Planning an Inland Port

Ideally, the Inland Port and its Hub would provide two parallel tracks for through traffic, two more for loading and unloading, the latter with sidings of at least 2km (and possibly just in time for the 20-year long track upgrades for the Sydney to Brisbane line - earmarked to start in 2009).

Other features would include state of the art freight handling involving unfettered truck access to each rail siding, a wide as necessary turn around apron, as well as access to massive container storage area to the rear, one that will be able to stow the hundreds of thousands of empty extras otherwise expensively shipped to the Port, Goondiwindi, Townsville, or, when they’re really overflowing, back to Asia. Containers stored here would be able to be stacked more than five high because they wouldn’t be exposed to the intense winds that so often hit the Port of Brisbane from Moreton Bay.

There would be enough space for adequate logistics oriented warehouses as well as a the possibility of a train and truck washdown area using water harvested from roof surfaces. It could also have solar panels (possibly the sliver cells offered by Origin Energy, where, it’s believed, operators would get payback in five to seven years, possibly more if they resold excess electricity back into the grid).

In addition, freight train users like QR, Toll, and so on, would be able to set up engineering and maintenance shops to service their rolling stock, an option that would necessitate spur track and shunting equipment. Truck users might be able to enjoy analogous facilities. Moreover, as a greenfields area, it would be able to implement any functional or process requirements deemed necessary, both at the onset and through a 100-year horizon.

Train and truck users would appreciate the fact that it’s near the Logan Motorway and the Brisbane-Sydney standard gauge railway line, may be easily connected with any future rail link from Toowoomba, and is relatively close to the existing Acacia Ridge rail marshalling yards: as well as all the major road distribution networks, both present and upcoming.

For example, the extension of the Centenary Highway will eventually allow traffic to bypass Ipswich and ultimately create a link across to the Mt Lindsay Highway, which, in turn, would fit in with the Southern Infrastructure Corridor connecting Ebenezer and Purga through to Yatala, albeit in 20-25 years. An additional plus is the potential for Greenbank to be connected by rail to the Adelaide-Darwin line, one that could then be used by, among other things, the Army for quickly shuttling ordnance, or even combat related vehicles, up north in case of a national emergency.

The unused hectares and the pristine scrub they hold (thanks to the Army) would provide more than a sufficient amount of space around its perimeter for buffers between it and a very politically active rural residential community to the south and east, some of which could be turned into a regional park.

Meanwhile where exactly is Greenbank and how is it being used now?

The Army first began using Greenbank for military operations around 1952 in an area situated east of Springfield and bound on the west by Centenary Highway, Johnson's Road in the north, Stapylton Road and the Sydney-Brisbane railway in the east and the Springfield Beaudesert Road in the south.

It is traversed by two main creek systems, Oxley Creek in the east and Blunder Creek in the west. Oxley Creek runs through the area from south to north and provides the largest flat area on the site and is probably the best water source. Blunder Creek commences in the south-west corner of the site and flows generally north-east. The elevations of the area range from 25m at the northern boundary on Oxley Creek to 90m near the site's western boundary. The average elevation is about 35 to 45 metres, while the topography has been providing the military with an undulating terrain for training.

The training component is conveniently located, being about 1 to 1.5 hours drive equidistant to Enoggera, Canungra and Amberley military bases. The site contains a receiving and stores area off Woogaru Street in the north-west, a barracks area in the south-east , several small arms ranges and field training areas. It does not appear to have been damaged by tracked vehicles such as tanks or APCs.

Its location provides a potential range of access points, however the primary one is via Woogaru Street in the north western corner and off the Springfield-Greenbank Road in the south-east. There is a well constructed (sealed) circular road system on the site as well as perimeter fire trails. Further, it is secured by a 2m high chain wire fence around the perimeter.

The natural forest cover is of medium density, has probably been logged and contains remnant vegetation areas of significance. This large forested area is no doubt a refuge for many flora and fauna species (including feral horses) in the area, while Oxley Creek may have several small wetland areas. As a relatively underdeveloped precinct, there may be native title and or areas of aboriginal cultural significance on the site.