................................................ 40

8.3

Estimate of Land Acquisition Costs...................................................................................... 54

Figure 6.2: Wickham Station arrangement for Option 1................................................................ 41

8.4

Estimate of Remediation of Contaminated Land................................................................ 55

Figure 6.3: Station Area Facilities.................................................................................................... 42

8.5

Allowance for Interchange and Car Parking......................................................................... 55

Figure 6.4: Early Overhead Concourse Option................................................................................ 44

8.6

Total Cost Estimate................................................................................................................ 56

Figure 7.1: Proposed Detailed Design & Construction Timeline.................................................... 48

Conclusions and Next Steps......................................................................................................... 61

Appendices
Appendix A
VMS Stabling & Station Options Assessment.................................................................................. 64
Appendix B
Space requirements for Hamilton Stabling Yard.............................................................................. 68
Appendix C
Engineering Design Drawings............................................................................................................ 72
Appendix D
Station Design Drawings..................................................................................................................122
Appendix E
Detailed Cost Estimates..................................................................................................................150
Appendix F
Financial Appraisal...........................................................................................................................160

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

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BUFFER STOP ZONE

CONCOURSE

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5000

10350

'SLOPED PATH'
1:40

16895

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executive
summary
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B UF FE R ST OP Z ONE

C O N C O U RSE

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RL +0.44

RL +0.25

5000

10350

'SL OP ED P AT H'
1 : 40

RL +0.00 T.O.K.

Investigation into the Feasibility and Cost Estimate


of Terminating the Newcastle Line at Wickham

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

Executive Summary
The future of the Newcastle line has been the subject of
considerable discussion for a number of years. Since 2002,
several studies have been completed in relation to the
future utilisation of the Line.
The Hunter Development Corporation (HDC) is undertaking property
development between the rail corridor and the Hunter foreshore in
Newcastle. In 2009, HDC engaged Parsons Brinckerhoff Australia Pty
Ltd (PB) to prepare a report titled Newcastle CBD Integrated
Transport Identification of Preferred Transport Scheme. The HDC
report recommended terminating the Newcastle Line on the western
side of Stewart Avenue in order to allow for unencumbered private
vehicle and pedestrian movement across the rail corridor around
Newcastle, Civic and Wickham, and to encourage urban renewal
in the Newcastle City Centre and its waterfront.
The HDC proposal requires:
Closure of existing Newcastle, Wickham and Civic stations
Closure of Newcastle Stabling yard
Removal of all level crossings east of (and including)
Stewart Avenue
Construction of a new Wickham Station and stabling facility
to compensate for loss of Newcastle Stabling
Potential land acquisition for the new terminus and stabling
HDC estimated that terminating the line at Wickham would cost in
the order of $150 million. RailCorp had preliminary estimates that
it would cost between $500 million and $650 million to complete
(excluding land acquisition and contamination remediation),
and had noted that operationally it needed to be assessed.

Following a commitment by Government in November 2009,


RailCorp appointed AECOM to undertake a study to assess the
viability of HDCs proposal from a train stabling, train operations,
land use and stations; and to develop one preferred option concept
plan which addresses OH&S and operational requirements in
a cost effective manner.
This Study was undertaken in 4 phases, as follows:
Phase 1 Operations Assessment review of the as is
operations of the line, the Newcastle station configuration and
the stabling requirements
Phase 2 Rail Infrastructure Pre-Concept Design design of
an Engineering Concept for the preferred new Wickham site
Phase 3 Rail Infrastructure Cost Estimate - using the
engineering design developed in Phase 2, data and reports from
RailCorp, and previous rail costing experience from Transport
Construction Authority (TCA formerly TIDC), to develop a cost
estimate for the preferred Pre-Concept Design
Phase 4 Station Pre-Concept Design and Cost Study develop
a preferred station and architecture design, and an initial cost
estimate by TCA.
This Report has been prepared to outline the findings from the Study
for consideration by RailCorp and to specifically provide:
Commentary on the feasibility of the HDC proposal from a train
stabling, train operations, land use perspective;
An overview of the preferred Rail Infrastructure and Station
Pre-Concept Design;
An estimate of costs for the detailed design and construction
of the Rail Infrastructure and Station Pre-Concept Designs;
An indicative estimate of the construction program for the delivery
of the Pre-Concept Design.

Based on the work completed, this study has:


1. Concluded that it is feasible from an engineering and train
operations perspective to terminate the Newcastle Line to the
west of Stewart Avenue.
2. Identified and developed a preferred Pre-Concept Design for
rail infrastructure and new Wickham station which satisfies
the proposal as efficiently as practical.
3. Determined that the preferred stabling location cannot be at
Wickham; however, a more suitable site at Hamilton Civils and
Signalling Renewal Yard is preferred. This not only meets RailCorps
project objectives, but also facilitates rationalisation and
centralisation of some aspects of operations, assets and resources.
4. Concluded that locating stabling at this location provides
a number of advantages including environmental benefits,
centralisation of electric fleet and operations personnel; and,
optimises RailCorps yard asset which was assessed as
compatible for future yard operations to include diesel fleet.
5. Identified that all four railway level crossings on the Newcastle
branch line, two of which are rated as high risks within the ALCAM
(Australian Level Crossing Assessment Model) assessment model,
can be closed if this proposal were to proceed.
6. Estimated that based on this Pre-Concept Design, the detailed
Design Phase could be completed within a period of 12 months
(following business case approval, site studies, land acquisition,
planning approval and subject to rail resource availability).
7. Estimated that based on this Pre-Concept Design, the
construction of the new rail infrastructure, removal of existing
stations and assets from the east of Stewart Avenue, and
construction of the new station could be completed in a period
of 20 months (after detailed design is complete).
8. Determined that constructing the project within the existing
RailCorp possessions regime would most likely be inefficient,
impractical and potentially unachievable in the short to medium
term, due to the unavailability of critical resources.

wickham station

ii

executive summary

9. Determined that construction would need to be carried out


employing a mixture of brownfield working in possessions,
and greenfield working during an extended (approximately
6 months duration) closedown of the branch line.
10. Developed an estimate of the costs associated with the design
and construction of the new stabling facility and rail systems,
removal of the rail systems and stations to the east of the
proposed new Wickham Station, and the design and
construction of the new station at Wickham, based on the
preferred Pre-Concept Design.
The estimate of contruction and remediation costs has been
developed by Ryder Levett Bucknall (RLB)1 with input from the
Transport Construction Authority (TCA, formerly TIDC) in relation
to wider costs associated with delivering a project in a rail corridor
environment (i.e. planning, design development, indirect contractor
costs, possession costs, administration and stakeholder costs).
RLB performed a detailed take off from the Pre-Concept Design
to work up an estimate of the Direct Costs for the construction of
the new rail infrastructure, new Wickham Terminus, and the removal
of the existing infrastructure and stations to the east of Stewart
Avenue. TCA subsequently applied appropriate unit rates to RLBs
estimate of direct construction costs to derive management costs.
A reasonable level of contingency has also been applied. This is
noted opposite.
AECOM developed an estimate of the cost of land acquisition based
on current property prices in Newcastle, including any additional
costs likely to be incurred.

The RLB/TCA hybrid estimate of construction costs are outlined in


table Table E.1:
Table E.1 - TCA and RLB construction cost estimate
Item
RLB/TCA estimate#
Railway infrastructure costs

$55.5M

Station construction cost

$15.5M

Other Project Delivery Costs

$66.1M

Contingency allowance (40%)

$55.8M

Construction: Total Cost Estimate *

$191.9M

# rounded figures

The RLB/TCA/AECOM total estimated cost is as follows:


Table E.2 - Total cost estimate
Item
Total Construction Cost
(breakdown as above)

Total cost estimate


$191.9M

Project Delivery & Stakeholder Costs

$29.7M

Land Acquisition Cost***


(including 30% contingency)

$116.2M

Contamination Remediation**
(including 30% contingency)

$26.0M to $156.0M

Interchange/Car Parking
(including 30% contingency)

$10.7M

Total Project Estimated Cost *

$374.5 to $504.5m

* in 2010 dollars, excluding escalation. Range is due to contamination remediation.


# rounded figures
** the level of contamination is currently unknown. Remediation required is subject
to the type, amount and depth of contamination.
*** AECOMs estimate for land acquisition is based on current land prices in Newcastle.

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

The estimate of construction costs derived in this Study is


significantly less than the preliminary cost estimate received by
RailCorp at the time of the original HDC proposal largely due to a
more efficient construction that would be enabled by a six month
closure of the Newcastle Branch Line.
The Study has been undertaken in accordance with the prescribed
terms of reference, and the Pre-Concept Design and Cost Estimate
prepared accordingly. It should be noted however that there are
a number of potential optional extras that could be carried out in
concert with this proposal to provide wider network benefits. This
includes the potential to consolidate the Endeavour Service Centre
(ESC) into the proposed new stabling yard at Hamilton Depot.
The implementation of this preferred Pre-Concept Design would
provide a measurable reduction in maintenance liability to RailCorp,
however would provide limited operational benefit or disbenefit to
RailCorp.
The development/assessment of the business case and economic
appraisal for this proposal is outside the Terms of Reference for this
Study; however in order to support the development of the Business
Case (by others, if NSW Government decides to assess the proposal
further), Business Case inputs have been developed and included
in this Report.
If NSW Government decides to further investigate the case for
proceeding with the implementation of the preferred Pre-Concept
Design, given the potential quantum of costs involved in remediating
the corridor, a key next step would be to undertake an investigation
into the existing ground conditions/level of contamination in the
Wickham-Newcastle corridor.

section
one
Introduction

iv

INTRODUCTION

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

1. Introduction
1.1 Background and Context

1.1.1 Renewal of the Newcastle CBD


Discussion about the optimal configuration of Newcastles rail line
configuration has been ongoing for a number of years. Suggestions
about terminating the rail line before the Newcastle terminus were
initially proposed in 2002, but the issue has been given renewed
focus by a report issued in March 2009 by the Hunter Development
Corporation (HDC), a development arm of the New South Wales
government. The report recommended a number of actions to
improve the vitality of the Newcastle CBD, but in reference to the
rail link found that:
The heavy rail line is an obstacle to achieving the vision of the City
Centre Plan. It prevents effective integration of the successful
Honeysuckle redevelopment and the CBD and limits pedestrian,
cycle and vehicular connection of the foreshore and the CBD,
thus detracting from the commercial attractiveness of the CBD to
private investment. 1
The report recommended the rail line be terminated at Wickham,
west of Stewart Avenue. It also recommended that the rail corridor
between Wickham and Newcastle be made available for use as
shared pathways and public domain spaces, with new north-south
connections made through the corridor to allow easier multi-modal
movement between the city and the waterfront.
Following publication of the report, developers General Property
Trust (GPT) proposed a $600m development of three city blocks in
Newcastle CBD. The development is intended to comprise mixed
use CBD retail, entertainment and leisure, totalling approximately
55,000 m 2. The developers have stated their belief that the rail

1 Hunter Development Corporation, Newcastle City Centre Renewal Report to NSW


Government, March 2009
2 GPT Development Update, 24th November 2009

lines current configuration cuts the city centre in half and creates
a barrier between the city centre and the foreshore, an issue they
would like to be addressed before development commences3. GPT
has recently declared that due to the physically divisive impact of
the existing rail line, and the lack of certainty about the truncation
of the rail line, they intend to withdraw from their proposed
development of Newcastle4.
Such a negative view of the existing rail corridor is not ubiquitous
however, and a local group called Save Our Rail NSW Inc. (SOR),
representing those opposed to the curtailing of the rail line, has
been formed. This is currently lobbying for the rail link to be retained,
but with a number of measures taken to address the perceived
segregation caused by the link, including:
Additional pedestrian crossings
Clear signage and improved access to stations and across the line
Active street frontages along North-South axes
Introducing vegetation
Enhancing fencing.
The lobby group also queries the accuracy and impartiality of the
HDC report, quoting instead from a 2003 report that suggested
maintaining the rail link would have a higher Benefit-Cost Ratio
(BCR) than options to terminate the rail line5.
A counter-lobby group has also been created, called Fix our City
(FOC). This is largely a local business and developer lobby group that
aims to ensure key recommendations within the HDC report, around
removing the rail corridor, are implemented in full6.

3 Media Release: GPT to exit Newcastle and redirect capital to alternative development
opportunities, 23rd August 2010
4 Media Release: GPT to exit Newcastle and redirect capital to alternative development
opportunities, 23rd August 2010
5 Kellog Brown Root. Newcastle Transport Options Planning Study, NSW Government,
October 2003 quoted at http://saveourrail.org.au/why.html#ref1
6 http://fixourcity.com.au/

wickham station

section 1

Figure 1.1: Network Context

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

1.1.2 Rail impacts of termination proposals


In response to the HDC report, RailCorp appointed AECOM to assess
the viability of HDCs proposal from a train stabling, operations, land
use and stations perspective. They also requested AECOM develop
a preferred option concept plan that addressed occupational health
and safety (OH&S) and operational requirements in a cost effective
manner.
This report found that the HDC proposal to terminate the Newcastle
line to the west of Stewart Avenue would be feasible from an
engineering and train operations perspective. The largest operations
issue would be around stabling, but it was found that the preferred
option for stabling of trains would not be at Wickham, but at
Hamilton Civils and Signalling Renewal Yard.
The report estimated that the Design and Construction phases could
be completed in approximately three years. The total cost, including
construction of all new station and rail infrastructure and land
acquisition and remediation costs, would be in the range $374.5m
to $504.5m (2010 cost estimates, subject to contamination levels).
The report also found that early curtailment of the line and changing
stabling arrangements would provide environmental benefits, and
would rationalise and centralise operations, assets and resources
to some degree. Additional benefits would also be provided by the
closure of three high-risk railway level crossings on the Newcastle
branch line at Beaumont Street in Hamilton, Stewart Avenue in
Wickham and Merewether Street in Newcastle.

1.2 Network Context

Newcastle Station is located at approximately 168.250kms on a


branch line which diverts from the main North line at Broadmeadow
from the South through Woodville Junction, and from the Northern
line through Islington Junction.
The branch line has four stations from Broadmeadow heading West
to East towards Newcastle station. These are Hamilton, Wickham,
Civic and Newcastle stations. Newcastle station is less than 1km
from the CBD.
The network context of the Pre-Concept Design is shown in
Figure 1.1.
The rail line is a dual running bi-directional track section with track
circuited signal detection facilitating train movements for the CityRail
and CountryLink fleet. The rolling stock using the line is predominately
electric or diesel passenger services with the occasional use of steam
trains during special events. This line services the Hunter Valley
district and Sydney and Central Coast passenger commuters.
Newcastle station has an estimated 1,460 passengers per day entries
and is rated as the 134th busiest station in the CityRail network which
has 307 stations.
Table 1.1: Newcastle line patronage
(including CountryLink passengers)
Station
Newcastle
Civic
Wickham
Hamilton

Passenger counts (24 hrs)


1,460
790
390
1,020

Station ranking (of 307)


134
167
196
151

Source: CityRail Compendium of Travel Statistics, June 2010

Train stabling in the Newcastle region is currently provided at


Newcastle station, which can accommodate 1 x four car set, 2 x eight
car sets and 1 x 2 car diesel (or another 4 car or 2 car set) set at nights
with daytime stabling in the Engine road. There are four footbridges
within the vicinity of Newcastle Station serving to cross the rail line as
well as the at grade station concourse which is available to the public.

Newcastle Station has numerous bus and tourist coaches setting


down at dedicated bus stops and is also a bus terminus used by
the State Transit Authority.
1.2.1 Previous Studies
The location and future utilisation of the Newcastle line has been
subject of considerable discussion for a number of years.
Since 2002, a number of studies have been completed in relation
to the future utilisation of the Newcastle Line.
These are summarised below:
Newcastle Branch Line Study Report;
Arup for Rail Infrastructure Corporation, September 2002
A study to identify the long term maintenance requirements for
the continued operation of Newcastle Branch Line (NBL) and the
implications of full or partial closure of NBL.
The study found that:
Closure/part-closure of the line would reduce rail patronage by
7.4%-23.7% p.a.; leading to a 6.9%-23.3% reduction in revenue
due to forced interchange between rail and any replacement
mode; and longer journey times (due to potentially slower
replacement modes)
getting peak passengers on to any replacement mode is
a major transport challenge. Even assuming dedicated vehicle
provision, excessive passenger waiting occurs.
Analysis suggests that heavy rail is the only mode of transport
capable of serving the area to exactly the same level of capacity
as currently exists.
It is possible to imagine...using light rail...may provide
a reasonable alternative.
Replacement of infrastructure and operational facilities likely
to cost $16.1-$18.3m ($2002); plus ~$23m on resignalling.

wickham station

section 1

introduction

The study recommended further investigation into the structure and


viability of replacement transport modes; the cost/benefit of a new
transport interchange; and the structure and viability of alternative
transport modes. The study did not make a firm recommendation or
a preferred option.
Warabrook Terminus & Modified Light Rail Investigation;
Worley Parsons for RailCorp, April 2007
A preliminary assessment of the proposal to establish Warabrook
Terminus for EMU and to operate modified light rail to Newcastle
through the electrification of the rail line to Warabrook; deelectrification of the line Hamilton-Newcastle, and use modified
Hunter Rail Cars (HRC) as light rail vehicles on the Newcastle
Branch Line.
This study found that the HRC cannot operate as a tram because:
the vehicle is too heavy to fulfil the deceleration/braking
requirements for light rail

Newcastle CBD Integrated Transport Identification of Preferred


Transport Scheme, Parsons Brinkerhoff for Hunter Development
Corporation (HDC), March 2009
Report prepared for Hunter Development Corporation to review the
potential transport options for Newcastle. The report determined
that the reasons for shortening the Newcastle Branch Line are,
because it is in the wrong place to serve the Regional centre, it
divides the precincts of the central city and reduces accessibility
to the CBD.
The report discounted all options with the exception of terminating
the line to the east or west of Stewart Avenue. The preferred option
of terminating to the west of Stewart Avenue was reported to satisfy
the land use requirements; give a future transport interchange;
provide long term rail operations and maintenance savings; and
provide opportunities to use the surplus corridor.

the lower deceleration rate would lead to an additional 10 minute


journey time

RailCorp was not consulted in the development of this report.


RailCorp subsequently expressed concerns that the report did not
consider the impact on operations (particularly stabling) and the
estimated cost of ~$150m was underdeveloped, with a cost of
closer to $600m expected.

crash performance is not designed for light rail performance, and


the vehicle would present a major pedestrian safety hazard

Newcastle CBD Strategy Rail Proposal Cost Benefit


Assessment, Urbis for HDC, May 2009

additional passenger traffic to and from Warabrook could


potentially impact ARTC freight operations in the area.

HDC commissioned an assessment of cost/benefit of the two


preferred options identified. The report concluded that:

the construction of a new terminus at Warabrook is feasible,


but very expensive.

Terminating west of Stewart Ave clearly provides a net community


benefit, regardless of GPT development

the number of users does not justify the costs.

Non-quantifiable benefits of terminating west of Stewart Ave


include facilitating the evolution of a more integrated CBD and
linkages; investor confidence; an increased revenue base; and
improved residential amenity.

low speed operation would lead to overheating

The report recommended further investigation into the


termination of rail west of Stewart Ave.

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

1.2.2 Current Proposal


The Newcastle City Council has developed a vision for the future
of Newcastle CBD where:
The western edge of the city around Wickham will become the
new gateway to Newcastle with a future commercial business
district centred on the new railway station. The opening of the
railway corridor will allow good connections between the new
railway station and the Harbour, where a new foreshore square
will accommodate a stop for an expanded ferry service to the
eastern part of the city and to Stockton.
In this precinct, high-quality commercial buildings will line the
corridor, while residential buildings will extend along the
foreshore. A new foreshore park will enhance the existing scenic
walkway at Worth Place. Within this precinct, four new connections
across the railway corridor will help reconnect Newcastle with its
harbour, allowing the Honeysuckle redevelopment area to blend
and become a part of the city.

The proposed closure of the railway corridor east of Wickham


is expected to allow good connections between both sides
Newcastle and the new Honeysuckle development.
The HDC proposal requires:
Closure of existing Newcastle, Wickham and Civic stations
Closure of Newcastle Stabling yard
Removal of all level crossings east of (and including)
Stewart Avenue
Construction of new Wickham Station and stabling facility
to compensate for loss of Newcastle Stabling
Potential land acquisition for the new terminus and stabling.
Note: From the above study it was indicated environmental
remediation work associated with the rail corridor will need
to be investigated in further detail.

The area will become a cultural and civic hub activated by student
population and visitors to Newcastle. It will offer excellent public
domain, attractive squares, parks, excellent dining in Darby Street
restaurants and high quality tourist accommodation on the
Newcastle Harbour.

HDC had estimated that terminating the line at Wickham would cost
in the order of $150 million. RailCorp had estimated that it would
cost between $500 million and $650 million to complete, (excluding
land acquisition and contamination remediation) and had noted that
operationally it may not be a viable option.

The Hunter Development Corporation (HDC) is undertaking property


development between the rail corridor and the Hunter foreshore in
Newcastle. As outlined above, HDC engaged Parsons Brinckerhoff
Australia Pty Ltd (PB) to prepare a report titled Newcastle CBD
Integrated Transport Identification of Preferred Transport Scheme.

In May 2009, the Government released the Newcastle City Centre


Renewal Report which canvassed key projects to revitalise the city
centre which may be supported by terminating the rail line at
Wickham.

The HDC commissioned report identified eight options for improving


connectivity across the rail corridor. The report recommended
terminating the Newcastle Line on the western side of Stewart
Avenue in order to allow for unencumbered private vehicle and
pedestrian movement across the rail corridor around Newcastle,
Civic and Wickham, and to encourage urban renewal in the
Newcastle City Centre and its waterfront.

Following a commitment by Government in November 2009,


RailCorp appointed AECOM to undertake a study to assess the
viability of HDCs proposal from a train stabling, train operations,
land use, stations and interchange perspective; and to develop
one option concept plan which addresses OH&S and operational
requirements in a cost effective manner.

wickham station

INTRODUCTION

section 1

1.3 Objective of this Study


The objective of this study is to:

Develop one preferred option Pre-Concept Design which


addresses organisational needs, ideal station and stabling yard
location, mitigates OH&S and operational risks, aligns to
associated engineering standards, and meets current and future
operational requirements in a cost effective manner
Develop a cost estimate for the construction this Pre-Concept
Design
Develop an initial plan for staging and constructing the PreConcept Design.
RailCorp has sought to investigate, develop, recommend and cost
a preferred Pre-Concept Design for this proposal by:
Investigating strategic options with Pre-Concept Designs that
support guideline requirements and mitigate risks
Assessing and producing a costed option, analysing tradeoffs and
producing the option that supports RailCorps strategic objectives

1.4 Purpose of Report

This Report has been prepared to outline the findings from the study
for consideration by RailCorp and specifically to provide:
Commentary on the feasibility of the HDC proposal from a train
stabling, train operations, land use perspective;
An overview of the preferred Pre-Concept Design developed in
consultation with key RailCorp personnel and with input from
Transport NSW;
An estimate of costs for the detailed design and construction of
the Pre-Concept Design;
An indicative estimate of the construction program for the delivery
of the Pre-Concept Design.

This report does not consider the impact of closing access to some
roads and level crossings. The future intended use of the residual
rail corridor, should the project process, is not part of the scope of
this study.
Transport NSW has at the time of writing commissioned a study
called the Newcastle Transport Management & Accessibility Plan.
It is understood future transport considerations for the precinct are
included in this study.

1.5 Audience

The content of this report has been prepared for consideration by


RailCorp and Transport NSW.

1.6 Structure of Document

This report is presented in the following 7 sections:


1. Introduction describes the background to the project and the
project objectives
2. Assessment Methodology describes the methodology
employed to identify, assess and determine the preferred option
3. Design Development outlines the process followed to develop
the rail infrastructure Pre-Concept Design
4. Summary of Pre-Concept Design provides an overview of the
preferred rail infrastructure Pre-Concept Design
5. Engineering Design Details provides detailed commentary on
each facet of the rail infrastructure engineering design
6. Estimate of Costs details the estimate of costs associated
with the detailed design and construction of the preferred option
7. Constructability and Staging
8. Conclusions & Next Steps

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

section
two
Assessment Methodology

ASSESSMENT METHODOLOGY

section 2

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

2. Assessment Methodology
2.1 Outline

This Study was undertaken in 4 phases, as follows:


Phase 1 Operations Assessment review of the as is
operations of the line, the Newcastle station configuration and
the stabling requirements
Phase 2 Rail Infrastructure Pre-Concept Design design
of an Engineering Concept for the preferred new Wickham site.
Phase 3 Rail Infrastructure Cost Estimate - using the
engineering design developed in Phase 2, data and reports from
RailCorp and previous rail costing experience from Transport
Construction Authority (TCA formerly TIDC), develop a cost
estimate for the preferred Pre-Concept Design.
Phase 4 Station Pre-Concept Design and Cost Study
developed a preferred station and architecture design,
including an initial cost estimate.
The methodology illustrated in Figure 2.1 was employed to identify,
assess and determine the preferred option.
Station Design Guidelines, Stabling Guidelines and numerous
engineering standards all managed by RailCorp were used to
assess options.

Figure 2.1: Assessment Methodology


Incepon Meeng/
Agree Project
Requirements

PHASE 1
OPERATIONS
ASSESSMENT

PHASE 2
RAIL
INFRASTRUCTURE
CONCEPT DESIGN

PHASE 3
RAIL
INFRASTRUCTURE
COST ESTIMATE

Value management workshops (VMS) were used to critically evaluate


options using a Multi Criteria Analysis that was compiled as part of
the VMS. There was a VMS for the station design and operations
and another for the stabling engineering and operations design.
The VMS Multi Criteria Analysis and the outcomes are displayed
in Appendix A.

PHASE 4
STATION CONCEPT
DESIGN & COST
ESTIMATE

Source Background Data

Stakeholder
Consultaon

Site Visits

High level idenficaon


of staon configuraon
& stabling opons

VMS1Inial assessment
of staon configuraon
&stabling opons

Idenfy & agree on


preferred stabling
opons

Invesgaon of sub opons within preferred


stabling locaon

Stakeholder consultaon

Development of Rail
Infrastructure Concept
Design

VMS2Review & agree


dra Rail Infrastructure
Design

Stakeholder Discussion
to determine
construcon method

Refine & finalise Rail


Infrastructure Concept
Design

Develop esmate of Cost


based on Concept
Design

Stakeholder consultaon

Finalise Cost Esmate

Prepare Report of
Finding

Workshop to determine
staon:
Demand/future planning
Passenger interchange
TOD
Urban Context

Develop Staon Concept


Design

Develop esmate of Cost


based on Staon
Concept Design

Prepare report of finding

wickham station

10

ASSESSMENT METHODOLOGY

section 2

The assessment of design was undertaken using numerous site


visits including on-site interviews, photographic evidence,
measurements and requesting documents supporting the as is
design. The assessment methodology was also influenced by
stakeholder interviews and requirements from operational and
engineering experiential conversations. The stakeholders were
mostly senior and executive RailCorp management representing the
Engineering and Service Delivery groups from within the RailCorp
structure, and included:
Deputy Chief Operating Officer

Principal Planner Network Development

General Manager Asset Planning & Performance

Principal Design Engineer Track

General Manager Renewals

Area Manager Hunter

General Manager Projects

Manager Timetable Strategy

General Manager Customer Service (Sector 5)

Manager Infrastructure & Operations Strategy

Chief Engineer Signals

Manager Project Engineering

General Manager Timetable Development & Program

Asset Manager Signalling

General Manager Infrastructure

Senior Asset Planning Coordinator

General Manager Network Development

Manager Rail Management Centre

Manager Fleet & Stabling Strategy

Contract Relationship Manager

Engineering Services Manager

Quantity Surveying & Estimating Manager

Signal Engineer Newcastle

Network Operations Superintendent


Operations Manager (Sector 5)

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

45175

26620

BUFFER STOP ZONE

CONCOURSE

45175

9700

'SLOPED PATH'
1:40

16895
1:50

ENTRY GATES

5000

10350

RL +0.44

RL +0.25

RL +0.00 T.O.K

section
three
45175

26620

B UF FE R ST OP Z ONE

Design Development

C O N C O U RSE

45175

9700

E NT RY G ATES

16895
1 : 50

RL +0.00 TRACK LEVEL

RL +0.44

RL +0.25

5000

10350

'SL OP ED P AT H'
1 : 40

RL +0.00 T.O.K.

12

DESIGN DEVELOPMENT

section 3

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

13

3. Design Development
3.1 Study Limits

Limits of this study included the lack of operational simulation


of the preferred option; however, there was desktop analysis of
the preferred operating conditions to prove the concept met
or exceeded current operating parameters. Detailed geotechnical
site surveys were not part of the project.
The impacts on the CityRail network including aspects within
timetable planning, rolling stock rosters, decanting and maintenance
allowances and multiple other timetabling impacts were not within
the project scope.
Cost benefits of centralising resources in a centralised stabling and
maintenance centre where diesel, EMUs, security, crew, stations and
presentation services personnel are accommodated, were not
evaluated in this project; however, anecdotally there are certain cost
benefits.
An important aspect of closing four level crossings in a corridor that
has 3 of the top twenty high risk level crossings is a major element
of the regional safety function and also benefits maintenance and
auditory benefits. None of these benefits or studies has been
undertaken yet, but will be required to support a consolidated
business and safety case.

3.2 Concept Options Considered

The design work has been undertaken following various site visits
and using RailCorp engineering drawings, schemes, diagrams and
data, aerial surveys and previous reports and studies on the same
branch line.
Limited data was available on geotechnical information and detailed
on-site surveys was not required as part of the project. Accordingly,
factors such as drainage along the corridor would require further
detailed assessment if this project were to proceed. However, there is
evidence of sub-ground buildings with recent high and medium density
residence construction where apparent approvals have been required
for any below ground excavation. This may be perceived as
precedence for any future rail associated below ground development.
Remediation of the rail corridor was also subject to only very limited
investigation, again due to the limited detail of the geotechnical
investigation required within the scope of the project.
Any further detailed investigation beyond business case development
should include detailed geotechnical survey, ensuring that
environmental mitigation costs are captured.
Although using safety by-design principles and standards for rail,
this report (including RailCorp engineering design standards and
guidelines), does not consider the operational safety of road and
pedestrian level crossings which may be closed or left open in the future.

3.2.1 Station Options


At a high-level, the guiding philosophy in developing the Pre-Concept
Design for Wickham station was to replicate Newcastle stations
function, excluding Newcastles stabling capacity. This generated
a number of Pre-Concept Design options:
The station has been designed to allow for four facing platforms
(2 island platform configuration);
The station track configurations allows for provision of operational
flexibility to access all 4 facing platforms from both the Up and
Down Mains;
Platforms lengths are 200m long to cater for 8 car V-sets;
The existing rail corridor at the proposed Wickham site is not wide
enough for four platform station configuration. Land acquisition
is therefore required on both sides of the corridor;
Tighe Street and Beresford Lane (West) on the southern side
are to be closed for access to the new Wickham station;
Signal cables, huts and signalling equipment on northern side
of main line need to be relocated;
Access to the warehouse on the northern side of station
is blocked by the proposed station configuration.
Further access studies are required for this warehouse.

wickham station

14

section 3

DESIGN DEVELOPMENT

Two options were assessed at grade station and a sub-surface


station. Table 3.1 presents a summary of the two options considered
for Wickham station.

3.2.2 Stabling Options


Current stabling requirements at Newcastle require a minimum
stabling capacity for 2 x 8 Car Sets, 1x 4 Car Set and 1x 2 Car
Diesel Set.

Table 3.1: Summary of Station Options

All stabling yards are to be fully signalled

Option 1: At Grade Option


Advantages

Disadvantages

No impact to Maitland Rd
overbridge.

Points located in close proximity


to Railway St level crossing.
Closure of Railway St level
crossing required.

This option fits well with current


re-signalling projects in the area.

Three stabling options were initially assessed. Following feedback


from an initial RailCorp review of branch line stabling options, a
proposal to review Broadmeadow stabling was requested. Both the
Up and Down sides of Broadmeadow were reviewed. The options
considered were:
Option 1: Stabling at Hamilton (off Fern Street)

Reasonably easy to construct.

Option 2: Stabling west of Hamilton Station

Option 2: Sub-surface Option

Option 3: Underground stabling

Advantages

Disadvantages

Railway Street is kept open


and at the existing level.
Level Crossing at this
location removed.

Grade of -1.85% proposed to


minimise impact to Railway Street
(lower grades likely to result in
closure of road). Dive to start at
Hamilton Station. Grade exceeds
RailCorp minimum standard of
1.25% and requires an engineering
waiver.

Option 4A: Broadmeadow Down Side Stabling


Option 4B: Broadmeadow Up Side Stabling
Table 3.2 presents a summary of the options considered for the
stabling facilities.

Dive is likely to require a new


Maitland Road overbridge to be
constructed. Design rail level at
this location is 4m below existing
rail level
Underground station proposed at
RL-6.0m providing 8.5m vertical
distance between existing surface
RL to proposed underground RL.
Additional VT required for
customer access.

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

15

Table 3.2: Summary of Station Options


Option 1: Stabling at Hamilton (off Fern Street) (Note: This option is only feasible with an at grade station solution, as the start of the dive section is from the start of the eastern end of Hamilton Station)
Advantages

Disadvantages

Access is available to the site via Fern Street.

Special Turnout required for stabling yard entry / exit point. Curved mainline geometry at mainline connection.

Stabling facility is located within RailCorp wholly owned area. Area is


currently vacant.

Single point of entry only to stabling facility from mainline. First in last out type operation or two and four car sets stabled in facility.
Stabling yard sidings are located within close proximity of residents.

No impact to Maitland Rd overbridge. Existing spare span is 7m wide


and is sufficient for a single arrival/departure track for the yard.
Option 2: Stabling West of Hamilton Station
Advantages

Disadvantages

Site is wholly within RailCorp owned land.

Beaumont Street level crossing will experience more rail traffic due to introduction of dead running of trains entering and
exiting the yard.

Site is capable of providing some double ended access to the Up


Main.
There is good access to the site via Swan Street with sufficient space
for stabling facilities.
There is sufficient room to allow for other services / maintenance
facilities / additional stabling within the area.

Existing layout of the works area will be impacted. Relocation of some assets and staff.
Some residential properties located in close proximity.
Subject to further analysis, Beaumont St level crossing may be an insurmountable constraint to yard design & operations
(this was later found to be the case and thus it is recommended that the level crossing be closed).

Option 3: Underground Stabling


(Note: This option is only viable should an underground station be developed)
Advantages

Disadvantages

Noise and lighting impacts reduced with underground option.

Rail services to terminate at Broadmeadow and Hamilton during construction of dive section. Construction of dive option to
impact rail services along Newcastle line.

Stabling to be located directly behind the station under the


existing Wickham Station site.

Station site and stabling are located below sea level, pumping for drainage will be required. Geotechnical assessment is required.
New signalling and OHW required through the dive structure.

wickham station

16

section 3

DESIGN DEVELOPMENT

Option 4A: Broadmeadow (Down side in the existing Endeavour Service Centre (ESC) yard area upgrade of two existing diesel loco sidings plus one new siding)
Advantages

Disadvantages

There is adequate room within the existing yard facility behind the
ESC to hold 2x 8 Car V sets and 1x 4 Car set. Two loco sidings already
exist with capacity to hold 8 car sets. The existing track centres are
approx 6.2m allowing OHW masts between the tracks. A general
upgrade is needed to bring the walkways and low level lighting up to
standard.

New sidings will need to be fitted for decanting

The existing yard already has good security and high level lighting
There is room to construct a new siding for the 4 Car set
No land acquisition is required
If necessary (i.e. if a points failure occurs for the main exit/entry of
the stabling yard) a train can be shunted from the stabling sidings
onto the Down Through Road south to Adamstown Station for a back
shunt into Wickham. Alternatively the Loco Arrival/Dept Road from
the South can be configured to tie into the Down Relief removing the
need to shunt within the yard.
There is adequate access and room near existing RailCorp buildings
leased by Silverton/Interrail for the crewing and presentation services
facilities.

Freight train operating on the Up Relief limited to 15km/h.


Freight trains operating on the Down Relief limited to 20km/h
There is a significant operational conflict with 1500m long freight train movements in the area. A 1500m long train held on the Up Relief
between Adamstown B220 Signal (412 points) and Broadmeadow Station (436 points) blocks the Down Side section from Broadmeadow
Station north to Islington. This blocks all RailCorp trains from entering and leaving the Down Side stabling yard.
Relocation of all Newcastle Stabled trains to the Broadmeadow west stabling facility will further increase the operational conflicts between
RailCorp and ARTC.
To remediate the issue of blocked crossovers, there are two costly options:
Move the crossover ladder arrangement 436, 438 and 441 (which are just north of Broadmeadow Station) approx. 50m towards Newcastle
to allow RailCorp trains to pass 1500m long freight trains consists on the Up Relief;
ARTC have indicated plans to hold 1500m long trains on the Down/Up Relief Side from Broadmeadow Station around the corner to
Islington. To continue to allow access to the Down Side Stabling Facility the diamond crossing to 433 points needs to be replaced with a
separate turnout onto the Down Main and a crossover from the Down to Up Main (under Lambton Road bridge or at the southern end of the
platform).
It should be noted however that although these options provide accessibility a modelling exercise should be undertaken to determine
operational feasibility due to increased ARTC Freight movements and increased RailCorp movements to the Down Side stabling facility.
Currently the ESC stable 10 of their 2 Car diesel sets in the yard; however, only 7 of these sets are formally booked to stable at the site.
Taking two sidings to stable EMUs will result in two diesel sets moving to the spare capacity at the Up Side Decant sidings.
Noise will be an issue for nearby residents for decanting the EMUs during the night
Power lines require relocation

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

17

Option 4B: Broadmeadow (Up Side south of the existing decanting sidings Extension to existing siding with two new sidings proposed off the Up Main between Broadmeadow and Adamstown Station)
Advantages

Disadvantages

There is enough room to stable 2x 8 Car Sets + 1x 4 Car Set +


1x 2 Car Diesel Set

Track, civil and OHW structures work is required. If the existing decant sidings are connected to the new stabling area then
a 60m section of the open drainage channel will need to be boxed/covered for the track extension.

There is access to the Up Side stabling facility via Teralba Road


(existing civil and signalling facility)

Three 4 track OHW portal structures require replacing in order to span over to the centre of the yard to prevent impact on walkways.

There is potential to connect the existing No. 1 & 2 Decant Sidings


to the new stabling. Trains can decant at the existing decant sidings
and then move on to the new stabling area.

The stabling facility is located close to adjacent residential areas.


Land acquisition is required.
Power lines require relocation
Buried signalling and communication will require relocation.

3.3 Project Interfaces and Stakeholders

Based on the stakeholder input and the need to provide for office
space to replace that at Newcastle station, office space
requirements for Hamilton Stabling Yard have been developed.
The dimensions and area requirements are in line with RailCorps
Station Design Guideline and the Design Guidelines for the Upgrade
& Construction of New and Existing Train Stabling Yards and
Turnback Sidings, and are presented in Appendix B.
Projects or programs that may be impacted by the Newcastle Line
Truncation are the resignalling of the Broadmeadow district including
the branch line and the subsequent rationalisation of signal boxes
into Broadmeadow Complex.

3.4 Stabling Design Philosophy

Under the design philosophy for this proposal, RailCorp required


stabling to support the replication of the current Newcastle
operations. This design was further supported by engineering
standards including guidelines of stabling and station facilities.
Other design standards and specifications were gathered from
on-site meetings and local engineering principles from viewing
signal, OHW and track local specifications and local working from
signal box visits and interviews.
Initially stabling near the new Wickham station was evaluated;
however, RailCorp stabling standards custodians indicated that
no stabling on or near the running line was acceptable due to
environmental concerns.
Section 3.6 indicates other standards or guidelines that influenced
the design philosophy of this study.

3.5 Stabling Planning Considerations

If the need for a double-ended arrival/departure track becomes


a firm requirement, Option 1 (to stable at Hamilton) would be more
attractive than Option 2 (to stable West of Hamilton Station), as
Option 2 would require increased dead running and potentially level
crossing activity. The attractiveness of Option 2 would therefore be
further improved by a design review to minimise the amount of wrong
line working between the stabling sidings and Wickham Station.
If the issues related to the Beaumont Street Level Crossing are
resolved, by temporarily sitting a train on the fourth platform for
example, the attractiveness of Option 2 (to stable West of Hamilton
Station) improves compared to Option 1 (to stable at Hamilton).
RailCorps desire to rationalise stabling has an effect on each of the
stabling options, as well as improving environmental issues such
as noise and light spill.

wickham station

18

section 3

DESIGN DEVELOPMENT

3.6 Reference Documentation and Standards


CityRail Compendium of Travel Statistics, June 2010
ESC210 Track Geometry and Stability
ESC 361 Buffer Stops
ESC 215 Transit Space
ES000008SP OHW Electrification Design for New Routes
RailCorp GIS data and aerial imagery
RailCorp Layout Plans 85016 Sheets 38 to 40
Track Pre-Concept Design of Newcastle redesign
Transmission Lines and Cables - Drawing 83056 sheets 1 to 3, 40
to 41

3.7 Potential Options for Future Consideration


(outside of scope of study)

The Endeavour Service Centre (ESC) could be consolidated into


the proposed Hamilton site. An initial review indicated that Hamilton
can fit both EMUs and the DMUs with first and second level
maintenance equivalent to that currently undertaken in the ESC.
A further detailed design study is required to assess this proposal,
particularly as this study would also define the operating and
engineering design requirements.
ARTCs proposal for a new line through Broadmeadow Yard will
impact access to and from the current ESC. In addition to the
benefits of consolidation, the relocation of the ESC will eliminate
the risk of conflict with the ARTC proposal, should ARTC procede.

Transmission Lines and Cables Drawing 83709


Transmission Lines and Cables - Drawing 85016 sheets 38F and 39
Key Map Outer Areas 33kV & 66kV System diagram 301
Key Map Outer Areas 11kV System diagram 501
11kV System diagrams 542 and 543
Adamstown to Hamilton 11kV Reticulation detail Diagram 116A
Northern Area 50 Cycle Reticulation diagram 116
Hamilton SS 1500V DC Operating Diagram 210A
Hamilton SS HV Operating Diagram 210
Design Guidelines for the Upgrade and Construction of New and
Existing Stabling Yards and Turnback Sidings June 2006 Version1
Rail Station Design Guide, RailCorp June 2006 and the revised
May 2010 version
SWTT 2009, Book 1 and 2
Intercity Rosters Mon to Fri, Weekends and Public holidays
Start and Stables for 2009 SWTT
Endeavour & Diesel Rosters Mon to Fri, and Weekends and
Public holidays

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

section
four
Overivew of Preferred Rail
Infrastructure Pre-Concept Design

20

OVERVIEW OF PREFERRED RAIL INFRASTRUCTURE PRE-CONCEPT DESIGN

section 4

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

21

4. Overview of Preferred Rail Infrastructure


Pre-Concept Design
The preferred rail infrastructure Pre-Concept Design, described
in detail in Chapter 5.0, comprises the following:
Wickham Terminus
A new four platform terminus at Wickham on the western side
of Stewart Avenue, consisting of two 10.4m wide island
platforms. Island platform configurations are preferred to allow
for easier passenger interchange between services;
Friction buffer stops at the terminus, rated for 25kph;
Station Street is to be designed for two lanes with one side
parking only; and
Cooper Street to be designed for two lanes only.
Stabling Yard
The existing Hamilton RailCorp Works area to the west of
Hamilton Station is the preferred site for stabling. Two stabling
sidings are proposed and each siding has capacity to stable two
8 car intercity trains. Due to site constraints and the desire for
the yard to be double ended for reliability, it is necessary to
curve the sidings in the middle. Therefore, part of the stabled
train will be on curved track;

Re-alignment of the Up and Down Main tracks west of Hamilton


station is necessary to install a standard turnout into the
stabling yard. Due to geometrical and space constraints the
largest practical turnout proposed for the yard is a 250:10.5
turnout with a maximum turnout speed of 40km/h (the existing
crossover in this area is removed under the RailCorp signalling
renewal scheme);
Due to length and curvature of the stabling yard a fixed OHW
system is proposed through the yard;
Future provision for yard expansion to incorporate a diesel train
maintenance and storage facility is allowed;
Provision of a car park with 120 car spaces including 4 disabled
bays, with vehicular access from Swan Street within the
proposed stabling yard.
At-grade Level Crossings
Closure of Stewart Avenue, Railway Street, Merewether Street
and Beaumont Street level crossings and all equipment
recovered.
Track and Signalling
Full bi-directional signalling (both Up and Down Line) between
Hamilton and Wickham to achieve operational flexibility into and
out of the proposed terminus.

A double ended stabling facility;


A new main line crossover is proposed near 163.4kms between
the Up and Down Mains to provide a southern yard connection
to access Broadmeadow Station Platforms 1 and 2, to stage
construction, and increase yard reliability during normal
operation;
A decanting facility for existing stabling requirements;

wickham station

22

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

section
five
Engineering Design Details

24

ENGINEERING DESIGN DETAILS

section 5

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

25

5. Engineering Design Details

5.2 Track Design

5.1 General

5.2.1 Scope of Work


The limits of track work are from Broadmeadow (163.3kms)
to Wickham (166kms).

Track Design

The track design and configuration allows for the following:

Signalling Design

A new four platform terminus at Wickham on the western side


of Stewart Avenue;

The preferred Pre-Concept Design has been developed through


a number of engineering design disciplines, namely:

Overhead Wiring Design


Civil and Drainage Design
Geotechnical Design
Structural Design
Low Voltage and High Voltage Design
Utilities Design.
Detailed commentary on each of the disciplines is provided in the
following sections. The design drawings for the various disciplines
can be found in Appendix C.

A maximum approach speed of 25km/h into the terminus;


Friction bufferstops at the terminus
Operational flexibility into and out of the proposed terminus;
Standard track equipment
A decanting stabling facility for existing stabling requirements;
A double ended stabling facility;
Staging of works and
Future provision for yard expansion to incorporate a diesel train
maintenance and storage facility.
The scope excludes allowance for heritage train operations at the
terminus.

wickham station

26

section 5

ENGINEERING DESIGN DETAILS

5.2.2 Design Inputs


The following RailCorp standards were adhered to:

5.2.3 Assumptions
The following assumptions have been made for the track design:

Design Guidelines for the Upgrade and Construction of New


and Existing Stabling Yards and Turnback Sidings June 2006

No detailed track survey has been undertaken for this Pre-Concept


Design. Therefore it is assumed that the RailCorp maintenance
alignment provided is suitable.

ESC210 Track Geometry and Stability


ESC 361 Buffer Stops
ESC 215 Transit Space
Together with the outcomes from two Value Management Workshops
held with RailCorp Stakeholders, advice was also sought from RailCorp
representatives for the following:
The number of platforms for the terminus (four is the preferred)
The number of crossovers required on approach to the terminus
The requirement for a double ended stabling yard
The suitability of stabling two trains in a siding

The track configuration has not been modelled for the existing
or future train service schedule. AECOM recommends modelling
to validate the track layout design.
The proposed track layout for the Wickham terminus is similar
to the proposed master plan for Newcastle Station under the
Woodville Junction to Newcastle Signalling Interlocking renewal
scheme. It is assumed that this will satisfy RailCorp operational
requirements.
10.4m wide island platforms have been assumed to allow for
a possible overhead concourse with lifts and stairs down to
platform level. This width allows for a building of up to 4m wide
on the platform.

The proposed 2008 RailCorp Functional Specification RailCorp


proposed for the Woodville Junction to Newcastle Signalling
Interlocking Renewals has been allowed for in the Pre-Concept Design.

Non conforming special turnouts will not be accepted by RailCorp.


Therefore track slewing is proposed to establish straight lengths
of track for turnouts.

The RailCorp Metro North Survey Office provided the following data
for maintenance alignments:

No re-grading is required of the existing main line tracks.

BMD_NTLU.TPR (18/12/09)
BMD_NTLD.TPR (18/12/09)
MNDM_163

It is assumed that the Woodville Junction and Hamilton Signalling Box


are removed under the RailCorp signalling renewal scheme proposed.
It is feasible for RailCorp to timetable a train daily through the
southern yard mainline connection and main line crossover in
order to keep the points in use.

MNUM_163

5.2.4 Key Findings


Re-alignment of the Up and Down Main tracks west of Hamilton
station is necessary to install a standard turnout into the stabling
yard. Due to geometrical and space constraints the largest practical
turnout proposed for the yard is a 250:10.5 turnout with a
maximum turnout speed of 40km/h. The existing crossover in this
area is removed under the RailCorp signalling renewal scheme.
The Beaumont Street level crossing is required to be closed.
The driving factors for this closure are:
Turnout points in close proximity (less than 3m) from the road
edge and pedestrians.
There is a significant safety risk associated with frequent rail
traffic entering and exiting the main line in close proximity to the
crossing. Adding to this risk is the curvature of the main line and
the platform that block lines of sight.
Trains entering and exiting the yard will be at slow speed
increasing the length of time the level crossing boom gates will
be down and thus delaying road traffic.
Due to constraints imposed by Hamilton Station the nearest main
line crossover from the yard exit is on the eastern side of Hamilton
Station. The fastest crossover that can fit at this location is a
250:10.5 with a crossover speed of 40km/h.
Numerous sites for stabling trains were investigated and assessed
in two value management workshops. The preferred site for
stabling is the existing Hamilton RailCorp Works area to the west
of Hamilton Station. Two stabling sidings are proposed at this site
and each siding has capacity to stable two 8 car intercity trains.
Due to site constraints and the desire for the yard to be double
ended for reliability it is necessary to curve the sidings in the
middle. Therefore part of the stabled train will be on curved track.
A southern yard connection is required to access Broadmeadow
Station Platforms 1 and 2 to stage construction and increase yard
reliability during normal operation. As a result a new main line
crossover is proposed near 163.4kms between the Up and
Down Mains.

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

27

The location of the southern turnout from the yard is mainly driven
by the location of the overhead wiring sectional overlap and a
possible future crossover ladder arrangement near Donald Street
over line bridge.
The proposed yard track configuration could impact on proposed
signalling equipment and bungalow which are part of the
Woodville Junction to Newcastle Signalling Interlocking Renewal
project.
To allow for standard track turnouts and future yard expansion it
is necessary to relocated the existing traction substation within
the RailCorp site.
Approximately 33m of overrun protection is required behind the
friction bufferstops to cater for an approach speed of 25km/h.
The additional 9m wide concourse area behind the overrun area
next to Stewart Avenue provides further overrun protection.
An island platform configuration is preferred for to allow for easier
passenger interchange between services.
Railway Street level crossing is required to be closed. The driving
factors for this closure are:
Points located in close proximity to the level crossing and road edge
Subsequently some trains over these points will be at reduced
speed increasing the duration of the level crossing activation
and delay to road traffic.

5.3 Signalling Design

5.3.1 Scope of Work


The limits of signalling works extend from Broadmeadow to Wickham
including works at Broadmeadow Signal Box.
The configuration allows for the following:
A new four platform terminus at Wickham;
Full Bi-Directional signalling between Hamilton and Wickham
to achieve operational flexibility into and out of the proposed
terminus;

5.3.4 Findings
Friction Buffer Stops have been provided at Wickham Station
rated for 25kph. It is assumed that ATP will not be provided on
all trains, subsequently an intermediate trainstop will be required
to ensure that all trains are controlled to 25kph as they approach
the platforms;
The platform starter signals at Wickham will be positioned 15m
clear of the platforms to allow for when ATP fitted trains operate;
Both Up and Down Lines are signalled for Bi-Directional operation;

Recovery of all signalling equipment and systems to the East


of the new Wickham Station;

New signals are provided between Hamilton Junction and


Wickham Station, The intermediate signals provided in the Up
Direction are located such that trains standing at them are clear
of station throat crossovers;

Recovery of Stewart Ave, Railway St. and Beaumont St. level


crossings;

Stewart Avenue, Railway St and Beaumont Street level crossings


will be closed and all equipment recovered;

A double ended fully signalled stabling facility;

The scope excludes allowance for heritage train operations at the


terminus.
5.3.2 Design Inputs
Current RailCorp Signalling Standards including Design Guidelines
for the Upgrade and Construction of New and Existing Stabling Yards
Version 3 2005.
5.3.3 Assumptions
The Woodville Junction to Newcastle Signalling Interlocking
renewal scheme has been implemented as detailed in Signalling
Functional Specification, Approved Version August 2008;
The RTA has agreed to the closure of Stewart Ave, Railway St.
and Beaumont St. level crossings.

Signal B16 will be relocated to 164.540km to facilitate the shunt


moves required into the Stabling Sidings;
The new Stabling Sidings will be fully signalled with pole mounted
shunt signals as defined in the Design Guidelines for the Upgrade
and Construction of New and Existing Stabling Yards Version 3
2005;
Catch Point protection will be provided in both lines at the
Hamilton end of the sidings as there is insufficient room to
accommodate a single catch point in the single lead due to the
reserved turnout provision;
Signals B280 and B282 will be relocated to the North to
accommodate the new crossover between the Up and Down Main
at Broadmeadow;
Turnout aspects will be provided on Signal B279 for moves from the
Down Main to the Up Main. A Turnout Repeater will be provided on
Signal B235 to give advance warning to drivers of the turnout.

wickham station

28

section 5

ENGINEERING DESIGN DETAILS

5.4 Overhead Wiring Design

5.4.1 Scope of Work


The scope of work includes the following:
Modified 1500v Sectioning Diagram
New OHW through the stabling yard
Modified OHW from Hamilton to Wickham Terminus

5.4.3 Assumptions
Standard stagger patterns have been adopted according to layout
plans and site visit photographs. No survey has been undertaken
of existing OHW and tracks. This is recommended for the
subsequent design stages.
Maximum portal structure span is 28m

New independent OHW through five new crossovers

New wiring under Donald Street OLB will be fixed to the bridge
in a similar way to the Up and Down Main OHW

Typical cross section through the stabling yard

Beaumont Street level crossing is closed

5.4.2 Design Inputs


The following RailCorp standards were adhered to:

Railway Street level crossing is closed

Version 3 2005 Design Guidelines for the Upgrade and


Construction of New and Existing Stabling Yards
ES000008SP OHW Electrification Design for New Routes
RailCorp GIS data and aerial imagery
RailCorp Layout Plans 85016 Sheet 38 to 40
Track Pre-Concept Design

Existing OHW conductor system between Hamilton and the overlap


near Maitland Road (165.1kms) is re-used.
Each siding in the stabling yard requires a separate feed from the
proposed traction substation
5.4.4 Findings
Length and curvature of the stabling yard results in excessive
tension losses for a regulated OHW system. Therefore a fixed
system is proposed through the yard.
Sidings have issues with curvature and lines of sight, therefore
portal structures through the stabling area are proposed to
minimise further obstruction.
The existing main line overlap near 165.1kms needs to move
a couple of spans to the west to allow for the new crossovers
proposed.

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

29

5.5 Civil and Drainage Design

5.5.1 Scope of Work


To undertake the hydraulic and hydrological assessment for the
maintenance access road from the proposed stabling yard through
to the Donald Street underpass

5.5.3 Assumptions
All the existing drainage is adequate in size and capacity and the
new contributed catchment areas can be connected to the local
system or discharge to the local water courses.

To undertake the car park layout design within the proposed


stabling yard

5.5.4 Findings
The designed layout of the car park with 120 car spaces including
4 disabled bays is shown on drawing.

To undertake the design for the vehicular access roads within the
proposed stabling yard, including access from Swan Street

The vehicular access road design from Swan Street within the
proposed stabling yard is shown on drawing.

To undertake the design for local road and footways on Beaumont


Street and Railway Street affected by the proposed rail corridor
widening for the new Wickham Terminus

The access road design from the car park to the maintenance
access road, the rubbish collection facilities and Hamilton Yard
are shown on drawing.

5.5.2 Design Inputs


Limited survey information was made available by RailCorp for the
hydrological design; therefore, the drainage design for the
maintenance access road running from the proposed stabling yard
through to the Donald Street overpass was not undertaken.

Beaumont Street and Railway Street level crossings to be closed


off and are shown on drawing.

The layout of car park was designed to accommodate 120 car


spaces including 4 disabled bays for the proposed stabling yard
in accordance with AS/NZS 2890.6 Off-street parking for people
with disabilities and AS/NZS 2890.1 Off-street car parking.
The requirement for 120 car spaces was advised by RailCorp.

Station Street to be designed for two lanes with one side parking
only and the typical cross section is shown on drawing.
Cooper Street to be designed for two lanes only and the typical
cross section is shown on drawing.

wickham station

30

section 5

ENGINEERING DESIGN DETAILS

5.6 Geotechnical

The following RailCorp geotechnical reports were reviewed:

5.6.1 Scope of Work


To undertake a preliminary, desk top, risk assessment of
geotechnical aspects of the preferred Pre-Concept Design.

Wickham Station Down Platform Foul of Structure Gauge,


Morton D., 1989

5.6.2 Design Inputs


Limited data was available on geotechnical information and detailed
on-site search was not required as part of the project. Accordingly,
factors such as drainage along the corridor would require further
detailed assessment if this project were to proceed. However, there
is evidence of sub-ground buildings and recent high and medium
density residence construction to support where approvals may be
required for any below ground excavation for any future rail
associated development.

Hamilton Proposed Amenities Building Foundation Investigation,


Christie H., 1984

Wickham Level Crossing Project 8390

Islington Lines Track Upgrading Up Main and Down Main,


Geotechnical Assessment, Coffeys, 2009
Disposal of Soil from Hamilton Level Crossing, 2001
Footbridge Upgrade, Hamilton, 1978

Remediation of the rail corridor was also subject to only very limited
investigation, again due to the limited detail of the geotechnical
investigation required within the scope of the project.
Any further detailed investigation beyond business case development
should include detailed geotechnical survey, ensuring that
environmental mitigation costs are captured.

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

5.6.3 Assumptions
This study assumes there will be some remediation given previous
experience of other rail corridors renewal programs. However given
there were limited rail operations in the location, remediation is
considered not a major issue for location where new works are
proposed. Detailed site surveys would confirm remediation extent.
5.6.4 Findings
The findings of the geotechnical risk register are presented in
Table 5.1.

31

Table 5.1: Geotechnical Risk Register


Risk
Rating

Risk
Level*

Moderate

Piled foundation solution where soft weak soils to significant depth.


Where soft compressible soils limited and at shallow depth-remove and replace.

Likely

Moderate

Batter back temporary excavation slopes.


Foundation treatment of soft soils - replace with concrete.

High groundwater levels - water ingress into


excavation. No mention of near surface groundwater
encountered in desk study of existing reports.

Unlikely

Moderate

Temporary pumping of excess water during excavation.

Widening at Existing
Bridge, Donald Street

Widening within existing abutment material creates a


potentially unstable slope angle, and insufficient
support to bridge.

Almost
Certain

Major

Soil nailing of excavated new slope. Phased excavation with soiling as proceeding.
Support to bridge.

Beaumont Street:
Underpass Solution

High groundwater levels - water ingress into


Almost
excavation. No mention of near surface groundwater Certain
encountered in desk study of existing reports through
required depth for underpass likely to encounter
some form of main or perched groundwater table in
alluvial sands. Potential uplift in excavation floor from
groundwater pressure head. Excavation into unstable
material / poor short term standing time to
excavation sides.

Major

Retaining system required for excavation. Dewatering during works required.

Beaumont Street:
Overpass Solution

See earthworks risks. Insufficient or unsuitable


material for required earthworks.

Moderate

Import of suitable material.

Hamilton West
Stabling Yard

See earthworks risks.

Risk Title

Risk Description

Likelihood Consequence

Wickham Terminus Station


Platform

Bearing capacity of ground not sufficient.


Discrete peat layers and soft sandy organic material
encountered within upper few meters (previous
investigation at Wickham Platform location).
See also earthwork risks

Likely

Proposed Culvert

Excavation encounters weak, rock and/or soft soils in


foundation and/or excavation walls.

Engineering Solution (Mitigation)

Structures

Almost
Certain

wickham station

32

ENGINEERING DESIGN DETAILS

section 5

Risk
Rating

Risk
Level*

Moderate

Detailed geotechnical investigation of the preferred route alignment will give greater
confidence.

Possible

Moderate

Detailed geotechnical investigation of the preferred route alignment will give greater confidence.

Need to maintain access for properties either side


of rail line. Increased volume of fill to provide
underpasses.

Possible

Moderate

More detailed geotechnical investigation of the preferred route will enable greater certainty.

Excavated material is
less suitable for general
fill and select

Underestimating the suitability of excavated material.


Need to import general fill and select. Need to
dispose of more unsuitable.

Unlikely

Moderate

More detailed geotechnical investigation of the preferred route will enable greater certainty.

A significant amount of
rock is encountered requiring removal and
processing

Inaccurate assumptions regarding the quantity


of rock made from preliminary geotechnical
investigations. Increased cost and slower
construction.

Rare

Moderate

More detailed geotechnical investigation of the preferred route will enable greater certainty.

Large amounts of
unsuitable material
requires removal and
disposal

Inaccurate assumptions regarding the quantity


of unsuitable material made from preliminary
geotechnical investigations. Increased cost resulting
from need to remove, haul, and dispose of material.

Possible

Moderate

More detailed geotechnical investigation of the preferred route will enable greater certainty.

Risk Title

Risk Description

Likelihood Consequence

Encounter more extensive


/ severe acid sulphate
soils and soft soils

Underestimating the amount of acid sulphate or soft


soil material (may be due to insufficient or optimistic
geotechnical information. Inappropriate design of
structures for ASS. 2) Alluvium / fill loose to dense
encounted to depths to 6mbgl (Ref: "Hamilton
Proposed Amenities Building Foundation
Investigation").

Possible

Contamination

Typical Chemicals of concern normally nominated


by RailCorp : As, Cd, Cr Cu, Pb Hg Ni Zn asbestos,
TPH,PAH, BTEX, PCB's

Additional earth fill


required for routes
providing an access
underpass at Beaumont
Street

Engineering Solution (Mitigation)

Earthworks

*E = Extreme, H = High, M = Medium

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

33

5.7 Structural Design

5.7.1 Scope of Work


The scope of the structural design work under this assignment
consists of deriving a Pre-Concept Design for the structure of the
bridge over existing channel to provide 2 additional rail tracks and
an access road.
5.7.2 Design Inputs
No survey drawing or as-built drawing of the existing channel and
bridge crossing is available for the design. The design was based on
the map and the satellite pictures downloaded from Google Maps.
Reference was also made to the photographs of the channel taken
in a site visit on 14th of April 2010.
The dimensions of the new tracks and access road relative to the
existing track are provided by the rail design team.
5.7.3 Assumptions
The following assumptions were made in the design:
Crossing at skew angle of around 35 degree,
Existing utilities including cables and water pipes will be diverted.
Existing access bridge can be shut down during the construction

5.7.4 Findings
Pre-Concept Design plan and cross section of the bridge are as
shown on drawing.
Bridge span to be 15m.
Structure to be precast prestressed beam.
Abutment walls are supported on piles with wing wall on the edge.
Opening at both sides for access to the existing culverts and the
underside of the bridge for maintenance.

5.8 Low Voltage and High Voltage Design

5.8.1 Scope of Work


A Pre-Concept Design for the electrical works has been developed
and is presented in the general arrangement drawings. The PreConcept Design proposes a new traction substation to replace the
existing Hamilton Substation and relocation of 33kV and 11 kV
transmission lines including new 11kV/415V padmount substations
for LV distribution.
The scope of works for the HV and LV electrical services is
described below:
Construction of a new traction substation along with 11 kV
and 33 kV transformers and switchgear, at Hamilton, including
earthing and bonding, to replace the existing Hamilton traction
substation. The selection and sizing of the 1500V rectifiers
(currently 2 x 4MW) and other HV equipment will be subject
to a power study by RailCorp, including load flow, fault level
and voltage drop analysis.
Relocation of three existing 33 kV feeders from the existing
substation to the new substation and also in the vicinity of the
proposed new tracks, including undergrounding sections of the
current HV transmission lines:

Relative size and location of the existing channel is as indicated


on the drawing.

720 feeder from the Bulk Supply point at EA Waratah


substation;

Approach areas are filled to the same level as the adjacent rail track

753 feeder from the Bulk Supply point at EA Waratah


substation; and

The new rail tracks are to be of similar levels as the adjacent


rail track

750 feeder from the Cardiff substation.


It is proposed to construct these 33kV feeders in the vicinity
of the stabling yard and new substation as underground cable
routes, having adequate separation from any signals and
communications cables;

wickham station

34

section 5

ENGINEERING DESIGN DETAILS

Relocation of six existing 11 kV feeders from the existing


substation to the new substation, including undergrounding
sections of the current 11kV transmission lines:
611 feeder from the Bulk Supply point at EA Waratah
substation;
613 feeder from the Bulk Supply point at EA Waratah
substation;
651 feeder from Newcastle Station substation;
652 feeder from Civic station substation;
653 feeder from Adamstown sectioning Hut; and
654 feeder from Adamstown sectioning hut.
It is proposed to construct these 11kV feeders in the vicinity of the
stabling yard and new substation as underground cable routes,
having adequate separation from any signals and communications
cables.
Relocate all existing 1500V positive and negative cables from the
existing traction substation to the new traction substation and
provide new 1500V positive and negative cables from the new
substation to the proposed stabling yard and track as required.
The arrangement of these cables will be subject to the power
study by RailCorp and requirements of a new 1500V sectioning
diagram.

Relocate the 11kV cables, feeders 651 and 652 in the vicinity of
the proposed Wickham Terminus to clear the proposed tracks and
platforms. These feeders will supply new 11kV/415V padmount
substation for the station and facilities.
Provide a new 11kV/415V padmount substation for the proposed
Wickham Terminus with an independent backup supply from the
Local Distributor via an isolating transformer.
Decommission and remove all redundant HV, LV, signalling and
communications cabling and infrastructure from the proposed
Wickham Terminus to the existing Newcastle station including all
services and infrastructure not required as part of the proposed
design.

5.8.2 Design Inputs


Design inputs include the following;
Preliminary assessment master plan;
Preliminary Assessment general arrangement;
RailCorp Drawings including the following:
Transmission Lines and Cables - Drawing 83056 sheets 1 to 3,
40 to 41;
Transmission Lines and Cables Drawing 83709;
Transmission Lines and Cables - Drawing 85016 sheets 38F
and 39;

Decommission the existing Hamilton substation after completion


of the new substation and relocation of services.

Key Map Outer Areas 33kV & 66kV System diagram 301;

Provide all necessary LV, signalling and communications cabling


and infrastructure for the proposed stabling yard and track
arrangement, including Wickham Terminus.

11kV System diagrams 542 and 543

Provide earthing, bonding and electrolysis protection as required


for the new works.
Provide lightning protection system as required for the new works.

Remove/replace the pole mounted substation, Hamilton W&W


and S&C Depot SS, on pole 5, supplied from 653 feeder and
Hamilton Elect Depot SS, on pole 2, supplied from 653 feeder,
with a pad mounted substations to resupply new buildings and
existing buildings not affected by the proposed stabling yard.
Relocate all low voltage, signalling and communications in the
vicinity of the new stabling yard to ensure supply is maintained to
existing retained buildings and infrastructure. (Details of the
cables currently in this vicinity are to be confirmed on site).

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

Key Map Outer Areas 11kV System diagram 501;


Adamstown to Hamilton 11kV Reticulation detail Diagram 116A
Northern Area 50 Cycle Reticulation diagram 116;
Hamilton SS 1500V DC Operating Diagram 210A;
Hamilton SS HV Operating Diagram 210

35

5.8.3 Assumptions
The following assumptions have been made:
A new traction substation will be required to replace the existing
Traction substation.
The selection and sizing of the 1500V Traction Substation
(currently 2 x 4MW rectifiers) and other HV equipment will be
subject to a power study by RailCorp, including load flow, fault
level and voltage drop analysis. The outcomes of the power study,
fault level and voltage drop study may impact the decision on the
type and size of substation.
Bulk supply will be available from the existing EnergyAustralia and
RailCorps HV network;
The existing HV transmission lines are capable of carrying the
required maximum demand for the new substation and
distribution network;
Availability of EnergyAustralia LV supply has also been assumed
at Wickham Terminus for the backup supply to the station and
signalling network
Construction electrical loads to consist mainly of site offices and
the like, and as such, these can be handled in the usual manner
by the contractor applying for a network connection to RailCorp,
EnergyAustralia, or by means of diesel generators.

5.8.4 Findings
A Pre-Concept Design for the electrical works has been developed
and is presented in concept drawings.

5.9 Utilities Design

The Hamilton Substation is currently a major central hub for HV


and traction feeders in the Newcastle area. Design, procurement,
construction and commissioning of the new Traction Substation,
including HV switchgear and transformers, will be a critical issue
during construction of the works and must be completed and
commissioned prior to decommissioning of the existing traction
substation.

Reviewing the location of existing services (excluding LV and HV


power services) for the proposed stabling yard and Wickham
Terminus through:

The requirement for a new traction substation, the selection and


sizing of the 1500V Traction equipment (currently 2 x 4MW rectifiers)
and other HV equipment will be subject to a power study by RailCorp,
including load flow, fault level and voltage drop analysis. The
outcomes of the power study, fault level and voltage drop study
may impact the decision on the substation location, type and size
of equipment.

5.9.1 Scope of Work


Based upon RailCorps preferred option, the scope of work included:

Review of plans provided by RailCorp


Review of plans obtained through a Dial Before You Dig Search
(DBYD)
Comparison between the above sources of information to
identify discrepancies
Identifying services that need to be relocated or protected and
provide schematic layouts for their diversions
5.9.2 Design Inputs
There is no survey information available from RailCorp in the
proposed stabling yard and Wickham Terminus at present for the
design. The service coordination was reviewed based on the Dial
before You Dig drawings for the Wickham Terminus.

Carparks and Bus Interchanges will be supplies direct from


EnergyAustralias Low Voltage network.
The Pre-Concept Design presents the 33 and 11 kV feeders
as underground cable feeders to the new substation as RailCorps
preference is to cable if possible. It is assumed adequate earthing
designs can be achieved at the Traction substation location, padmount
locations and UGOH poles identified in the Pre-Concept Design.

wickham station

36

section 5

5.9.3 Assumptions
The following assumptions were made in the design:
All the existing services are adequate in size and capacity
Service locations given in Dial before You Dig search are
accurate and correct
A detailed survey including track, civil and buried services search
will be undertaken to locate all potentially impacted services
before further design or construction is carried out
5.9.4 Findings
The concept utility layout plans are shown in drawings
60146472-10-UT-0601 Utilities-Layout Plan-Sheet 1 and
60146472-10-UT-0602Utilities-Layout Plan-Sheet 2.
All the services within the proposed rail corridor to be relocated
to the outside of the rail corridor.

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

section
six
Station Design

38

station design

section 6

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

39

6. Station Design
6.1 Station Design

6.1.1 Scope of Work


In phase four of the study, a Pre-Concept Design for the Wickham
Terminus Station has been prepared based on the following scope
of work:
Liaison with Transport NSW and the technical consultants
engaged by Transport NSW to ascertain expectations with regards
to the Wickham Station precinct through the Transport
Management Accessibility Plan (TMAP) study.
Development of concept plan options that considered different
arrangements of the station facilities, including the paid/unpaid
concourse and the station canopy.
Consultation with key RailCorp internal stakeholders on the
preferred option to refine planning and accessibility issues
associated with Wickham Station.
Requirements for the station were to fulfil the functions currently
provide at Newcastle, but that allow for potential increases in
patronage or an expanded function.
Preparation of a concept plan for the Wickham Station precinct,
based on previous work including recognition of future traffic
movement to adjacent/proposed developments (e.g. Honeysuckle
development) and track/train engineering/operational
requirements.
Establishment and outline of the urban design benefits/impacts
of the redevelopment of the Wickham Station precinct.
DDA & DSAPT compliance on concourse, platform and access paths.

6.1.2 Design Inputs


The following items were considered as design inputs to the study:

6.1.3 Assumptions
The following assumptions have been made:

Technical Studies
Wickham Station will be relocated to the western side of
Stewart Avenue.

Existing ground as relatively level and with no known pre existing


underground conditions, although Transport Construction
Authority (TCA) have assumed costs for some remediation,
which can be found in Table E.2.

Wickham Station has been designed to allow for four facing


platforms in a two island platform configuration.
Platforms lengths are 200 metres to cater for eight-carriage
V-sets (intercity sets).
The existing rail corridor at the proposed Wickham site is not
currently wide enough for a four platform station configuration.
Land acquisition is required on both sides of the rail corridor.
A maximum approach speed of 25 km/h into the terminus.
10.4 m wide island platforms to allow for the development of a
building over the station and having an overhead concourse with
lifts and stairs down to platform level. This width allows for a
building up to 4 m wide on the platform.
Approximately 33 m of overrun protection is required behind the
friction bufferstops to cater for an approach speed of 25 km/h.
The concourse area behind the overrun area next to Stewart
Avenue provides further overrun protection.
Station Design Standards
Australian Standards AS1428.1 - 2009
RailCorps Engineering Standard Stations and Buildings
Station Design Standard Requirements, 2010

Future development to comply with AS1428.1 2009.


6.1.4 Findings
A number of Pre-Concept Designs for Wickham Terminus Station
were developed. The detailed Station Design drawings can be
found in Appendix D. These took into consideration the following
design conditions:
Design conditions:
The process for developing a preferred concept plan included:
Consideration of an overhead and at grade entry concourse options.
Assessment and the development of four options.
Review of the four options at a workshop with internal
stakeholders on 23 July 2010.
Refinement of two options, following the workshop with key
RailCorp stakeholders to ensure that planning and accessibility
issues were resolved.
Option 1 was considered the preferred option in terms of the
station layout and its relationship with the public domain.
Option 2 had more building areas and was used to undertake
the costing as this would establish a ceiling cost covering both
options. This option is referred to as Option 2 Preferred.

wickham station

40

section 6

station design

Relationship of the Wickham Precinct with surrounding areas


Figure 6.1: The Wickham Precinct and surrounding areas

The Department of Planning and Newcastle City Council through


the Newcastle City Plan envisaged the growth of Newcastle
occurring in the Wickham area (Newcastle West) as the run down
nature of the built form and lack of mine subsidence constraints
created more potential for redevelopment than other parts of the
Newcastle CBD.
The Newcastle Local Environment Plan 2008 promotes an
increase in building height and Floor Space Ratios (FSR) to cater
for future growth in the Wickham Precinct.
High rise apartment buildings are already being developed in the
Wickham Precinct.
Wickham Station is within walking distance of Hunter Street and
Honeysuckle. Hunter Street is Newcastles main retail street and
is also the main bus corridor linking to Newcastle East.
Honeysuckle is a new precinct that is being developed with a mix
of commercial, residential and hospitality uses.
Vision
The vision for Wickham Station is for an identifiable and symbolic
station building that has a civic presence and is both the entry to the
new station and to Wickham as the future redevelopment area in the
Newcastle CBD.

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41

Design Principles
The design process and the understanding of the Wickham Station
precinct with its surrounding area led to the development of the
design principles that provide the framework for the Pre-Concept
Design. The design principles are:

Preferred Option (Option 1)


The following diagram illustrates the Wickham Station arrangement for Option 1 (further details of this design are included in Appendix D).
Figure 6.2: Wickham Station arrangement for Option 1

Conduct a thorough review of options through detailed


stakeholder consultation.
At Grade Entry: Access to Wickham Station can be provided
directly from Stewart Avenue, eliminating the need to have an
overhead concourse and the use of lifts and stairs.
Flexibility: Separate the development from the existing
development site located north and south of the station to allow
for their future development potential.
Functionality: Arrange the station facilities by their functions.
Civic Space: Create a civic space as a forecourt to Wickham
Station where people meet and gather and connect with the
urban precinct.

wickham station

42

section 6

station design

Design Elements
Paid and Unpaid Concourse
A gentle slope of 1:50 provides a transition between the footpath
at Stewart Avenue and the Paid Concourse. The Paid Concourse
allows interchange between platforms. Ramps at 1:40 slope,
within the overrun protection area link the platforms.

Figure 6.3: Station Area Facilities

Access to public toilets is provided from the Paid Concourse.


A Landscape zone along Stewart Avenue screens the concourse
from the traffic and provides a water collection & filtration basin
from the concourse & road.
Interchange facilities
Station orientation is designed to maximise flexibility of future
positioning of interchange facilities
Interchange facilities are not included in the design as part of this
project, as a full interchange scoping and design study is required
to understand and plan for local and regional demand at such an
interchange.
In order to allow a permeable pedestrian environment, there is
a continuation of the footpath along Station and Cooper Street
to Stewart Avenue.

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43

Design inputs
The station facilities are located in two pod buildings north
and south of the station precinct.
The northern pod has a retail concession in the Unpaid
Concourse.
Toilets and Station Service areas are also located in this
northern pod.
RailCorp staff facilities and the ticket office are located on the
southern pod.
Architecture Drivers
The design provides a clear reference to Newcastles shipping history
with strong use of structural steel frames and structures that make
reference to its maritime history.
Sustainability
The station provides an opportunity to provide visible sustainable
solutions. These include

Materials
The material selected are long lasting and durable, due the public
and long term nature of the public building and as the site is within
close proximity to saline environments. These include:
Exposed aggregate concrete paving or topping slap on the floor
surfaces for durability and public areas slip resistance capability.
Acrylic Polyurethane or equal paint finish to steel members that
are generally used to protect steel on marine structures.
Colorbond Stainless Roofing (colorbond finish over stainless steel
substrate) for longer life span in a saline environment.
Aluminium sandwich panel facing to public structures for
durability, low maintenance and vandal resistance
Double glazed aluminium framed windows for optimised thermal
performance.

Accessibility
The new station design addresses and exceeds the requirements
with Disabled Access under the requirements of the Building Code
of Australia and the new Australian Standard AS 1428.1-2009,
Design for access and mobility (required with future projects to be
certified under the 2011 Building Code of Australia). This includes:
Enlarged Accessible Toilet / Shower facilities under the new code
requirements.
Left & Right handed accessible toilets.
Ambulant Male & Female toilets as part of the public toilet
facilities.
Change in level to ensure slopes with falls of greater than 5%
or 1:33, so as to not need handrails, Tactile Indicators (TGSIs)
and the like.
All ticket facilities and counters to be fully accessible with at grade
access and height conforming to the requirements of AS1428.1
2009.

Use of recyclable materials such as aluminium and stainless steel.

An enlarged accessible entry gate.

Potential for solar panels on top of the platform canopys to power


lighting in the precinct.

An overhead concourse was an option considered at an early


stage of the process but was discounted as it would require four
lifts and stairs from the Paid Concourse to the platforms.

Low water use appliances and reuse of rainwater for toilet


flushing.
Collection of the concourse water runoff into a road edge planting.

A 1730mm platform height would be subject to engineering waiver.


An overhead concourse would only be feasible if there is
development with air rights above the station.

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station design

Figure 6.4: Early Overhead Concourse Option

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section 7

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7. Constructability and Staging


In the development of the preferred Pre-Concept Design, much
consideration has been given to developing a practical and efficient
staged construction methodology, which minimises shutdowns of
the line.
This methodology has been developed in consultation with key
RailCorp stakeholders, including RailCorp Projects, Asset Planning
& Performance, Timetable Strategy and Operations. Based on
information received from stakeholders, it was determined that
constructing the proposal within the existing RailCorp possessions
regime would most likely be inefficient, impractical and potentially
unachievable in the short to medium term, due to the limited
number of possessions available and due to the availability of critical
rail resources.
A high level construction methodology, which employs a mixture of
greenfield and brownfield (to minimise line shutdown) working,
has been developed for the construction of the new rail systems and
station. The construction timeline is illustrated in Figure 7.1, and
summarised in Table 7.1.

Table 7.1: Indicative Construction Timeline


Task

Duration

Comment

1.

Tender Period
new substation

2 months

Critical Path activity

2.

Tender Period stations/system construction

2 months

3.

New Substation Construction (Brownfield)

12 months

Critical Path activity


12 months considered best case scenario (using pre-fab
design similar)
Task would usually take ~18 months.

4.

Hamilton Depot (West)

9 months

Assumes rail operations continue as usual

3 months

Assumes moderate level of decontamination/ remediation


will be required

Demolish existing buildings


Construct new infrastructure
- Station/Systems outside danger zone (Brownfield)
5.

Demolish existing substation


(Critical Path activity)

6 month closedown* required to create Greenfield working Assumes passenger services terminate at Broadmeadow/Adamstown; trains stabled
at either Broadmeadow or new Hamilton Depot (West) (dependent of construction of new substation)
6.

Construct new Station/Rail Systems (in Danger Zone)

6 months

Assumes work completed in 6 month closedown


Critical Path Activity

7.

Hamilton Depot (East) construct new infrastructure

3 months

Assumes existing substation has been demolished & land


remediated
Critical Path Activity

8.

Decommission stations & systems east of new Wickham


Station

<6months

Can occur any time after Closedown commences

*RailCorp has estimated 1 month to 6 months for the closedown. This report has assumed the worst case.

As can be seen above and overleaf, construction of the new substation and removal of the existing substation are critical activities.

wickham station

48

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CONSTRUCTABILITY AND STAGING

The proposed staging of civil, track and OHW work is further


described below:

Figure 7.1: Proposed Detailed Design & Construction Timeline (post business case approval, site studies, concept design and planning approval)

1. Relocation of services
2. Relocation of the Hamilton Traction Substation
3. Construct bridge, culverts and retaining walls for the
stabling yard
4. Construct stabling yard tracks and OHW with southern
turnout and crossover connection to Broadmeadow
station. Main line track closures required for the Up Main
connection and main line crossover.
5. Re-align UM and DM tracks and OHW to the west of
Hamilton station in preparation for the new yard turnout.
Beaumont Street level crossing closed.
6. Slew main line tracks and OHW and install crossovers
between Hamilton and Wickham
7. Construct platforms
8. Construct new track and OHW into platforms 1 and 4 at
the proposed terminus. Close Railway Street level crossing.

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eight
Cost Estimates

50

COST ESTIMATES

section 7

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51

8. Cost Estimates
An initial cost estimate for the design and construction of the new
stabling facility and rail systems, removal of the existing rail systems
and stations to the east of the proposed new Wickham Station, and
the design and construction of the new station at Wickham, has
been developed based on the preferred pre-concept design.
AECOM, in consultation with RailCorp, the Development Department
of the Transport Construction Authority (TCA, formerly TIDC), and
specialist sub-consultant Ryder Levett Bucknall (RLB), has
developed an estimate of the costs associated with the proposal.
This information is included below.
RLB has derived an estimate of the direct construction costs based
on the Pre-Concept Design.
TCA has been consulted in order to develop an estimate of the wider
costs associated with the delivery of a project within a rail corridor
environment (e.g. planning, design development, indirect contractor
costs, possession costs, administration and stakeholder costs)
TCA has taken the detailed direct cost estimates developed by RLB
and applied appropriate unit rates, developed through the delivery
of similar RailCorp/TCA projects, to derive the management costs.
Given the current level of design development, and a view of the
potential construction risks, a reasonable level of contingency
(40%) has been applied to this estimate of construction costs.

The cost estimate for Land Acquisition has been developed by


AECOM, based on land required to deliver the proposal, and past
and present property values in Newcastle. These land acquisition
cost estimates should be validated by a certified Land Valuer during
the detailed business case preparation.
It should be noted that the terms of reference for this study did
not make provision for detailed site surveys, and geotechnical
investigation, and accordingly broad allowances have been made
for land remediation, and relocation of utilities and other services.
Depending on a local ground conditions post site survey, this figure
could vary. TCA advises that the corridor may be heavily
contaminated and accordingly has provided an estimate to
remediate heavily contaminated land.
Any works that may be recommended by the study are unfunded and
are not included in RailCorps current Total Asset Management Plan.
Detailed cost estimates can be found in Appendix E and a financial
appraisal of the impact on RailCorp can be found in Appendix F.

Estimated Construction Costs


Preliminaries
Demolition
Civil Works
New Wickham Station
Rail Systems
Signalling
Buildings
Substation
Other Project Delivery Costs
(incl. Indirect Costs, EA,
Communications, Insurances)
Stakeholder Costs
Contingency (@ 40%)
Total Cost Estimate* Construction

Cost Estimate (RLB/TCA) #


$2.2M
$10.0M
$5.5M
$15.5M
$12.4M
$11.9M
$2.5M
$11.0M
$66.1M
$24.6M
$59.9M
$221.6M

* Excludes escalation
# rounded figures

8.1 Estimate of Construction Costs

The estimate of Construction Costs for the design and construction


of the Rail Infrastructure (including rail systems, signalling, buildings,
sub-station) and the proposed new Wickham Station are outlined
below.
The estimate of costs for the design and construction of pre-concept
design below has been developed by RLB with further development
by TCA against RailCorps preferred pre-concept design.
Given that this is a pre-concept design, and following advice
by AECOM as to the extent of work undertaken to develop the
pre-concept design, AECOM, RailCorp and TCA has agreed that
a contingency of 40% should be applied to this estimate.

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52

section 8

COST ESTIMATES

8.2 Estimate of Other Stakeholder Costs

TCA has developed an initial, indicative cost estimate for the


Stakeholder (TCA and RailCorp) Costs associated with the Proposal.
These are included in the table above.
The Stakeholder Costs are the costs incurred by TCA/RailCorp
in delivering the proposal (which include design review, site work
delivered by RailCorp staff, timetable development and possession
costs); and the costs incurred as a result of using TCA to manage
the development and construction of the project. The Costs are
described in further detail opposite.

Item

Description

TCA - Corporate Overheads

Corporate Overheads are non project specific costs and cover TCAs contribution to maintaining its head office
and organisation wide costs that are not recovered through its projects.

TCA - Project Management

TCA project management includes the costs associated with TCA personnel such as senior project managers,
project managers, site engineers, safety, legal, procurement etc. Also the engagement of professional services
contractors such as cost, commercial and contract administration, detailed site surveys, etc.

TCA - Planning & Environment

Includes the costs associated with personnel assigned to the project such as planning and environmental
managers. Engagement of professional services contractors such as planning approvals, environmental
management representatives (EMR), noise and vibration specialists, etc. The main deliverables from the
TCA planning and environment management function includes:
project planning approvals in accordance with the EP&A Act
Environmental compliance and management
Liaison with Department of Planning, DEC and other authorities with respect to environmental compliance

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Item

Description

TCA - Technical Management

During the delivery phase TCAs technical management team will monitor and coordinate the following
deliverables:
Detailed Design
The intent of the detailed design is to develop specific systems, culminating with Approved for Construction
(AFC) design documentation which includes:
Drawings
inspection and Test Plans
Independent design verification
Asset Management Manual
Operations and Maintenance Manual
Project Commissioning Plan
Project Documentation Plan
Project Maintenance Plan
Project Safety Plan
Hazard Log and Risk Register
Construction Support
Functions to be managed by the technical team during construction include:
manage modifications to the design
defect rectification design
verification that rail track is suitable to operate construction rolling stock
review and participation as required in Inspection and Test Plans including Witness and Hold Points
construction surveillance.
Commissioning
The commissioning management team (CMT) will contain representatives from the construction contractor,
the client (or end user), and TCA technical management, TCA project management (chairman) and other
relevant parties. The CMT will further develop the Commissioning Management Plan including a resourced
time schedule of activities for the various commissioning events. This plan is vital for those commissionings
that involve partial or full integration with the operating network.

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COST ESTIMATES

Item

Description

TCA - Communications &


Community

The Communications team is responsible for the following deliverables:

RailCorp - Management Costs

8.3 Estimate of Land Acquisition Costs

internal and external communications that include:

AECOM has developed an estimate of the costs associated with


acquiring the land to facilitate the construction of the preferred
Pre-Concept Design. This is outlined below.

government and media relations


community relations
stakeholder management
advertising and marketing activities
corporate positioning and reporting.
RailCorp will provide design review and site interface management for those works that impact RailCorp
systems and infrastructure, including signal commissioning. These costs exclude any RailCorp delivered scope
such as detailed services searches (DSS) or control systems modifications, etc, whether design or delivery,
which are assumed to be provided by others.

The cost estimate for Land Acquisition has been developed by


AECOM, based on land required to deliver the proposal, and past
and present property values in Newcastle. These land acquisition
cost estimates should be validated by a certified Land Valuer during
the detailed business case preparation. Accordingly this is the best
information available at this time. Given that this is a Pre-Concept
Design, a contingency of 30% has been applied to this estimate.
These land acquisition costs should be validated by a certified Land
Valuer during the detailed business case preparation.

Note: Typically RailCorp provides a 5-days per week day shift site manager to look after any interface issues
between TCAs contractors and RailCorp infrastructure/maintenance activities.

TCA has advised that, with the exception of the TCA Corporate Overhead,
the costs outlined above would be incurred whether TCA or any other party
managed the development and construction of the project.
The Stakeholder Cost estimate assumes that construction would take
place as per the preferred Greenfield construction methodology.

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

Estimate of Direct Costs


Land Acquisition
Land Acquisition (Allowance 25,000m2)
Contingency Allowance 30%
Total Cost Estimate Land Acquisition*
# rounded figures * Excludes escalation

Cost Estimate#
$89.4M
$26.8M
$116.2M

55

8.4 Estimate of Remediation of Contaminated Land

The future use of the corridor to the east of Stewart Avenue is not
considered as part of this study. Furthermore, detailed surveys and
geotechnical investigations were not part of the scope of the study,
therefore the condition of the land and the levels of contamination
in the corridor are unknown.
TCA has suggested that the corridor may be heavily contaminated.
This is a result of studies undertaken at Wickham Station during the
2007 level crossing works. Accordingly a reasonable allowance has
been made for remediating this land. This figure will vary significantly
depending on the ground conditions and contamination levels. RLB
estimate that the costs could potentially be as low as $10,000,000.
The ground conditions would need to be investigated in detail should
the proposal proceed.
Given these significant unknowns, a contingency of 30% has been
applied to this estimate.
Estimate of Direct Costs Remediation
Remediation (Allowance 2,300m x 25m)
Contingency Allowance 30%
Total Cost Estimate Remediation*
# rounded figures

8.5 Allowance for Interchange and Car Parking

Modal interchange and car parking are not part of the scope of
this Study, and are being reviewed by Transport NSW as part of the
Transport Management Accessibility Plan (TMAP) study and possible
additional interchange studies.
This Study has therefore made the following nominal allowance for
interchange and car parking. This should be reviewed once the
findings from the TMAP study are known.
Item
Interchange & Car Parking
Contingency Allowance 30%
Total Cost Estimate Interchange & Car
Parking*
# rounded figures

Cost Estimate#
$8.2M
$2.5M
$10.7M

* Excludes escalation

Cost Estimate#
$20M to $120M
$6M to $36M
$26M to $156M

* Excludes escalation

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56

section 8

COST ESTIMATES

8.6 Total Cost Estimate

In developing this initial cost estimate, the following assumptions


have been made.

Based on the cost estimates outlined above, a total estimate of


costs associated with the Proposal has been derived. This is outlined
below.
Item
Total Construction Costs + Client Cost
Land Acquisition [Allowance] (contingency = 30%)
Remediation [Allowance] (contingency = 30%)
Interchange & Car Parking [Allowance (contingency = 30%)

Total Cost Estimate* Construction+Client Cost+Land Acquisition+
Remediation+Interchange
# rounded figures

Cost Estimate#
$161.7M
$89.4M
$20M to $120M
$8.2M

Contingency#
$59.9M
$26.8M
$6M to $36M
$2.5M

Total Cost Estimate#


$221.6M
$116.2M
$26M to $156M
$10.7M

$279.3M to $379.3M

$95.2 to $125.2M

$374.5M to $504.5M

* Excludes escalation

This Initial Order of Cost Estimate provides an indication of costs


for the proposed works for the relocation of the Wickham Station
and trackworks between Broadmeadow and Wickham. The
estimate is intended as a guide only and has been based on
pre-concept stage documentation.
The costs in this estimate are current as at July 2010.
The estimate is based on the concept design documentation.
The general scope of work comprises the construction of the new
Wickham Station, re-alignment of track between Broadmeadow
and Wickham as well as new facilities at the Hamilton Yard.
Allowances are based on limited information. These allowances
are subject to review upon receipt of further developed design
information.
The estimate does not include any allowance for railway
infrastructure beyond that noted or new rolling stock.
Where costs associated for land acquisition have been included
these are indicative only and as such must be verified by
a registered valuer.
Site infrastructure services upgrades including services supply
mains and drainage are excluded.
Acoustic screening to the boundary with residential areas
is excluded subject to further information.
We have included for perimeter fencing as noted
Specialist equipment including audiovisual equipment to the
control room is excluded from the estimate.
No cost allowances are included for building outside the boundary
of the site.
External landscaping requirements are based on an assumed
scope of works. We have included allowances for vegetation, turf,
paths, planter walls, furniture, artworks, etc.

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

57

In compiling this Initial Order of Cost Estimate, no allowance has


been made for the following cost items. Allowances for these items
should be added as appropriate to establish the total project cost.
If requested, we can provide assistance to assess these allowances.
Railway rolling stock
Site infrastructure services upgrades
Specialist equipment and audio visual to the incident response
areas
Gantry cranes and other railway hoisting equipment
Car washing equipment including recycling equipment, pumps
and tanks
High voltage installation and equipment to the substation building
Buildings outside the boundary
Any future building extensions
Hydrostatic ground structures
Controls for automated areas
Land and legal costs
Site investigation and test bores
Staging/Phasing costs
Environmental impact study costs
Transport Infrastructure levies
Cost increases beyond December 2010
Finance costs and interest charges
Goods and Services Tax

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section 9

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61

9. Conclusions and Next Steps


Based on the work completed, it can be concluded that:
1. It is feasible from an engineering and train operations
perspective to terminate the Newcastle Line to the west
of Stewart Avenue.

concept design development, planning approval and subject


to rail resource availability).
6. Based on this Pre-Concept Design, the construction of the new
rail infrastructure, removal of existing stations and assets to the
east of Stewart Avenue, and construction of the new station
could be completed in a period of 20 months.

2. A preferred Pre-Concept Design which satisfies the proposal


as efficiently as practical has been developed. The preferred
stabling location cannot be at Wickham; however, a more
suitable site at Hamilton Civils and Signalling Renewal Yard
is preferred. This not only meets some aspects of RailCorps
project objectives, but also rationalises and centralises
operations, assets and resources.

7. Constructing the proposed project within the existing RailCorp


possessions regime would most likely be inefficient, impractical
and potentially unachievable in the short to medium term, due
to the availability of Critical Resources.

3. Locating stabling at this location provides a number of


advantages including environmental benefits, centralisation
of electric fleet and operations personnel; and, optimises
RailCorps yard asset which was assessed as compatible
for future yard operations to include diesel fleet.

A cost estimate for the Direct Costs and Indirect Costs associated
with the design and construction of the new stabling facility and rail
systems, removal of the rail systems and stations to the east of the
proposed new Wickham Station, and the design and construction
of the new station at Wickham, based on the preferred Pre-Concept
Design has been developed.

4. There are four railway level crossings on the Newcastle branch


line, two of which are rated as high risks within the ALCAM
(Australian Level Crossing Assessment Model) assessment
model. This Study has identified a preferred Pre-Concept Design
which would result in the closure of all level crossings on the
Newcastle branch line, including Merewether Street, Beaumont
Street and Stewart Avenue crossing (the third, fifth and
eighteenth respectively of the top 20 high risk crossings in New
South Wales).
5. Based on this Pre-Concept Design, it is estimated that the
detailed Design Phase could be completed within a period
of 12 months (following business case approval, site studies,

8. Construction would need to be carried out employing a mixture


of brownfield working in possessions, and greenfield working
during an extended (6 months duration) closedown.

This estimate of costs has been developed with input from Ryder
Levett Bucknall (RLB) and the Transport Construction Authority
(TCA, formerly TIDC).
RLB performed a detailed take off from the Pre-Concept Design
to work up an estimate of the Direct Costs for the construction
of the new rail infrastructure, new Wickham Terminus, and the
removal of the existing infrastructure and stations to the east of
Stewart Avenue.

The estimate of contruction and remediation costs has been


developed by Ryder Levett Bucknall (RLB) with input from the
Transport Construction Authority (TCA, formerly TIDC) in relation
to wider costs associated with delivering a project in a rail corridor
environment (i.e. planning, design development, indirect contractor
costs, possession costs, administration and stakeholder costs).
RLB performed a detailed take off from the Pre-Concept Design
to work up an estimate of the Direct Costs for the construction of
the new rail infrastructure, new Wickham Terminus, and the removal
of the existing infrastructure and stations to the east of Stewart
Avenue. TCA subsequently applied appropriate unit rates to RLBs
estimate of direct construction costs to derive management costs.
A reasonable level of contingency has also been applied. This is
noted below.
AECOM also developed an estimate of the cost of land acquisition
based on current property prices in Newcastle.
The RLB/TCA hybrid estimate of construction costs are outlined in
table Table E.1:
Table E.1 - TCA and RLB construction cost estimate
Item
RLB/TCA estimate#
Railway infrastructure costs

$55.5M

Station construction cost

$15.5M

Other Project Delivery Costs

$66.1M

Contingency allowance (40%)

$55.8M

Construction: Total Cost Estimate *

$191.9M

# rounded figures

wickham station

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SECTION 9

CONCLUSION AND NEXT STEPS

The RLB/TCA/AECOM total estimated cost is as follows:


Table E.2 - Total cost estimate
Item
Total Construction Cost (breakdown as
above)

Total cost estimate


$191.9M

Project Delivery & Stakeholder Costs

$29.7M

Land Acquisition Cost*** (including 30%


contingency)

$116.2M

Contamination Remediation** (including


30% contingency)

$26.0M to $156.0M

Interchange/Car Parking (including 30%


contingency)

$10.7M

Total Project Estimated Cost *

$374.5 to $504.5m

*
#
**

in 2010 dollars, excluding escalation. Range is due to contamination remediation.


rounded figures
the level of contamination is currently unknown. Remediation required is subject to
the type, amount and depth of contamination.
*** AECOMs estimate for land acquisition is based on past and current property prices
in Newcastle.

The estimate of construction costs derived in this Study is


significantly less than the preliminary cost estimate received by
RailCorp at the time of the original HDC proposal largely due to
a more efficient construction that would be enabled by a six month
closure of the Newcastle Branch Line.

The Study has been undertaken in accordance with the prescribed


terms of reference, and the Pre-Concept Design and Cost Estimate
prepared accordingly. It should be noted however that there are a
number of potential optional extras that could be carried out in
concert with this proposal to provide wider network benefits. This
includes the potential to consolidate the Endeavour Service Centre
(ESC) into the proposed new stabling yard at Hamilton Depot.
The implementation of this preferred Pre-Concept Design would
provide a measurable reduction in maintenance liability to RailCorp,
however would provide no significant operational benefit or
disbenefit to RailCorp.
The development/assessment of the Business Case and economic
appraisal for this proposal is outside the Terms of Reference for this
Study; however in order to support the development of the Business
Case (by others, if NSW Government decides to assess the proposal
further), Business Case inputs have been developed and included in
this Report.
If NSW Government decides to further investigate the case for
proceeding with the implementation of the preferred Pre-Concept
Design, given the potential quantum of costs involved in remediating
the corridor, a key next step would be to undertake an investigation
into the existing ground conditions/level of contamination in the
Wickham-Newcastle corridor.

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

APPENDIX
VMS Stabling & Station Options Assessment

64

APPENDIX A

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

65

VMS Stabling & Station Options Assessment

WICKHAM STATION

66

APPENDIX A

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

APPENDIX
Space requirements for Hamilton Stabling Yard

68

APPENDIX B

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

69

Space requirements for Hamilton Stabling Yard


Table B.1 details the office space requirements for Hamilton
Stabling Yard. The dimensions and area requirements are in line
with RailCorps Station Design Guideline and the Design Guidelines
for the Upgrade & Construction of New and Existing Train Stabling
Yards and Turnback Sidings. Some broad assumptions have been
made in regards to the space requirements for some facilities based
on the number of personnel from the User Requirements Brief.
Table B.1: Office space requirement for station operations and crew
No. of
Dimensions
Operations
Requirement
Personnel
(m)
Train Crew 4 Team Leaders,
8
1 Office
3X5a
2 Driver Trainers,
2 Guards
1 Training
Crew Training Room
25
50m2 c
Room
Rostering Office - Sign on 2 - 3
1 Office
4m2 b
200
1 Locker
Lockers
95m2 c
lockers
Room
Meal Room - Train Crew
30
1 Meal Room 9X5a
Depot Manager
1
1 Office
12m2 b
Operations Manager
1
1 Office
12m2 b
Operations &
1
1 Office
12m2 b
Standards Manager
General Purpose /
12
1 Office
15m2 c
Admin / Hot Desk Office
Presentation Office
10
1 Office
3X5a
Presentation Store
1 Store
3X5a
Comms & IT Room
12
1 Room
2.4X5a

Where,
1.

The requirements for shared facilities are suggested in Table B.2:


Design Guideline for the Upgrade & Construction of New
and Existing Train Stabling Yards and Turnback Sidings

Table B.2: Shared facilities


Shared Facilities

Requirement

Dimensions (m)

2.

RailCorp Station Design Guideline

Common Male Toilets / Showers

3.8X5a

3.

User Requirements Brief (and assumptions)

Common Female Toilets /


Showers

3.8X5a

Figure B.1: Indicative layout (not to scale)

WICKHAM STATION

70

APPENDIX B

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

APPENDIX
Engineering Design Drawings

72

APPENDIX C

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

73

CONCEPT
28th MAY 2010

SCHEDULE OF DRAWINGS
GENERAL

OVERHEAD WIRING

RAIL

STRUCTURES

SIGNALLING

UTILITIES

ELECTRICAL

127)25&216758&7,21
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RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

APPROVED

Design accepted for use by RailCorp

REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

BOBBY YANG

PRELIMINARY ASSESSMENT

BRUCE SKINNER

GENERAL
COVER SHEET AND SCHEDULE OF DRAWINGS

DESIGN CHECK

AECOM 60146472-DRG-10-GE-0001
FILE No.

AMD

B.YANG

CONCEPT

BORIS KOKANOVIC

DESIGNED
DRG CHECK

01

OF TERMINATING NEWCASTLE LINE AT WICKHAM

MAIN NORTH LINE 163.2km TO 165.9km


SHEET 1

OF 1

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FILE No.

01

WICKHAM STATION

74

APPENDIX C

127)25&216758&7,21
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OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

APPROVED

Design accepted for use by RailCorp

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

DESCRIPTION

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

NICHOLAS STEWART

PRELIMINARY ASSESSMENT

BRUCE SKINNER

GENERAL
TRACK DIAGRAM

DESIGN CHECK

AECOM 60146472-DRG-10-GE-0005
FILE No.

REFERENCE

B.SKINNER

28.05.10

JULIAN SINGH

DESIGNED
DRG CHECK

AMD

P.STOVES

CONCEPT

01

OF TERMINATING NEWCASTLE LINE AT WICKHAM

MAIN NORTH LINE 163.2km TO 165.9km


SHEET 1

OF 1

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AECOM
FILE No.

FILE No.

01

75

STABLING FOR
ELECTRIC ROLLING STOCK

ENCLOSED
SUBSTATION
HA
MIL

TO
N

ST
A

TI O
N

5m POWERLINE
EASEMENT

WI
CK

HA

TE

RM

INU
S

TO

SY
DN
EY

TO

127)25&216758&7,21
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RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
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DRAWN

APPROVED

Design accepted for use by RailCorp

DESCRIPTION

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

NICHOLAS STEWART

PRELIMINARY ASSESSMENT

BRUCE SKINNER

GENERAL
MASTER PLAN

DESIGN CHECK

AECOM 60146472-DRG-10-GE-0010
FILE No.

REFERENCE

B.SKINNER

28.05.10

JULIAN SINGH

DESIGNED
DRG CHECK

AMD

P.STOVES

CONCEPT

01

OF TERMINATING NEWCASTLE LINE AT WICKHAM

MAIN NORTH LINE 163.2km TO 165.9km


SHEET 1

OF 1

A1

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FILE No.

01

WICKHAM STATION

76

APPENDIX C

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

BORIS KOKANOVIC

DESIGNED

ANNE-TIPHAINE HADACEK

DRG CHECK

NICHOLAS STEWART

DESIGN CHECK

NICHOLAS STEWART
BRUCE SKINNER

AECOM 60146472-DRG-10-RA-0101
FILE No.

APPROVED

Design accepted for use by RailCorp

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

AMD

P.STOVES

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

GENERAL ARRANGEMENT

MAIN NORTH LINE 163.2km TO 165.9km


SHEET 1

OF 8

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

77

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

BORIS KOKANOVIC

DESIGNED

ANNE-TIPHAINE HADACEK

DRG CHECK

NICHOLAS STEWART

DESIGN CHECK

NICHOLAS STEWART
BRUCE SKINNER

AECOM 60146472-DRG-10-RA-0102
FILE No.

APPROVED

Design accepted for use by RailCorp

AMD

P.STOVES

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

GENERAL ARRANGEMENT

MAIN NORTH LINE 163.2km TO 165.9km


SHEET 2

OF 8

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

WICKHAM STATION

78

APPENDIX C

HAMILTON YARD

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

BORIS KOKANOVIC

DESIGNED

ANNE-TIPHAINE HADACEK

DRG CHECK

NICHOLAS STEWART

DESIGN CHECK

NICHOLAS STEWART
BRUCE SKINNER

AECOM 60146472-DRG-10-RA-0103
FILE No.

APPROVED

Design accepted for use by RailCorp

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

AMD

P.STOVES

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

GENERAL ARRANGEMENT

MAIN NORTH LINE 163.2km TO 165.9km


SHEET 3

OF 8

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

79

HAMILTON ST
ATION

ED INT
LOS PR
ENC FOOT G
W
NE TION O DR -0531
T
L
TA
BS EFER -10 -E ILS
U
S
R 472 TA
E
6
D
4
601 FOR

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

BORIS KOKANOVIC

DESIGNED

ANNE-TIPHAINE HADACEK

DRG CHECK

NICHOLAS STEWART

DESIGN CHECK

NICHOLAS STEWART
BRUCE SKINNER

AECOM 60146472-DRG-10-RA-0104
FILE No.

APPROVED

Design accepted for use by RailCorp

AMD

P.STOVES

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

GENERAL ARRANGEMENT

MAIN NORTH LINE 163.2km TO 165.9km


SHEET 4

OF 8

A1

STATUS: CONCEPT
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FILE No.

FILE No.

01

WICKHAM STATION

80

APPENDIX C

HAMILTON STATION

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

BORIS KOKANOVIC

DESIGNED

ANNE-TIPHAINE HADACEK

DRG CHECK

NICHOLAS STEWART

DESIGN CHECK

NICHOLAS STEWART
BRUCE SKINNER

AECOM 60146472-DRG-10-RA-0105
FILE No.

APPROVED

Design accepted for use by RailCorp

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

AMD

P.STOVES

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

GENERAL ARRANGEMENT

MAIN NORTH LINE 163.2km TO 165.9km


SHEET 5

OF 8

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

81

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

BORIS KOKANOVIC

DESIGNED

ANNE-TIPHAINE HADACEK

DRG CHECK

NICHOLAS STEWART

DESIGN CHECK

NICHOLAS STEWART
BRUCE SKINNER

AECOM 60146472-DRG-10-RA-0106
FILE No.

APPROVED

Design accepted for use by RailCorp

AMD

P.STOVES

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

GENERAL ARRANGEMENT

MAIN NORTH LINE 163.2km TO 165.9km


SHEET 6

OF 8

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

WICKHAM STATION

82

APPENDIX C

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

BORIS KOKANOVIC

DESIGNED

ANNE-TIPHAINE HADACEK

DRG CHECK

NICHOLAS STEWART

DESIGN CHECK

NICHOLAS STEWART
BRUCE SKINNER

AECOM 60146472-DRG-10-RA-0107
FILE No.

APPROVED

Design accepted for use by RailCorp

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

AMD

P.STOVES

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

GENERAL ARRANGEMENT

MAIN NORTH LINE 163.2km TO 165.9km


SHEET 7

OF 8

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

83

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

BORIS KOKANOVIC

DESIGNED

ANNE-TIPHAINE HADACEK

DRG CHECK

NICHOLAS STEWART

DESIGN CHECK

NICHOLAS STEWART
BRUCE SKINNER

AECOM 60146472-DRG-10-RA-0108
FILE No.

APPROVED

Design accepted for use by RailCorp

AMD

P.STOVES

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

GENERAL ARRANGEMENT

MAIN NORTH LINE 163.2km TO 165.9km


SHEET 8

OF 8

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

WICKHAM STATION

84

APPENDIX C

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

BORIS KOKANOVIC

DESIGNED

ANNE-TIPHAINE HADACEK

DRG CHECK

NICHOLAS STEWART

DESIGN CHECK

NICHOLAS STEWART
BRUCE SKINNER

AECOM 60146472-DRG-10-RA-0201
FILE No.

APPROVED

Design accepted for use by RailCorp

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

AMD

P.STOVES

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

HORIZONTAL TRACK ALIGNMENT


MAIN NORTH LINE 163.2km TO 165.9km
SHEET 1

OF 8

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

85

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

BORIS KOKANOVIC

DESIGNED

ANNE-TIPHAINE HADACEK

DRG CHECK

NICHOLAS STEWART

DESIGN CHECK

NICHOLAS STEWART
BRUCE SKINNER

AECOM 60146472-DRG-10-RA-0202
FILE No.

APPROVED

Design accepted for use by RailCorp

AMD

P.STOVES

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

HORIZONTAL TRACK ALIGNMENT


MAIN NORTH LINE 163.2km TO 165.9km
SHEET 2

OF 8

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

WICKHAM STATION

86

APPENDIX C

HAMILTON YARD

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

BORIS KOKANOVIC

DESIGNED

ANNE-TIPHAINE HADACEK

DRG CHECK

NICHOLAS STEWART

DESIGN CHECK

NICHOLAS STEWART
BRUCE SKINNER

AECOM 60146472-DRG-10-RA-0203
FILE No.

APPROVED

Design accepted for use by RailCorp

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

AMD

P.STOVES

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

HORIZONTAL TRACK ALIGNMENT


MAIN NORTH LINE 163.2km TO 165.9km
SHEET 3

OF 8

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

87

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

BORIS KOKANOVIC

DESIGNED

ANNE-TIPHAINE HADACEK

DRG CHECK

NICHOLAS STEWART

DESIGN CHECK

NICHOLAS STEWART
BRUCE SKINNER

AECOM 60146472-DRG-10-RA-0204
FILE No.

APPROVED

Design accepted for use by RailCorp

AMD

P.STOVES

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

HORIZONTAL TRACK ALIGNMENT


MAIN NORTH LINE 163.2km TO 165.9km
SHEET 4

OF 8

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

WICKHAM STATION

88

APPENDIX C

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

BORIS KOKANOVIC

DESIGNED

ANNE-TIPHAINE HADACEK

DRG CHECK

NICHOLAS STEWART

DESIGN CHECK

NICHOLAS STEWART
BRUCE SKINNER

AECOM 60146472-DRG-10-RA-0205
FILE No.

APPROVED

Design accepted for use by RailCorp

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

AMD

P.STOVES

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

HORIZONTAL TRACK ALIGNMENT


MAIN NORTH LINE 163.2km TO 165.9km
SHEET 5

OF 8

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

89

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

BORIS KOKANOVIC

DESIGNED

ANNE-TIPHAINE HADACEK

DRG CHECK

NICHOLAS STEWART

DESIGN CHECK

NICHOLAS STEWART
BRUCE SKINNER

AECOM 60146472-DRG-10-RA-0206
FILE No.

APPROVED

Design accepted for use by RailCorp

AMD

P.STOVES

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

HORIZONTAL TRACK ALIGNMENT


MAIN NORTH LINE 163.2km TO 165.9km
SHEET 6

OF 8

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

WICKHAM STATION

90

APPENDIX C

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

BORIS KOKANOVIC

DESIGNED

ANNE-TIPHAINE HADACEK

DRG CHECK

NICHOLAS STEWART

DESIGN CHECK

NICHOLAS STEWART
BRUCE SKINNER

AECOM 60146472-DRG-10-RA-0207
FILE No.

APPROVED

Design accepted for use by RailCorp

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

AMD

P.STOVES

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

HORIZONTAL TRACK ALIGNMENT


MAIN NORTH LINE 163.2km TO 165.9km
SHEET 7

OF 8

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

91

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

BORIS KOKANOVIC

DESIGNED

ANNE-TIPHAINE HADACEK

DRG CHECK

NICHOLAS STEWART

DESIGN CHECK

NICHOLAS STEWART
BRUCE SKINNER

AECOM 60146472-DRG-10-RA-0208
FILE No.

APPROVED

Design accepted for use by RailCorp

AMD

P.STOVES

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

HORIZONTAL TRACK ALIGNMENT


MAIN NORTH LINE 163.2km TO 165.9km
SHEET 8

OF 8

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

WICKHAM STATION

92

APPENDIX C

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

BORIS KOKANOVIC

DESIGNED

ANNE-TIPHAINE HADACEK

DRG CHECK

NICHOLAS STEWART

DESIGN CHECK

NICHOLAS STEWART
PAUL STOVES

AECOM 60146472-DRG-10-RA-0701
FILE No.

APPROVED

Design accepted for use by RailCorp

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

AMD

P.STOVES

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

TYPICAL CROSS SECTION


HAMILTON STABLING

MAIN NORTH LINE 163.2km TO 165.9km


SHEET 1

OF 1

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

93

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

BORIS KOKANOVIC

DESIGNED

ANNE-TIPHAINE HADACEK

DRG CHECK

NICHOLAS STEWART

DESIGN CHECK

NICHOLAS STEWART
PAUL STOVES

AECOM 60146472-DRG-10-RA-0702
FILE No.

APPROVED

Design accepted for use by RailCorp

AMD

P.STOVES

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

TYPICAL CROSS SECTION


DONALD STREET OVERBRIDGE

MAIN NORTH LINE 163.2km TO 165.9km


SHEET 1

OF 1

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

WICKHAM STATION

94

APPENDIX C

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

PETER MEEHAN

DESIGNED

BIN XU

DRG CHECK

BIN XU

DESIGN CHECK

CASSIE FREE
BRUCE SKINNER

AECOM 60146472-DRG-10-RA-0705
FILE No.

APPROVED

Design accepted for use by RailCorp

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

AMD

C.FREE

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

TYPICAL CROSS SECTION


ROADS

MAIN NORTH LINE 163.2km TO 165.9km


SHEET 1

OF 1

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

95

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

PETER MEEHAN

DESIGNED

BIN XU

DRG CHECK

BIN XU

DESIGN CHECK

CASSIE FREE
BRUCE SKINNER

AECOM 60146472-DRG-10-RA-0715
FILE No.

APPROVED

Design accepted for use by RailCorp

AMD

C.FREE

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

STABLING YARD CAR PARK


LAYOUT PLAN

MAIN NORTH LINE 163.2km TO 165.9km


SHEET 1

OF 1

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

WICKHAM STATION

96

APPENDIX C

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

CHRIS MONK

DESIGNED

LAURIE EELES

DRG CHECK

LAURIE EELES

DESIGN CHECK

KELVIN DAVIS
BRUCE SKINNER

AECOM 60146472-DRG-10-EL-0501
FILE No.

APPROVED

Design accepted for use by RailCorp

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

AMD

K.DAVIS

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

TRANSMISSION LINES AND CABLES


LAYOUT PLAN
MAIN NORTH LINE 163.2km TO 165.9km
SHEET 1

OF 8

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

97

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

CHRIS MONK

DESIGNED

LAURIE EELES

DRG CHECK

LAURIE EELES

DESIGN CHECK

KELVIN DAVIS
BRUCE SKINNER

AECOM 60146472-DRG-10-EL-0502
FILE No.

APPROVED

Design accepted for use by RailCorp

AMD

K.DAVIS

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

TRANSMISSION LINES AND CABLES


LAYOUT PLAN
MAIN NORTH LINE 163.2km TO 165.9km
SHEET 2

OF 8

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

WICKHAM STATION

98

APPENDIX C

HAMILTON YARD

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

CHRIS MONK

DESIGNED

LAURIE EELES

DRG CHECK

LAURIE EELES

DESIGN CHECK

KELVIN DAVIS
BRUCE SKINNER

AECOM 60146472-DRG-10-EL-0503
FILE No.

APPROVED

Design accepted for use by RailCorp

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

AMD

K.DAVIS

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

TRANSMISSION LINES AND CABLES


LAYOUT PLAN
MAIN NORTH LINE 163.2km TO 165.9km
SHEET 3

OF 8

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

99

HAMILTON ST
ATION

ED INT
LOS PR
ENC FOOT G
W
NE TION O DR -0531
T
L
TA
BS EFER -10 -E ILS
U
S
R 472 TA
E
6
D
4
601 FOR

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

CHRIS MONK

DESIGNED

LAURIE EELES

DRG CHECK

LAURIE EELES

DESIGN CHECK

KELVIN DAVIS
BRUCE SKINNER

AECOM 60146472-DRG-10-EL-0504
FILE No.

APPROVED

Design accepted for use by RailCorp

AMD

K.DAVIS

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

TRANSMISSION LINES AND CABLES


LAYOUT PLAN
MAIN NORTH LINE 163.2km TO 165.9km
SHEET 4

OF 8

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

WICKHAM STATION

100

APPENDIX C

HAMILTON STATION

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

CHRIS MONK

DESIGNED

LAURIE EELES

DRG CHECK

LAURIE EELES

DESIGN CHECK

KELVIN DAVIS
BRUCE SKINNER

AECOM 60146472-DRG-10-EL-0505
FILE No.

APPROVED

Design accepted for use by RailCorp

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

AMD

K.DAVIS

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

TRANSMISSION LINES AND CABLES


LAYOUT PLAN
MAIN NORTH LINE 163.2km TO 165.9km
SHEET 5

OF 8

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

101

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

CHRIS MONK

DESIGNED

LAURIE EELES

DRG CHECK

LAURIE EELES

DESIGN CHECK

KELVIN DAVIS
BRUCE SKINNER

AECOM 60146472-DRG-10-EL-0506
FILE No.

APPROVED

Design accepted for use by RailCorp

AMD

K.DAVIS

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

TRANSMISSION LINES AND CABLES


LAYOUT PLAN
MAIN NORTH LINE 163.2km TO 165.9km
SHEET 6

OF 8

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

WICKHAM STATION

102

APPENDIX C

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

CHRIS MONK

DESIGNED

LAURIE EELES

DRG CHECK

LAURIE EELES

DESIGN CHECK

KELVIN DAVIS
BRUCE SKINNER

AECOM 60146472-DRG-10-EL-0507
FILE No.

APPROVED

Design accepted for use by RailCorp

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

AMD

K.DAVIS

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

TRANSMISSION LINES AND CABLES


LAYOUT PLAN
MAIN NORTH LINE 163.2km TO 165.9km
SHEET 7

OF 8

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

103

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

CHRIS MONK

DESIGNED

LAURIE EELES

DRG CHECK

LAURIE EELES

DESIGN CHECK

KELVIN DAVIS
BRUCE SKINNER

AECOM 60146472-DRG-10-EL-0508
FILE No.

APPROVED

Design accepted for use by RailCorp

AMD

K.DAVIS

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

TRANSMISSION LINES AND CABLES


LAYOUT PLAN
MAIN NORTH LINE 163.2km TO 165.9km
SHEET 8

OF 8

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

WICKHAM STATION

104

APPENDIX C

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

BRUCE SKINNER

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

28.05.10
APPROVED
SIGN./DATE

OF TERMINATING NEWCASTLE LINE AT WICKHAM

DESIGN CHECK

Design accepted for use by RailCorp

DESCRIPTION

VERIFIED
SIGN./DATE

PRELIMINARY ASSESSMENT

DRG CHECK

APPROVED

REFERENCE

28.05.10

CHRIS MONK

DESIGNED

AECOM 60146472-DRG-10-EL-0521
FILE No.

AMD

B.SKINNER

CONCEPT

01

LIGHTING
STABLING YARD LIGHTING

MAIN NORTH LINE 163.2km TO 165.9km


SHEET 1

OF 2

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

105

HAMILTON YARD

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

28.05.10
APPROVED
SIGN./DATE

OF TERMINATING NEWCASTLE LINE AT WICKHAM

DESIGN CHECK
BRUCE SKINNER

Design accepted for use by RailCorp

DESCRIPTION

VERIFIED
SIGN./DATE

PRELIMINARY ASSESSMENT

DRG CHECK

APPROVED

REFERENCE

28.05.10

CHRIS MONK

DESIGNED

AECOM 60146472-DRG-10-EL-0522
FILE No.

AMD

B.SKINNER

CONCEPT

01

LIGHTING
STABLING YARD LIGHTING

MAIN NORTH LINE 163.2km TO 165.9km


SHEET 2

OF 2

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

WICKHAM STATION

106

APPENDIX C

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

BRUCE SKINNER

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

28.05.10
APPROVED
SIGN./DATE

OF TERMINATING NEWCASTLE LINE AT WICKHAM

DESIGN CHECK

Design accepted for use by RailCorp

DESCRIPTION

VERIFIED
SIGN./DATE

PRELIMINARY ASSESSMENT

DRG CHECK

APPROVED

REFERENCE

28.05.10

CHRIS MONK

DESIGNED

AECOM 60146472-DRG-10-EL-0525
FILE No.

AMD

B.SKINNER

CONCEPT

01

LIGHTING
CAR PARK LIGHTING

MAIN NORTH LINE 163.2km TO 165.9km


SHEET 1

OF

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

107

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

CHRIS MONK

DESIGNED

LAURIE EELES

DRG CHECK

LAURIE EELES

DESIGN CHECK

KELVIN DAVIS
BRUCE SKINNER

AECOM 60146472-DRG-10-EL-0531
FILE No.

APPROVED

Design accepted for use by RailCorp

AMD

K.DAVIS

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

TRANSMISSION
SUBSTATION LAYOUT

MAIN NORTH LINE 163.2km TO 165.9km


SHEET 1

OF 1

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

WICKHAM STATION

108

APPENDIX C

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

CHRIS MONK

DESIGNED

LAURIE EELES

DRG CHECK

LAURIE EELES

DESIGN CHECK

KELVIN DAVIS
BRUCE SKINNER

AECOM 60146472-DRG-10-EL-0532
FILE No.

APPROVED

Design accepted for use by RailCorp

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

AMD

K.DAVIS

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

TRANSMISSION
SUBSTATION EQUIPMENT SCHEDULE
MAIN NORTH LINE 163.2km TO 165.9km
SHEET 1

OF 1

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

109

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

MARIO VALLEJOS

DESIGNED

NICHOLAS STEWART

DRG CHECK

NICHOLAS STEWART

DESIGN CHECK

STEPHEN SINGLETON
BRUCE SKINNER

AECOM 60146472-DRG-10-OH-0401
FILE No.

APPROVED

Design accepted for use by RailCorp

AMD

S.SINGLETON

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

OVERHEAD WIRING
LAYOUT PLAN

MAIN NORTH LINE 163.2km TO 165.9km


SHEET 1

OF 8

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

WICKHAM STATION

110

APPENDIX C

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

MARIO VALLEJOS

DESIGNED

NICHOLAS STEWART

DRG CHECK

NICHOLAS STEWART

DESIGN CHECK

STEPHEN SINGLETON
BRUCE SKINNER

AECOM 60146472-DRG-10-OH-0402
FILE No.

APPROVED

Design accepted for use by RailCorp

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

AMD

S.SINGLETON

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

OVERHEAD WIRING
LAYOUT PLAN

MAIN NORTH LINE 163.2km TO 165.9km


SHEET 2

OF 8

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

111

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

MARIO VALLEJOS

DESIGNED

NICHOLAS STEWART

DRG CHECK

NICHOLAS STEWART

DESIGN CHECK

STEPHEN SINGLETON
BRUCE SKINNER

AECOM 60146472-DRG-10-OH-0403
FILE No.

APPROVED

Design accepted for use by RailCorp

AMD

S.SINGLETON

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

OVERHEAD WIRING
LAYOUT PLAN

MAIN NORTH LINE 163.2km TO 165.9km


SHEET 3

OF 8

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

WICKHAM STATION

112

APPENDIX C

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

MARIO VALLEJOS

DESIGNED

NICHOLAS STEWART

DRG CHECK

NICHOLAS STEWART

DESIGN CHECK

STEPHEN SINGLETON
BRUCE SKINNER

AECOM 60146472-DRG-10-OH-0404
FILE No.

APPROVED

Design accepted for use by RailCorp

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

AMD

S.SINGLETON

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

OVERHEAD WIRING
LAYOUT PLAN

MAIN NORTH LINE 163.2km TO 165.9km


SHEET 4

OF 8

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

113

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

MARIO VALLEJOS

DESIGNED

NICHOLAS STEWART

DRG CHECK

NICHOLAS STEWART

DESIGN CHECK

STEPHEN SINGLETON
BRUCE SKINNER

AECOM 60146472-DRG-10-OH-0405
FILE No.

APPROVED

Design accepted for use by RailCorp

AMD

S.SINGLETON

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

OVERHEAD WIRING
LAYOUT PLAN

MAIN NORTH LINE 163.2km TO 165.9km


SHEET 5

OF 8

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

WICKHAM STATION

114

APPENDIX C

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

MARIO VALLEJOS

DESIGNED

NICHOLAS STEWART

DRG CHECK

NICHOLAS STEWART

DESIGN CHECK

STEPHEN SINGLETON
BRUCE SKINNER

AECOM 60146472-DRG-10-OH-0406
FILE No.

APPROVED

Design accepted for use by RailCorp

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

AMD

S.SINGLETON

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

OVERHEAD WIRING
LAYOUT PLAN

MAIN NORTH LINE 163.2km TO 165.9km


SHEET 6

STATUS: CONCEPT
AECOM
FILE No. 60146472-DRG-10-OH-0406

FILE No.

OF 8

A1
01

115

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

MARIO VALLEJOS

DESIGNED

NICHOLAS STEWART

DRG CHECK

NICHOLAS STEWART

DESIGN CHECK

STEPHEN SINGLETON
BRUCE SKINNER

AECOM 60146472-DRG-10-OH-0407
FILE No.

APPROVED

Design accepted for use by RailCorp

AMD

S.SINGLETON

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

OVERHEAD WIRING
LAYOUT PLAN

MAIN NORTH LINE 163.2km TO 165.9km


SHEET 7

OF 8

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

WICKHAM STATION

116

APPENDIX C

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

MARIO VALLEJOS

DESIGNED

NICHOLAS STEWART

DRG CHECK

NICHOLAS STEWART

DESIGN CHECK

STEPHEN SINGLETON
BRUCE SKINNER

AECOM 60146472-DRG-10-OH-0408
FILE No.

APPROVED

Design accepted for use by RailCorp

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

AMD

S.SINGLETON

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

OVERHEAD WIRING
LAYOUT PLAN

MAIN NORTH LINE 163.2km TO 165.9km


SHEET 8

OF 8

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

117

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

MARIO VALLEJOS

DESIGNED

NICHOLAS STEWART

DRG CHECK

NICHOLAS STEWART

DESIGN CHECK

STEPHEN SINGLETON
BRUCE SKINNER

AECOM 60146472-DRG-10-OH-0450
FILE No.

APPROVED

Design accepted for use by RailCorp

AMD

S.SINGLETON

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

OVERHEAD WIRING
SECTIONING DIAGRAM

MAIN NORTH LINE 163.2km TO 165.9km


SHEET 1

OF 1

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

WICKHAM STATION

118

APPENDIX C

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

PETER MEEHAN

DESIGNED

VINCENT WONG

DRG CHECK

VINCENT WONG

DESIGN CHECK

MARK FERFOLJA
BRUCE SKINNER

AECOM 60146472-DRG-10-ST-0901
FILE No.

APPROVED

Design accepted for use by RailCorp

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

AMD

M.FERFOLJA

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

STRUCTURES
GENERAL ARRANGEMENT

MAIN NORTH LINE 163.2km TO 165.9km


SHEET 1

OF 1

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

119

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

PETER MEEHAN

DESIGNED

BIN XU

DRG CHECK

BIN XU

DESIGN CHECK

CASSIE FREE
BRUCE SKINNER

AECOM 60146472-DRG-10-UT-0602
FILE No.

APPROVED

Design accepted for use by RailCorp

AMD

C.FREE

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

UTILITIES
LAYOUT PLAN

MAIN NORTH LINE 163.2km TO 165.9km


SHEET 2

OF 2

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

WICKHAM STATION

120

APPENDIX C

127)25&216758&7,21
DISCLAIMER:
RAILCORP SIGNATURES ON THIS DRAWING DO NOT SIGNIFY ACCEPTANCE
OF RESPONSIBILITY FOR THE DESIGN
RESPONSIBILITY FOR INTEGRITY, SAFETY AND DIMENSIONAL ACCURACY OF
THE DESIGN REMAINS WITH THE APPROVING AUTHORITY
DRAWN

PETER MEEHAN

DESIGNED

BIN XU

DRG CHECK

BIN XU

DESIGN CHECK

CASSIE FREE
BRUCE SKINNER

AECOM 60146472-DRG-10-UT-0601
FILE No.

APPROVED

Design accepted for use by RailCorp

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

AMD

C.FREE

CONCEPT

01
REFERENCE

DESCRIPTION

B.SKINNER

28.05.10

28.05.10

VERIFIED
SIGN./DATE

APPROVED
SIGN./DATE

PRELIMINARY ASSESSMENT
OF TERMINATING NEWCASTLE LINE AT WICKHAM

UTILITIES
LAYOUT PLAN

MAIN NORTH LINE 163.2km TO 165.9km


SHEET 1

OF 2

A1

STATUS: CONCEPT
AECOM
FILE No.

FILE No.

01

45175

26620

BUFFER STOP ZONE

CONCOURSE

9700

'SLOPED PATH'
1:40

16895
1:50

ENTRY GATES

RL +0.44
RL
++00.44
44

D
RL +0.25

5000

45175

RL +0.00 T.O.K

APPENDIX
Station Design Drawings

122

APPENDIX D

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

123

Station Design Drawings

Southbank - Brisbane

WICKHAM STATION

124

APPENDIX D

Background - Analysis
The new station will be an important public domain element
for Newcastle and the Wickham precinct and must take into
consideration the future redevelopment around the site.

Southbank
S
outhbank - Brisbane
B r i s ban e

Wickham Terminus Station


Concept 3 Design
Design Report 17 September 2010

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

125

Background - LEP Analysis


A well designed and contempory station design that references
Newcastles steel, port and maritime history will assist in
improving the image of the precinct and the legibility within
the future streetscape.
GPT Masterplan Rendering showing new Wickham Station

45m

90m
Wickham Terminus Station
Concept 4 Design
Design Report 17 September 2010

Newcastle City Local Envionmental Plan 2008 Height of Buildings

WICKHAM STATION

126

APPENDIX D

Wickham Terminus Station


Concept 5 Design
Design Report 17 September 2010

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

127

Exemplar Studies
The new station will be an important public domain element
for Newcastle and the Wickham precinct and must take into
consideration the future redevelopment around the site.

4-09

4-10

4-11

6
4162

4-08

4163

4164

4-12

SP-1

ST-4
GS-9

GS-2

GS-1

MA-1

CD-11

GL-2

SE-2

CO-2

CO-1

CD-6

CD-6

SECTION 2
1 : 100

Hassells & AECOM Varsity Lakes Railway Station - QLD

Wickham Terminus Station


Concept 6 Design
Design Report 17 September 2010

WICKHAM STATION

128

APPENDIX D

Key ideas and concept diagrams


The new station will be an important public domain element
for Newcastle and the Wickham precinct and must take into
consideration the future redevelopment around the site.

1.

Direct Entry ramp/stairs


from Stewart Street.

1:40 slope
1:34 slope
1:40 slope

Platform Canopys

2.

Arrival Canopy

Central straight access

1:40 slope

Wickham Terminus Station


Concept 7 Design
Design Report 17 September 2010

Platform Canopys

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

Arrival Canopy

129

Key ideas:

1. At Grade Entry
Eliminate the need for stairs and lifts by
allowing access from the end of the tracks.

2. Flexibility
Separate the development from the
surrounding sites to allow for their
full future development potential.

3. Functionality
Simple station arrangement defined
by its functions.

4. Civic Space
Create space in front of the station
where people may meet & gather
and connect with the future precinct.

Wickham Terminus Station


Concept 8 Design
Design Report 17 September 2010

WICKHAM STATION

130

Option 1 site plan

TR
R S
A
G
DAN

EE T

APPENDIX D

STATION STREE T

10

1
8

5
6

STE WA RT AVE NU E

TREE T
HUNTER S

LEGEND

Wickham Terminus Station


Concept 9 Design
Design Report 17 September 2010

1
2
3
4

Future dropoff / kiss n ride


Existing bus stops
Entry plaza & covered entry canopy
New signalised pedestrian crossing

5
6
7

Buffer overrun zone


Platform canopys
Station operations platform control & toilet

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

8
Toilets, Station services & cafe
9
Railcorp staff facilities, ticket office
10 New street trees

Option 1 detail plan

131

6000
8
5

15

RL:+.60

FALL 1:40 min

RL:+1.23

FALL 1:34

FALL 1:100

12

AX

RL:+.45

34 M
L 1:
FAL

FALL 1:50

10

3450

FALL 1:100

12

FALL 1:50

13

RL:+.45

FA

11

LL

1:3
4

5
FALL 1:50

AVENUE

RL:+1.23

FALL 1:34

RL:+.60

FALL 1:40 min

STEWART

TOK:+0.00

14

3000

10730

15

SCALE 1:250 @ A3

LEGEND
1
2
3
4
5

Future dropoff / kiss n ride


Entry gates & security barrier
1:50 crossfall footpath
Road side barrier & planting
Buffer overrun zone

6
7
8
9
10

Platform canopys (over)


Platform seating
Toilets, Station services & cafe
Railcorp staff facilities, ticket office
Main entry canopy (over)

11
12
13
14
15

Ticket Office
Sloped path to platform
Passenger Info System
Rail services, FHR, Phone
Ticket Machine

Wickham Terminus Station


Concept 10 Design
Design Report 17 September 2010

WICKHAM STATION

132

Option 1 section

APPENDIX D
42835

32000

BUFFER STOP ZONE

CONCOURSE

42835

15555

'INCLINED SLOPE'
1:40 MAX

10395
'WALKWAY'
1:34

ENTRY GATES
1:100

6000
FOOTPATH
1:50

6
5

3600

4450

3320

RL +1.23 PLATFORM HEIGHT


RL +0.00 TRACK LEVEL

7500

RL +0.60

2
RL +0.45

Cross Section

Wickham Terminus Station


Concept 11 Design
Design Report 17 September 2010

RL +0.15

SCALE 1:200 @ A3

LEGEND
1
2
3
4

Entry gates & security barrier


Landscape seating walls
Road side barrier
Buffer overrun

5
6
7

Platform canopys
Concourse canopy
Toilets, Cafe & Rail services Pod

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

Option 1 elevations

133

Side Elevation

SCALE 1:200 @ A3

Front Elevation

SCALE 1:200 @ A3

Wickham Terminus Station


Concept 12 Design
Design Report 17 September 2010

WICKHAM STATION

Option 1 detail plan


2620

LEGEND

3605

2620

8sqm

8sqm

5475

6.5sqm

3500

2765

3475

25sqm

4.5sqm

18

18
16

9
1250

1250

1250

1950

1950

15
1250

1
20

7
1250

1250

5445

2150

North Pod - Toilets, Services & Cafe Plan 1:100


LEGEND
Ticket Window & Station Manager
CCTV
Staff Facilities
Female Disabled Toilet
Male Toilet
One way security glass window

19

3300

TV

2705

2600

12

10sqm

11

5690

4190

24 LOCKERS

7320

10
11
12
13
14
19

10
22sqm

SCALE 1:100 @ A3

13

14

63sqm

19
2250

Wickham Terminus Station


Concept 13 Design
Design Report 17 September 2010

1220

4570

4305

South Pod - Railcorp staff facilities, ticket office 1:100

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

4355

3915

2600

3160

4755

13sqm

1880

2735

2425

Cafe Store
Coffee Shop
Store
Information &Communication Technology
Communication & Control Systems
Electrical Services
Female Toilets
Family Access Toilets
Male Toilets
Female Ambulant Toilet
Male Ambulant Toilet
Outdoor seating with low barrier
Baby Change table
Ticket Machine

4755

APPENDIX D

1
2
3
4
5
6
7
8
9
15
16
17
18
20

2775

2450

134

17

Option 1 detail plan

135

STATION STREE T

1
8
3
6

10
4

ST E WA RT AV EN UE

LEGEND
1
2
3
4
5

Future dropoff / kiss n ride


Entry gates & security barrier
Seating walls
New signalised pedestrian crossing
Buffer overrun zone

6
7
8
9
10

Platform canopys (over)


Platform seating
Toilets, Station services & cafe
Railcorp staff facilities
Main entry canopy (over)

Wickham Terminus Station


Concept 14 Design
Design Report 17 September 2010

WICKHAM STATION

136

Option 1 concept perspective

APPENDIX D

Wickham Terminus Station


Concept 15 Design
Design Report 17 September 2010

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

Option 1 concept perspective

137

Wickham Terminus Station


Concept 16 Design
Design Report 17 September 2010

WICKHAM STATION

138

Option 1 references
Graphic screens (for canopy)

Landscape seating walls

Caxton Street, Brisbane - AECOM

Geelong Foreshore - Taylor Culity

Simple Structures

Local Industry References

APPENDIX D

Wickham Terminus Station


Concept 17 Design
Design Report 17 September 2010

Stadtbahn Heilbronn - Germany - GmbH

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

Option 1 materials

139

LEGEND
1

Non slip Exposed aggregate paving


with feature banding

Feature Walls - Core ten steel on concrete


substructure with lasercut letters

Steel columns with International


Interthane 870 or equal paint finish

Typical Pod construction:


- Alpolic external panels with
Plasterboard internal walls, aluminium
framed glass windows.
- Colorbond stainless roofing
- Tiled or Vinyl non slip flooring

Roof Structure: 16mm Dampalon


multicell top layer, 4mm lasercut
natural annodised aluminium graphic
layer on aluminium framing

Entry gates with painted metal panel


fence paint (3) & roller door over

4
2

Wickham Terminus Station


Concept 18 Design
Design Report 17 September 2010

WICKHAM STATION

140

Option 1 materials

LEGEND

6000
4

APPENDIX D

L
FAL

8
6

L:+1.23

FALL 1:40 min

MAX
1:34

RL:+.45

RL:+.60

Non slip Exposed aggregate


paving with feature banding

Feature Walls - Core ten steel on concrete


substructure with lasercut letters

Steel columns with International


Interthane 870 or equal paint finish

Typical Pod construction:


- Alpolic external panels with Plasterboard
internal walls, aluminium framed security
glass windows.

FALL 1:50

FALL 1:34

FALL 1:100

- Colorbond stainless roofing

3000

10730
9
8
6

L:+1.23

FALL 1:40 min

FALL 1:34

RL:+.60
FALL 1:100

- SS Doors & Trims


5

Roof Structure: 16mm Dampalon


multicell top layer, 4mm lasercut natural
annodised aluminium graphic layer
on aluminium framing

Platforms (for each):

FALL 1:50

3450
RL:+.45

- Tiled or Vinyl non slip flooring

TOK:+

FA

LL

- Exposed aggregate paving with


tactile indicators

1:3
4

- Painted Steel structure with colorbond


stainless roof & gutters
FALL 1:50

- Aluminium Panel / Vitrepanel screens behind


- 2x 4 person seats @ 30m
- Platform toilet facilities (1M, 1F)

Wickham Terminus Station


Concept 19 Design
Design Report 17 September 2010

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

- Station Control Centre (3.2 x 1.8M)


7

2100mm high painted metal panel fence

1200mm high metal panel fence painted finish (3)

Entry gates with painted metal panel


fence paint (3) & roller door over

Option 2 site plan (preferred option)

141
TR
R S
A
G
DAN

EE T

2
2

STATION STREE T

10

6
5

STE WA RT AVE NU E

TREE T
HUNTER S

LEGEND
1
2
3
4

Future dropoff / kiss n ride


Existing bus stops
Entry plaza & covered entry canopy
New signalised pedestrian crossing

5
6
7
8

Buffer overrun zone


Platform canopys
Station operations platfrom control & toilet
Toilets, Station services & cafe

9 Railcorp staff facilities, ticket office


10 New street trees
Wickham Terminus Station
Concept 20 Design
Design Report 17 September 2010

WICKHAM STATION

142

Option 2 Concourse

27000

8
5

APPENDIX D

FALL 1:40

RL:+1.23

6000

4470

8000

12

10930
15

10

RL:+0.25

14

TOK:+0.00

15

7
FALL 1:40

13

12

STEWART

RL:+1.23

11
9

SCALE 1:250 @ A3

LEGEND

Wickham Terminus Station


Concept 21 Design
Design Report 17 September 2010

1
2
3
4
5

Future dropoff / kiss n ride


Entry gates & security barrier
1:50 crossfall footpath
Road side barrier & planting
Buffer overrun zone

AVENUE

FALL 1:50

6
7
8
9
10

Platform canopys (over)


Platform seating
Toilets, Station services & cafe
Railcorp staff facilities, ticket office
Main entry canopy (over)

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

11
12
13
14
15

Ticket Office
Sloped path to platform
Passenger Info System
Rail services, FHR, Phone
Ticket Machine

Option 2 Concourse Detail Plan

143

3090

LEGEND
1
3.5sqm

17

14sqm

3000

8sqm

8sqm

5
2445

16

1250

1250

8sqm

4
18

24sqm

18

1250

3000
7695

3000
2700

15

1945

1950

1250

7
1250

1250

Cafe Store
Coffee Shop
Store
Information & Communication Technology
Communication & Control Systems
Electrical Services
Female Toilets
Family Access Toilets
Male Toilets
Female Ambulant Toilet
Male Ambulant Toilet
Outdoor seating with low barrier
Baby Change table

3175

North Pod - Toilets, Services & Cafe Plan 1:100


19

LEGEND

34sqm

24 LOCKERS

46sqm

2255

1250

12

10

7785

2405

3605

TV

10
11
12
13
14
19

Ticket Window & Station Manager


CCTV
Staff Facilities
Female Disabled Toilet
Male Toilet
One way security glass window

14
13

3605

4545

1
2
3
4
5
6
7
8
9
15
16
17
18

10sqm

11

SCALE 1:100 @ A3

19
6520

2450

2800

2980

South Pod - Railcorp staff facilities, ticket office 1:100

Wickham Terminus Station


Concept 22 Design
Design Report 17 September 2010

WICKHAM STATION

144

Option 2 Concourse

APPENDIX D
45175

26620

BUFFER STOP ZONE

CONCOURSE

45175

9700

'SLOPED PATH'
1:40

16895
1:50

ENTRY GATES

5000

10350

RL +0.44

RL +0.25
1

SCALE 1:200 @ A3

Cross Section

LEGEND

Wickham Terminus Station


Concept 23 Design
Design Report 17 September 2010

1
2
3
4

Entry gates & security barrier


Road side barrier
Buffer overrun

5
6
7

Platform canopys
Concourse canopy
Toilets, Cafe & Rail services Pod

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

RL +0.00 T.O.K.
3

Option 2 elevations

145

RL +10.350 TOP OF BUILDING

RL +5.00 TOP OF POD

RL +0.00 T.O.K.

Side Elevation

SCALE 1:200 @ A3

RL +10.350 TOP OF BUILDING

RL +5.00 TOP OF POD

RL +0.00 T.O.K.

Front Elevation

SCALE 1:200 @ A3

Wickham Terminus Station


Concept 24 Design
Design Report 17 September 2010

WICKHAM STATION

146

Option 2 detail plan

STATION STREE T

APPENDIX D
8
10
7

6
12
9

LEGEND

Wickham Terminus Station


Concept 25 Design
Design Report 17 September 2010

1
2
3
4

Future dropoff / kiss n ride


Entry gates & security barrier
New signalised pedestrian crossing

5
6
7
8

Buffer overrun zone


Platform canopys (over)
Platform seating
Toilets, Station services & cafe

9 Railcorp staff facilities


10 Main entry canopy (over)
11
12 Ticket Office

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

ST E WA RT AV EN UE

Option 2 concept perspective (preferred option)

147

Wickham Terminus Station


Concept 26 Design
Design Report 17 September 2010

WICKHAM STATION

148

Option 2 concept perspective

APPENDIX D

Wickham Terminus Station


Concept 27 Design
Design Report 17 September 2010

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

Option 2 references
Form Reference

149
Marine Reference

Dubai Metro

Organic yet buildable forms

Clem 7 Tunnel - Brisbane -AECOM

Form Reference

Dubai Metro

Wickham Terminus Station


Concept 28 Design
Design Report 17 September 2010

WICKHAM STATION

150

Option 2 materials
LEGEND
1 Non slip Exposed aggregate paving
with feature banding
2 Entry gates with painted metal panel
fence paint (3) & roller door over

APPENDIX D

3 Steel columns with International


Interthane 870 or equal paint finish

4 Typical Pod construction:


- Alpolic external panels with
Plasterboard internal walls,
aluminium framed glass windows.
- Colorbond stainless roofing
- Tiled or Vinyl non slip flooring

4
4

Wickham Terminus Station


Concept 29 Design
Design Report 17 September 2010

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

Roof Structure: curved colorbond


stainless roof sheet Longline roof
profile, exposed steel structure
internally paint (3) & glazed
skylights with obscure pattern

Option 2 materials
LEGEND
1

Non slip Exposed aggregate


paving with feature banding

Entry gates with painted metal


panel fence paint (3) & roller door over

Steel columns with International


Interthane 870 or equal paint finish

Typical Pod construction:


- Alpolic external panels with Plasterboard
internal walls, aluminium framed security
glass windows.
- Colorbond stainless roofing

151

IO
27000

7
4

5
8
6

RL:+1.23

FALL 1:40

6000

4470
8000

10930

- Tiled or Vinyl non slip flooring


- SS Doors & Trims
FALL 1:50

Roof Structure: curved colorbond


stainless roof sheet Longline roof profile,
exposed steel structure internally paint (3)
& glazed skylights with obscure pattern
Platforms (for each):
- Exposed aggregate paving with
tactile indicators & non slip
- Painted Steel structure with colorbond
stainless roof & gutters

RL:+0.25

8
6

RL:+1.23

FALL 1:40

- Aluminium Panel / Vitrepanel screens behind

- 2x 4 person seats @ 30m


- Platform toilet facilities (1M, 1F)
- Station Control Centre (3.2 x 1.8M)
7

2100mm high painted metal panel fence

1200mm high metal panel fence painted finish (3)

Wickham Terminus Station


Concept 30 Design
Design Report 17 September 2010

WICKHAM STATION

152

APPENDIX D

Appendix Superceded Options

Wickham Terminus Station


Concept 31 Design
Design Report 17 September 2010

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

Option 3 Overhead Access

153
FUTURE
RETAIL/

FUTURE TAXI /
DROPOFF ZONE

NEW STREET TREES

TENANCY

W/C LIFT
TW

TM

20500

2500 9540

RAMP 1:20.5

ELECTRONIC
GATES

RAMP 1:20.5

ELECTRONIC
GATES

TM

RL:+6.00 (TBC) TM

TW

TM

W/C LIFT

ANALYSIS

X
X
X

FUTURE
RETAIL/

TENANCY

Requires 4 lifts & stairs


Inhibits future developments on adjancent sites
Difficult circulation paths

1:500

10

15

20

25

30

35

40

45

50m

(Original Sheet Size: A1)

Wickham Terminus Station


Concept 32 Design
Design Report 17 September 2010

WICKHAM STATION

154

Option 4 Side Ramp

STATION

STREET

27000

APPENDIX D

7.5sqm

7.5sqm

7.5sqm

11sqm
35sqm

10

RL:+1.20

11
2

RL:+1.00

3
7

RL:+1.20

AVENUE

TV

6sqm
24
LOCKERS
50sqm

9
25sqm

LEGEND

Wickham Terminus Station


Concept 33 Design
Design Report 17 September 2010

1
2
3
4

Future dropoff / kiss n ride


Entry gates & security barrier
Entry Ramp
New signalised pedestrian crossing

5
6
7
8

Buffer overrun zone


Platform canopys (over)
Platform seating
Toilets, Station services & cafe

9 Railcorp staff facilities, ticket office


10 Main entry canopy (over)
11 Entry Stairs

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

STEWART

Option 4 Side Ramp detail plan

155
LEGEND

1
2
3
4
5
6
7
8
9

Ticket Machine
Coffee Shop
Store
Information &Communication Technology
Communication & Control Systems
Electrical Services
Female Toilets
Family Access Toilets
Male Toilets

7
1

North Pod Toilets, Services & Cafe Plan

LEGEND

12

1
10
11
12
13

11

Ticket Machine
Ticket Window & Station Manager
CCTV
Staff Facilties
Male & Female Toilets

10
13

South Pod Railcorp staff facilities, ticket office


Wickham Terminus Station
Concept 34 Design
Design Report 17 September 2010

WICKHAM STATION

156

APPENDIX D

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

APPENDIX
Detailed Cost Estimates

158

APPENDIX E

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

159
The detailed cost estimate developed by RLB is included below.
WICKHAM Cabinet in Confidence

WICKHAM - Cabinet in Confidence

TOTAL COST SUMMARY

BASIS OF ESTIMATE
This Initial Order of Cost Estimate provides an indication of costs for the proposed works for the relocation of the
Wickham Station and trackworks between Broadmeadow and Wickham. The estimate is intended as a guide only and

GFA: Gross Floor Area


Rates current at June 2010
Level
Zone

GFA
m2

PRELIMINARIES

DEMOLITION & REMEDIATION

CIVIL WORKS

STATIONS

RAIL SYSTEMS

SIGNALLING

BUILDINGS

SUBSTATION

Cost
/m2

Total Cost

The costs in this estimate are current as at June 2010


$2,228,000.00
$10,025,600.00
$5,497,725.00
$15,506,415.07
$12,401,300.00
$11,852,500.00
$2,490,000.00
$11,012,500.00

The estimate is based on the reference design documentation as provided by AECOM


The general scope of work comprises the construction of the new Wickham Station, re-alignment of track between
Broadmeadow and Wickham as well as new facilities at the Hamilton Yard.
Notes and Assumptions used in the preparation of the estimate:
Allowances are based on limited information. These allowances are subject to review upon receipt of further developed
design information.
The estimate does not include any allowance for railway infrastructure beyond that noted or rolling stock.
No allowance has been made for indirect costs, that is RailCorp, TIDC and T&I costs.
Where cost associated for land acquisition have been included these are indicative only and as such must be verified
by a registered valuer.
Site infrastructure services upgrades including services supply mains and drainage are excluded.
Acoustic screening to the boundary with residential areas is excluded subject to further information.
We have included for perimeter fencing as noted.
Specialist equipment including audiovisual equipment to the control room is excluded from the estimate.

Total Cost

$71,014,040.07

No cost allowances are included for building outside the boundary of the site.
External landscaping requirements are based on an assumed scope of works. We have included allowances for
vegetation, turf, paths, planter walls, furniture, artworks, etc.

ITEMS SPECIFICALLY EXCLUDED

The breakdown of land acquisition costs, developed by AECOM, is included below.


Total

Assumptions

Land purchase
TOTAL land required for purchase

25,000m

Land value per m

$ 2,166

Subtotal purchase price

$ 54,150,000

In compiling this Initial Order of Cost Estimate, no allowance has been made for the following cost items. Allowances
for these items should be added as appropriate to establish the total project cost. If requested, we can provide
assistance to assess these allowances.
. Railway rolling stock
. Site infrastructure services upgrades
. Specialist equipment and audio visual to the incident response areas

Based on AECOM analysis of


property values in Newcastle

. Gantry cranes and other railway hoisting equipment


. Car washing equipment including recycling equipment, pumps and tanks
. High voltage installation and equipment to the substation building
. Buildings outside the boundary
. Any future building extensions
. Hydrostatic ground structures
. Controls for automated areas

Additional costs
1. Cost to demolish and clear buildings

$ 437,500

Based on $35 per m; assume


of the site requires demolition

. Land and legal costs


. Site investigation and test bores
. Staging/Phasing costs

2. Compulsory acquisition costs

. Environmental impact study costs


Administration / legal

$ 2,707,500

5% of land value

. Transport Infrastructure levies

Compensation for lease

$ 24,367,500

5 years @ 9% of land value (9%


assumed to be 1 year lease)

. Indirect costs identified by RailCorp, TIDC or T&I

Inconvenience / cost of moving

$ 4,873,500

9% of land value i.e. 1 year lease

. Cost increases beyond December 2010

$ 2,869,950

5.3% stamp duty

3. Stamp duty

. Possession works and Comissioning


. Finance costs and interest charges
. Goods and Services Tax

TOTAL purchase cost

$ 89,405,950

Equates to $ 3,576per m

Rider Levett Bucknall

WICKHAM STATION

160
WICKHAM - Cabinet in Confidence
Trade Breakdown
GFA: Gross Floor Area
Rates current at June 2010
No. Item Description

APPENDIX E

Quantity

Unit

Total Cost

Rate

A PRELIMINARIES
Environmental Controls
1 Dust mitigation
2 Noise mitigation
3 Water pollution mitigation
4 Sedimentation & erosion control
5 Environmental monitoring

Item
Item
Item
Item
Item

280,000.00
95,000.00
55,000.00
35,000.00
480,000.00

Item
Item
Item
Item

105,000.00
18,000.00
85,000.00
90,000.00

Item
Item
Item
Item

225,000.00
475,000.00
60,000.00
225,000.00

Temporary Works
6 Hoarding
7 Temporary constructon access
8 Temporary fencing
9 Temporary drainage

Management Fees & Charges


Managing contractors fees
11 Site accomodation
12 Communication
13 Security
10

Total Cost
sc12635
PRINTED 4 JUN 2010 12:07pm

2,228,000

Page BSS/1

Rider Levett Bucknall

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

161
WICKHAM - Cabinet in Confidence

WICKHAM - Cabinet in Confidence


Trade Breakdown

Trade Breakdown

GFA: Gross Floor Area


Rates current at June 2010
No. Item Description

Quantity

Unit

Total Cost

Rate

No. Item Description

C CIVIL WORKS
Utilities Diversion
1 Allow for all utilities diversions

GFA: Gross Floor Area


Rates current at June 2010

Item

320,000.00

3 Bulk excavation & disposal


4 Cut to fill
5 Imported filling
6 Capping layer

Drainage
7 Track drainage
8 Cross corridor drainage

25,300
2,500
1,500
5,000
2,300

m2
m3
m3
m3
m3

4.00
120.00
65.00
75.00
140.00

101,200.00
300,000.00
97,500.00
375,000.00
322,000.00

325.00
275.00

516,750.00
328,625.00

2 Re-align existing track


3 Ballasted new track - supply & install
4 Cross over - supply & install
6 Buffer stops - supply & install
7 Catchpoints
8 Signage

Civil Structures
9 Bridge works to Donald Street
10 Bridge works to Maitland Road
11 New channel crossing within Hamilton yard

Item
Item
Item

360,000.00
360
000 00
65,000.00
225,000.00

9
10

Retaining Walls
12 Retaining structures to Hamilton yard
13 Sundry retaining structures

245 m
Item

450.00

110,250.00
50,000.00

15 Roads & footpaths in Hamilton yard


16 Car parking to Hamilton yard
17 Roads & footpaths outside corridor
18 Road Closures to Beaumont Street
19 Ditto to Railway Street
20 Ditto to Beresford Street
21 Lighting to car park & access roads
22 Landscaping & enhancements
23 Kiss and Ride facility at new station (Allowance)
24 High security fencing
25 Boundry fencing

980
1,860
2,950
1,650
Item
Item
Item
Item
Item
1,000

PRINTED 4 JUN 2010 12:07pm

m2
m2
m2
m2

m2

860 m
225 m

Total Cost

sc12635

11
12
13
14

Roadworks Car Parking & Landscaping


14 Roads & footpaths inside corridor

325.00
250.00
180.00
180.00

180.00

318,500.00
465,000.00
531,000.00
297,000.00
185,000.00
55,000.00
35,000.00
incl.
100,000.00
180,000.00

165.00
80.00

141,900.00
18,000.00

Total Cost

Rate

Trackworks
1 Removal of existing track

5 Turnouts - supply & install


1,590 m
1,195 m

Unit

E RAIL SYSTEMS

Earthworks
2 Clearing & grubing

Quantity

15

16
17
18
19
20

Overhead Wiring
Remove existing OHW
Remove OHW structures
Temporary OHW works
New Overhead Wiring structures
New OHW
Modify existing (allowance)
Sundry works
Power
HV power relocation
LV Power - general
Power for signalling
Lighting
Sundry works

2,650
1,915
2,285
6
6
4
6
Item

m
m
m
No
No
No
No

Item
Item
Item
35 No
1,650 m
3,000 m
Item

Item
Item
Item
55 No
Item

200.00
220.00
1,650.00
280,000.00
325,000.00
55,000.00
75,000.00

530,000.00
421,300.00
3,770,250.00
1,680,000.00
1,950,000.00
220,000.00
450,000.00
50,000.00

55,000.00
incl.
35,000.00
1,225,000.00
189,750.00
195,000.00
50,000.00

35,000.00
115.00
65.00

35,000.00
320,000.00
350,000.00
825,000.00
50,000.00

15,000.00

5,497,725

Total Cost

Page BSS/3a

12,401,300

Rider Levett Bucknall

WICKHAM STATION

162
WICKHAM - Cabinet in Confidence

WICKHAM - Cabinet in Confidence


Trade Breakdown

Trade Breakdown

GFA: Gross Floor Area


Rates current at June 2010

APPENDIX E

No. Item Description

GFA: Gross Floor Area


Rates current at June 2010
Quantity

Unit

Total Cost

Rate

F SIGNALLING
1 Signal bungalows (Allowance)
2 Cable routes - buried conduits (Allowance)
3 Under track crossings (Allowance)
4 Signal footings
5 Signal enabling works

No. Item Description

Quantity

15
1,820
360
18
Item

No
m
m
No

55,000.00
125.00
350.00
5,500.00

825,000.00
227,500.00
126,000.00
99,000.00
250,000.00

Item

250,000.00

7 Telstra cables

Item

75,000.00

8 Signalling Subcontractor

Item

10,000,000.00

Railcorp Building Requirements


1 General Ammenities building
2 Depot buildings
3 General buildings (Allowance)

600 m2
150 m2
300 m2

Total Cost
Total Cost

11,852,500

sc12635
PRINTED 4 JUN 2010 12:07pm

PRINTED 4 JUN 2010 12:07pm

Total Cost

Rate

G BUILDINGS

6 Communications

sc12635

Unit

Page BSS/4

Rider Levett Bucknall

INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

2,500.00
2,200.00
2,200.00

1,500,000.00
330,000.00
660,000.00

2,490,000

Page BSS/4

Rider Levett Bucknall

163
WICKHAM - Cabinet in Confidence

WICKHAM - Cabinet in Confidence

TOTAL

Trade Breakdown

Quantity

Unit

Total Cost

Rate

H SUBSTATION
1 Allow to decomission and demolish the existing

SUMMARY

GFA: Gross Floor Area


Rates current at September 2010

GFA: Gross Floor Area


Rates current at June 2010
No. Item Description

COST

Level

Zone

WICKHAM STATION

GFA
m2

Cost
/m2

Total Cost

$ 15,506,415.07

325,000.00

Item

Substation
2 New substation building including underground cable

1,250 m2

3,750.00

4,687,500.00

tunnels and service yard


3 New substation fit out (Allowance)

6,000,000.00

Item

$ 15,506,415.07
$

Net Cost

15,506,415.07

Margin & Adjustments


OVERHEADS & MARGIN
PROJECT MANAGEMENT COSTS
RISK ALLOWANCE CONTINGENCY
ESCALATION - to end December 2010

Total Cost
sc12635
PRINTED 4 JUN 2010 12:07pm

18%
5%
30%
1.7%

11,012,500

2,791,154.71
914,878.49
5,763,734.48
437,083.20

Rounding

Page BSS/4

Total Cost

Rider Levett Bucknall


sc12635
PRINTED 8 SEP 2010 03:07pm

25,413,266

Page BSS/1

Rider Levett Bucknall

WICKHAM STATION

164
WICKHAM - Cabinet in Confidence

WICKHAM - Cabinet in Confidence


BASIS OF ESTIMATE

Trade Breakdown

This Initial Order of Cost Estimate provides an indication of costs for the proposed works for the relocation of the
Wickham Station and trackworks between Broadmeadow and Wickham. The estimate is intended as a guide only and
has been based on concept stage documentation. Please refer to the detail descriptions included to ascertain a broad
scope.

No. Item Description

Quantity

Unit

Total Cost

Rate

A WICKHAM STATION

The costs in this estimate are current as at September 2010

APPENDIX E

GFA: Gross Floor Area


Rates current at September 2010

The estimate is based on the reference design documentation as provided by AECOM

The general scope of work comprises the construction of the new Wickham Station
Notes and Assumptions used in the preparation of the estimate:
Allowances are based on limited information. These allowances are subject to review upon receipt of further developed
design information.
The estimate does not include any allowance for railway infrastructure beyond that noted or rolling stock.
No allowance has been made for indirect costs, that is RailCorp, TIDC and T&I costs.
Where cost associated for land acquisition have been included these are indicative only and as such must be verified
by a registered valuer.
Site infrastructure services upgrades including services supply mains and drainage are excluded.

Concrete - allowance for build up form and place concrete


works for new Station structure, staircases, walkways and the
like

Masonry - concrete and or brick/blockwork walling to form


external structure.

Structural Steel - building and roof framing including truss


work, canopy framing, wall framing and composite items

Metalwork - including raised flooring, roof metalwork to main


Station and canopy, entry fencing, gates and the like

Windows Screens and Doors - allowance for all external


facing window systems, counter and entry systems

Acoustic screening to the boundary with residential areas is excluded subject to further information.
We have included for perimeter fencing as noted.
Specialist equipment including audiovisual equipment to the control room is excluded from the estimate.
No cost allowances are included for building outside the boundary of the site.
External landscaping requirements are based on an assumed scope of works. We have included allowances for
vegetation, turf, paths, planter walls, furniture, artworks, etc.

Wickham Station
Ground Works - including sundry demolition excavation,
retaining and filling to form new work platform

Cladding - external wall cladding fixed to framing


8 Metal Deck Roofing - including sheet roofing to platform
canopy and Station and concourse areas as indicated

Item

502,484

Item

3,071,133

Item

221,332

Item

1,910,635

Item

681,942

Item
Item

294,312
378,059

Item

1,623,501

Partitions - allowance for internal partitions and doors to form


layout as indicated

Item

29,910

10

Ceilings - where internal ceilings are required to form office


spaces and general public areas in lining, metalwork or timber
as indicated

Item

708,263

. Railway rolling stock


. Site infrastructure services upgrades

11

Paving - as necessary paved or finished surfaces to main


Station and platform areas

. Specialist equipment and audio visual to the incident response areas

12

Item
Item

1,018,128
31,106

ITEMS SPECIFICALLY EXCLUDED


In compiling this Initial Order of Cost Estimate, no allowance has been made for the following cost items. Allowances
for these items should be added as appropriate to establish the total project cost. If requested, we can provide
assistance to assess these allowances.

Tiling - inclusive of wall and floor tiling to wet areas


13 Floor Finishes - internal floor finishes to back of house, office
areas - linoleum or carpet

. High voltage installation and equipment to the substation building


. Buildings outside the boundary
. Any future building extensions
. Hydrostatic ground structures

Item

14,357

14

Painting - allow for paint finish both internally and externally as


noted

Item

203,386

15

Graphics - allowance for internal signage, inclusive of


directional, tactile and information signage

Item

72,980

16

Furniture and Fitments - allow for complete fitout as noted


including ticket counters, turnstiles, equipment , shelving, wet
area fitout and loose furniture

17

Communication - installation
Security - installation
Fire Protection - installation
Electrical - installation
Mechanical - installation
Special Services - installation
Builders Work - allow for BW in connection with service
installations

Item
Item
Item
Item
Item
Item
Item

754,970
732,765
399,690
1,110,250
977,020
244,255.00

Item

169,412.00

. Controls for automated areas


.
.
.
.
.
.
.
.
.
.
.
.

Land and legal costs


Site investigation and test bores
Staging/Phasing costs
Environmental impact study costs
Transport Infrastructure levies
Controls for automated areas
Provision of overhead footbridges
Indirect costs identified by RailCorp, TIDC or T&I
Possession works and Comissioning
Cost increases beyond December 2010
Finance costs and interest charges
Goods and Services Tax

18
19
20
21
22
23

Total Cost

Rider Levett Bucknall

sc12635

356,524

15,506,415

Page BSS/2

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INVESTIGATION INTO THE FEASIBILITY AND COST ESTIMATE OF TERMINATING THE NEWCASTLE LINE AT WICKHAM

Rider Levett Bucknall

165

Terminating the Newcastle Line at Wickham


Preliminary Estimate
Rider Levett Bucknall Direct Costs & Contingency Allowance Provided by RailCorp
(Revision 7)
Item

The cost estimate, derived by TCA by applying their standard


multiplier and unit rates to the RLB estimate of construction costs,
is included opposite.

Item Description

Subtotal

To tal ( $ )

1.0
1.1
1.2
1.3
1.4

P rogram Outline
Estimate Base Date: Jul-10
Commencement Date: Oct-10
Completion Date:
Oct-14
Proposed delivery Method: Design & Construct (D&C); brownfield enabling/commissioning with 6 month greenfield construction period 2013/2014

2.0
2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
2.9

2.10
2.11
2.12
2.13
2.14
2.15
2.16

Project Delivery C osts


Survey / Geotech / Technical Studies
Concept Design
Detailed Design
Delivery Strategy & Procurement
Environmental Approvals & Environmental Site Monitoring
Communications & Stakeholder Engagement
Property Acquisition & Remediation
Cost Planner/Commercial/Legal
Construction Contract(s)
- Direct Costs : Railway Infrastructure
- Direct Costs : New Wickham Station
- Direct Costs : Wickham Bus Interchange and Multistorey Carpark
- Indirect Costs
Contract Administration/Project Management/Risk Management
Project Insurances
Compliance Auditing (Safety/Env/Quality)
Commissioning / Operational Readiness
Site Safety surveillance & safeworking
Worksite Protection
SUBTOTAL PROJEC T DELIVERY C OSTS

3.0
3.1
3.2
3.3
3.4
3.5
3.6
3.7
3.8
3.9
3.10
3.11
3.12
3.13
3.14
3.15

Other Stak eholder C osts


RailC orp Costs
Possession and Bussing Costs
Design Review
Site Services Searches
Vesting/Handover
Commissioning / Operational Readiness
Other
Project Management
SUBTOTAL RAILC ORP C OST
RTA C osts
Design Review
Project Management
Other
SUBTOTAL RTA C OSTS
SUBTOTAL OTHER STAKEHOLDER C OSTS

4.0

SUBTOTAL PROGRAM OUTLINE, PROJEC T DELIVERY C OSTS AN D OTHER STAKEHOLDER C OSTS

5.0

C ontingency Allow ance

6.0

SUBTOTAL PROJ EC T DELIVERY C OSTS, OTHER STAKEHOLDER C OSTS and C ON TIN GEN C Y ALLOW AN C E

7.0

Escalation

8.0

SUBTOTAL PROJ EC T DELIVERY , STAKEHOLDER, C ON TIN GEN C Y ALLOW AN C E AN D ESCALATION

9.0

TC A C orporate Adm inistration : co rporate service s, finance , assurance , safety, etc

10.0

Notes:
1.
2.
3.
4.
5.

Included (2.2)
4,691,538
Included (2.9)
Included (2.10)
2,814,923
1,125,969
Excluded
Included (2.10)
117,173,166
55,507,625
15,506,415
Excluded
46,159,126

TOTAL

9,383,076
1,876,615
Included (2.10)
Included (2.10)
Included (2.10)
Included (2.9)
1 3 7 ,0 6 5 ,2 8 7

8,000,000
Included (3.8)
Included (3.8)
Included (3.8)
Included (3.8)
Excluded
4,691,538
1 2 ,6 9 1 ,5 3 8
Excluded
Excluded
Excluded
1 2 ,6 9 1 ,5 3 8
1 4 9 ,7 5 6 ,8 2 5
40%

5 9 ,9 0 2 ,7 3 0
2 0 9 ,6 5 9 ,5 5 5
2 9 ,0 9 1 ,1 5 9
2 3 8 ,7 5 0 ,7 1 4
1 1 ,9 3 7 ,5 3 6
2 5 0 ,6 8 8 ,2 4 9

RailCorp undertook assessment, and provided contingency allowance of 40%, for insertion in above cost model
RailCorp provided Rider Levett Bucknall Direct Costs for insertion in above cost model
Property acquisition and remediation have been excluded from this estimate revision
No provision has been made for planning approvals related to future development of the released rail corridor property
Wickham Bus Interchange and Multistorey Carpark have been excluded from this estimate revision

WICKHAM STATION

166

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

42835

32000

BUFFER STOP ZONE

CONCOURSE

42835

15555

RL +0.00 TRACK LEVEL

RL +0.60

3600

4450

7500

RL +1.23 PLATFORM HEIGHT

ENTRY GATES
1:100

3320

'INCLINED SLOPE'
1:40 MAX

10395
'WALKWAY'
1:34

6000
FOOTPATH
1:50

RL +0.45
RL +0.15

appendix
Financial Appraisal

168

appendix f

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

169

1. Background
1.1 Drivers for Change

Whilst this proposal is being driven by the HDC, developers and


some local interests in Newcastle, there are some benefits to
RailCorps rail operations. The drivers for change have therefore
been categorised in two groups: local planning / development
drivers, and rail operation drivers.

1.1.2 Rail operation drivers


Rail operation drivers for the termination of Newcastles rail link at
Wickham include:
Current Wickham Newcastle branch line has a relatively low
patronage, with 1,460 passengers using Newcastle and 790 using
Civic station on an average weekday in 2009 - a total of 2,250.
There is therefore no overwhelming passenger imperative to retain
the corridor.

1.1.1 Local planning / development drivers


Local planning / development drivers for the termination of
Newcastles rail link at Wickham include:

Removing the Wickham-Newcastle line would provide a minor


reduction in RailCorps overall maintenance obligations and
budget.

Perception by developers, some local residents and the HDC that


the current rail corridor has a negative impact on Newcastle, and
hinders progress towards an integrated CBD. These groups believe
that removal of the rail line would allow greater freedom of
movement, with associated increases in amenity, land values and
economic development.

Removal of the rail corridor would enable the three level crossings
along the corridor to be removed. Each of these are in the top
twenty of the highest-risk level crossings in NSW, and along with
the obvious safety benefits, this would also provide maintenance
and reduced noise benefits.

Removal of the rail line would enable improved multi-modal


(especially cycle and pedestrian) access across the current
corridor, improving accessibility and with associated economic
benefits.
Development and building can be closer to the existing corridor,
due to truncation of the rail line.
Improved urban realm of the existing corridor.

Commencing work on the Wickham termination may act as a


catalyst for other RailCorp operations improvements initiatives
to proceed; these could include:
Consolidating resources in a centralised stabling and
maintenance centre, which would provide some operational
and economy of scale benefits. These benefits would include
centralised accommodation and operation of diesel trains
(potentially), Electric Multiple Units (EMUs), security, crew,
stations and presentation services personnel.
Potentially consolidating the Endeavour Service Centre (ESC)
into the proposed new stabling yard at Hamilton Depot.
Potentially escalate the Signalling Renewal and Signal Box
Consolidation Program along the Newcastle to Broadmeadow
rail section.

1.2 Implications of Initiative not Proceeding

The core of the debate about the truncation of the Newcastle rail line
centers around whether this will have a positive or a negative impact
on Newcastle CBD and surrounds. It is possible that only by removing
the rail line will the accessibility of Newcastle CBD with the foreshore
occur, which in turn will facilitate continued developer investment in
the renewal of the city.
Were the initiative of terminating the rail line at Wickham not to
proceed, there are likely to be three potential scenarios, each of
which would have implications on RailCorp. These potential
scenarios have been developed during debate on the issue over
a number of previous years, and have been proposed in reports
produced over this time.
One or several of these may occur, each of which are outlined below,
along with their impact on RailCorp.

1.2.1 Scenario 1: No change


In this As-is scenario, the rail operation between Wickham and
Newcastle would continue as today. The impact on the Newcastle
CBD is that GPT may continue their withdrawal from Newcastle,
potentially limiting the development of Newcastle CBD. The impact
on RailCorp would be:
Other RailCorp projects, such as signalling upgrades, the
centralisation and consolidation of operations and the ESC may
not be able to use the Wickham project as a catalyst to proceed.
It should be noted that these initiatives can proceed independent of
the Wickham project, but Wickham may help initiate these projects.

wickham station

170

appendix F

1.2.2 Scenario 2: Alternative solutions to resolve connectivity


across the corridor are implemented (without a Wickham rail
overpass)
In this scenario, the current rail corridor may remain, but up to seven
additional pedestrian level crossings may be introduced to improve
cross-corridor movement of pedestrians and cyclists between
Newcastle CBD and the foreshore . The impact of this on RailCorp
would be:
Increased number of level crossings would present increased
safety risks in an area that already has 3 relatively high-risk level
crossings.
The relatively high number of level crossings may increase the
unsafe profile of the current rail section.
RailCorp may potentially need to contribute to the cost of
constructing the level crossings, estimated by the Save Our Rail
group to be $24.5m (2009 costs).
Potential disruption to rail services during the construction of the
level crossings.
Additional level crossings would present added maintenance costs
to RailCorp.
1.2.3 Scenario 3: Alternative solutions to resolve connectivity
across the corridor are implemented including Wickham rail
overpass
The Save Our Rail campaign have proposed a vertically graded
separation of road and rail, with an elevated rail section (or
overpass) being constructed starting approximately 1 km west of
Wickham station and proceeding through the station itself, returning
to ground level approximately 400m to the east of Wickham station.
The station itself would be elevated.

It is suggested that that raised rail viaduct would enable improved


pedestrian and vehicle north-south movement by allowing Railway
Street and Stewart Avenue to have unimpeded movement of
vehicles. There may also be up to 7 additional level crossings to the
East of the viaduct, allowing improved pedestrian crossing of the rail
line. The impact of this on RailCorp would be:
Potentially significant cost to build the raised rail viaduct.
The Save Our Rail campaign have estimated this at $41.5m
(2009 costs).
Potential disruption to rail services during the construction
of the rail viaduct

1.4 Strategic Alignment

The project will broadly result in two improvements that align with
RailCorps strategy. These are:
Rationalised infrastructure: through removal of the Newcastle
branch line and, with the project potentially acting as a catalyst for
additional infrastructure rationalisation initiatives, such as moving
towards a centralised stabling and maintenance facility and
consolidation of the Endeavour Service Centre (ESC).
Reduced maintenance costs: cost reductions will be delivered
through the closure of the Wickham-Newcastle line itself, along
with the closure of the Civic and Newcastle stations

Potential disruption to rail services during the construction


of the level crossings.
Increased number of level crossings would present increased
safety risks, and additional maintenance costs

1.3 Business Case Objectives

The objectives of this business case are to provide an assessment


of the impact on RailCorp of terminating the Newcastle line at
Wickham. This will include:
Financial and economic impacts of the proposal on RailCorp,
and a brief assessment of the wider financial and economic
impacts for Newcastle;
Assessment as to whether the proposal meets RailCorps
strategic objectives;
Identification of any safety and environmental issues;
Identification of key project risks and issues;
Outline of a high-level project timeline;
Outline of key stakeholders engaged in the project;
Identification of any next steps or further analysis required.

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

Is this Initiative included in the


Sponsors Group / Division Plan?
If No, explain why

No

This business case has been developed in response to the Hunter


Development Corporation report and recommendations. As such, this
business case is therefore responsive rather than a proactive initiative
and consequently is not in the Sponsors Group / Division Plan.

171

2. Financial Appraisal
2.1 Financial Analysis

The table below summarises the financial impact of the proposed


initiative. The capital costs include estimates for land acquisition,
Wickham car park and interchange and land remediation east of the
station.
Table 1: Cost Incurred for Feasibility Phase ($000s) (1)
Full Cost of all Options
(in nominal $$$s of the day (2))
Base Case
($000s)

Option 1
($000s)

Capital Investment

6,244

402,087

Capital Contingency

3,122

137,722

9,366

539,809

533

12,703

Total Capital Costs (3)


Project Operating Costs

(4)

Project Operating Contingency

Total Project Operating Costs

533

12,703

Total Project Budget (5)

9,900

552,512

Ongoing Operating Costs (6)

171,767

16,783

Total Financial Benefits

33,485

20,389

Full Cost NPV @ 10.21%

-44.144

-431,867

(3)

Note (1) amount incurred for the Feasibility Phase (against the Sponsors Brief). This is the
total of costs already spent plus costs forecast to be spent for the remainder of the Feasibility
phase. Note that for programs with more than one Business Case, this figure is only included in
the first of the Business Cases submitted (and the accompanying Financial Model as
applicable), unless the amount can be clearly attributed to a specific Business Case(s)
Note (2) dollars of the day are future costs that have been adjusted for inflation; all costs
are exclusive of GST, but exclude Feasibility Phase costs (approved in the Sponsors Brief)
Note (3) total of above amounts
Note (4) specific costs related to development and/or implementation of the project
solution, which will be funded from existing operational budgets, e.g. training
Note (5) total of Total Capital Costs and Total Project Operating Costs
Note (6) costs related to ongoing support/maintenance of the solution to be funded out
of Business Unit operating budgets (recurrent expenditure

2.2 Cost contingency

2.4 Assumptions

Table 2: % Contingency of Total Projects Costs (1)

Table 4: Assumptions

The table below summarises the cost contingencies allowed for in


the business case:

Justification (2)

Construction: 40%
Client costs: 40%
Land acquisition: 30%
Remediation: 30%
Interchange car parking: 30%

Note (1) this figure represents the total of contingency costs from the Project Cash-Flow
table above (Capital and Operating), shown as a percentage of Total Project Budget, as
calculated by the Business Case Financial Model, and shown in Part B of the Summary
Full Costs tab
Note (2) a justification for the contingency requested, including the approach taken to
formulation, assumptions and relationship to project risk

2.3 Sensitivity analysis

The table below is a summary of the sensitivity of the NPV to


changes in the NPV Discount Rate:
Table 3: Evaluation Analysis
NPV Discount Rate

Net present Value (NPV) ($000s)

7.12 percent

-461,891

10.21 percent

-431,867

13.3 percent

-405,108

The table below describes the assumptions used in the development


of the business case:

Assumptions
Discount rate 10.21%, sensitivity test at 4%, 10% and 13%
Start year 2010/2011 financial year
Appraisal period 30 years
Assumptions specific to Base Case:
Construction begins 2020 for one year
Base case is a do minimum scenario and assumes minor works
to improve safety at level crossings in Newcastle and provision of
additional pedestrian crossings across the rail line.
Assumptions specific to Option 1:
Construction begins 2011
Construction timeline 20 months.
Construction cost estimates prepared by Transport Construction
Authority but includes input prepared by RLB.
Land acquisition allowance based on AECOM research. This requires
validation by Certified Land Valuer as part of a detailed Business
Case.
Land value based on advertised sale price and sales records of
similar property
Demolition and land clearance: $35 per built sqm
Adminstration/ legal costs: 5% of land value
Lease disruption cost: 9% of land value i.e. 1 year lease
Stamp duty 5.3%
Operating costs include operation of Wickham Station at a cost of
$300,000 per annum at 2011 prices.
Financial benefits:
operation cost savings of operation and maintenance of Wickham,
Civic and Newcastle stations,
track and level crossings at Hamilton, Stewart Avenue and
Merewether Street
sale of land surplus to requirements in the vicinity of Wickham station
following completion of construction at $939/m2, based on value of
vacant land in the vicinity of Wickham, with 10% uplift for proximity to
new station and assuming 3% real estate agent fees.

wickham station

172

appendix F

3. Benefits Assessment
The removal of the Wickham Newcastle line will have a number of social, environmental and economic benefits. These are set out below.
Benefit

Beneficiary / -ies

Benefits timing

Amenity of greater movement around Newcastle

Newcastle citizens and visitors

Following closure of Wickham- Newcastle rail corridor and development of rail corridor to pedestrian-and cycle-facilities.

Improved urban realm

Newcastle citizens and visitors

Following closure of Wickham- Newcastle rail corridor and development of improved urban realm.

Follow-on social benefits of a redeveloped Newcastle CBD, such as


construction of social facilities.

Newcastle citizens and visitors

Following closure of Wickham- Newcastle rail corridor and further development of the Newcastle CBD.

Promotion of walking and cycling between Wickham and Newcastle,


and potentially more widely.

Former train passengers who switch to cycling


and walking.

Following closure of Wickham- Newcastle rail corridor.

Reduced noise, vibrations and air pollution. Improved visual impact


against existing rail corridor.

Newcastle residents and businesses located


near the existing rail corridor.

Following closure of Wickham- Newcastle rail corridor.

Possible follow-on noise, vibration and emission environmental


benefits at RailCorp sites that may be consolidated following the
Wickham truncation project such as the ESC.

Residents and businesses near the RailCorp


sites that may be consolidated e.g. ESC.

Following consolidation of RailCorps facilities that may occur using the Wickham project as a catalyst.

Reduced RailCorp asset maintenance cost, including stations.

RailCorp

Following closure of Wickham- Newcastle rail corridor. Potentially additional asset maintenance costs with further
consolidation of RailCorps operations e.g. ESC.

Reduced RailCorp operating cost, due to reduced rail kms travelled.

RailCorp

Following closure of Wickham- Newcastle rail corridor.

Sale of land in the vicinity of Wickham station

RailCorp

Completion of construction

Upgrades to Wickham, Civic and Newcastle stations would be


required within the next 10 years. Implementing the truncation of
the line at Wickham and closure of Civic and Newcastle stations
would allow RailCorp to avoid the cost of refurbishment.

RailCorp

Sale or disposal of Newcastle and Civic stations, and redevelopment of Wickham station, following closure of WickhamNewcastle rail corridor.

Opportunity for urban renewal and development of


Newcastle CBD, leading to a range of economic and
land value improvements.

General Property Trust: Newcastle developers


Newcastle City Council
NSW Government
Hunter Development Corporation
Other Newcastle CBD land holders
Current and future Newcastle CBD businesses
Potentially Newcastle residents and visitors

Following closure of Wickham- Newcastle rail corridor and further development of the Newcastle CBD.

Safety benefits of removing level crossings.

Pedestrians, cyclists and private vehicle owners Following closure of Wickham- Newcastle rail corridor and implementation of improved accessibility measures.

Private vehicle operating cost and journey time savings due to


improved accessibility and less stop-and-start movement.

Private vehicle owners

Following closure of Wickham- Newcastle rail corridor and implementation of improved accessibility measures.

Journey time savings for pedestrians and cyclists.

Pedestrians and cyclists

Following closure of Wickham- Newcastle rail corridor and implementation of improved accessibility measures.

Social

Environmental

Economic

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

173

In addition to the benefits listed above, there are a number of


dis-benefits inherent in the proposal. These are outlined below:

Dis-benefit
Increased journey time
for trips to / from
Newcastle city centre.
Reduced farebox
revenue from
passengers who would
board and alight at
Newcastle and Civic
stations.

People /
organisations
impacted
Passengers who
would formerly
use the Newcastle
or Civic stations.

RailCorp

Closure of the rail line


may increase the
number of people who
drive to Newcastle city
Newcastle
centre, increasing
congestion and resulting residents
in environmental
impacts, such as
increased greenhouse
gases.

Benefits timing
Following closure of
Wickham- Newcastle
rail corridor .

Following closure of
Wickham- Newcastle
rail corridor .

Following closure of
Wickham- Newcastle
rail corridor .

The tables of benefits and disbenefits above include both financial


and economic factors. The specific financial benefits that have been
assessed in this business case, along with KPIs are captured in the
table below.

Table 5: Benefits - Financial


Benefit Description
F1
Reduced asset maintenance cost
(stations)
F2
Reduced asset maintenance cost (track)
F3
Reduced asset maintenance cost (level
crossings)
F4 Reduced rolling stock operating
cost
F5 - Land sale revenue
F6 Farebox revenue

Measurement KPI
Total station operation cost
Total track operation cost
Total level crossing
maintenance cost
Total rolling stock operation
cost
m of land sold
Total revenue

Table 6: Benefits breakdown by financial year


Benefit Description
Full Benefits of the Recommended Option (in $$$s of the day)
(insert financial years
10/11
11/12
12/13
13/14
14/15
starting from the
($000s)
($000s)
($000s)
($000s)
($000s)
current year)

15/16
($000s)

Remaining
($000s)

Total
($000s)

F1 Reduced asset
maintenance cost
(stations)

615

630

646

662

679

21,813

25,742

F2 Reduced asset
maintenance cost (track)

800

820

841

862

883

29,294

33,501

F3 Reduced asset
maintenance cost
(level crossings)

31

32

33

34

34

1,140

1,304

F4 Reduced rolling
stock operating cost

2,256

2,313

2,370

2,430

2,490

82,578

94,437

F5 - Land sale revenue

19,686

19,686

F6 Farebox revenue

-706

-710

-713

-720

-723

-17,703

-21,269

Total Benefits

2,996

3,085

3,177

3,268

3,363

136,808

153,401

wickham station

174

appendix F

4. Safety

5. Key Risks

4.1 SCARD Level of Impact

Given the relatively significant impacts that a truncation of the rail


line may have to Newcastle, combined with the high-profile nature of
the initiative, there are clearly a number of risks associated with the
project. These are outlined in more detail below.

SCARD to be provided by RailCorp.

OH&S Act 2000 / OHS Regulation 2001


Is the initiative likely to involve workplace
changes (including changes to work
presmises, plant & equipment, substance or
processes) that may affect the health and
safety of employees, contractors or visitors to
the workplace?
If Yes, hazards must be identified, assessed
and controlled in consultation with
employees, and in accordance with SMS-06PR-0104 Workplace Risk Management.

4.3 Environment

Environment input to be provided by RailCorp.


4.3.1 Enviro-CARD Level of Impact
Enviro-CARD level of impact to be provided by RailCorp.

5.1 Strategic risks to RailCorp


Risk

Likelihood
(Low,
Medium,
High)

Impact
(Low,
Medium,
High)

Overall risk
rating
Mitigating Actions
(Low,
Medium,
High)

Were this project not to progress,


RailCorp may face higher costs to
implement any future (as yet
unknown) proposals for the line.
Such proposals may include highspeed rail proposals, or other plans
to reduce rails impact on connectivity
issues in Newcastle.

No

No specific mitigating actions, but this project should be


considered in the context of the risk of potentially higher
future costs.

5.2 Business and Project Risks


Risk

Likelihood
(Low,
Medium,
High)

Impact
(Low,
Medium,
High)

Developers GPT withdraw proposed


$600m investment.

Significant local objection to the


development, such as the Save Our
Rail campaign

Overall risk
rating
Mitigating Actions
(Low,
Medium,
High)
Progress assessment of the initiative as rapidly as possible,
H
to enable decisions to be made quickly and based on objective
analysis and insight into relevant issues.
M

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

Develop a position on both the HDC and SOR proposals, based


on a sound assessment of issues in order to address local concerns.

175

5.2.1 Safety Risks


Risk

Likelihood
(Low,
Medium,
High)

Impact
(Low,
Medium,
High)

Overall risk
rating (Low,
Medium,
High)

Mitigating Actions

Potential for some conflict between


pedestrians and cyclists both using the
green corridor (that will replace the existing
rail line).

To ensure the design of the green corridor takes


sufficient account of potential conflict between cyclists
and pedestrians.

Potential for increased risk of conflict between


pedestrians / cyclists using the green corridor
(that will replace the existing rail line) with cars
and other vehicles crossing the green
corridor.

To ensure the design of the green corridor takes


sufficient account of potential conflict between
pedestrians / cyclists and vehicles crossing the corridor.

Safety issues may arise during construction


work to truncate the line although these
would not be more significant than business
as usual.

Conduct construction work in line with RailCorps health


and safety policies.

An increased number of trains being stabled at


Hamilton may pose an increased health and
safety risk.

To follow RailCorps health and safety processes when


implementing any changes at the Hamilton facility.

5.2.2 Environmental Risks


Risk
No geotechnical surveys have been done
beneath the existing rail corridor. Transport
Construction Authority (TCA) have indicated
there may be some contamination, but have
not yet produced a report outlining this in
details.
There will be increased noise, light spill and
potentially other environmental factors from
increased stabling arrangements at Hamilton.

Likelihood
(Low,
Medium,
High)

Impact
(Low,
Medium,
High)

Risk rating
(Low,
Medium,
High)

Mitigating Actions

Continue to request geotechnical / contamination


reports from TCA.

Attempt to reduce light spill and noise impacts of


increased stabling at Hamilton during the initiatives
design and planning phase.

wickham station

176

appendix F

6. Project Timeline
An estimate of key project activity durations. This is still
a suggested timeline and is to be agreed by stakeholders
and those involved in delivering the Wickham project.
Milestone

Duration

End-of-Phase Assessment Feasibility

Complete

Business Case Development and Approval

6-8 months

Concept Design

8 months

Detailed Design

12 months

Construction Period

20 months

Project Handover

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

177

7. Stakeholders
7.1 Key impacted stakeholders

Impacted stakeholders to be developed in discussion with RailCorp


Stakeholders
Nature of Impact
Title, Group / Division and Name
Fix Our City (FOC), a business and developer
lobby group a business and developer lobby
Lobby group likely to continue to campaign for the removal of the rail line.
group who aim to have the HDC urban
renewal report implemented.
General Property Trust
Developers actively seek for the rail corridor to be removed. Were this to be achieved successfully, they are likely to continue to progress a c. $600m investment in Newcastle CBD.
Hunter Development Corporation
The regional development body, who would support the termination of the rail link.
Newcastle businesses
Likely to experience improved economic conditions due to better accessibility into Newcastle CBD. A number of businesses are actively lobbying for the removal of the rail link.
Some may experience increased journey time as a result of the removal of the rail line. A greater number may benefit from the improved accessibility and amenity of a pedestrianNewcastle residents
and cycle-friendly corridor, and associated development of Newcastle.
Potentially a negative impact on visitors who currently take the train to Newcastle station to visit attractions such as the beach and harbour (an estimated 15% of rail passengers ).
Newcastle visitors
Visitors would need to transfer to another mode at Wickham to reach the current Newcastle station.
Removal of the rail link would require rail-related engineering work and the construction of a new station. The changed rail configuration would also affect services and timetabling,
RailCorp
and have a benefit to operating and maintenance costs. There may be also be a budgetary impact for RailCorp, due to the significant cost to truncate the line.
Save Our Rail NSW Inc., a local Newcastle
Local lobby group opposed to the removal of the rail line. This stakeholder is likely to continue to campaign for the retention of the rail line, but with other amendments to improve
lobby group campaigning for the rail link to
accessibility to Newcastle CBD.
be retained
The RTA would be involved in reviewing and agreeing any amendments to the road layout, along with potential impacts on traffic movements. The most significant impacts would be
Roads and Traffic Authority, NSW (RTA)
at the proposed crossing points of the existing rail corridor and removal of level crossings. The RTA would also advise on potential conflicts between pedestrians and cyclists using
the green corridor and cars and other vehicles wishing to cross the corridor.
Newcastle Bus Operators
Closure of the Wickham Newcastle line would result in a general increase in bus patronage, as well as specific increases in journeys between the Newcastle CBD and Wickham.
The proposal to truncate the line at Wickham has attracted a great deal of local debate, that the council will need to input to, assess and manage. The council will also have to
Newcastle City Council
review and manage the impact of the project on specific council assets, such as footways and signage.
New South Wales Rail Transport Museum
The NSWRTM has organised for historic trains to visit Newcastle station. Were the truncation at Wickham project to proceed, this would not be possible.
(NSWRTM)
The ARHS encourages interest in Australias historical railways, and hold monthly meetings in Newcastle . As Newcastle station was opened in 1858, the ARHS may oppose any
Australian Railway Historical Society (ARHS)
potential closure.
The Hunter Valley Steamfest is based around Maitland Railway Station and is held annually, claiming to attract 70,000 visitors . The event has arranged excursions to Newcastle
Hunter Valley Steamfest Organisers
Railway station. Were the truncation at Wickham project to proceed, along with the sale or disposal of Newcastle station, this would not be possible.

wickham station

178

appendix F

7.2 Related and Dependent Projects

Other projects that may be related to dependent upon the Wickham


truncation initiative proceeding are:
Project
Signalling upgrades and
maintenance.
Rationalisation of engines,
track and yards in Newcastle.
Easy access program.

Re-sleepering project.

Likely Impact
Project may be included as part of
the Wickham truncation proposal.
Project may be included as part of
the Wickham truncation proposal.
Project may be included as part of
the Wickham truncation proposal.
This project will allow concrete
sleepers reclaimed during the
truncation of the line to be used
elsewhere in NSW.

1 Quoted in Newcastle - Towards a Sustainable and Vibrant City; A Proposal for CBD
Integration, Save Our Rail NSW Inc. December 2008
2

http://www.arhsnsw.com.au/about.htm

3 http://au.totaltravel.yahoo.com/listing/1054860/australia/nsw/huntervalley/
cessnock/maitland/hunter-valley-steamfest/

Investigation into the Feasibility and Cost Estimate of Terminating the Newcastle Line at Wickham

179

wickham station