The Transport Strategy and its Two Mobility Scenarios
The Transport Strategy
To respond to SEQ’s future growth challenges and to achieve the vision outlined in Section 3, a Transport Strategy was developed for the 2031 and 2041 horizons. The Transport Strategy comprises of two scenarios – the “Base” and “Advanced” Scenarios. These scenarios have been developed to enable much stronger regional connectivity (45-minute Smart Region) between the major urban centres of SEQ, and to also be able to achieve the ½ hour Smart City vision within each of the major centres. The Advanced scenario builds on the Base Scenario.
For both the Base and Advanced Scenarios each of the major projects nominated within each scenario work together to enable and leverage the benefits of the Transport Strategy. The Transport Strategy has been designed so that it is able to derive value from the integrated whole as a system (see Figure 4?1).The Transport Strategy will provide Brisbane with the opportunity to realise its vision as a New World City, and also the shared vision for the rest of SEQ to “grow sustainably, compete globally and offer high-quality living”.

Figure 4?1: How the Transport Strategy projects build to realise the vision
The principles that were applied in deciding what projects would be included were primarily related to the “hub and spoke” principles that form the basis of all mature transport networks (road and public transport networks) (see also Section 4). The Transport Strategy was developed with consideration of the Australian Transport Assessment and Planning (ATAP) Guidelines (see Section 10 Appendix) and also key stakeholder consultation with SEQ Local Governments and relevant State Government Departments.
The Base and Advanced Scenarios are discussed in greater detail below in the following sections.
The Base Scenario
The Base Scenario reflects the current planning being undertaken within SEQ with some of these projects also now included in existing budget commitments (“committed projects”). Specifically, the Base Scenario comprises projects being considered by the Federal Government (i.e. Infrastructure Australia Priority List), State Government (i.e. TMR Regional Transport Plan) and Local Governments. For example, Cross River Rail, Brisbane Metro and the Sunshine Coast Light Rail projects are major projects (i.e. > $100m in construction value) that are included in the Base Scenario. The Base Scenario is expected to contribute to the ½ hour Smart City concept but is not expected to contribute to the 45-minute Smart Region concept which is a fundamental part of the Regional Connectivity vision. The BaseScenario is the foundation from which the subsequent Advanced Scenario has been developed.
The projects that are included in the Base Scenario for the two time horizons of 2016-2031 and 2032-2041 are shown below in Table 4?1 and Table 4?2 respectively. These tables provide a project description, nominate if the project type is a road, public transport or active transport project and which Council regions would likely receive benefit from the project.
The Advanced Scenario
Base vs Advanced Scenario Projects
The key differentiator between Base and Advanced Scenarios is addressing the Transport vision and strategy through four key opportunities:
- maximising accessibility by closing the road network gaps
- leveraging Faster Rail’s benefits so rail can form a strong regional backbone
- enhancing active and public transport connectivity
- leveraging the potential benefits of connected autonomous vehicles and technology transformation
The Advanced Scenario builds-on the Base Scenario. The Advanced Scenario is expected to achieve the highest contribution to both the ½ hour Smart City and 45-minute Smart Region concepts. In particular, only the Advanced Scenario achieves the Regional Connectivity Vision. This will be achieved through the development of a “Faster Rail” Scheme that connects Brisbane to the Sunshine Coast, Gold Coast, Ipswich and ultimately Toowoomba along the key project corridors. The Advanced Scenario seeks to focus investment to increase the number of daily trips by public and active transport when compared with the Base Scenario.
The projects that are included in the Advanced Scenario for the two time horizons of 2016-2031 and 2032-2041 are shown below in Table 4?3 and Table 4?4. They provide a project description, nominate if the project type is a road, public transport or active transport project and which Council region would likely receive benefit from the project.
Table 4 5: Proposed Prioritised Delivery Schedule – All Projects – The sequencing is based on logical priorities relative to each projects planning timelines, the maturity of the project, how it relates to other projects; while seeking to balance the costs over time.
The Plan
The strategic benefits for the key elements of the Regional Strategic Transport Plan are detailed below with particular reference made to the difference between the Base and Advanced scenarios. The key differences between the Base and Advanced Scenarios include:
- the primary differences in the road networks are in Brisbane and as such the discussion centres around the strategic road network gaps that should be addressed to reduce congestion, retain and enhance lifestyle and liveability, and deliver improved local and regional connectivity
- the inclusion of Faster Rail in the Advanced scenario not only offers an enhanced service but this will be the strong backbone for an integrated regional public transport network, while also leveraging services on the local public transport networks in the region
- improved public transport and active transport connectivity across the Brisbane River (using “Green Bridges”) is considered essential for inner Brisbane, since it is the largest population and highest density centre in SEQ
- the opportunity from Connected Autonomous Vehicles (CAV’s) should be leveraged by considering the potential benefits from the Advanced scenario road network improvements including the completion of Brisbane’s ring road system.
Maximising accessibility by closing the road network gaps
Road network gaps are placing pressure on our ability to move around SEQ
Maximising accessibility, reduction of congestion and catering for future population growth requires an efficient road network. The guiding transport planning principles that were applied in deciding which projects would be included as part of the Transport Strategy were related to the “radial and circumferential” (for roads) and “hub and spoke” (for public transport) concepts (see Section 2.5 and further below). These concepts form the basis of all mature, efficient and effective transport networks (road and public transport networks) internationally, for example in world-class cities such as London, Paris, Beijing and many others (see Figure 4?10 and Figure 4?11below). However, these principles are not only applicable to these Alpha cities (These planning principles are also applicable to Beta cities like Brisbane, and by extension the SEQ region due to the impact of Greater Brisbane on the SEQ region.
It has been previously outlined in Section 2 and is also recognised in the various strategic Plans across SEQ, that the Greater Brisbane area, as well as other locations within SEQ, have major gaps in the road network (see Figure 4?12). These gaps place pressure on travel time reliability for all road users and also reduce the ability for road-based freight to move around efficiently thereby increasing the cost to the community and industry.
This Transport Strategy has nominated specific projects to address these gaps. Figure 4?12 shows, as an example, the “gaps” between the existing road network and the proposed road network for Brisbane; the major metropolitan centre in SEQ, a home to about 5.2 million people by 2041, up from about 3.7 million now. Like the example cities of London, Paris and Beijing the “Advanced” strategy for the 2041 road network would include both an “inner” and “outer” ring road system with spokes linking the entire area, thereby facilitating efficient movement.
Greater Brisbane has the “eastern” and “southern” elements of the “outer ring road” including the Gateway Motorway, Gateway Motorway Extension and Logan Motorway but the network is missing the “western” elements (or left-hand side of the “clock-face”).
The existing network within the inner-city area on the western and southern sides of Brisbane is reliant on radial routes such as Coronation Drive, Milton Road, the Riverside Expressway and the Pacific Motorway through the inner city and CBD of Brisbane. This is inefficient for east-west trips and increases congestion within the inner city. The missing element in the “inner ring road” is the East-West Link as this is intended to connect to the Legacy Way and the Clem7 tunnel; these are the other two parts of the “inner ring road” system.
These proposed network elements are not exclusive to this Transport Strategy. The “western” elements were identified by TMR in 2009 as part of the Western Brisbane Transport Network Investigation (WBTNI) Project and subsequent Western Brisbane Transport Strategy that identified the “future North South Motorway” between the Ipswich Motorway and Bruce Highway, of which the Inner Western Bypass and North-West Transport Corridor form key sections and are both included in the Base Scenario. The North-West Transport Corridor (NWTC) has also been identified as a “future transport corridor” in Brisbane City Council’s Transport Plan for Brisbane – Strategic Directions. The Case Study “Connectivity across Western Brisbane” below discusses the principles for this particular suite of Base and Advanced projects.
Figure 4 10: Example of mature city transport networks (Alpha cities) demonstrating the inner and outer rings, orbital motorways, radial routes and “hub and spoke” principles for public transport
Figure 4 11: Example of mature city transport networks demonstrating the inner and outer rings and radial routes orbital motorways, “hub and spoke” principles for public transport
Case Study: Connectivity across Western Brisbane
Projects that would close the gaps in the western area of the Greater Brisbane network form a “½ H”. It has been called a “½ H” because the left-hand side of a “H” is the Western Brisbane Bypass and the horizontal line between the two sides of the H is the East-West Link from Legacy Way and Toowong to the M3 Pacific Motorway (South-East Freeway) – an “Advanced” project. The Western Brisbane Bypass includes the “Advanced” project titled the “Centenary Motorway Bypass” and also two Base projects being the “North-South Link” and the North-West Transport Corridor (NWTC).

Figure 4?12: Missing “gaps” in Brisbane’s inner ring and outer ring orbital motorway network
Leveraging Faster Rail’s benefits for rail to be the strong regional backbone of public transport
The existing rail network challenge
Currently, SEQ’s rail system is unable to meet the needs of the SEQ region in a satisfactory manner, largely because an essentially urban rail system servicing the Greater Brisbane area is used to service the wider geographical SEQ region with inter-regional rail. The current system is limited by:
- rail track infrastructure (poor geometry, ageing track and bridges) giving low average speeds of about 60km/h for both local and suburban services but also for longer distance inter-regional services (region to region)
- rail systems (out-dated technology and operating systems) limiting efficiency, safety and network reliability
- rollingstock (including some rollingstock that is 40 years old) limiting top operating speeds of 100-140km/h for rollingstock prior to the New Generation Rollingstock and up to 130-140km/h for the New Generation Rollingstock (NGR).
As outlined in Figure 4?10 and Figure 4?11 many Alpha and Beta cities, including Brisbane’s “unrated” sister city Kobe, Japan, have urban rail, metro / underground, and / or light rail transport to service the city’s urban population centre, but these systems are supported by regional rail connections to nearby cities. As a comparison to these international examples, the inter-regional connectivity of Brisbane to the Gold Coast 65km (Southport), to the Sunshine Coast 90km (Maroochydore), to Ipswich 30km and to Toowoomba 105km should be accomplished by a different rail service and not an urban rail service operating across longer distances.
In the United Kingdom (UK), the equivalent from London as the major centre, would be travelling to Brighton (90km), Portsmouth (120km) and Oxford (90km) as regional cities. These locations are all well beyond the range of the urban passenger rail (the “Tube”, London Overground, etc.) and are instead within the service range of the Regional Express Rail service. Similarly, in Paris the options for regional travel would be to use a Regional Express Service or High Speed Rail.
These alternative (urban versus regional) rail options do not currently exist in SEQ. This is because the existing urban passenger rail service (Citytrain) has, over time, attempted to evolve to a system that fills the gap between an urban passenger rail service, originally provided within the Greater Brisbane area, to one that sought to expand its reach with connections to locations such as the Gold Coast and the Sunshine Coast. These locations are well beyond the normal range for an urban passenger rail service when compared to other systems internationally. To illustrate this point, Figure 4?14 shows the comparative distances that the urban passenger rail system traverses in London, Paris, Beijing, Kobe, Birmingham and Houston as well as the regional express services from distances further afield. Brief Case Study examples from international cities are also provided below. These illustrate the challenge for the existing Citytrain urban passenger rail system to be providing both longer distance inter-regional rail services and also urban passenger rail services using one system. The existing Citytrain system is providing services that are well beyond other international cities city boundary extents while also providing local services within each of the Gold Coast, Sunshine Coast and Ipswich. Based on other international cities the limits would be Beenleigh and Ipswich for the urban passenger rail services rather than the southern Gold Coast (Varsity Lakes), Nambour and Gympie North and Rosewood (west of Ipswich). An alternative operating model with two tiers including a local and inter-regional service may address this connectivity issue.
Figure 4 14: Map showing SEQ overlaid on London, Paris, Beijing, Kobe, Birmingham and Houston with SEQ’s
SEQ Two Tiered Rail System
To address this rail system constraint, and leverage the opportunity, SEQ could consider the creation of a two-tier system comprising:
- urban passenger rail (existing Queensland Rail (QR) Citytrain)
- faster rail (new system).
This Strategy would not preclude an inner-city subway (“underground”) being introduced in the future. This system would then, for example, resemble the rail tiering of London or Paris.
The first tier (urban passenger rail) would service the major urban areas within Brisbane, Ipswich, the Gold Coast and Sunshine Coasts. This would utilise the existing QR Citytrain rollingstock and track. This system would interchange with the Faster Rail network at key nodes such as Beerwah, Caboolture, Beenleigh and Darra. There would be a transition phase as Faster Rail takes on the “regional” role across the existing Citytrain network to free up the Citytrain network to focus on local services and markets. The actual operating model will require further investigation to balance not only efficient passenger operations but also the use of maintenance and stabling facilities across the network.
The second tier of Faster Rail would provide an inter-regional connectivity layer at speeds that are faster, with fewer stops, and at a higher level of passenger comfort than what the existing QR Citytrain system can provide as it will be using new faster rail rollingstock. This system would be consistent with the “hub and spoke” principles as per Figure 4?15.

Figure 4 15: Faster Rail’s role in the Advanced Scenario as the spoke in the “hub and spoke” model for high quality public transport services across SEQ
SEQ Faster Rail System:
Thus, one of the key projects that differentiates the Base and Advanced Transport Strategy elements is “Faster Rail”. The “Faster Rail” strategy is for Faster Rail to be provided between Brisbane and the Sunshine Coast, Gold Coast and Ipswich. A future extension to Toowoomba is also included as part of the 2041 projects.
Faster Rail systems are those that travel up to a top operating speed of 250km/h (see also the case study). Faster Rail is not High Speed Rail. High Speed Rail systems are those that travel at or above 250km/h, whereas Faster Rail systems are those that fill the gap between an Urban Passenger Rail network (up to 140km/h) and 250km/h (the start of High Speed Rail). The inclusion of Faster Rail would be predicated on the inclusion of Cross River Rail. It will be also preferable for Faster Rail to use the North-West Transport Corridor for the line to the Sunshine Coast.
International Experience with multi-tier passenger rail network structures including High Speed and Faster Rail
Randstad Region, Netherlands
The Randstad region is the metropolitan area including the Netherlands’ four largest cities of Amsterdam (Alpha city), Rotterdam, Utrecht and The Hague. Faster rail forms the backbone of the Randstad region. Fast rail has reduced travel times between Amsterdam and Schiphol (the main airport) to below 15 minutes and brought Rotterdam within a 36-minute commute, while other cities all connect within a 45-minute journey. Many of these cities in the Netherlands also have an urban passenger rail network in the form of light rail for shorter, local distances.
Pearl River Delta, Hong Kong and Shenzen
The Pearl River Delta region is in south-eastern China and consists of Shenzen and Hong Kong (both Alpha cities). Regional activity in the Pearl River Delta is supported by an extensive fast rail network. This network is being extended from the mainland to Hong Kong. The new fast rail link will cut trips from Hong Kong to Shenzhen to 15 minutes, and Hong Kong to Guangzhou to 50 minutes. Within each of these major centres the fast rail network is also supported by a metro type system for example in Hong Kong it is the Mass Transit Railway (MTR) and in Shenzen it is the Shenzen Metro.
London
London as an Alpha city (world city) has many layers of rail-based public transport services including the “underground” (metro), regional express rail services (to link to centres outside London) and also the existing High Speed Rail link to France via the Channel Tunnel (the “Chunnel”). Expansion of the High Speed Rail network is now being investigated to connect London to Birmingham, Manchester and Liverpool. The High Speed rail network will result in significant reductions in travel times between Manchester and London significantly improving regional connectivity and potential for agglomeration economies to develop over the length of the rail corridor.
Project List
Table 4?1: 2019-2031 Projects – Base Scenario
Key: Road / Public & Active Transport
No. | Project | Description | Notes | Council Region |
1 | Sunshine Coast Mass Transit Project – Stage 1 | Stage 1 – Kawana to the Maroochydore | Project focused on connecting the northern parts of the SCRC Enterprise Corridor | Sunshine Coast |
2 | Sunshine Motorway Upgrade Projects | Upgrade to 4 lanes from Kawana Way to the MRI and an upgrade to 6 lanes from the Mooloolaba Road interchange to the MRI | Sunshine Coast | |
3 | North Coast Rail Line Duplication (Beerburrum to Nambour Project) (B2N) | Urban Passenger Rail Line Duplication for the Beerburrum to Landsborough Section | Partial funding committed for the full $722M project | Sunshine Coast |
4 | Bruce Highway Upgrade Projects | 6 lane upgrade Bribie Island Road to Caloundra Road and interchange upgrade at Deception Bay Road | Moreton Bay; Sunshine Coast; Somerset | |
5 | North South Urban Arterial (NSUA) | Pine River Crossing to Boundary Road (remaining sections) | Also related to the Strathpine East Arterial | Moreton Bay |
6 | North-West Transport Corridor (NWTC) | Urban passenger rail and 4 lane urban motorway from Bald Hills to Stafford Road (road) and Alderley Station (rail) | Brisbane; Moreton Bay | |
7 | Cross River Rail Project | Dutton Park to Mayne Rail Yards | Fully committed funding | Brisbane |
8 | Centenary Motorway Upgrade Projects | Moggill Road to Sumners Road Interchange 6 lanes; Logan Motorway to Springfield and Springfield to Yamanto (4 lane upgrade) | $65M for Sumners Road Interchange | Brisbane; Ipswich |
9 | Cleveland Rail Line Duplication | Manly to Cleveland Rail Line Duplication | Redland | |
10 | Norman Street Bridge | New river crossing of the Bremer River in the centre of Ipswich | Ipswich | |
11 | Ipswich to Springfield Rail Line (Springfield to Ripley section) | Urban passenger rail Springfield to Ripley section | Ipswich | |
12 | Ipswich Motorway Upgrade Projects | Darra to Rocklea (Centenary Motorway to Sherwood Road) | Committed funding for Stage 1 including Boundary Road connection, Granard Road to east of the Oxley Road interchange | Brisbane; Ipswich |
13 | Salisbury to Beaudesert Rail Line (Salisbury to Undullah section) | Urban passenger rail Salisbury to Undullah section | Brisbane; Logan; Scenic Rim | |
14 | Pacific Motorway Upgrade Projects | Gateway Motorway (Eight Mile Plains) to Tugun; 8 lanes Gateway Motorway to Logan Motorway; 6 lanes Varsity Lakes to Stewart Road at Tugun; Interchanges upgrades at Yatala, Ormeau and Pimpama | M1/M3 Merge ($190M), Mudgeeraba to Varsity Lakes ($198M), Eight Miles Plains to Daisy Hill Upgrade ($749M) | Brisbane; Logan; Gold Coast |
15 | Mt Lindesay Highway Upgrade Project | Chambers Flat Rd to Woodhill; Browns Plains Road to Compton Road | Various sections funded | Brisbane; Logan |
16 | Gold Coast Light Rail (Stages 3 & 4) | Broadbeach to Coolangatta Airport | Gold Coast | |
17 | Inter-Regional Transport Corridor (IRTC) (Coomera Connector) | 4 lanes Coomera to Nerang-Broadbeach Rd (Arundell) | Gold Coast | |
18 | Gold Coast Urban Rail Line Extension Project | Tallebudgera to Coolangatta Airport | Gold Coast | |
19 | Warrego Highway Upgrade Projects | Ipswich (Dinmore) to Toowoomba – 6 lanes Dinmore to Brisbane Valley Highway and 4 lane upgrades (safety, realignment) and interchanges to Toowoomba | Ipswich; Lockyer Valley; Somerset; Toowoomba | |
20 | Gateway Motorway Upgrade Project | Stage 2 – Old Gateway Motorway to Bruce Highway (six lanes) | Brisbane; Moreton Bay | |
21 | North-South Link (Inner Western Bypass) | Tunnel corridor linking from Toowong (Centenary Motorway and Legacy Way) to the North-West Transport Corridor at Everton Park | Brisbane | |
22 | Multi-Modal Transport Corridor (MMTC) | Kawana Town Centre (Main Drive) to Mooloolah River Interchange (MRI); Bells Creek Connection from Aura to the Bruce Highway | Sunshine Coast | |
23 | New Rail Stabling Facilities | New Rail Stabling at Robina and Banyo | Brisbane; Gold Coast | |
24 | Open Level Crossing (OLC) Removal Projects | Beams Road (Aspley); Cavendish Road (Coorparoo); Wacol Station Road (Wacol); Boundary Road (Coopers Plains); South Pine Road (Alderley) | These are the five high priority projects as per TMR’s studies | Brisbane; Ipswich |
25 | Brisbane Metro | Metro 1 Eight Mile Plains to Roma Street, Metro 2 UQ to RBWH, Mass Transit Extension Buranda to Chandler, Mass Transit Extension RBH to Chermside, Mass Transit Extension Eight Mile Plains to Springwood | Metro 1 and 2 are fully committed funding. Transitway (on-road) sections where appropriate and subject to further investigations. Future Mass Transit Extensions will require State Government agreement in relation to busway corridors. | Brisbane; Logan |
26 | Caboolture to Maroochydore Corridor (CAMCOS) Urban Passenger Rail | CAMCOS Urban Passenger Rail (Beerwah to Kawana) | Beerwah to Kawana linking to the SC Light Rail | Moreton Bay; Sunshine Coast |
27 | Bus Rapid Transit (BRT) Toowoomba to Ipswich | High quality bus service linking key nodes between Ipswich and Toowoomba, including the Lockyer Valley | Ipswich; Lockyer Valley; Toowoomba | |
28 | Park Ridge Connector Stage 1 | Logan Motorway / Gateway Motorway Extension to Park Ridge to Granger Road (Park Ridge). 4 lane motorway | Brisbane; Logan |
Table 4?2: 2032-2041 Projects – Base Scenario
Key: Road / Public & Active Transport
No. | Project | Description | Notes | Council Region |
1 | Sunshine Coast Mass Transit Project – Stage 2 | Stage 2 – Kawana to Caloundra | Project focused on connecting the northern parts of the SCRC Enterprise Corridor | Sunshine Coast |
2 | Western Ipswich Bypass and Cunningham Highway Upgrades | Connecting the Warrego Highway and Cunningham Highways and Upgrades to the Cunningham Highway from Yamanto to Amberley (including the Amberley Interchange) | Ipswich | |
3 | Caboolture to Maroochydore Corridor (CAMCOS) Urban Passenger Rail | CAMCOS Urban Passenger Rail (Kawana to Maroochydore) | Sunshine Coast | |
4 | Brisbane River Crossing and Green Bridges | Consideration for public and active transport links | River crossing and green bridge strategy and implementation | Brisbane |
5 | Ipswich to Springfield Rail Line (Ripley to Ipswich section) | Urban passenger rail Ripley to Ipswich via Yamanto section | Ipswich | |
6 | Bus Rapid Transit (BRT) Nerang to Broadbeach | High quality bus corridor (on-road and off-road) | Gold Coast | |
7 | Mass Transit Corridor Extensions | Mass Transit Extension Springwood to the Logan Hyperdome, Mass Transit Extension UQ to Indooroopilly, Mass Transit Extension Chandler to Capalaba | Transitway (on-road) sections where appropriate. Future Mass Transit Extensions will require State Government agreement in relation to busway corridors. | Brisbane; Logan; Redland |
8 | Bus Rapid Transit (BRT) Nambour to Maroochydore | High quality bus corridor (on-road and off-road) | Sunshine Coast | |
9 | Open Level Crossing (OLC) Removal Projects | Pumicestone Road (Caboolture); Beenleigh Road (Kuraby); Caloundra Street (Landsborough); Dawson Parade (Keperra); McKean Street (Caboolture); Nathan Road (Runcorn) | These are the six medium priority projects as per TMR’s studies | Moreton Bay; Sunshine Coast; Brisbane; Logan |
10 | Park Ridge Connector Stage 2 | Granger Road (Park Ridge) to Camp Cable Road (McLean). 4 lane motorway | Logan |
No. | Project | Description | Notes | Council Region |
1 | Faster Rail (Brisbane to the Gold Coast) | Brisbane to the Gold Coast (at Southport Gold Coast University Hospital) | Link into GC University Hospital Precinct and GoldLinQ Light Rail | Brisbane; Logan; Gold Coast |
2 | Faster Rail (Brisbane to Ipswich) | Brisbane to Ipswich Central | Brisbane; Ipswich | |
3 | Logan Motorway Upgrade Project | Ipswich Motorway to Mt Lindesay Highway and Wembley Road to the Pacific Motorway | Transurban asset | Ipswich; Logan |
4 | Faster Rail (Brisbane to the Sunshine Coast) | Brisbane to the Sunshine Coast via Moreton Bay Regional Council | Subject to current Business Case NorthCoastConnect Project | Brisbane; Moreton Bay; Sunshine Coast |
Table 4?4: 2032-2041 Projects – Advanced Scenario
Key: Road / Public & Active Transport
No. | Project | Description | Notes | Council Region |
1 | Gold Coast Light Rail Extension (Miami to Robina) | Miami to Robina Light Rail Extension | Gold Coast | |
2 | Mt Lindesay Highway Deviation (Bromelton North-South Arterial Road) | Woodhill to Bromelton | Logan; Scenic Rim | |
3 | Faster Rail (Ipswich to Toowoomba) | Ipswich; Lockyer Valley; Somerset; Toowoomba | ||
4 | Centenary Motorway Bypass | Sumners Road Interchange to Legacy Way at Toowong and linking to North-South Link (Inner Western Bypass) at Everton Park | Brisbane | |
5 | East-West Link | Toowong (Legacy Way) to South East Freeway Tunnel | Brisbane |