Environmental Impact Statement Chapter 5.0 Project description

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5.0 Project description

This chapter provides a description of the Project, how it would operate and the urban design vision. The Project design presented in this chapter would be subject to ongoing development and the final design may vary from that presented in this chapter. A description of how the Project would be constructed is provided in Chapter 6 (Construction).

5.1 Overview

The Project would include the construction and operation (including maintenance) of the next stage of the Light Rail network, from the approved Light Rail Stage 2A (LRS2A) Commonwealth Park stop on Commonwealth Avenue, to a new terminus on Callam Street at Woden Town Centre (the Woden Interchange). The Project would be an extension of the existing Light Rail Stage 1 Gungahlin to City (LRS1) and the approved LRS2A.

A Commonwealth Joint Standing Committee (JSC) on the National Capital and External Territories inquiry into Commonwealth and Parliamentary approvals for Stage 2 of Canberra Light Rail was held in 2018 and 2019. The JSC Inquiry Report recommendations were agreed to, or agreed to in principle by the Australian Government. In response to the JSC recommendation that State Circle East had the in-principle support of the Commonwealth under the NCP, the ACT Government ultimately resolved to explore the preferred State Circle East alignment option through the EIS process, recognising that it provided a comprehensive pathway to understanding technical, environmental, and stakeholder issues. At the same time including an alternative alignment through the National Triangle and Barton meant that if the preferred option was not feasible, for whatever reason, the need to recommence the EIS process again with an alternative alignment would be avoided.

The following two alignment options are therefore being considered through the National Triangle and around Parliament House and are shown on Figure 5-1:

The State Circle East alignment option: from Commonwealth Avenue along State Circle to Adelaide Avenue
The National Triangle-Barton alignment option: from Commonwealth Avenue along King George Terrace, Macquarie Street, Bligh Street, National Circuit, and Sydney Avenue, before connecting with State Circle to Adelaide Avenue.

Only one of the two alignment options would be constructed. The selection of an alignment option for the Project (i.e. the National Triangle-Barton alignment option or the State Circle East alignment option) will consider factors including:

Place outcomes
Community and stakeholder feedback on the draft EIS
Potential environmental and social benefits and impacts.

The revised, final EIS will describe only one alignment option, and will identify potential environmental impacts and benefits of that option.

The Project would provide light rail on Commonwealth Avenue, State Circle or King George Terrace towards Sydney Avenue (depending on the alignment option selected) then along Adelaide Avenue, Yarra Glen, and Callam Street as shown on Figure 5-1.

Both alignment options would connect at the Commonwealth Park Stop (approved as part of LRS2A) and would include nine new light rail stops. These new light rail stops are described in Section 5.4.

The Project would also include adjustments to the existing stabling and maintenance depot in Mitchell (the Mitchell Depot site) to increase storage and maintenance space for additional light rail vehicles(LRVs). Ancillary infrastructure and equipment required to operate the light rail would also form part of the Project, such as three new traction power substations (TPSs) (described in 5.10.3) and signalling equipment.

The Project would be subject to ongoing design development, as is typical of major infrastructure projects. This EIS includes a reasonable level of conservatism in its approach to assessing environmental impacts to accommodate anticipated design evolution. Potential refinements to the Project design are discussed in Section 5.14.

5.1.1 Precincts

This EIS has adopted a precinct-based approach for the environmental assessment of construction and operational impacts. The precinct-based approach responds to the linear nature of the Project, and the unique character, environmental and stakeholder context of areas along the Project alignment. The Project has been divided into seven precincts, as well as the Mitchell Depot site.

The State Circle East alignment option would be located within the Commonwealth Avenue, Parliament House, Inner South, Yarra Glen, and Woden precincts. The National Triangle-Barton alignment option would also be located within these precincts, as well as the National Triangle and Barton precincts.

Each precinct is shown on Figure 5-1.

A summary of the key features of the Project within each precinct is provided in Table 5-1, and shown on Figure 5-2 to Figure 5-17. Proposed road network changes to accommodate the Project are also shown in further detail on Figure 5-38 to Figure 5-52 (refer to Section 5.9).

Table 5-1 Overview of Project features within each precinct
Description	Figure reference
Commonwealth Avenue precinct
The Commonwealth Avenue precinct comprises Commonwealth Avenue, extending from the Archbishop's House/Parkes Way in the north and ending just south of Coronation Drive in the south. For both alignment options the light rail would extend south from the approved LRS2A Commonwealth Park Stop, across Lake Burley Griffin and Flynn Drive via new light rail bridges. Within the Commonwealth Avenue precinct, light rail would be wire-free. State Circle East alignment option The light rail alignment would be located within the Commonwealth Avenue median within this precinct. It would include one light rail stop near Albert Hall, where a signalised pedestrian crossing would provide access to the stop from the verges. National Triangle-Barton alignment option The light rail alignment would transition from the median of Commonwealth Avenue to King George Terrace near the entrance to Hyatt Hotel Canberra. There would be no light rail stops within the Commonwealth Avenue Precinct for the National Triangle-Barton alignment option.	Key features of the Project within this precinct are shown on Figure 5-2 (features common to both alignment options); Figure 5-3 (State Circle East alignment option) and Figure 5-6 (National Triangle-Barton alignment option).
Parliament House precinct
The Parliament House precinct sits generally within the National Triangle. The northern extent of the precinct begins on Commonwealth Avenue, immediately south of the intersection with Coronation Drive and extends around Parliament House to a point on Adelaide Avenue near its intersection with National Circuit. Within the Parliament House precinct, the light rail would be wire-free. State Circle East alignment option On Commonwealth Avenue, the light rail would transition from the road corridor into a dedicated covered section about 125 m long. This covered section would allow the light rail to pass underneath southbound Commonwealth Avenue traffic lanes through to State Circle (refer to Section 5.7). The light rail alignment would transition from the covered section onto the median of State Circle and pass around the eastern side of Capital Hill and Parliament House. To the west of Melbourne Avenue it would transition at-grade from median running on State Circle to transition onto Adelaide Avenue via the landscaped annulus between State Circle and Capital Circle and a new light rail bridge over State Circle (refer to Section 5.5.2) . For the State Circle East alignment option there would be three stops located within the median of State Circle: the Kings Avenue Stop, located immediately to the south of Kings Avenue; the Sydney Avenue Stop, located immediately to the north of Sydney Avenue and the Melbourne Avenue Stop, located immediately to the east of Melbourne Avenue. National Triangle-Barton alignment option Within the Parliament House precinct the National Triangle-Barton alignment option would transition onto State Circle at its intersection with Sydney Avenue. Until its transition onto Adelaide Avenue, this alignment option would run within the road verge (referred to as inner running) of State Circle. As with the State Circle East alignment option, this option would transition onto Adelaide Avenue via the landscaped annulus between State Circle and Capital Circle and a new light rail bridge over State Circle. The National Triangle-Barton alignment option would include one stop within this precinct, the Melbourne Avenue Stop, located on the inner verge of State Circle immediately east of its intersection with Melbourne Avenue.	Key features of the Project within this precinct are shown on Figure 5-3 Figure 5-4, and Figure 5-5 for the State Circle East alignment option Figure 5-8, Figure 5-9, and Figure 5-10 for the National Triangle-Barton alignment option.
National Triangle precinct
This precinct is relevant to the National Triangle-Barton alignment option only. The National Triangle precinct encompasses the area generally between Commonwealth Avenue and Kings Avenue. Within the National Triangle precinct, the National Triangle-Barton alignment option would be located on King George Terrace and would be wire-free. There would be one light rail stop within this precinct (Treasury Stop), located at the intersection of King George Terrace and Langton Crescent.	Key features of the Project within this precinct are shown on Figure 5-6 and Figure 5-7.
Barton precinct
This precinct is relevant to the National Triangle-Barton alignment option only. As shown on Figure 5-1 and Figure 5-8, the Barton precinct encompasses the area generally between Kings Avenue and Sydney Avenue, extending along Sydney Avenue from National Circuit to its intersection with State Circle. The light rail alignment would follow Macquarie Street, Bligh Street, National Circuit, and Sydney Avenue before connecting with State Circle. The National Triangle-Barton alignment option would include two stops in this precinct: the Bligh Street Stop located at the eastern end of Bligh Street and the Sydney Avenue Stop located at the south-eastern end of Sydney Avenue. Within the Barton precinct, the light rail would be wire-free.	Key features of the Project within this precinct are shown on Figure 5-7 and Figure 5-8.
Inner South precinct
The Project design within this precinct would be consistent for both alignment options. The Inner South precinct comprises the extent of Adelaide Avenue generally between the intersection of Adelaide Avenue and National Circuit and the Adelaide Avenue/Cotter Road on- and off-ramps just south of Kent Street. The precinct would include a new light rail bridge between the existing Adelaide Avenue eastbound and westbound carriageways over Hopetoun Circuit. The precinct would also include two grade separated stops located in the median of Adelaide Avenue. The Hopetoun Circuit Stop would be located immediately to the west of Hopetoun Circuit, and the Kent Street Stop would be located immediately to the east of the Kent Street overbridge. At the Hopetoun Circuit Stop, the light rail would transition from wire-free running to use of over-head wiring. Over-head wiring would be adopted from this location through to the Woden Interchange. The precinct would also include a TPS (TPS 8), located off Guilfoyle Street within an existing grassed area.	Key features of the Project within this precinct are shown on Figure 5-10, Figure 5-11, and Figure 5-12.
Yarra Glen precinct
The Project design within this precinct would be consistent for both alignment options. The Yarra Glen precinct comprises the Yarra Glen road corridor from south of Kent Street to the southern side of the Yarra Glen roundabout. The light rail alignment would predominately be located within the Yarra Glen median. The Project would include the reconfiguration of the Yarra Glen roundabout into a new at-grade intersection of Yarra Glen with Yamba Drive and associated at-grade crossing of this new intersection by light rail. A new light rail bridge over Yarralumla Creek would be provided. The existing active travel link would be relocated to the eastern side of Yarralumla Creek, and the existing Melrose Drive road bridge over Yarralumla Creek would be removed. The precinct would include one grade separated stop, the Carruthers Street Stop, located immediately to the south of Carruthers Street. Within the Yarra Glen precinct, the light rail would include over-head wiring. The precinct would also include a TPS (TPS 9) located off Yarra Glen, adjacent to the active travel link at the south-west corner of the Deakin Ovals.	Key features of the Project within this precinct are shown on Figure 5-12, Figure 5-13, Figure 5-14, and Figure 5-15.
Woden precinct
The Project design within this precinct would be consistent for both alignment options. The Woden precinct extends from south of the Yarra Glen roundabout to around Neptune Street in Woden. From the southern extent of the Yarra Glen roundabout, the light rail alignment would continue south along the western side of Yarralumla Creek, across Launceston Street, along Callam Street, and terminating north of Bradley Street. The precinct would include two stops, the Phillip Oval Stop near Irving Street immediately north of Phillip Oval, and the Woden Interchange located on Callam Street between Bowes Street and Bradley Street. Within the Woden precinct, the light rail would include over-head wiring. The precinct would also include a TPS (TPS 10) in an existing carpark off Spoering Street near Phillip Oval.	Key features of the Project within this precinct are shown on Figure 5-15 and Figure 5-16.
Mitchell Depot site
The existing Mitchell Depot site is used as a stabling, operational control and maintenance area for the existing Light Rail network and would be expanded to cater for the additional storage, operations and maintenance requirements to support the Project.	Refer to Figure 5-17.

5.1.2 Key Project infrastructure

A summary of the Project's key infrastructure features is provided in Table 5-2.

Key features of the Project are shown on Figure 5-2 to Figure 5-17. Proposed road network changes to accommodate the Project are also shown in further detail on Figure 5-38 to Figure 5-52 (refer to Section 5.9).

Table 5-2 Key features of the Project
Project feature	Description
Project feature	State Circle East alignment option	National Triangle-Barton alignment option
Light rail track (Section 5.3)	A new light rail track around 9.5 kilometres (km) in length, connecting from the approved Commonwealth Park Stop (LRS2A), crossing over Lake Burley Griffin, travelling along the median of Commonwealth Avenue and passing on the eastern side of Parliament House in the median of State Circle.	A new light rail track around 10.5 km in length, connecting from the approved Commonwealth Park Stop (LRS2A), crossing over Lake Burley Griffin, leaving Commonwealth Avenue to travel east along King George Terrace, Macquarie Street, Bligh Street, National Circuit, Sydney Avenue and moving to inner running on State Circle.
Light rail track (Section 5.3)	From State Circle, both alignment options would transition onto Adelaide Avenue via the landscaped annulus between State Circle and Capital Circle before travelling along Adelaide Avenue and Yarra Glen, with a new terminus at Woden Town Centre (Woden Interchange).
Light rail stops (Section 5.4)	A total of nine new light rail stops and ancillary infrastructure.
Bridges (Section 5.5)	New light rail bridge structures: Between the existing Commonwealth Avenue road bridges over Lake Burley Griffin and separately over Flynn Drive Between the existing Adelaide Avenue northbound and southbound carriageways over State Circle and separately over Hopetoun Circuit Over Yarralumla Creek at the existing Melrose Drive/Yarra Glen/Yamba Drive interchange Removal of the existing Melrose Drive road bridge over Yarralumla Creek between Yamba Drive and Melrose Drive Removal of the existing pedestrian bridge across Yarralumla Creek north of Phillip Oval Modification (including widening) of the existing Melrose Drive road bridge over Yarralumla Creek New pedestrian and cyclist bridge structures over: Adelaide Avenue at Kent Street Yarra Glen at Carruthers Street Yarralumla Creek, north of the Phillip Oval Stop Yarralumla Creek main drain, to the east of Irving Street.
Covered section (Section 5.7)	A covered section about 125 m long where the light rail would pass beneath the southbound lanes of Commonwealth Avenue and transition onto the median of State Circle.	There would be no covered sections in the National Triangle-Barton alignment option.
Active travel arrangements (Section 5.8)	Reconfiguration, modification and/or replacement of existing active travel (walking, cycling and micromobility) infrastructure at various locations, and connection to existing active travel infrastructure within the Project area. New active travel arrangements would include four new pedestrian and cyclist bridges, shared paths to connect with the existing and/or planned active travel network, and bike/scooter parking at stops.
Landscaping and public domain works (Section 5.2)	Landscaping and public domain features along and around the Project alignment, as presented in the Public Domain Master Plan (refer to Appendix I).
Road network changes (Section 5.9)	Road network changes to accommodate the Project, including modifications to existing road carriageways and intersections, new intersection arrangements, changes to line markings and traffic signal phasing.
Road network changes (Section 5.9)	Realignment of the inner carriageway of State Circle into Capital Hill by up to around 20 metres (m) to accommodate the light rail median running arrangement, generally between Commonwealth Avenue and Adelaide Avenue Realignment into Capital Hill would be greater at intersections along State Circle to accommodate existing turning movements (by up to around 25 m at Canberra Avenue and by up to around 28 m near Melbourne Avenue).	Introduction of light rail infrastructure into Capital Hill by up to around 22 m to accommodate the inner running arrangement, generally between Sydney Avenue and Adelaide Avenue This would be greater at intersections along State Circle to accommodate the light rail infrastructure (by up to around 35 m at Sydney Avenue, by up to around 27 m at Canberra Avenue and by up to around 29 m near Melbourne Avenue).
Other facilities and infrastructure (Section 5.10)	Modified and additional drainage and stormwater management infrastructure to accommodate the Project Upgrade of the existing stabling depot and maintenance facility in Mitchell to accommodate additional LRVs, staff and storage Power supply, including TPSs, inground service routes, track infrastructure, signal/lighting, communications equipment and a combination of wire-free and over-head wiring Connection of new services (power and water supply) to light rail stops A variety of utility adjustments, subject to agreement with relevant utility authorities.
Operation and maintenance (Section 5.12)	Operation and maintenance of the Project, including operation, storage and maintenance of up to 12 additional LRVs on the Light Rail network.

Figure 5-2 Key features of the Project - Commonwealth Avenue precinct (both alignment options)

Figure 5-3 Key features of the Project - Commonwealth Avenue and Parliament House precincts (State Circle East alignment option)

Figure 5-4 Key features of the Project - Parliament House precinct (State Circle East alignment option)

Figure 5-5 Key features of the Project - Parliament House and Inner South precincts (State Circle East alignment option)

Figure 5-6 Key features of the Project - Commonwealth Avenue and National Triangle precincts (National Triangle-Barton alignment option)

Figure 5-7 Key features of the Project - National Triangle and Barton precincts (National Triangle-Barton alignment option)

Figure 5-8 Key features of the Project - Barton and Parliament House precincts (National Triangle-Barton alignment option)

Figure 5-10 Key features of the Project - Parliament House and Inner South precincts (National Triangle-Barton alignment options)

Figure 5-11 Key features of the Project - Inner South precinct (both alignment options)

Figure 5-12 Key features of the Project - Inner South and Yarra Glen precincts (both alignment options)

Figure 5-13 Key features of the Project - Yarra Glen precinct (both alignment options)

Figure 5-15 Key features of the Project - Yarra Glen and Woden precincts (both alignment options)

Figure 5-16 Key features of the Project - Woden precinct (both alignment options)

Figure 5-17 Key features of the Project - Mitchell Depot site (both alignment options)

5.2 Urban design approach

5.2.1 Key urban design drivers

Key urban design drivers have been identified for the Project to guide ongoing design and give effect to the Project's design vision. The key urban design drivers have been developed with reference to the Canberra: A Statement of Ambition 2016 (ACT Government, 2016) and the ACT Planning Strategy 2018 (ACT Government, 2018), with the aim to support the principles of sustainability, movement, place and landscape.

The key urban design drivers and corresponding objectives for each precinct are summarised in Table 5-3. They are described further in Appendix I (Public Domain Master Plan).

Table 5-3 Key urban design drivers
Design driver	Objective
Canberra's designed, historic urban landscape	Complement the national significance of Canberra's historic urban plan The design should complement the ACT's ambition to optimise main avenues for multi-modal use and integration, and: Reinforce the geometry and symbolism of Canberra's Central National Area Maintain the National Triangle that is formed by grand avenues leading to Capital Hill Include focused views along avenues and open vistas to the lake and distant hills.
Sense of place	Conserve and enhance the natural and planned landscape character of each precinct The Project should be designed to respond sensitively to the cultural, historic, and natural character of Canberra's landscape. A landscape-led approach to the design would reinforce the character in each distinct precinct within the light rail corridor.
Design with Country	Recognise Country and the connection Traditional Custodians have to place The Project should be developed to celebrate the rich heritage and living culture of Canberra. It should seek to incorporate First Nation's perspectives into design through engagement with traditional custodians in ways that can result in positive outcomes for Country, the land, built environment and community.
Natural systems	Protect and enhance natural systems Waterways that cross the Project should be sensitively managed through integration of water sensitive urban design principles. The Project should foster opportunities for biodiversity enhancement and increased tree canopy coverage.
Connecting people to places	Connect Canberrans to the places they live, work and play Light rail should connect people to neighbourhoods, schools, workplaces, and tourist destinations. Patterns of movement should be transformed by providing people with efficient and convenient access to precincts along the light rail corridor.
	Accessible and integrated Promote public transport use by enabling convenient multi-modal connections including walking, cycling, bus stops and other modes. Light rail stops should be accessible to all.
	Enhance cross-city connections The north-south light rail corridor should facilitate the establishment of cross-corridor links to local communities and improved city-wide connections.
	Connect Canberrans to the places they live, work and play Light rail should connect people to neighbourhoods, schools, workplaces, and tourist destinations. Patterns of movement should be transformed by providing people with efficient and convenient access to precincts along the corridor.
People first	Deliver comfortable, safe, and reliable public transport The safety and security, convenience, comfort, and passenger experience should be paramount in the planning, design and delivery of the Project. Light rail should provide public transport choice for Canberrans and a reliable passenger journey incorporating real time information and integrated ticketing systems.
Placemaking	Enhance local communities with complementary social infrastructure Light rail creates opportunities for urban renewal around stops and the broader corridor where appropriate. Increased patronage and activity around stops should support a mix of complementary uses and improve safety through passive surveillance and gender sensitive urban design. Public art should be included and informed by the landscape, heritage and the curated themes based on historical stories along the light rail corridor.
High quality urban design and innovation	Build beautiful, diverse, and layered places inspired by Country and precinct character High quality design and innovation is a key driver.The Project should consider high-quality, robust, and sustainable materials that are durable, low maintenance, and sensitively integrate into the surrounds. Well-designed stop canopies, street furniture, signage, lighting, and other urban elements define the system. These elements should guide intuitive wayfinding throughout corridor precincts and provide recognisable transport and urban infrastructure to enhance the public realm.
Economy and technology	Design for prosperity Light Rail to Woden should support key residential and employment hubs and provide opportunities for improved economic activity.
Economy and technology	Embrace technology and innovation Modernising the city's public transport system, the Project should embrace battery technology with wire-free running and green track. It should also consider emerging innovations in operations to enhance safety and improve the efficiency, sustainability, and performance of the system.
Safeguard	Inbuilt capacity for future generations The Project should be scalable to support the future urban densification of more homes, businesses and services along the corridor, and the expansion of light rail to other parts of the city. The Project should help maintain the city's liveability by enhancing public transport choice and access.
Legacy	Design to benefit Canberra's future generations Deliver a world-class integrated public transport system that benefits current and future Canberrans. The legacy of Light Rail to Woden would include improved accessibility, improved landscape, and pedestrian amenity, connected cycleways and increased tree canopy.

5.2.2 Public Domain Master Plan

A Public Domain Master Plan has been prepared to outline the urban design vision for the Project. It identifies requirements and design approaches to achieve this vision, and to guide the planning, design development and delivery of the Project. It introduces the Project's precinct-based approach for identifying and addressing the diverse urban and landscape characteristics within the Project area.

The Public Domain Master Plan describes landscaping and public domain features designed to be consistent with the outcomes detailed in the NCP, and the Territory Plan, including:

A landscape design-led approach to the Project that prioritises Canberra's landscape heritage, provides a positive landscape legacy where impacts are unavoidable, and meets the Project requirements
Natural, cultural and indigenous heritage values, that are protected and addressed in the public domain
Concept urban designs for the State Circle East and National Triangle-Barton alignment options
Project light rail alignment, stops, and their interactions with interfacing road corridors and land uses
Design and place opportunities for light rail integration within precincts
Movement functions around the light rail alignment and stops, considering all users (pedestrians, cyclists, transit users, and road traffic)
Light rail infrastructure that is well integrated within the existing public domain
Guidance for the future design development of the Project
The environmental and aesthetic objectives of the Project.

The Public Domain Master Plan is provided as Appendix I (Public Domain Master Plan). It may be subject to further review and refinement as part of the revised, final EIS.

5.2.3 Landscape strategy

A landscape strategy has been developed for the Project. It reflects Canberra's diverse range of landscape typologies which have been shaped by natural Country, the stewardship of the local Aboriginal peoples, the Griffin Plan and its legacy, the ongoing urban growth of the city, and its climate resilience.

The landscape strategy aims to fit the Project within the landscape typologies through which it would pass, minimising impacts to landscape character and views and celebrating the unique characteristics within each precinct. The strategy includes consideration of:

The more formal landscape typologies within the northern Project precincts of Commonwealth Avenue, National Triangle, and Barton
The more informal, 'natural' landscapes of the southern Project precincts of Inner South, Yarra Glen, and Woden
Parliament House precinct, which displays a more informal, 'natural' landscape than its surrounding suburbs, particularly reflected in the native woodland buffer that occupies the lower slopes of Capital Hill
Areas of ecological sensitivity, fauna habitats, threatened species and biodiversity
The overlay of Designing with Country, which would embed an understanding and sense of Country within the landscape design response
The health of trees and a consideration of vulnerability of species to climate change
The increased use of native and endemic trees and planting where appropriate.

The Project landscape strategy is further detailed in Appendix I (Public Domain Master Plan).

5.2.4 Biodiversity Sensitive Urban Design

Biodiversity Sensitive Urban Design (BSUD) is an approach that integrates biodiversity into urban planning and development, viewing biodiversity as an opportunity rather than a limitation. It aims to mitigate the negative impacts of urbanisation, such as habitat loss and fragmentation, while promoting positive human-nature interactions.

BSUD considerations for the Project have included:

Design development taking into account the need to protect the habitat for threatened fauna species, including the Golden Sun Moth (Synemon plana), Gang-gang Cockatoo (Callocephalon fimbriatum), and Superb Parrot (Polytelis swainsonii)
Revegetation on the inner verge of State Circle to support habitat and biodiversity
Increased tree density, creating a vegetated border adjacent the light rail corridor along Yarra Glen to reduce the risk of bird strike from low flying birds
New trees and planting at all light rail stops to connect people to nature
Increased tree and shrub planting from Yarra Glen, along Yarralumla Creek to Launceston Street to extend and connect natural areas
Consideration of native tree planting across the Project to increase habitat for biodiversity, including the threatened Gang-gang Cockatoo and Superb Parrot.

5.2.5 Designing with Country

The land upon which the Project would sit is Ngunnawal Country. Canberra, derived from the local Aboriginal word for 'meeting place', has been home to the first peoples, the Ngunnawal, Ngambri and Ngambri-Guumaal for around 20,000 years. Ngunnawal, Ngambri, and Ngambri-Guumaal people continue to live and travel through the Canberra region, preserving their culture by maintaining connections to land and through artistic expression.

Aboriginal community members have been engaged to identify ways to incorporate Country and culture into the Project and Designing with Country. The Designing with Country stakeholder engagement process has included:

Identifying traditional custodians, Representative Aboriginal Organisations (RAOs), and key organisations and broader community members, prioritising them according to seniority, cultural knowledge, and professional experience
Conducting a Walk on Country and inviting priority stakeholders to a one-on-one interview process
Gathering feedback and insights defining a site-specific Designing with Country Framework inclusive of key design principles.

Design themes and recommendations developed through this process are reflected in Appendix I (Public Domain Master Plan). The key design themes include:

Reflect Country through landscaping - designing landscapes with a deep respect for the natural, cultural and spiritual dimensions of Country
Journey through story telling - to use the Project as an opportunity for sharing stories as passengers are transported across Country
Evoking the senses - Creating a multi-sensory experience to connect to Country, fostering a sense of belonging, identity and cultural heritage
Incorporating language - opportunities include stop names, quick-response (QR) codes and signage to celebrate language in design.

Implementation of Designing with Country would occur over the next phase of design development, with continued community engagement and engagement of an Aboriginal design consultant to meaningfully consider key themes, an art strategy and socioeconomic recommendations within the design.

5.2.6 Gender sensitive urban design

To support the Project objective to enhance local communities with complementary social infrastructure, the Project has and would continue to consider gender sensitivity in design as a factor of overall customer experience, including safety and equitable access.

Gender sensitive urban design (GSUD) in the Project is guided by the GSUD Implementation Toolkit (ACT Government, 2021) and the Gender Sensitive Urban Design Framework (ACT Government, 2023) as well as a Project-specific design strategy.

GSUD recognises that people experience public spaces differently based on gender. GSUD seeks to empower the participation of everyone, particularly women, girls, and gender diverse people, in the use of public spaces, including public transport spaces. The application of design strategies which engage with the gendered experience of public space address themes including the enhancement of perceived safety and the promotion of inclusiveness, ensuring that public spaces are welcoming and accessible for all individuals.

While not all the experiences that contribute to how a person feels in a public space can be solved by design, a gender sensitive approach would seek to understand and embrace diversity and re-address inequalities in the design of the public realm to create more inclusive and equitable environments for everyone.

The Project has and would continue to include consideration of key GSUD elements within the context of public transport, including:

Lighting - associated with stops
Stop access - multiple points of access and good integration within their environs, including, where possible, catchment footpath upgrades
Service information displays - good navigation, regardless of available personal technology, good communications with passengers
Targeted consultation to inform the design approach, further supported by a women's safety audit.

Appendix I (Public Domain Master Plan) establishes the GSUD considerations to be applied across all precincts and to actively contribute to a more equitable and inclusive urban environment.

5.2.7 Connecting people to places

Connecting people to places by facilitating easy and effective transfer between different modes of transport, is a key driver for the Project. The Project would be designed to integrate with the broader transport network (including active travel networks and bus services) and would likely include the following features to allow passengers to change between transport modes:

Wayfinding signage to direct passengers between public transport services
Direct pathways to other public transport services and active travel routes
Free-standing passenger information displays
Bike/scooter parking at stops
Kiss and ride.

An interchange facility with bus services on Callam Street (Woden Interchange) is currently under construction and will include future proofing for a light rail terminus as part of those works. The Project would include modification to the Woden Interchange to facilitate light rail operations and the ability for passenger interchange to/from bus services.

5.3 Light rail trackform and corridor

This section describes the different types of trackform and corridor arrangements along the light rail alignment. Trackform for the State Circle East alignment option would be around 9.5 km long, and around 10.5 km long for the National Triangle-Barton alignment option.

5.3.1 Trackform

Trackforms and their indicative locations are described in the following sections. The location of different types of trackform along the light rail alignment would be subject to further design development, taking into account community and stakeholder feedback, value for money, support for heritage outcomes and environmental, sustainability and landscaping outcomes.

At road intersections and on bridges, trackform would be an embedded track design to meet requirements for vehicles moving across the tracks.

Embedded track

Embedded track is typically used in street environments where the light rail track is trafficable by both LRVs and road vehicles. The embedded tracks would be encapsulated within a concrete base with the surface finish integrated to complement the surrounding context, function, and use. Different types of surface finishes are being considered for embedded track sections of the Project, such as concrete, paving, asphalt (generally at road intersections), stabilised decomposed granite gravel or (non-permeable) bonded gravel, and stone unit pavers. The Project would likely implement a mix of different surface finish types taking into account maintenance requirements, cost, local landscape context, urban design outcomes, and safety.

Figure 5-2 to Figure 5-16 show the embedded track locations for each alignment option. An example of embedded tracks installed as part of LRS1 is shown on Figure 5-18.

Figure 5-18 Image showing embedded tracks installed as part of LRS1

Green track

Green track is a light rail feature that includes grass or vegetation between and along tracks. Green track generally involves placement of the track on a plinth or base with a suitable fastening system.

As part of LRS2A, green track has been approved on Commonwealth Avenue on the northern side of Lake Burley Griffin (refer to Figure 5-19).

Figure 5-19 Indicative visualisation of green track at approved Commonwealth Park Stop for LRS2A

For the Project, the locations of green track are shown on Figure 5-2 to Figure 5-16 and summarised in Table 5-4. Different types of green track are being investigated for the Project and would be confirmed through ongoing design development. The Project would consider use of a combination of the following types of green track:

Turf grass - which would comprise a monoculture turf grass with higher maintenance requirements compared to other green track options. An example of turf grass green track is shown on Figure 5-20
Mass planted - which would comprise a mix of low ground cover species and gravel mulch, with medium to high maintenance requirements. An example of mass planted green track is shown on Figure 5-21.

The final design, type, and extent of green track would be subject to ongoing design development in consultation with stakeholders and may vary from the example images shown (including due to grass species selection). Green track design would consider factors including cost and maintenance requirements, the local landscape context, water use and sustainability. As part of ongoing design development, it may be appropriate, based on further consultation and consideration of the sustainability, whole of life considerations and landscape context, for some areas of green track to be treated with a permeable gravel material (refer to discussion on other potential trackforms in the following sections).

Figure 5-20 Example of green track - turf grass, from the light rail green track prototype at the National Arboretum Canberra (September 2024)

Figure 5-21 Example of green track - planted, from the light rail green track prototype at the National Arboretum Canberra (May 2024)

Other potential trackform types

Other potential trackform types would be considered along sections of Adelaide Avenue and Yarra Glen to the intersection at Melrose and Yamba Drive. These alternative trackform types could consist of concrete sleepers sitting on ballast and a suitable capping layer, and would be used only in areas where light rail is in a median with sufficient separation from the road, and with no intersections.

The Project may also include limited sections of permeable (gravel) track. This would comprise non-irrigated gravel mulch that would cover the rail sleepers and would have low to medium maintenance requirements.

The use of alternative trackform types would be subject to further investigation and would consider factors such as urban design and place integration, value for money (considering both construction and operational maintenance costs), drainage, and sustainability outcomes.

5.3.2 Light rail corridor

The light rail corridor refers to the land and physical structures (e.g. track and light rail stops) on which LRVs would operate. For the majority of the Project, the light rail corridor would be located within existing road reserves, and separated from other vehicles by a kerb or other physical barrier. In this configuration, the tracks could be located either:

Within a median (referred to as 'median running'). An example of this is shown on Figure 5-22
Within the road verge (referred to as 'inner running'). An example of this is shown on Figure 5-23.

In both median and inner running arrangements, LRVs would generally not use the same road space as road vehicles, except at intersections where LRVs would cross the road carriageway via controlled traffic signals. Key exceptions to this are noted in Table 5-4. Pedestrians would be able to cross the tracks and road carriageway via traffic signals or other designated crossing points.

Figure 5-22 Indicative cross section of a median running arrangement, with an island platform (in the Parliament House precinct at the Sydney Avenue Stop)

Figure 5-23 Indicative cross section of an inner running arrangement (in the Parliament House precinct on State Circle near Melbourne Avenue)

There are some instances where the light rail corridor would be located outside of a road reserve:

In respect of both alignment options:
- A section of the light rail alignment between State Circle and Capital Circle, within the Parliament House precinct (refer to Figure 5-10 and Figure 5-24). This section of the light rail alignment is within land designated for roads, however is located physically away from road carriageways
- A section of the light rail alignment south of the Yarra Glen/Melrose Drive/Yamba Drive intersection to Launceston Street in the Woden precinct. This section is on Territory land where light rail is permissible in the Territory Plan (refer to Figure 5-15, Figure 5-16 and Figure 5-25).
For the National Triangle-Barton alignment option: A section of the light rail alignment between Commonwealth Avenue and Langton Crescent, connecting to the Treasury Stop (refer to Figure 5-6). This section would traverse the Commonwealth Avenue and National Triangle precincts.

Figure 5-24 Indicative cross section of the light rail alignment between State Circle and Capital Circle in the Parliament House precinct

Figure 5-25 Indicative cross section of the light rail alignment south of Melrose Drive to Launceston Street in the Woden precinct

5.3.3 Light rail trackform and corridor across precincts

A summary of the indicative light rail trackform types within each precinct, including the light rail corridor type is provided in Table 5-4 and shown on Figure 5-2 to Figure 5-16.

Table 5-4 Light rail track proposed within each precinct
Trackform	Light rail corridor type
Commonwealth Avenue precinct
Embedded track - on the new light rail bridges over Lake Burley Griffin and Flynn Drive Green track - all other sections of the light rail alignment in the precinct, north and south of Lake Burley Griffin.	Median running.
Parliament House precinct
State Circle East alignment option Embedded track - for the majority of the light rail alignment in the precinct, including Capital Hill Green track - a section of the light rail alignment between State Circle and Capital Circle, and on Adelaide Avenue within the precinct.	State Circle East alignment option Median running, with the exception of an inner running section where the light rail transitions from State Circle onto Adelaide Avenue via the landscaped annulus between State Circle and Capital Circle.
National Triangle-Barton alignment option Green track - road verge along State Circle, just west of the Sydney Avenue Stop, to Adelaide Avenue, and Capital Hill.	National Triangle-Barton alignment option Inner running.
National Triangle precinct (National Triangle-Barton alignment option only)
Green track - on King George Terrace, between Commonwealth Avenue and Parkes Place West; Parkes Place West and Parliament Square (west); Parliament Square (east) and Parkes Place East; and Walpole Crescent to Kings Avenue Embedded track - all other sections of the light rail alignment in the precinct.	Median running, with the exception of a section of the alignment between Commonwealth Avenue and Langton Crescent where the alignment is located away from the road reserve.
Barton precinct (National Triangle-Barton alignment option only)
Green track - on Sydney Avenue Embedded track - all other areas of the light rail alignment in the precinct.	Median running, with the exception of a controlled section of the alignment on Bligh Street between Macquarie Street and the Bligh Street Stop, where the alignment would also be used by road vehicles accessing No 6 National Circuit and No 4 Bligh Street.
Inner South precinct
Green track - from the northern extent of the precinct to Hopetoun Circuit Embedded track - south of Hopetoun Circuit Embedded track - light rail bridges over Hopetoun Circuit.	Median running.
Yarra Glen precinct
Embedded track.	Median running.
Woden precinct
Embedded track.	Median running, with the exception of the light rail alignment between the Yarra Glen/Melrose Drive/Yamba Drive intersection and Launceston Street which would be outside of the road reserve

5.4 Light rail stops

5.4.1 Stop locations and platform arrangements

Both alignment options would include nine new stops. Light rail stop locations are shown on Figure 5-2 to Figure 5-16. Stop platforms may either be a side platform arrangement (two platforms located either side of narrow tracks, refer to Figure 5-26), or an island platform arrangement (a single central platform between tracks, refer to Figure 5-27).

Further investigations into potential urban renewal opportunities are being carried out by others as part of development of the Southern Gateway Planning and Design Framework. This framework outlines the strategic directions for growth and development in the Inner South and Woden districts, including integrated land-use and transport outcomes in and around Yarra Glen and North Woden. To support planned land-use outcomes, the Project design does not preclude the introduction of a potential future stop within the Yarra Glen median near the Royal Australian Mint.

Figure 5-26 Example of a side platform arrangement at the existing Alinga Street Stop

Figure 5-27 Example of an island platform arrangement, at the existing Gungahlin Place Stop

Platform dimensions for light rail stops have been informed by anticipated customer requirements, existing infrastructure and space constraints, platform typology and integration with other Project infrastructure (e.g. bridges). Stop platforms would generally range from 33 to 45 m long, with space proofing at shorter platforms (33 m) to allow for potential future expansion to 45 m if required in the future. Table 5-5 summarises the indicative stop platform arrangements and dimensions for the Project.

Table 5-5 Stop locations and platform arrangements
Stop name	Alignment option	Location	Indicative platform arrangements (at commencement of operation)
Stop name	Alignment option	Location	Type	Length (m)	Width (m)
Commonwealth Avenue precinct
Albert Hall	State Circle East alignment option only	In the median of Commonwealth Avenue, just north of Albert Hall.	Island platform	45	5.5
Parliament House precinct
Kings Avenue	State Circle East alignment option only	In the median of State Circle, south of the intersection with Kings Avenue, opposite to York Park.	Island platform	45	5.5
Sydney Avenue	State Circle East alignment option only	In the median of State Circle, north-east of the intersection with Sydney Avenue and State Circle.	Island platform	45	5.5
Melbourne Avenue	State Circle East alignment option only	In the median of State Circle, east of the intersection with Melbourne Avenue and State Circle (in the median).	Island platform	45	5.5
Melbourne Avenue	National Triangle-Barton alignment option only	In the inner verge of State Circle, east of the intersection with Melbourne Avenue and State Circle (in the inner verge).	Side platforms	45	4.5
National Triangle precinct
Treasury	National Triangle-Barton alignment option only	On King George Terrace at the intersection with Langton Crescent.	Side platforms	45	4.0
Barton precinct
Bligh Street	National Triangle-Barton alignment option only	On the western end of Bligh Street, close to the intersection with National Circuit.	Side platforms	45	3.5
Sydney Avenue	National Triangle-Barton alignment option only	In the median of Sydney Avenue, between Windsor Walk and National Circuit.	Side platforms	45	4.0
Inner South precinct
Hopetoun Circuit	Both alignment options	In the median of Adelaide Avenue, immediately west of Hopetoun Circuit.	Island platform (grade-separated)	33	6.0
Kent Street	Both alignment options	In the median of Adelaide Avenue, east of Kent Street overpass bridge.	Island platform (grade-separated)	33	8.0
Yarra Glen precinct
Carruthers Street	Both alignment options	In the median of Yarra Glen, south of the Carruthers Street overpass bridge.	Island platform (grade-separated)	33	8.0
Woden precinct
Phillip Oval	Both alignment options	North of Phillip Oval, near Irving Street on western side of Yarralumla Creek.	Side platforms	45	4.0
Woden Interchange	Both alignment options	On Callam Street, north of the intersection with Bradley Street.	Side platforms	45	4.0

The Hopetoun Circuit Stop and Kent Street Stop on Adelaide Avenue, and Carruthers Street Stop on Yarra Glen would be grade-separated due to the difference in level between the light rail alignment and the parallel road network. Indicative visualisations of these grade-separated stops at Kent Street and at Hopetoun Circuit are provided on Figure 5-28 and Figure 5-29, respectively.

Figure 5-28 Visualisation of the grade-separated stop below Kent Street in the Inner South precinct

Figure 5-29 Visualisation of the grade-separated stop at Hopetoun Circuit in the Inner South precinct

Consultation with key stakeholders and the community, including the established Community Reference Group for the Project, would continue as part of ongoing optimisation of stop design. This process would include consideration of designs that provide attractive, safe and efficient stops and best meet the urban design drivers for the Project (refer to Section 5.2).

The design of the Phillip Oval Stop would be subject to further investigation to improve resilience to potential flooding along Yarralumla Creek. This may include adjustments in the location and height of infrastructure at or near this stop.

5.4.2 Stop architecture

To maintain legibility and consistency with LRS1 and LRS2A, and to assist with intuitive wayfinding, the architectural design of the stops across all precincts would be generally consistent with the existing LRS1 stops, and approved LRS2A stops. In particular, the Albert Hall Stop (State Circle East alignment option) would be designed to maintain visual consistency with other approved LRS2A stops along Commonwealth Avenue. The Public Domain Master Plan (refer to Section 5.2.2 and Appendix I (Public Domain Master Plan)) identifies requirements and design principles for stop architecture which acknowledge the heritage landscape and values around stop locations.

5.4.3 Accessibility

Stops would be designed to meet Australian Standard AS1428: Design for access and mobility, and the requirements of Disability Standard Accessible Public Transport (DSAPT) issued under the Disability Discrimination Act 1992 (Cth) (DDA). Stops would include infrastructure for accessibility, including:

Passenger ramps and handrails
Seating at stops, including space provisions for wheelchairs in some areas
Facilities at grade-separated stops to assist with access to the platform such as lifts and stairs
Braille lettering and raised pictograms at stops, on information totem poles, and on every LRV door button
Pre-recorded public announcement messaging to assist hearing impaired passengers with information about the stop facilities
Hearing loops at each stop and on-board LRVs to assist those with hearing impairments
Accessibility symbols and tactile ground surface indicators on the ground of stop platforms for mobility aid users to assist with boarding.

Stops would be designed to be accessible from a suitable access point. Access to at-grade platforms would be from signalised crossings and ramps where necessary. Grade-separated stops would have lifts and stairs to allow access to the platform. Signalised pedestrian crossings would also be provided at stops with a side platform arrangement, to allow passengers to cross the tracks safely.

At some stops such as the Phillip Oval Stop and the Bligh Street Stop, platforms would be integrated into the surrounding footpath (i.e. designed at a similar level with visually similar materials to the surrounding footpath) to allow seamless access. This arrangement would be similar to the existing Gungahlin terminus, as shown on Figure 5-30.

Figure 5-30 Existing Gungahlin Place Stop where access has been integrated with the surrounding pedestrian zone

5.4.4 Safety and security

The Project design would incorporate measures to promote the safety of light rail passengers and staff. Crime prevention through environmental design (CPTED) principles and Gender Sensitive Urban Design (GSUD) initiatives (refer to Section 5.2) have been integrated into the design.

The Project would be designed, constructed and operated in accordance with the Rail Safety National Law. Safety features incorporated into the design would include:

Installation of closed-circuit television (CCTV)
Provision of clear signage and public address system to assist in an emergency
Designing stops with clear sight lines for passengers and staff for passive surveillance
Installation of lighting
Reinforcement of the light rail stop boundaries to separate the road reserve from stops where space allows using landscape design and other design features such as signalised crossings
Emergency help points located at every LRV door and at each stop
Potential use of bollards to delineate areas, the location and extent of which would be subject to ongoing design development
Dual access/egress to stops where possible as well as clearly marked exits.

The Project design has also been developed to be responsive to the security and access requirements for high security buildings, particularly around the Parliament House, National Triangle and Barton precincts. The Project concept design has been, and would continue to be developed in consultation with these stakeholders to manage potential conflicts with existing security requirements, and to avoid any increase in security and access risks.

Security is discussed further in the hazard and risk assessment in Section 11.13 of Chapter 11 (Project-wide issues).

5.4.5 Stop furniture and facilities

The design of stop furniture and facilities would be generally consistent with those provided for LRS1 and approved for LRS2A. Stop furniture and facilities would include canopies, windbreak screens, emergency help points, customer information points, seating, water fountains, and rubbish bins.

Other key furniture and facilities at stops would include access points, CCTV, lighting, canopies, furniture, signage, tactile ground surface indicators (TGSIs), radio masts, cabinets for signalling, bicycle parking and other customer facilities (e.g.passenger information display systems, hearing loops, and ticket machines).

Driver facilities would also be provided at the Woden Interchange and would be similar in nature to those provided at the Alinga Street Stop as part of LRS1.

5.4.6 Signage and wayfinding

The Project would incorporate a dedicated signage system that has been implemented as part of LRS1 and approved for LRS2A. Signage at stops would generally include stop names, wayfinding, warning signs, timetable information, and customer information points.

Signage and wayfinding would be designed to be intuitive, clear, and consistent to enhance customer journeys. Urban design elements such as stop canopies, street furniture and lighting would support intuitive wayfinding for customers within all precincts.

Operational signage would also be in use by the light rail operator and drivers, such as light rail speed limit signage.

5.5 Bridges

The Project would require the construction of new light rail and pedestrian and cyclist bridges, and the removal and modification of existing road vehicle and pedestrian and cyclist bridges.

New light rail bridges would facilitate grade separated travel along the light rail alignment and would allow connection to each light rail stop. New pedestrian and cyclist bridges would be required to connect to existing and new active travel arrangements. Active travel arrangements for the Project are described further in Section 5.8.

The following existing bridges would be removed as part of the Project:

Road bridge over Yarralumla Creek between Yamba Drive and Melrose Drive
Pedestrian bridge across Yarralumla Creek north of Phillip Oval.

New and modified bridges (including light rail, pedestrian and cyclist, and road vehicle bridges) required as part of the Project are summarised in Table 5-6. Each bridge identified in Table 5-6 would be required for both alignment options.

Table 5-6 New and modified bridges
Location / details of bridge	Approximate length (metres)
Commonwealth Avenue precinct
New light rail bridge over Lake Burley Griffin between the existing Commonwealth Avenue northbound and southbound road bridges. The light rail bridge would allow for northbound and southbound direction travel.	330
New light rail bridge over Flynn Drive between the existing Commonwealth Avenue road bridges.	65
Parliament House precinct
New light rail bridge over State Circle between the existing Adelaide Avenue northbound and southbound carriageways. The light rail bridge would allow for northbound and southbound direction travel.	65
Inner South precinct
New light rail bridges over Hopetoun Circuit between the existing Adelaide Avenue road bridges.	55
New pedestrian and cyclist bridge parallel to the existing Kent Street bridge over Adelaide Avenue.	60
Yarra Glen precinct
New pedestrian and cyclist bridge parallel to the existing Carruthers Street bridges over Yarra Glen.	70
Modification (including widening) of the existing Melrose Drive road bridge over Yarralumla Creek.	20
New light rail bridge over Yarralumla Creek, immediately south of the new intersection at the Yarra Glen/Melrose Drive/Yamba Drive interchange. To the south of the intersection, a new light rail (only) bridge would be provided to allow the light rail alignment to pass from the eastern to the western side of Yarralumla Creek. The light rail bridge would allow for northbound and southbound direction travel.	50
Woden precinct
New pedestrian and cyclist bridge over Yarralumla Creek to the east of Ivy Apartments to connect the new active travel link (on the eastern side of Yarralumla Creek) with the Phillip Oval Stop	20
New pedestrian and cyclist bridge on the eastern side of Yarralumla Creek crossing over the Yarralumla Creek Main Drain to connect the active travel link through to Canberra College and Launceston Street	20

5.5.1 Commonwealth Avenue light rail bridges

Two light rail bridges would be provided between the existing Commonwealth Avenue road bridges over Lake Burley Griffin, and Flynn Drive. These two bridges have been and would continue to be designed in line with the following principles:

Be of equal quality to that of the existing road bridges
Have the same column spacing as the existing road bridges
Not reduce existing lake to underside of bridge clearance distances
Be slimmer than the existing bridges so as not to visually impact the existing road bridges
Have no impact on the structural soundness of the existing road bridges.

Figure 5-31 and Figure 5-32 provide indicative visualisations showing the light rail bridges over Lake Burley Griffin and Flynn Drive, respectively. The location of the bridges is shown on Figure 5-2.

Figure 5-31 Indicative visualisation of light rail bridge between the existing Commonwealth Avenue road bridges over Lake Burley Griffin in the Commonwealth Avenue precinct

Figure 5-32 Indicative visualisation of light rail bridge between the existing Commonwealth Avenue road bridges over Flynn Drive in the Commonwealth Avenue precinct

5.5.2 Adelaide Avenue light rail bridge over State Circle

The light rail alignment would transition from State Circle onto Adelaide Avenue via the landscaped annulus between State Circle and Capital Circle, an at-grade intersection with Capital Circle, and a light rail bridge over State Circle between the existing Adelaide Avenue road bridges. An indicative visualisation is provided on Figure 5-33, and the location of the light rail bridge is shown on Figure 5-5 and Figure 5-10.

Figure 5-33 Indicative visualisation of the light rail bridge over State Circle - Parliament House and Inner South precincts

5.5.3 Twin light rail bridges over Hopetoun Circuit

Twin bridges would be provided over Hopetoun Circuit for the northbound and southbound light rail tracks. The location of these bridges is shown on Figure 5-11, with an indicative visualisation of the bridges provided on Figure 5-34.

Figure 5-34 Indicative visualisation of the light rail bridges over Hopetoun Circuit - Inner South precinct

5.6 Melrose Drive and Yamba Drive intersection and light rail bridge

The Melrose Drive and Yamba Drive roundabout would be removed and replaced with a new signalised high capacity intersection. The new intersection would allow for light rail movement, improved traffic flow, and would include the following key infrastructure:

A new light rail bridge over Yarralumla Creek
Modification to the existing Melrose Drive road bridge over Yarralumla Creek to accommodate the southbound carriageway comprising two through traffic lanes
Removal of the existing road connection from Yamba Drive to Melrose Drive, including the removal of the existing road bridge
Removal of existing pedestrian and cyclist bridge over Yarralumla Creek, and construction of new pedestrian and cyclist bridge further south
Relocation of the existing active travel link to the eastern side of Yarralumla Creek.

Melrose Drive and Yamba Drive intersection locality is identified as a 'change area' in the District Strategies and is the subject of ongoing strategic planning investigations as part of the Southern Gateway Planning and Design Framework. Noting the ongoing planning work, an indicative visualisation of the intersection and light rail bridge is provided on Figure 5-35. Its location is shown on Figure 5-15.

Figure 5-35 Indicative visualisation of the new Melrose/Yamba Drive intersection and light rail bridge over Yarralumla Creek - Yarra Glen and Woden precincts

5.7 Covered section between Commonwealth Avenue and State Circle

For the State Circle East alignment option, the light rail alignment would travel along the Commonwealth Avenue median and transition under the southbound carriageway of Commonwealth Avenue to emerge on State Circle via a covered section around 125 m long. The covered section would not be accessible to road vehicles, pedestrians or other active travel users.

This covered section would allow the light rail alignment to transition from Commonwealth Avenue to State Circle without disrupting traffic. It would also minimise visual impacts relative to at-grade or overpass alternatives. Indicative visualisations of this covered section are provided on Figure 5-36 and Figure 5-37. The location of the covered section is shown on Figure 5-3.

LRVs would enter and exit the covered section from an opening in the median of Commonwealth Avenue, south of the Coronation Drive and Queen Victoria Terrace intersection with Commonwealth Avenue (shown on Figure 5-36), and an opening on the north side of State Circle, east of Commonwealth Avenue (shown on Figure 5-37).

Services such as fire and life safety equipment, lighting, cables, CCTV, signage and infrastructure to support light rail operations would be provided for the covered section.

To manage potential surface water and groundwater entry, the covered section may include drainage and water management infrastructure such as a wet well, in-built subsoil drainage, recessed pumps, a valve pit and rising main, and water treatment equipment.

Opportunities to minimise the complexity of the design of the covered section, including potential at-grade options, would be subject to further investigations and consultation with key stakeholders. Any alternative solution would balance factors including traffic and road network performance, urban design and visual impacts, and heritage considerations.

Figure 5-36 Indicative visualisation of covered section looking south from Commonwealth Avenue toward State Circle - Parliament House precinct

Figure 5-37 Indicative visualisation of covered section merging onto State Circle - Parliament House precinct

5.8 Active travel arrangements

Active travel arrangements for the Project, such as access to light rail stops and long-term transport and land use integration, have been considered in relation to the existing cycling and pedestrian network and the Active Travel Plan 2024-2030 (ACT Government, 2024).

For much of the Project, the existing active travel arrangements would be retained. However, to promote more continuous active travel links through the area, new active travel infrastructure as part of the Project would include:

Four new pedestrian and cyclist bridges (as discussed in Table 5-6)
Shared paths to connect with the existing and/or planned active travel network
Bike/scooter parking at stops
Modifications to existing active travel pathways (such as on-road cycleways, off-road shared pathways and dedicated off-road cycleways) to integrate with the Project.

The National Triangle-Barton alignment option would include active travel links through the National Triangle and Barton precincts, enhancing access to national cultural institutions, commercial areas, hotels and government offices.

A summary of active travel arrangements provided by the Project in each precinct is provided in Table 5-7. There would be no change to active travel arrangements around the Mitchell Depot site.

Table 5-7 Active travel arrangements
Active travel arrangements
Commonwealth Avenue precinct
State Circle East alignment option only Other than adjustments to kerb lines at the Coronation Drive intersection area, existing active travel arrangements on Commonwealth Avenue (on road cycleways) would be retained and would remain unchanged. National Triangle-Barton alignment option only The existing Commonwealth Avenue southbound on-road cycle lane would be diverted to allow safe crossing of the track as it crosses from the Commonwealth Avenue median across the verge through the landscaped area and onto King George Terrace.
Parliament House precinct
State Circle East alignment option only There are no dedicated cycleways or on-street cycle markings on State Circle. These existing active travel arrangements on State Circle would remain unchanged, however a minor adjustment would be required to allow for safe crossing of the light rail alignment as it enters State Circle from the covered connection from Commonwealth Avenue. National Triangle-Barton alignment option only Existing active travel arrangements would remain unchanged.
National Triangle precinct
National Triangle-Barton alignment option only A shared path would be provided on the northern side of the light rail alignment between Commonwealth Avenue and Parkes Place West running parallel to the new Treasury Stop
Barton precinct
National Triangle-Barton alignment option only A shared path would be provided between Kings Avenue and Bligh Street on the eastern verge of Macquarie Street. Existing on-road dedicated cycle lanes on National Circuit would be replaced with a shared path between Bligh Street and Sydney Avenue on the western verge of National Circuit. Active travel arrangements would be provided to connect to and around the Bligh Street Stop and Sydney Avenue Stop and would include facilities for cyclist/scooter parking.
Inner South precinct
Both alignment options Existing on-road cycleways on Adelaide Avenue would be retained. Minor modifications to these cycleways would be required at the upgraded intersections located at the on- and off-ramps with Adelaide Avenue and Hopetoun Circuit. Bicycle parking and storage would be provided at the new public plaza on Hopetoun Circuit (proposed as part of the Project). A new pedestrian and cyclist bridge would provide pedestrian and cyclist connections at the Kent Street Stop (refer to Section 5.5). Stop access plazas would be provided at each end of the new bridge and would include bicycle parking and storage.
Yarra Glen precinct
Both alignment options Existing on road and off-road cycle paths would be retained. A new pedestrian and cyclist bridge would provide pedestrian and cyclist connections at the Carruthers Street Stop (refer to Section 5.5). Stop access plazas would be provided at each end of the new bridge and would include bicycle parking and storage. Existing active travel arrangements would be reconfigured and consolidated onto the eastern side of Yarralumla Creek.
Woden precinct
Both alignment options The light rail alignment and Phillip Oval Stop would be located on the western side of Yarralumla Creek. The existing active travel arrangements (shared path) on the western side of Yarralumla Creek would be consolidated onto the eastern side of the creek, as shown on Figure 5-16. A section of this new active travel path would be on an elevated structure, extending north and south around the Phillip Oval Stop area. This elevated path would provide connection to the following two pedestrian and cyclist bridges: Over the Yarralumla Creek, north of Phillip Oval Stop, to provide north-south access along the eastern side of Yarralumla Creek Over Yarralumla Creek to provide east-west access between Irving Street and Block 4, Section 79 in Woden. A ramp would provide connection from the eastern landing of this bridge to the Phillip Oval Stop. The existing pedestrian bridge across Yarralumla Creek north of Phillip Oval would be removed, and the existing pedestrian and cycle bridge over Yarralumla Creek north of Launceston Street would be retained.

The EIS considers the ACT Government's Active Travel Plan 2024-2030, which identifies a future walking and cycling network, including a more direct cycle route between the City and Woden within the Inner South precinct.

Investigations into the feasibility of an Adelaide Avenue and Yarra Glen cycleway have identified a potential alignment for a future shared path link along these road corridors. Some elements of this shared path will be progressed outside of this EIS process, as an allied or related project(s) with separate approvals. The Project has considered and would not preclude future development of cycling infrastructure along Adelaide Avenue and Yarra Glen. iCBR will continue to work with ACT Government stakeholders to coordinate active travel infrastructure along the corridor.

5.9 Road network changes

The Project would require consequential modifications to the surrounding road network, including changes to the physical configuration of the network and changes to posted speed limits.

5.9.1 Changes to the configuration of the road network

The Project would generally be delivered within existing roadways or road reserves. To facilitate this, changes to the existing road network would be necessary to accommodate the light rail tracks and stops. These road network changes would include road realignments and closures, adjustments to existing lanes, intersections and access arrangements, adjustments to property access, and some changes to speed limits. Key road network changes are summarised in Table 5-8 to Table 5-10 and shown on Figure 5-38 to Figure 5-52. There would be no road network changes around the Mitchell Depot site. Temporary changes to the road network during the construction of the Project are described in Section 6.7 of Chapter 6 (Construction).

The road network changes have been developed to safely and effectively integrate new light rail infrastructure and operations into the existing road network while also reducing impacts on existing trees, urban vistas and streetscapes. The Project design supports operational safety by including dedicated light rail running (avoiding areas where road vehicles and LRVs share road space), reduction of road vehicle speed limits on some roads, changes to intersection arrangements including changes to available turning movements, and additional pedestrian safety measures such as reduced speed limits, increased crossing times and/ or new or staged pedestrian crossings to support access to light rail stops.

For the National Triangle-Barton alignment option, road closures in the National Triangle and Barton precincts would be implemented to allow space for the light rail alignment. Closure of roads in these precincts has been adopted rather than widening or realigning roads to avoid and minimise impacts to the highly sensitive heritage landscape and individual heritage items such as Old Parliament House and the Kurrajong Hotel. Consequential changes to some site access arrangements in these precincts (including relocations and conversion to left-in, left-out arrangements) would also be made to minimise potential interactions between road traffic and LRVs.

Notwithstanding changes to the road network required to facilitate the Project, road users would continue to be able to access destinations in much the same way as is currently allowed for by the existing road network. There would be no change in access for those travelling to or between major centres. In some instances (predominantly for local access arrangements) block closures and median islands would result in minor changes to local access routes. Impacts of changes to the road network are assessed in Technical Report 1 - Traffic and transport, and traffic assessment sections in Part B (Environmental Impact Assessment).

Where the Project would result in changes to existing traffic arrangements, adjustments to or additional road signage and line marking would be required. Except for speed limit signs, road and light rail signage would be co-located where possible on multi-use poles. The location of light rail signage would be coordinated with traffic signal locations at intersections and would be located adjacent to the light rail track. The required clearance distance would be maintained to allow LRV movements within the light rail alignment.

In addition to the road network changes summarised in Table 5-8 to Table 5-10, adjustments along State Circle into Capital Hill would be required to accommodate light rail infrastructure, as described below.

For the State Circle East alignment option:

Realignment of the inner carriageway of State Circle into Capital Hill by up to around 20 m to accommodate the light rail median running arrangement, generally between Commonwealth Avenue and Adelaide Avenue
Realignment into Capital Hill would be greater at intersections along State Circle to accommodate existing turning movements (by up to around 25 m at Canberra Avenue and by up to around 28 m near Melbourne Avenue).

For the National Triangle-Barton alignment option:

Introduction of light rail infrastructure into Capital Hill by up to around 22 m to accommodate the inner running arrangement, generally between Sydney Avenue and Adelaide Avenue
This would be greater at intersections along State Circle to accommodate the light rail infrastructure (by up to around 35 m at Sydney Avenue, by up to around 27 m at Canberra Avenue and by up to around 29 m near Melbourne Avenue).

Further design development would also include consideration of opportunities and constraints associated with light rail running arrangements on State Circle, including an inner running arrangement for the State Circle East alignment option.

Table 5-8 Road network changes in Commonwealth Avenue and Parliament House precincts for the State Circle East alignment option
Location	Existing arrangements	Proposed arrangements
Commonwealth Avenue precinct - State Circle East alignment option
Intersection of Commonwealth Avenue and Albert Street (refer to Figure 5-38)	Existing conditions based on LRS2A design: Unsignalised left turn in and left turn out of Albert Street at Commonwealth Avenue southbound carriageway Unsignalised left turn into Albert Street at Commonwealth Avenue northbound carriageway Straight signalised pedestrian crossing of Commonwealth Avenue on northern side of Albert Street intersection.	The signalised pedestrian crossing of the northbound carriageway would be relocated south to form a staggered crossing.
Commonwealth Avenue between the approved LRS2A Commonwealth Park Stop and Coronation Drive (refer to Figure 5-38 and Figure 5-39)	Posted speed of 70 km/h Dual carriageway, with three traffic lanes in each direction Kerbside cycle lane on both carriageways, except over Lake Burley Griffin Grassed median, paved footpath on both verges and no on-street parking Indented bus stop on both carriageways opposite Albert Hall. The kerbside lane on the northbound carriageway is a bus lane between Kaye Street and the Flynn Drive ramp, with a merge of the left two traffic lanes south of Kaye Street All intersecting streets and driveways are priority controlled (unsignalised) left in or left out.	Posted speed limit would decrease to 60 km/h A signalised, staged, pedestrian crossing would be added at the northern end of the Albert Hall Stop Light rail would be located within the existing median.
Intersection of King Edward Terrace/ Flynn Drive ramps and Commonwealth Avenue (refer to Figure 5-38 and Figure 5-39)	Auxiliary left turn lane from the southbound carriageway onto King Edwards Terrace and Flynn Drive ramp. Stop sign controlled left turn from King Edward Terrace onto Commonwealth Avenue Flynn Drive ramp joins Commonwealth Avenue northbound with a merge between the ramp and the Commonwealth Avenue bus lane.	The posted speed limit would decrease to 60 km/h on Commonwealth Avenue Light rail would be located within the existing median of Commonwealth Avenue.
Intersection of Commonwealth Avenue, Coronation Drive and Queen Victoria Terrace (refer to Figure 5-39)	Signalised intersection, with all movements permitted Priority controlled (unsignalised) left turn slip lanes provided from Queen Victoria Terrace and Coronation Drive onto Commonwealth Avenue. Auxiliary right turn lanes provided from Commonwealth Avenue onto Queen Victoria Terrace and Coronation Drive Signalised pedestrian crossings on all intersection legs, with zebra crossings at the left turn slip lanes.	A signalised intersection with: Signal phasing for light rail travel across the intersection Removal of priority controlled (unsignalised) left turn slip lanes Signalised pedestrian crossings on all intersection legs, with crossings of Commonwealth Avenue and the light rail alignment converted to staged and staggered crossings.
Parliament House precinct - State Circle East alignment option
Commonwealth Avenue between Coronation Drive and State Circle (refer to Figure 5-39)	Posted speed limit of 70 km/h Dual carriageway with three traffic lanes in each direction Southbound diverge to an auxiliary lane in the median to provide an access ramp to Parliament House exit ramp kerbside of the southbound carriageway to State Circle Left two southbound traffic lanes merge south of the exit to the off ramp to State Circle Northbound lane from ramp from Parliament House merges with right hand lane north of the ramp Kerbside cycle lane southbound to Capital Circle and a priority cycle lane across the entry to the exit ramp to State Circle Left in and left out access to the New Zealand High Commission, British High Commission and High Commission of Canada Grass median with paved footpath on both verges and no on-street parking.	The posted speed limit would decrease to 60 km/h Left southbound lane would be a trapped exit lane onto the off ramp to State Circle. The other two southbound lanes would remain as through lanes, with no merge required The southbound cycle lane would remain kerbside, with a ramp crossing provided at the top of the off ramp. Cyclists would give way to motorists The light rail alignment would be located within the existing median entering the covered section, where it would pass underneath the southbound carriageway and exit onto State Circle.
Exit ramp from Commonwealth Avenue to State Circle (refer to Figure 5-39)	Posted speed limit of 70 km/h Single traffic lane Paved footpath on eastern side and an uncontrolled pedestrian crossing.	The posted speed limit would decrease to 60 km/h The uncontrolled pedestrian crossing would be removed.
Intersection of State Circle and exit ramp from Commonwealth Avenue (refer to Figure 5-39)	Two lanes on the outer carriageway on approach to the intersection joining with the continuous flow lane of the exit ramp from Commonwealth Avenue entering State Circle kerbside on the departure side of the intersection Two lanes on the inner carriageway.	The continuous flow lane of the exit ramp from Commonwealth Avenue entering State Circle kerbside on the departure side of the intersection would be removed A signalised intersection would be provided on the outer carriageway only to allow: LRVs to cross State Circle outer carriageway into the median Traffic from the exit ramp from Commonwealth Avenue to enter State Circle Crossing of pedestrians across the light rail alignment across the outer verge and the exit ramp from Commonwealth Avenue An off-road cycle path, adjacent to the relocated footpath, would be provided to achieve acceptable rail crossing angle for cyclists. An on-road to off-road cycle transition would be provided on the outer carriageway to provide a safer crossing angle for cyclists to cross the light rail alignment.
State Circle between exit ramp from Commonwealth Avenue and Brisbane Avenue (refer to Figure 5-39 and Figure 5-40)	Posted speed limit of 70 km/h Dual carriageway with two traffic lanes on the inner carriageway and three traffic lanes on the outer carriageway Federation Mall twin bridge overpass with piers in the median Gravel median, paved footpath on the outer verge, no on-road cycle lane and no on-street parking.	The posted speed limit would decrease to 60 km/h The existing median would be widened to accommodate the light rail alignment, with tracks to pass either side of the Federation Mall bridge piers Inner kerb line and verge would be adjusted to maintain two lanes on the inner carriageway. The existing outer kerb line and verge would remain, reducing the outer carriage way to two lanes No change to footpath, cycle or parking facilities.
Intersection of State Circle and Kings Avenue (refer to Figure 5-40)	Signalised intersection, with all movements permitted.	Traffic signal phasing would allow LRVs to cross the intersection The right turn movement from State Circle outer carriageway into Kings Avenue westbound would be removed.
Intersection of State Circle, Brisbane Avenue, and Wyman Street (refer to Figure 5-40)	Signalised intersection, with all movements permitted.	Traffic signal phasing would allow LRVs to cross the intersection.
State Circle between Brisbane Avenue and Canberra Avenue (refer to Figure 5-40)	Posted speed limit of 70 km/h Dual carriageway with two traffic lanes in each direction Paved footpath on the outer verge, no on-road cycle lane and no on-street parking.	The posted speed limit would be decreased to 60 km/h The existing median would be widened to accommodate the light rail alignment.
Intersection of State Circle and Sydney Avenue (refer to Figure 5-40)	Signalised T-intersection with all movements permitted.	Traffic signal phasing would allow LRVs to cross the intersection.
Accesses to the Presbyterian Church of St Andrew from State Circle (refer to Figure 5-40)	Unsignalised accesses with all movements permitted.	Accesses to be modified to permit left in and left out movements only Right turns onto State Circle would not be permitted
Intersection of State Circle and Canberra Avenue (refer to Figure 5-40)	Signalised intersection with all movements permitted.	Traffic signal phasing would allow LRVs to cross the intersection.
State Circle between Canberra Avenue and Adelaide Avenue (refer to Figure 5-40 and Figure 5-41)	Posted speed limit of 70 km/h Dual carriageway with two traffic lanes in each direction Gravel median with a footpath on the outer verge. No on-road cycle lane. Restricted on-street parking on the outer carriageway between Hobart Avenue and Adelaide Avenue A bus stop on the outer carriageway just west of Melbourne Avenue.	The posted speed limit would be decreased to 60 km/h The existing median would be widened to accommodate the light rail alignment On-street parking would be removed.
Intersection of State Circle and Hobart Avenue (refer to Figure 5-40)	Priority controlled (unsignalised) intersection with all movements permitted.	The priority controlled (unsignalised) intersection would allow left in and left out movements allowed only.
Intersection of State Circle and Melbourne Avenue (refer to Figure 5-41)	Signalised intersection, all movements permitted.	Traffic signal phasing would allow LRVs to cross the intersection.
State Circle approximately 120 m west of Melbourne Avenue (refer to Figure 5-41)	Posted speed limit of 70 km/h Dual carriageway with two traffic lanes in each direction Gravel median with no on-road cycle lane.	The posted speed limit would be decreased to 60 km/h A new signalised intersection on the inner carriageway would allow only LRVs to cross over from the State Circle median to the verge towards Capital Circle.
Capital Circle approximately 100 m east of the Adelaide Avenue road bridges over State Circle (refer to Figure 5-41)	Posted speed limit of 80 km/h Single carriageway with three traffic lanes westbound On-road cycle lane.	A new signalised intersection would allow LRVs to cross from the verge to the median of Capital Circle.
Adelaide Avenue road bridges over State Circle (refer to Figure 5-41)	Posted speed limit of 80 km/h Two structures/ dual carriageway with three lanes in each direction On-road cycle lane westbound.	A new light rail bridge would be provided.
Adelaide Avenue between State Circle and National Circuit (refer to Figure 5-41)	Posted speed limit of 80 km/h Dual carriageway with three lanes in each direction. A T2 lane adjacent to the median lane in each direction Off-ramp from Adelaide eastbound to State Circle and on-ramp from State Circle to Adelaide Avenue westbound Grassed median, paved footpath behind both kerb lines, on-road cycling lane kerb side in each direction, no on-street parking.	The existing median would be widened and the T2 lanes removed.

Figure 5-38 Road network changes - Commonwealth Avenue precinct (both alignment options)

Figure 5-39 Road network changes - Commonwealth Avenue and Parliament House precincts (State Circle East alignment option)

Figure 5-40 Road network changes - Parliament House precinct (State Circle East alignment option)

Figure 5-41 Road network changes - Parliament House and Inner South precincts (State Circle East alignment option)

Table 5-9 Road network changes in the Commonwealth Avenue, Parliament House, National Triangle, and Barton precincts for the National Triangle-Barton alignment option
Location	Existing arrangements		Proposed arrangements
Commonwealth Avenue precinct - National Triangle-Barton alignment option
Intersection of Commonwealth Avenue and Albert Street (refer to Figure 5-38)	Existing conditions based on LRS2A design: Unsignalised left turn in and left turn out of Albert Street at Commonwealth Avenue southbound carriageway Unsignalised left turn into Albert Street at Commonwealth Avenue northbound carriageway Straight signalised pedestrian crossing of Commonwealth Avenue on northern side of Albert Street intersection.	The signalised pedestrian crossing of the northbound carriageway would be relocated south to form a staggered crossing.
Commonwealth Avenue between the approved LRS2A Commonwealth Park Stop and King George Terrace (refer to Figure 5-38 and Figure 5-42)	Posted speed of 70 km/h Dual carriageway, with three traffic lanes in each direction Kerbside cycle lane on both carriageways, except over Lake Burley Griffin Grassed median, paved footpath on both verges and no on-street parking Indented bus stop on both carriageways opposite Albert Hall. The kerbside lane on the northbound carriageway is a bus lane between Kaye Street and the Flynn Drive ramp, with a merge of the left two traffic lanes south of Kaye Street All intersecting streets and driveways are priority controlled (unsignalised) left in or left out.	Posted speed limit would decrease to 60 km/h Light rail would be located within the existing median A signalised intersection would be provided at the intersection of the Commonwealth Avenue southbound carriageway and King George Terrace to allow light rail to cross from the median to King George Terrace.
Intersection of King Edward Terrace/ Flynn Drive ramps and Commonwealth Avenue (refer to Figure 5-42)	Auxiliary left turn lane from the southbound carriageway onto King Edwards Terrace and Flynn Drive ramp. Stop sign controlled left turn from King Edward Terrace onto Commonwealth Avenue Flynn Drive ramp joins Commonwealth Avenue northbound with a merge between the ramp and the Commonwealth Avenue bus lane.	The posted speed limit would decrease to 60 km/h on Commonwealth Avenue Light rail would be located within the existing median of Commonwealth Avenue.
Parliament House precinct - National Triangle-Barton alignment option
State Circle between Sydney Avenue and Capital Circle (refer to Figure 5-45 and Figure 5-46)	Posted speed limit of 70 km/h Dual carriageway with two traffic lanes in each direction Gravel median, paved footpath on the outer verge, no on-road cycle lane, no on- street parking.		The inner verge would be widened to accommodate the light rail alignment.
Intersection of State Circle and Sydney Avenue (refer to Figure 5-45)	Signalised T-intersection with all movements permitted.		Traffic signal phasing would allow LRVs to cross the intersection.
Intersection of State Circle and Canberra Avenue (refer to Figure 5-45)	Signalised intersection with all movements permitted.		Phasing would be added to allow light rail to cross the intersection Left turn from the inner verge of State Circle to Canberra Avenue northbound would be removed.
Intersection of State Circle and Hobart Avenue (refer to Figure 5-45)	Priority controlled (unsignalised) intersection with all movements permitted.		Traffic signal phasing would allow LRVs to cross the intersection.
Intersection of State Circle and Melbourne Avenue (refer to Figure 5-46)	Signalised intersection, all movements permitted.		Right turn not permitted from State Circle inner carriageway to Melbourne Ave southbound Traffic signal phasing would allow LRVs to cross the intersection.
Capital Circle approximately 100 m east of the Adelaide Avenue road bridges over State Circle (refer to Figure 5-46)	Posted speed limit of 80 km/h Single carriageway with three traffic lanes westbound On-road cycle lane.		A signalised intersection would be provided to allow LRVs to cross Capital Circle.
Adelaide Avenue road bridges over State Circle (refer to Figure 5-46)	Posted speed limit of 80 km/h Two structures/dual carriageway with three lanes in each direction On-road cycle lane westbound.		A new light rail bridge would be provided.
Adelaide Avenue between State Circle and National Circuit (refer to Figure 5-46)	Posted speed limit of 80 km/h Dual carriageway with three lanes in each direction. A T2 lane adjacent to the median lane in each direction Off-ramp from Adelaide eastbound to State Circle and on-ramp from State Circle to Adelaide Avenue westbound Grassed median, paved footpath behind both kerb lines, on-road cycling lane kerbside in each direction, no on street parking.		The T2 lanes in both directions would be removed to widen the existing median to accommodate the light rail alignment.
National Triangle precinct - National Triangle-Barton alignment option
Queen Victoria Terrace, Commonwealth Avenue to Langton Crescent (refer to Figure 5-42)	Posted speed limit of 60 km/h Dual carriageway with two lanes in each direction Concrete median and concrete footpath in both verges. No parking permitted.		The posted speed limit would decrease to 40 km/h.
Langton Crescent from Queen Victoria Crescent to King George Terrace (refer to Figure 5-42)	Posted speed of 60 km/h Single carriageway with one lane northbound and one lane southbound. Auxiliary right turn lane for southbound vehicle turning right into Queen Victoria Terrace Concrete footpath in both verges. No parking permitted.		The posted speed limit would decrease to 40 km/h.
Intersection of Langton Crescent and King George Terrace (refer to Figure 5-42)	Priority controlled (unsignalised) T-intersection with: Through movement between the southern leg of Langton Crescent and King George Terrace Left and right turn lanes into and out of the northern leg of Langton Crescent An auxiliary right turn lane on King George Terrace westbound into Langton Crescent northbound.		The movement between Langton Crescent and King George Terrace would be removed north of the Treasury Stop, and a turn head would be provided on Langton Crescent immediately south of the car park entry and exit A new signalised intersection would be installed that connects Langton Crescent (south of the Treasury Stop) with Parkes Place West.
Parkes Place West between King George Terrace and Newlands Street (refer to Figure 5-42)	Posted speed limit of 60 km/h Single carriageway with one lane northbound and one lane southbound Concrete footpath in both verges. Timed parking permitted.		The posted speed limit would decrease to 40 km/h.
Intersection of King George Terrace and Parkes Place West (refer to Figure 5-43)	Priority controlled (unsignalised) T-intersection with all movements permitted.		A signalised intersection with: Phasing to allow LRVs to continue straight along King George Terrace All vehicular access would be removed on King George Terrace east of the intersection Vehicle movements would only be permitted between the western leg of King George Terrace and Parkes Place West Signalised pedestrian crossings would be provided for King George Terrace, Parkes Place West and the light rail alignment at the western end of the intersection.
King George Terrace between Parkes Place West and Parkes Place East (refer to Figure 5-43)	Posted speed limit 60 km/h Single carriageway, with single lane two-way movement Indented car parking lane provided on the northern side of the road opposite Old Parliament House Indented bus parking lane provided on the southern side of the road outside Old Parliament House, and indented bus stops provided on both sides of the road between Parliament Square and Parkes Place East Paved footpath both verges.		All road vehicle access would be removed. Only LRV and pedestrian access would be permitted Car parking, bus parking and bus stops would be removed.
Parkes Place East to Kings Avenue (refer to Figure 5-43)	Posted speed limit 60 km/h Single carriageway, with single lane two-way movement (two lanes on approach to Kings Avenue)		All road vehicle access would be removed. Only LRV and pedestrian access would be permitted
Intersections of King George Terrace and Parliament Square (refer to Figure 5-43)	Priority controlled (unsignalised) intersections, all movements permitted.		Vehicular access to and from King George Terrace would be removed.
Parkes Place East between King George Terrace and entry driveway to existing carpark (refer to Figure 5-43)	Posted speed limit of 60 km/h Single carriageway with one lane northbound and one lane southbound Concrete footpath in both verges. Timed parking permitted.		The posted speed limit would decrease to 40 km/h.
Intersection of King George Terrace, Parkes Place East and Walpole Crescent (refer to Figure 5-43)	Priority controlled (unsignalised) intersection, all movements permitted Pedestrian (zebra) crossing on King George Terrace between Parkes Place East and King George Terrace.		A signalised intersection with: Traffic signal phasing to allow LRVs to continue straight along King George Terrace All vehicular access removed from King George Terrace. Vehicle movements would only be permitted from Walpole Crescent to and from Parkes Place East Signalised pedestrian crossings for King George Terrace (both sides of the intersection) and of Parkes Place East Walpole Crescent leg towards eastbound direction would be removed.
Walpole Crescent between Queen Victoria Terrace and King George Terrace (refer to Figure 5-43)	Posted speed limit of 60 km/h Single carriageway from Queen Victoria Terrace to 50 m south of King George Terrace. Dual carriageway from King George Terrace to a point 50 m south. One lane northbound and one lane southbound Concrete footpath in both verges. No parking permitted.		The posted speed limit would decrease to 40 km/h The eastern carriageway would be removed.
Intersection of King George Terrace and eastern carriageway of Walpole Terrace (refer to Figure 5-43)	Priority controlled (unsignalised) intersection, all movement permitted.		The intersection would be removed.
Queen Victoria Terrace from Kings Avenue to Walpole Crescent (refer to Figure 5-43)	Posted speed of 60 km/h Single carriageway with two lanes northbound and one lane southbound Concrete footpath in both verges. No parking permitted.		The posted speed limit would decrease to 40 km/h.
Barton precinct - National Triangle-Barton alignment option
Intersection of King George Terrace, Macquarie Street and Kings Avenue (refer to Figure 5-43)	Signalised intersection with all movements permitted.		A signalised intersection with: Traffic signal phasing to allow LRV access All vehicular access would be removed to and from King George Terrace.
Macquarie Street, between Kings Avenue and Bligh Street (refer to Figure 5-44)	Posted speed limit of 50 km/h Single carriageway with single lane two-way movement Mid-block pedestrian (zebra) crossing 45 m north of Broughton Street, paved footpath both verges, restricted on street parking.		The posted speed limit would decrease to 40 km/h Dual carriageway, single lane two-way movement separated by a raised median carrying the light rail alignment Driveway entry and exits would be restricted to left in left out The mid-block pedestrian (zebra) crossing removed and on-street parking would be removed An active travel (shared) path added in the eastern verge.
Intersection of Broughton Street and Macquarie Street (refer to Figure 5-44)	Priority controlled (unsignalised) intersection, with all movements permitted.		A priority controlled (unsignalised) intersection with: The vehicular right turn access from Macquarie Street to Broughton would be removed The vehicular right turn access from Broughton Street to Macquarie Street would be removed.
Intersection of Macquarie Street, and Bligh Street (refer to Figure 5-44)	Priority controlled (unsignalised) intersection, with all movements permitted.		A signalised intersection with: The vehicular right turn from Macquarie Street southbound to Bligh Street westbound would be removed The vehicular left turn from Macquarie Street northbound to Bligh Street westbound would be removed for general traffic Local access to 4 Bligh Street and 6 National Circuit would be restricted to a left turn from Macquarie Street northbound to Bligh Street westbound The vehicular right turn from Bligh Street eastbound to Macquarie Street southbound would be removed Signalised pedestrian crossings would be provided on all three sides Traffic signal phasing would allow LRV access.
Macquarie Street, from Bligh Street to Kendrew Street (refer to Figure 5-44)	Posted speed limit of 50 km/h Single carriageway, with single lane two-way movement Mid-Block pedestrian (zebra) crossing 25 m south of Bligh Street. Paved footpath on both verges. No street parking permitted.		The posted speed limit would reduce to 40 km/h The mid-block pedestrian (zebra) crossing would be removed.
Intersection of Allardyce Street and Macquarie Street (refer to Figure 5-44)	Priority controlled (unsignalised) intersection, all movements permitted.		A priority controlled (unsignalised) intersection with: The vehicular right turn from Macquarie Street northbound to Allardyce Street eastbound would be removed The vehicular right turn from Allardyce street westbound to Macquarie Street northbound would be removed.
Bligh Street from Macquarie Street to National Circuit (refer to Figure 5-44)	Posted speed limit of 50 km/h Single carriageway with single lane two-way movement Paved footpath both verges. Restricted on street parking.		The posted speed limit would reduce to 40 km/h Westbound vehicles and LRVs would travel in a shared running environment. Eastbound vehicles would travel in a separated traffic lane Vehicular access would be limited to and from 4 Bligh Street and 6 National Circuit only Access to and from National Circuit would be removed for all vehicles Vehicular access to the carpark and northern courtyard of 8 National Circuit (Kurrajong Hotel) would be removed and relocated to Macquarie Street On-street parking would be removed An active travel path would be provided in the southern verge.
Intersection of Bligh Street and National Circuit (refer to Figure 5-44)	Priority controlled (unsignalised) intersection, with all movements permitted.		A signalised intersection with: All vehicular access would be removed to and from Bligh Street. All other movements would be retained for vehicles Traffic signal phasing would allow LRV access Pedestrian crossings would be provided on all legs of the intersection.
National Circuit from Bligh Street to Brisbane Avenue (refer to Figure 5-44)	Posted speed limit of 60 km/h Single carriageway with single lane two-way movement Paved footpath both verges. Bus routes in both directions. Restricted on-street parking.		The posted speed limit would reduce to 40 km/h Dual carriageway with single lane two-way movement separated by a raised median carrying the light rail alignment Driveway entry and exits would be restricted to left in left out On-street parking would be removed An active travel (shared) path would be provided on the western verge.
Intersection of National Circuit and Blackall Street (refer to Figure 5-44)	Priority controlled (unsignalised) intersection, with all movements permitted.		A signalised intersection with: The right turn access from National Circuit to Blackall Street would be removed for all vehicles Traffic signal phasing would allow LRV access Pedestrian crossings would be provided on all legs of the intersection.
Intersection of National Circuit and Brisbane Avenue (refer to Figure 5-44)	Signalised intersection, with all movements permitted.		A signalised intersection with: The right turn access from National Circuit to Brisbane Avenue would be removed for all vehicles Traffic signal phasing would allow LRV access Pedestrian crossings would be provided on all legs of the intersection.
National Circuit from Bligh Street to Sydney Avenue (refer to Figure 5-44)	Posted speed limit of 60 km/h Single carriageway with single lane two-way movement Paved footpath both verges and a pedestrian refuge island 20 m south of Bourke Street. Bus routes in both directions. Restricted on street parking.		The posted speed limit would reduce to 40 km/h Dual carriageway with single lane two-way movement separated by a raised median carrying the light rail alignment Driveway entry and exits would be restricted to left in left out On-street parking and the pedestrian refuge would be removed An active travel (shared) path would be provided on the western verge.
Intersection of National Circuit and Darling Street (refer to Figure 5-44)	Priority controlled (unsignalised) intersection, with all movements permitted.		A signalised intersection with: The right turn access from National Circuit to Darling Street would be removed for all vehicles Traffic signal phasing would allow LRV access Pedestrian crossings would be provided on all legs of the intersection.
Intersection of National Circuit and Bourke Street (refer to Figure 5-44)	Priority controlled (unsignalised) intersection, with all movements permitted.		A priority controlled (unsignalised) intersection with: The vehicular right turn from National Circuit northbound to Bourke Street eastbound would be removed The vehicular right turn from Bourke Street westbound to National Circuit northbound would be removed.
Intersection of National Circuit and Sydney Avenue (refer to Figure 5-44)	Signalised intersection, with all movements permitted.		A signalised intersection with: Traffic signal phasing would allow LRV access Pedestrian crossings would be provided on all legs of the intersection.
Sydney Avenue from National Circuit to State Circle (refer to Figure 5-44 and Figure 5-45)	Posted speed limit of 60 km/h Dual carriageway with dual lane two-way movement Eastbound and westbound u-turn bays through the landscaped median Restricted on street parking Paved footpath both verges and in the landscaped median. Uncontrolled pedestrian crossing points through the landscaped median opposite Windsor Walk Bus routes in both direction. Restricted on-street parking.		Both u-turn bays would be removed All uncontrolled pedestrian crossing points would be removed and a marked pedestrian (zebra) crossing would be provided on both carriageways opposite Windsor Walk. An informal crossing point across the light rail alignment would be provided for pedestrians opposite Windsor Walk Restrict traffic would be restricted to one lane on approach and through zebra crossings.

Figure 5-42 Road network changes - Commonwealth Avenue and National Triangle precincts (National Triangle-Barton alignment option)

Figure 5-43 Road network changes - National Triangle and Barton precincts (National Triangle-Barton alignment option)

Figure 5-44 Road network changes - Barton and Parliament House precincts (National Triangle-Barton alignment option)

Figure 5-46 Road network changes - Parliament House and Inner South precincts (National Triangle-Barton alignment options)

Table 5-10 Inner South, Yarra Glen, and Woden precincts road network changes for both alignment options
Location	Existing arrangements		Proposed arrangements
Inner South precinct - both alignment options
Adelaide Avenue between National Circuit and Hopetoun Circuit (refer to Figure 5-46 and Figure 5-47)	Posted speed limit of 80 km/h Dual carriageway with three traffic lanes eastbound and two traffic lanes westbound. One T2 lane is provided adjacent to the median westbound Grassed median. On-road cycling lane kerbside in each direction. No on street parking.		One traffic lane in each direction would be removed to accommodate the light rail alignment within a widened median.
Intersection of Adelaide Avenue and National Circuit (refer to Figure 5-46)	Priority controlled (unsignalised) intersection with westbound carriageway only Left turn from Adelaide Avenue westbound to National Circuit southbound permitted. Left turn from National Circuit northbound to Adelaide Avenue westbound permitted. No other movements permitted.		No changes proposed.
Intersection of Adelaide Avenue and Empire Circuit (refer to Figure 5-46)	Priority controlled (unsignalised) intersection with eastbound carriageway only Left turn from Adelaide Avenue eastbound to Empire Circuit northbound permitted. Left turn from Empire Circuit southbound to Adelaide Avenue eastbound permitted. No other movements permitted.		No changes proposed.
Adelaide Avenue and Hopetoun Circuit interchange (refer to Figure 5-47)	Posted speed limit of 80 km/h Adelaide Avenue passes over Hopetoun Circuit Two structures/dual carriageway with three traffic lanes eastbound and two traffic lanes westbound. One T2 lane is provided adjacent to the median westbound Off-ramps from Adelaide Avenue to Hopetoun Circuit in both directions. On-ramps from Hopetoun Circuit to Adelaide Avenue in both directions On-road cycle lane on both sides of the interchange.		Two new light rail bridges would be provided over Hopetoun Circuit A new light rail stop would be provided in the median of Adelaide Avenue.
Hopetoun Circuit between Hampton Circuit and Grose Street (refer to Figure 5-47)	Posted speed limit of 60 km/h Single carriageway with a single lane in each direction A combination of painted and concrete medians form right turn lanes Restricted indented on-street parking and an indented bus bay on the northbound side between Grouse Street and the Adelaide Avenue on ramp. An indented bus stop on the southbound side between the Adelaide Avenue off ramp and Grey Street. A disused indented bus stop on both sides between the Adelaide Avenue ramps and Hampton Circuit A paved footpath behind both kerb lines. No on-road cycle lane.		The posted speed limit would decrease to 40 km/h An indented bus stop would be provided in both directions on the departure sides of the southern intersection Indented kiss and ride parking would be provided in the northbound direction between the Adelaide Avenue off ramp and Hampton Circuit A northbound on-road cycle lane would be provided between Adelaide Avenue off ramp and Hampton Circuit A paved footpath would be provided behind both kerb lines with a wide plaza area on the western side of Hopetoun Circuit between the ramps.
Northern intersection of Hopetoun Circuit and Adelaide Avenue ramps (refer to Figure 5-47)	Priority controlled (unsignalised) intersection with all movements permitted. Ramps are single direction roads.		A signalised intersection would be provided with all movements permitted and pedestrian crossings on all legs of the intersection except the southern approach.
Southern intersection of Hopetoun Circuit and Adelaide Avenue ramps (refer to Figure 5-47)	Priority controlled (unsignalised) intersection with all movements permitted. Ramps are single direction roads.		A signalised intersection would be provided with all movements permitted and pedestrian crossing on all legs of the intersection except the northern approach.
Adelaide Avenue between Hopetoun Circuit and Kent Street (refer to Figure 5-47 and Figure 5-48)	Posted speed limit of 80 km/h Dual carriageway with three traffic lanes eastbound and two traffic lanes westbound. A T2 lane is provided adjacent to the median westbound Grassed median. An on-road cycling lane kerbside in each direction.		The light rail alignment would be located within the median.
Adelaide Avenue and Kent Street (refer to Figure 5-48)	Posted speed limit of 80 km/h Kent Street passes over Adelaide Avenue Dual carriageway with three general traffic lanes eastbound and two traffic lanes westbound. A T2 lane is provided adjacent to the median westbound One off-ramp from Adelaide Avenue westbound to Kent Street. One on-ramp from Kent Street Circuit to Adelaide Avenue eastbound Grassed median. An on-road cycling lane kerb side in each direction.		A new light rail stop would be provided in the median of Adelaide Avenue, west of the Kent Street bridge A new pedestrian and cyclist bridge would be provided over Adelaide Ave west of the existing Kent Street bridge to provide access to the light rail stop.
Yarra Glen precinct - both alignment options
Yarra Glen and Cotter Road interchange (refer to Figure 5-48)	Posted speed limit of 80 km/h Cotter Road passes over Yarra Glen Dual carriageway with three traffic lanes northbound and two traffic lanes southbound. One bus/T2 lane is provided southbound One on-ramp from Cotter Road to Yarra Glen eastbound. One off-ramp Yarra Glen southbound to Cotter Road Grass median. On-road cycling lane within the left shoulder on both carriageways. No on-street parking.		The light rail alignment would be located within the median.
Yarra Glen from Cotter Road interchange to Carruthers Street interchange (refer to Figure 5-48, Figure 5-49, and Figure 5-50)	Posted speed limit of 80 km/h Dual carriageway with two traffic lanes in each direction A southbound T2 lane is provided between Cotter Road and 150 m south of Cotter Road. A northbound T2 lane is also provided Grass median. On-road cycling lane within the left shoulder on both carriageways. No on-street parking.		The light rail alignment would be located within the median.
Yarra Glen and Carruthers Street interchange (refer to Figure 5-50)	Posted speed limit of 80 km/h Carruthers Street passes over Yarra Glen Dual carriageway with two traffic lanes in each direction. A northbound T2 lane is provided Off-ramps from Yarra Glen Avenue to Carruthers Street in both directions. On-ramps from Carruthers Street to Yarra Glen in both directions Grass median. On road cycling lane within the left shoulder on both carriageways. No on-street parking.		A new light rail stop would be provided in the median of Yarra Glen, south of the Carruthers Street bridge A new pedestrian and cyclist bridge would be provided over Yarra Glen south of the existing Carruthers Street bridge to provide access to the light rail stop.
Carruthers Street between the Yarra Glen ramps (refer to Figure 5-50)	Posted speed limit of 60 km/h Dual carriageway with two traffic lanes in each direction Kerbed median with a gap between carriageway bridges. Concrete footpath located behind the kerb on both carriageways. No on-road cycle lane. No on-street parking.		No changes proposed.
Western intersection of Carruthers Street and the Yarra Glen ramps (refer to Figure 5-50)	Signalised intersection with all movements permitted. Ramps are single direction roads.		The signalised pedestrian crossing would be adjusted to allow pedestrian crossing on all legs of the intersection except the eastern approach on Carruthers Street.
Eastern intersection of Carruthers Street and the Yarra Glen ramps (refer to Figure 5-50)	Signalised intersection with all movements permitted. Ramps are single direction roads.		The signalised pedestrian crossing would be adjusted to allow pedestrian crossing on all legs of the intersection except the western approach on Carruthers Street.
Yarra Glen between Carruthers Street interchange and intersection of Yarra Glen, Yamba Drive and Melrose Drive (refer to Figure 5-50 and Figure 5-51)	Posted speed limit of 80 km/h Dual carriageway with two traffic lanes in each direction. Grass median. On-road cycling lane within the left shoulder on both carriageways No on-street parking.		The light rail alignment would be located within the median.
Intersection of Yarra Glen, Yamba Drive and Melrose Drive (refer to Figure 5-51)	Large roundabout providing connection between Yarra Glen, Yamba Drive, and Melrose Drive in all directions.		The existing roundabout would be removed A new signalised intersection would be provided with: LRV access across the intersection Traffic connection between Yarra Glen southbound to Melrose Drive southbound Traffic connection between Yamba Drive northbound and Yarra Glen northbound/Melrose Drive southbound.
Woden precinct - both alignment options
Irving Street, between Spoering Street and Yarralumla Creek (refer to Figure 5-52)	Single carriageway with a two-way connection to 15 Irving Street and Phillip Oval car park.	The car park between Phillip Oval and Yarralumla Creek would be closed The southern section of the Irving Street adjacent to Yarralumla Creek would be closed Access to the Phillip Oval maintenance facility, the approved Woden Interchange drainage facilities, and other utilities adjacent to Yarralumla Creek would be accessed via a new maintenance access track off Spoering Street.
Intersection of Launceston Street and Callam Street (refer to Figure 5-52)	Signalised T-intersection with all movements permitted.	A signalised intersection with traffic signal phasing to allow LRVs to cross the intersection.
Callam Street between Launceston Street and Matilda Street (refer to Figure 5-52)	Two general traffic lanes in each direction Kerbed median between the carriageways. Footpaths behind kerb lines on both sides of the road.	No change to lane and footpath arrangements The light rail alignment would be located in the central kerbed median.
Intersection of Callam Street and Matilda Street (refer to Figure 5-52)	A signalised intersection with: Southbound approach traffic must turn left or right. Buses straight through only Eastbound approach traffic must turn left or straight through. No right turn permitted Westbound approach traffic must turn right or travel straight through. No right turn permitted Northbound approach provides for bus only movement Signalised pedestrian crossings of all intersection legs.	A signalised intersection with traffic signal phasing to allow LRVs to cross the intersection.
Callam Street between Matilda Street and Bradley Street (refer to Figure 5-52)	Vehicular traffic access is restricted to buses only Two traffic lanes in each direction except at Matilda Street intersection where one lane is provided in each direction. Line marking separating the two central lanes Kerbside bus stops are provided on both sides of the road Kerbed median between the two northbound traffic lanes. Kerbed median between the two southbound traffic lanes Signalised mid-block pedestrian crossings either side of the Woden Interchange. Footpaths behind kerb lines on both sides of the road.	The inner bus lanes would be removed, and the light rail alignment would be located in the median The median would be adjusted to allow LRV access only.

Figure 5-47 Road network changes - Inner South precinct (both alignment options)

Figure 5-48 Road network changes - Inner South and Yarra Glen precincts (both alignment options)

Figure 5-49 Road network changes - Yarra Glen precinct (both alignment options)

Figure 5-51 Road network changes - Yarra Glen and Woden precincts (both alignment options)

Figure 5-52 Road network changes - Woden precinct (both alignment options)

5.9.2 Changes to posted speed limits

The Project would result in changes to existing posted speed limits, as summarised in Table 5-11. Changes to posted speed limits would affect roads in the Commonwealth Avenue, Parliament House, National Triangle, Barton and Inner South precincts. No posted speed limit changes would be required in the Yarra Glen or Woden precincts, or around the Mitchell Depot site.

The need for changes to posted limits is driven by:

Light rail customer safety around light rail stops
Light rail customer, pedestrian, and cyclists' safety in and around stop precincts and along access routes to stops
Motorist and light rail customer safety in shared areas and locations where there would be lower clearances between road traffic and LRVs (such as in the verges of Commonwealth Avenue and State Circle)
Maintaining a consistent approach with posted speed limits around LRS2A
In the case of Hopetoun Circuit (Inner South precinct), extension of the high pedestrian around the light rail stop and protection of pedestrian safety.

Table 5-11 Changes to posted speed limits
Location	Existing posted speed limit (km/h)	New posted speed limit (km/h)
Commonwealth Avenue precinct
Commonwealth Park Stop to King George Terrace (both alignment options)	70	60
King George Terrace to State Circle (State Circle East alignment option only)	70	60
Parliament House precinct
State Circle (State Circle East alignment option only)	70	60
National Triangle precinct
Queen Victoria Terrace, Commonwealth Avenue to Langton Crescent (National Triangle-Barton alignment option only)	60	40
Langton Crescent, Queen Victoria Terrace to King George Terrace (National Triangle-Barton alignment option only)	60	40
Parkes Place West, King George Terrace to Newlands Street (National Triangle-Barton alignment option only)	50	40
Parkes Place East, King George Terrace to 120 m north of King George Terrace (National Triangle-Barton alignment option only)	50	40
Walpole Crescent Queen Victoria Terrace to King George Terrace (National Triangle-Barton alignment option only)	60	40
Queen Victoria Terrace, Kings Avenue to Walpole Crescent (National Triangle-Barton alignment option only)	60	40
Barton precinct
Macquarie Street, Kings Avenue to Bligh Street (National Triangle-Barton alignment option only)	50	40
Bligh Street (National Triangle-Barton alignment option only)	50	40
National Circuit, Bligh Street to Sydney Avenue (National Triangle-Barton alignment option only)	60	40
Inner South precinct
Hopetoun Circuit Grose Street to Weston Street (both alignment options)	60	40

5.10 Other facilities and infrastructure to support light rail operation

5.10.1 Rail crossovers and turnback facilities

Crossovers between the tracks would allow LRVs to change over from one track to the other and travel in the opposite direction when required for special events or in response to light rail operational requirements.

The Project would include crossovers at:

State Circle East alignment option: State Circle between Kings Avenue Stop and Melbourne Avenue Stop
National Triangle-Barton alignment option: Sydney Avenue to the north-east of the Sydney Avenue Stop
Both alignment options: Adelaide Avenue to the west of the Hopetoun Circuit Stop.

Turnback facilities using crossovers would be provided at the Woden Interchange to allow LRVs to turn around and travel in the opposite direction. Were the Project to be delivered in stages (refer to Section 5.12.8), turnback facilities would be required at that interim staging point.

5.10.2 Power supply and services

The power supply and other services for the Project would be provided with:

Poles and over-head wiring from Hopetoun Circuit Stop to Woden Interchange in the Inner South, Yarra Glen, and Woden precincts (refer to Figure 5-53 for an example of over-head wiring). Power would be distributed from the TPSs via the over-head wiring strung on poles to the LRVs
Three TPSs to supply power into sections of over-head wiring (described further below).

A combined services route, which would be located along the length of the light rail alignment and would support rail systems such as traction power, signalling, communications, and stop lighting. The combined services route would be located underground, generally parallel to the light rail track.

Were the Project to be delivered in stages (refer to Section 5.12.8), additional power supply infrastructure would be required in the vicinity of that interim staging point.

Figure 5-53 Example of traffic signals, signage poles and over-head wiring on LRS1

5.10.3 Traction power substations

The over-head wired section of the Project between the Hopetoun Circuit Stop and the Woden Interchange would require three TPSs to supply operational power from the existing electricity grid.

The locations of the three TPSs are shown on Figure 5-2 to Figure 5-17, and would include:

TPS8 located off Guilfoyle Street within an existing grassed area (within the Inner South precinct)
TPS9 located off Yarra Glen adjacent to the bicycle paths at the south-west corner of Deakin Ovals (within the Yarra Glen precinct)
TPS10 located within the existing carpark off Spoering Street (within the Woden precinct).

The TPSs would be similar in size, layout and design to TPSs provided as part of previous light rail stages (for example, as shown on Figure 5-54 for LRS1), and would include design features such as screens and landscaping to minimise visual impact. Further detail on TPS design principles can be found in the Public Domain Master Plan (Appendix I).

Each TPS site (including the TPS, surrounding site compound and fencing) would have an area of around 270 m². The TPSs would generally include a demountable building with an air-conditioned switchgear room, a separate ventilated room for the power systems equipment, a separate room for Evoenergy equipment if required, and access for maintenance vehicles. iCBR would consult with relevant energy providers to secure required connection arrangements between the TPSs and the existing electricity grid. The final location, design and integration of TPSs within the landscape may change in response to community or stakeholder feedback or to better integrate with surrounding development.

Figure 5-54 Example of a traction power substation on Light Rail Stage 1

5.10.4 Retaining walls

Retaining walls would be adjusted or installed in specific areas due to variations in elevation between the current ground level and the light rail alignment, or to provide sufficient space along existing road corridors to accommodate light rail infrastructure. The design and materials of retaining walls would be informed by the existing and desired landscape character of the precinct, and design guidance documented in the Public Domain Master Plan (Appendix I).

Adjustments or installation of retaining walls for the Project are summarised in Table 5-12 and shown on Figure 5-2 to Figure 5-17.

Table 5-12 Retaining walls and embankments
Retaining walls
Commonwealth Avenue precinct
State Circle East alignment option only Replacement and relocation of the existing State Circle inner retaining wall between Commonwealth Avenue and Kings Avenue, to widen the road corridor and provide sufficient space for light rail operation.
Parliament House precinct
Both alignment options New retaining walls on the inner verge of State Circle between Sydney Avenue and Adelaide Avenue. The extent of the retaining walls would vary between the State Circle East alignment option and National Triangle-Barton alignment option.
Inner South precinct
Both alignment options New retaining walls to increase the concourse space at Hopetoun Circuit Stop.
A new retaining wall in the median at Kent Street Stop running parallel to the stop to cater for the level change between the existing carriageways on Adelaide Avenue.
Modification of the existing stone embankment on the outside of Adelaide Avenue adjacent to and under Kent Street bridge, including cutting into the embankment to widen the road corridor and provide sufficient space for light rail operation.
Yarra Glen precinct
Both alignment options New retaining walls to the Yarra Glen median between Cotter Road and Carruthers Street to enable the Project to fit into the existing embankments and swales along the median without adversely impacting on existing stormwater and flood management.
New retaining walls to the on and off ramps at their intersection with Carruthers Street as a result of adjusted kerb lines to suit the new intersection arrangements.
New retaining walls and abutments for pedestrian and cyclist access bridges proposed at the Kent Street Stop and the Carruthers Street Stop.
Woden precinct
Both alignment options New linear retaining walls or a box culvert structure in Yarralumla Creek between Melrose Drive and Phillip Oval to widen the existing channel form and reduce potential flood impacts to adjacent property and provide flood protection to Project infrastructure.
Mitchell Depot site
Both alignment options New retaining walls to stabilise the modified embankments or built-up areas surrounding the newly formed stabling area.

5.10.5 Communications systems

Communications systems would be required to provide timely and reliable transmission of voice, data and video signals from key operational locations across the light rail system. The systems would be an extension of those provided for LRS1 and approved for LRS2A, and would include additional radio system poles, antennas, Wi-Fi access points, cabling, and associated wayside cabinets.

Central communications systems equipment would be located at the Mitchell Depot. Signalling infrastructure would be monitored from the operations control centre.

5.10.6 Mitchell Depot adjustments

The Mitchell Depot has recently been adjusted to support an additional five LRVs for the approved LRS2A. To meet the Project's operational targets, further adjustments to the Mitchell Depot would be required to support up to an additional 12 LRVs. Adjustments would also be required to cater for additional staff, as well as additional maintenance equipment storage.

Work required at the Mitchell Depot site to facilitate stabling and maintenance activities for the Project would be subject to ongoing design development in consultation with key stakeholders, and would include:

Extension of the Mitchell Depot to include an additional land parcel to the north (adjoining Sandford Street) to accommodate additional staff, contractor and visitor parking, and covered storage
Two new stabling roads, as well as extension of the existing stabling roads to the west
New retaining walls to stabilise the modified embankments or built-up areas surrounding the newly formed stabling area
Additional drainage to capture and detain water run-off from new hardstand areas and direct to the existing detention basin
Landscaping work, including embankment stabilisation and earthworks to manage changes associated with the increase in hardstand areas
Additional office accommodation and storage facilities, such as sheds.

An overview of the adjustments to the Mitchell Depot are shown on Figure 5-17.

5.11 Land requirements

Most of the Project's operational infrastructure would be located on land within existing road reserves and land owned by the ACT Government. Land licences would be required for the areas of National Land as the ACT Government is not the land custodian. Further details on land requirements are provided in Section 11.8 in Chapter 11 (Project-wide issues). The Project would also require some temporary leasing of land for construction. Temporary land requirements are described in Section 6.6.1 in Chapter 6 (Construction).

A complete list of properties that would be affected by temporary or permanent works for the Project is included in Appendix K (Property and land use planning).

5.12 Operation

5.12.1 Service frequency and journey time

The Project would be an extension of the existing Light Rail network (including the approved LRS2A) and would allow for peak operational headway frequency of every five minutes. A summary of the Project's indicative planned service frequency is shown on Figure 5-55.

The light rail journey time between Woden and the city (LRS2A and the Project combined) would meet the 30-minute city aspiration. Early investigations have indicated that journey time on the National Triangle-Barton alignment option would be 3 to 5 minutes longer than the State Circle East alignment option.

Figure 5-55 Indicative hours of operation and service frequency for the Light Rail network (LRS1, LRS2A and the Project)

5.12.2 Special event operations

Several special events occur within the city centre and the Woden Valley region during the year which may require amended light rail operation scenarios. Special events occur predominantly in the city centre, Commonwealth Park, Lake Burley Griffin, and Manuka Oval. Events at Commonwealth Park would generate the largest demand for special event services, especially for New Year's Eve and Skyfire, where the event conclusion is likely to create a short duration peak public transport demand period.

Operations would be tailored to cater for planned special events, in collaboration with Events ACT and the light rail operator, with detailed requirements for special event operations determined during the design development process.

5.12.3 Light rail vehicles

The Project would require up to 12 LRVs to be added to the Light Rail network. The additional LRVs would be similar in appearance, size, and performance to those that operate as part of LRS1 and planned for LRS2A. As with LRS2A, the LRVs would include battery technology to allow for wire-free operation.

Key LRV features are shown on Figure 5-56.

5.12.4 Ticketing system and passenger information

Ticketing

MyWay+ is the ticketing system used for Canberra's public transport network. Ticket readers would be located at each stop, with passengers required to tap on before boarding, and tap off after alighting. Ticket vending machines would also be available at each stop. The machines can be used to top-up MyWay+ cards, check their balance, and/or purchase a single or daily ticket. Ticket vending machines would be accessible in English, Arabic, Chinese, and Italian.

Passenger information

Passenger information displays would be provided at each stop. They would detail current service information for the specific stop, general information, and updates during service disruptions.

A public address system would be provided at each stop. Use of the system would be limited to emergency-related events and would be designed to minimise disturbance to the surrounding community. The system would not be used to announce regular service information.

As identified in Section 5.4.3, hearing loops would be provided at each stop and on-board LRVs to provide customer information and assist those with hearing impairments.

5.12.5 Operational control and safety

Operational control

Operation of the light rail system would be managed through the existing Operation Control Centre (OCC) within the Mitchell Depot. The OCC currently manages and has oversight of all communications with the drivers, LRVs, traffic and rail signals, other operational staff and interfaces and would be updated to meet the needs of the Project.

Road and LRV safety

The operator of the Light Rail network would have responsibility for the safe and efficient operation of the Project. At intersections road vehicles and LRVs would be directed by traffic light signals with traffic signal priority generally given to LRVs. Light rail would be designed as a line-of-sight system that would give light rail drivers sufficient visibility to respond to potential hazards. Drivers would be trained to operate LRVs and to take into account aspects including traffic and pedestrian factors, LRV speeds and braking requirements in responding to potential hazards.

Speed restrictions for LRVs would be determined based on factors such as the current traffic and pedestrian levels, engineering specifications, and safety considerations. Generally, the speed of LRVs would match the speed limit of surrounding vehicle traffic and would be slower around intersections, light rail stops, areas of high pedestrian activity, and as a result of track geometry.

The Project has been designed to manage LRV safety and potential interaction between LRVs and other road users to meet the requirements of Rail Safety National Law. This is discussed further in Section 11.13 (Hazards and risk) of this EIS.

Disruption to light rail services and incident management

While in operation, various incidents may occur that disrupt light rail services, leading to the unavailability of certain parts of the network. The Project design and network planning for the Project has considered the potential for disruptions to light rail services, and how this would be managed through design and operational service planning to maximise network resilience.

The Light Rail network operator would be responsible for developing and implementing procedures to reduce both the frequency and consequence of disruptions and incidents. Potential incidents could include:

Road traffic accidents (including a collision involving a LRV)
Major fault or failure of a LRV
Infrastructure faults (such as track, over-head wiring or signals)
Unruly or ill passenger(s)
Environmental events (such as flooding or bush fire).

All emergency or incident responses would be subject to safe management processes including risk assessments, staff training and agreements with emergency services and utilities agencies.

Customer safety

The Light Rail network operator would be accredited by the Office for the National Rail Safety Regulator and would have the responsibility for ensuring the safety of customers, staff, and the public in areas where they encounter the Light Rail network so far as is reasonably practicable. This would include outlining how customers would be informed about safety risks associated with proximity to LRVs.

Security and safety features that would be provided for the Project are described in Section 5.4.4. The operator would actively manage a number of these security features such as responding to emergency help point activations and monitoring CCTV.

Customer Service Officers would provide information and assistance to customers for the Project and communicate with the operations control centre as required, including to request attendance of emergency service officers as necessary.

5.12.6 Maintenance

The Mitchell Depot would be used to stable and maintain current and additional LRVs (refer to Section 5.10.6 and 5.12.3). Maintenance works would be required from time to time along the light rail track, at bridges, stops, TPSs, signalling, signage, other ancillary facilities, and would include landscaping.

5.12.7 Public transport network changes

The ACT Government continues to seek opportunities to expand and improve public transport. This includes integration of light rail and bus services with the intention to increase reach and frequency of public transport across Canberra. Prior to commencement of operations, Transport Canberra would re-evaluate the bus network design to optimise opportunities for interchange with the Light Rail network.

Some bus stops and routes may require adjustments to accommodate the Project. Transport Canberra will assess these impacts and adjust services accordingly for construction and operation phases. Potential impacts to public transport are addressed in Technical Report 1 - Traffic and transport.

5.12.8 Staging

Investigations are ongoing into potential options to stage operation of the Project. Factors being considered that would influence options for staged operation include, construction program, the power supply solution required at terminus locations, space for terminus infrastructure (e.g. driver facilities), operational implications and public realm outcomes. Refer further to Section 3.9.1 in Chapter 3 (Project development).

5.13 Utilities and services

There are utilities and services currently within the Project area that may be affected to varying degrees by the Project. Depending on the type and nature of the utility, its location and extent of impact during construction, and the outcomes of consultation with the relevant utility providers, each utility may be subject to the following treatments:

Do nothing/ leave in situ (subject to individual assessments)
Protection in place
Minor modification or realignment
Relocation and/or lowering
Abandonment or disconnection, and if required, replacement with an alternative.

Some utility services in Canberra are highly classified, with limited publicly available information, particularly in the National Triangle and Barton precincts.

Consultation has been ongoing with utility providers and other relevant stakeholders as part of design development, including the potential requirement for connection with utility infrastructure located outside the Project area. Further utility investigations and consultation with key stakeholders would occur as part of ongoing design development and construction planning to confirm utilities potentially affected by the Project. Suitable treatments would be verified by conducting utility investigations, through discussions with utility authorities, and construction preparation in collaboration with the utility provider/asset owner.

Utilities investigations carried out to support the design process categorised utilities based on their size and/or capacity as either major or minor utilities types. Major utilities for the different utilities types have been defined as follows:

Communications (NBN, Telstra, TPG, Optus and other asset owners): a six-way conduit bank or greater, and any size of Department of Finance optic fibre cables
Water and sewerage (Icon Water): water or sewerage pipeline with a diameter of 300 millimetres or greater
Gas (Jemena): high pressure gas main (pressure of 1050 kilopascals)
Electricity (Evo Energy): high voltage (HV) power infrastructure only.

Table 5-13 provides an overview of the utilities potentially impacted by the Project (inclusive of both the State Circle East alignment option and the National Triangle-Barton alignment option).

No major utilities are likely to be affected as part of works at the Mitchell Depot site, however some internal depot services and minor utilities may be impacted by proposed works. Most potentially impacted utilities are underground, however, over-head high voltage electrical cables may also be affected by the Project. This, and any related treatments, would be confirmed as part of ongoing design development.

Table 5-13 Indicative number of major and minor utilities that potentially affected by the Project
Precinct	Major utilities affected	Minor utilities affected
Commonwealth Avenue precinct	11	12
Parliament House precinct	51	49
National Triangle precinct	10	26
Barton precinct	34	81
Inner South precinct	11	20
Yarra Glen precinct	45	43
Woden precinct	16	12

The Project design presented in this chapter, as well as the indicative construction method presented in Chapter 6 (Construction), defines the Project.

As part of the design development process, further refinements to the Project design to minimise environmental impacts, respond to community and stakeholder feedback, improve Project outcomes and enhance Project value may be required. As a result, there may be some variations from the design presented in this EIS.

For example, the final location of light rail platforms, stop access, road network infrastructure (e.g. traffic signals/lighting and communications equipment) and ancillary infrastructure (such as TPSs) may change in response to community or stakeholder feedback or to better integrate with surrounding development. Design refinements would not be substantial and generally are not anticipated to result in changes to the Project area, the identified route alignments, or the fundamental nature of the Project.