Interstate Rail Network
Productivity Improvements for Rail Transport
September 2009
2
ARTC has identified projects
which can be brought on-line
quickly and provide productivity
improvements for the economy
in the transport sector and
economic stimulus in 2010.
The new program of works is targeted to
deliver:
� Improvements to economic productivity
productivity
productivity
productivity within
the transport sector.
� Environmental
Environmental
Environmental
Environmental benefits
benefits
benefits
benefits, particularly
through reduced greenhouse gas
emissions.
� Enhancements to the perform
ance
perform
ance
perform
ance
perform
ance of rail
transport.
� Strong employm
ent
employm
ent
employm
ent
employm
ent outcomes from the
dollars invested.
Identified works have an ability to ramp-up
quickly, with a target of material employm
ent
benefits within six months.
Introduction
Total Investm
ent — $1 billion
13,135 months of employment
218,257 tonnes of CO2 emissions saved
3
Summary
Sydney
Mt. Gambier
Penola
Kalangadoo
Brisbane
Toowoomba
Warwick
Goondiwindi
Dirranbandi
Echuca
Cobram
Deniliquin
Ouyen
Robinvale
Piangil
Moulamein
Swan Hill Kerang
Yaapeet
Hopetoun
Yelta
Kulwin
Charlton
Tocumwal
Warrnambool
Dennington
Moe
Sale
Ba irnsdale
L eongatha
Korumburra
Mo rwellYallourn
Traralg on
Bendigo
Dunolly
Inglewood
St Arnaud
Bacchus
Marsh
Warrenheip
Kyneton
Ballarat
Avoca
Beaufort
Castlemaine
Maryborough
Yarrawonga
Oaklands
Dookie
Shepparton
Toolamba
Frankston
Stony Point
Warracknabeal
Colac
Loxton
Alawoona
Murrayville
Koroonda
Pinnaroo
Burra Eudunda
Penrice
Angaston
Balaklava
Saddleworth
Gawler
Apamurra
Leigh Creek
Coal Mine
Nowra
Wallangarra
Mildura
Henty Silo
Cobar
Elura
Nyngan Jn
Bo gan Gate
Albury
Henty
Culcairn
NarranderaYanco
Boree
Creek
Griffith
Willbriggie
Hillston
Rankins
Springs
Naradhan
Burcher
Lake Cargelligo
Roto
West
Wyalong
Cowra
Ungarie
Greenethorpe
Medway Jn
Unanderra
Tarago
Bungendore Jn
Junee
Koorawatha
GalongBlayney
Tarana
Molong
Orange Jn
Ulan Jn
Ulan coal loader
Craboon
Gulgong
Kandos
Dubbo
Narromine
Tottenham
NevertireWarren
Parkes
Goobang Jn
Bowenfels
Wallerawang Colliery
Baal Bone Colliery
Baal Bone Jn
Charbon Colliery
Charbon Colliery Jn
Woodville Jn
Islington Jn
Joppa Jn
Yass Jn
Canberra
Maitland
Branxton
Saxonvale Jn
Camberwell Jn
Newdell Jn
Telarah
Martins
Creek
Dungog
Stratford Colliery
Sandy Hollow Jn
Muswellbrook
West Tamworth
Curlewis
Grafton
Armidale
Agripark
Camurra
North Star
Weemelah
Casino
Border Loop
Moree
Walgett
Narrabri Jn
Gwabegar
Burren
Merrywinebone
Gunnedah Colliery
PictonGlenlee
Moss Vale
Mittagong
Temora
Barmedman
Ardglen
Dartbrook Jn
Merrygoen
Binnaway
Werris Creek
The Gap
Coonamble
Cootamundra
Braemar
Craven
Goulburn
Stockinbingal
The Rock
Uranquinty
Waller awang
Macarthur
Queanbeyan
Wagga Wagga
Old Casino
Boggabilla
To Perth & Darwin
Mangalore
Whyalla
Melbourne
Cockburn
Mannahill
Port Augusta
Crystal Brook
Port
Pirie
Peterborough
Gladstone
Snowtown
Wolseley
Dimboola
Horsham Stawell Ararat
Maroona
Murtoa
Tailem
Bend
Broken Hill
Serviceton
Lubeck
Adelaide
North Geelong
Geelong
Gher inghap
Benalla
Wodonga
Seymour
Wangaratta
Coonamia
Springhurst
Donnybrook
Mindaribba
Loadstone
Killaw
arra
Kerew
ong
Johns River
Kilbride
Hamilton
Portland
Heywood
Coleraine Jn
Penong Kevin
Thevenard
Wirrulla
Poochera
Minnipa Wudinna
Lock
Kapinnie
Port Lincoln
Cummins
Buckleboo
Iron Duke
(Ceduna)
Geraldton
Pindar
Mullewa
Morawa
Dongara
Eneabba
Three
Springs
Moora
DalwallinuKalannie
Burakin
Bonnie Rock
Mukinbudin
Amery
Wyalkatchem
Miling
Goomalling
To Darwin
Perth
Kalgoorlie
Fremantle
Southern Cross
Koolyanobbing
Leonora
Menzies Redmine
Norseman
Esperance
Toodyay
Kwinana
Merredin
Narrogin
Mundijong
Pinjarra
Jarrahdale
Dwellingup
Collie
Cardiff
Brunswick Junction
Bunbury
Boyanup
Busselton
Donnybrook
Bridgetown
Pemberton
Northcliffe
Mundijong
Junc
York
Bruce Rock
Narembeen
Hyden
Corrigin
Kulin
Kondinin
Newdegate
Lake Grace
Nyabing
Katanning Gnowangerup
Tambellup
Mt. Barker
Albany
Wagin
Shackleton
Yoting
Whyalla
Cook
Ooldea
Barton
Tarcoola
Pimba
Zanthus
Rawlinna
Parkeston
Port AugustaTo A
delaide
Parkes - B
roken Hill
Resleepering
Cost: $253m
Commence: Decem
ber 2009
Complete: Decem
ber 2010
Whyalla - Broken Hill &
Parkes - Cootamundra
Rerailing
Cost: $312 m
Commence: Decem
ber 2009
Complete: November 2011
Gheringhap - Maroona
Passing Loops
Cost: $32 m
Commence: March 2010
Complete: June 2011
Goulburn / Moss Vale /
Double Track Passing Loops
Cost: $24 m
Commence: January 2010
Complete: A
ugust 2011
North Coast Curve
Easing
Cost: $170 m
Commence: Novem
ber 2009
Complete: Decem
ber 2010
Kalgoorlie - Koolyanobbing
Capacity
Cost: $95 m
Commence: November 2011
Complete: September 2012
Albury - Melbourne -
Geelong Rerailing
Cost: $110 m
Commence: A
pril 2011
Complete: A
pril 2012
ARTC owned/leased track
Other standard gauge track
Narrow / broad gauge track
Track amplifications
New, extended or upgraded passing loops
Resignalling and upgraded train control
Rerailing
Terminals
Deviations / Curve Easing
Double Track Passing Loops
Resleepering
4
Overview
Overview
Overview
Overview
The works outlined in this proposal aim to build
on existing investment strategies and deliver
productivity benefits to the overall economy through
investment in transport infrastructure.
North
North
North
North- ---South
South
South
South
ARTC is already undertaking an extensive
investment in the North-South Corridor with a
particular focus on improving transit times and
reliability. This program was devised to extract the
greatest benefit from the existing rail alignment.
Improving the rail alignment is the next logical step.
The North Coast Curve Easing
North Coast Curve Easing
North Coast Curve Easing
North Coast Curve Easing program aims to
achieve significant improvement in transit time
through minor adjustments to the track, largely within
the existing land corridor.
Interaction between freight and passenger
services is always a particular area of challenge. On
the line to the south of Sydney, there are very limited
opportunities to hold long freight trains to allow them
to be overtaken by passenger services. This
constrains timetabling options and exacerbates
delays. Construction of passing loops on the double
passing loops on the double
passing loops on the double
passing loops on the double
track at Goulburn, Moss Vale and Glenlee
track at Goulburn, Moss Vale and Glenlee
track at Goulburn, Moss Vale and Glenlee
track at Goulburn, Moss Vale and Glenlee will
complement the other investments in this corridor
that ease the conflicts between freight and
passenger.
Steel Transport
Steel Transport
Steel Transport
Steel Transport
The two primary flows of raw steel in Australia
are steel in billet form
from Whyalla to Newcastle and
steel in slab form
from Port Kembla to Westernport,
south of Melbourne. The rail operating pattern for
these traffics is triangular. Trains move the billet from
Whyalla to Newcastle. They then run empty to Port
Kembla where they are loaded with slab for
Westernport. These trains run via Sydney to
Melbourne where the steel is transhipped for the
completion of its journey on broad gauge. The wagons
then run empty via Adelaide to Whyalla to
recommence the cycle.
ARTC is proposing to im
prove the perform
ance
of both of the loaded legs of this steel transport
steel transport
steel transport
steel transport
operation by facilitating an increase in the carrying
capacity of the wagons. The major investments to
achieve this increase are:
• Rerailing of Whyalla – Broken Hill and Parkes –
Cootamundra
• Resleepering of Broken Hill – Parkes
• Rerailing of Albury – Boradford
While the resleepering of Broken Hill
resleepering of Broken Hill
resleepering of Broken Hill
resleepering of Broken Hill – ––– Parkes
Parkes
Parkes
Parkes is
an enabling project for improving the productivity of
the steel network, it also stands as a valuable
productivity initiative in its own right. The section of
the network has historically suffered from poor ride
quality to the extent that it has affected rail’s ability to
gain traffic. The line also suffers from heat related
speed restrictions. The resleepering project will
resolve these two issues.
East
East
East
East- ---West
West
West
West
Analysis of East-West capacity constraints
consistently shows the Kalgoorlie
Kalgoorlie
Kalgoorlie
Kalgoorlie – ––– Koolyanobbing
Koolyanobbing
Koolyanobbing
Koolyanobbing
section will be the greatest source of congestion once
the works under the Nation Building stimulus package
are complete. It is proposed to address this through a
combination of additional loops and rerailing in
heavier rail, which will allow some trains to increase
their maximum speed. This proposed investment is in
the WestNet area and ARTC is therefore proposing
that the investment be conditional on WestNet
undertaking agreements with ARTC.
a. Extend the wholesale agreement with ARTC for a
further 20 years on an enforceable basis for the
45% of the capacity of the line Kalgoorlie to
Perth
b. ARTC receive a proportion of the domestic
volume growth in the sectors from Kalgoorlie to
Koolyanobbing.
c. Improvement in axle loads and speeds of
services in the Kalgoorlie to Koolyanobbing
section.
The next most pressing section of the east-west
corridor for capacity enhancement is Gheringhap
Gheringhap
Gheringhap
Gheringhap – –––
Maroona
Maroona
Maroona
Maroona. ARTC has a staged strategy of investments
in the Melbourne – Adelaide corridor to achieve a
consistent loop spacing and enable an increase in
train length from 1500 metres to the east-west
standard of 1800 m. Construction of 4 additional
loops in this section is the next step in this strategy.
Summary
5
Summary
Project
Project
Project
Project
Cost
Cost
Cost
Cost
BCR
BCR
BCR
BCR
Productivity Benefits
Productivity Benefits
Productivity Benefits
Productivity Benefits
Environmental Benefits
Environmental Benefits
Environmental Benefits
Environmental Benefits
Perform
ance Benefits
Perform
ance Benefits
Perform
ance Benefits
Perform
ance Benefits
Employm
ent Creation
Employm
ent Creation
Employm
ent Creation
Employm
ent Creation
North Coast Curve Easing
$170 m
1.66
Reduced crew costs.
Improved asset cycle times
Reduced track maintenance
39,818 tonnes of reduced
greenhouse emissions over 30
years
61.4 minute transit time reduction
2160 person months of
employm
ent, mainly in civil works
Goulburn / Moss Vale /
Glenlee Double Track
Passing Loops
$24 m
1.14
Reduce train stopping and idling
2,146 tonnes of reduced
greenhouse emissions over 30
years
Reduced congestion for passenger
traffic
Greater flexibility in timetabling
Reduced disruption from incidents
1 minute delay reduction
420 person months of
employm
ent, mainly in signalling
Whyalla–Broken Hill &
Parkes—
Cootamundra
Rerailing
$312 m
0.85
Increased capacity per wagon
Reduced track maintenance
58,247 tonnes of reduced
greenhouse emissions over 30
years
Generate productivity for steel,
minerals and grain.
Improve track capability from 23
tonne axle loads at 80 km/h to 25
tonne axle loads at 80 km/h and
23 tonne axle loads at 100km/h
4400 person months of
employm
ent, mainly in steel
production and track work
Broken Hill—Parkes
Concrete Resleepering
$253 m
1.00
Increased capacity per wagon
Elim
inate temperature related
speed restrictions
Reduced track maintenance cost
Reduced damage to goods.
Reduce dependence on hardwood
and royal species timber
Also enables 58,247 tonnes of
reduced CO2 from the steel
network axle load upgrade
Improve track capability from 23
tonne axle loads at 80 km/h to 25
tonne axle loads at 80 km/h and
23 tonne axle loads at 100km/h
Improve ride quality and reduce
damage to goods
2960 person months of
employm
ent in sleeper production
in Grafton, Braemar and Wagga
Wagga and in installation
Albury–Melbourne–
Geelong Rerailing
$110 m
0.94
Increased capacity per wagon
Reduced track maintenance cost
13,673 tonnes of reduced
greenhouse emissions over 30
years
Generate productivity for steel and
grain.
Improve track capability from 23
tonne axle loads at 80 km/h to 25
tonne axle loads at 80 km/h and
23 tonne axle loads at 100km/h
1375 person months of
employm
ent, mainly in steel
production and track work
Kalgoorlie—Koolyanobbing
Capacity
$95 m
1.08
Reduced crossing delay
Reduced raw transit time
80,510 tonnes of reduced
greenhouse emissions over 30
years
Allow increase in speed limits by
10km/h for 21t & 23t loads - 7
minute transit time saving
12.6 minute delay reduction
1340 person months of
employm
ent, mainly in steel
production and track work
Gheringhap–Maroona
Passing Loops
$32 m
1.09
Reduced train stopping and idling
Reduce fuel consumption
Reduce crew cost
Reduced asset cycle times
23,862 tonnes of reduced
greenhouse emissions over 30
years
3.5 minute delay reduction
480 person months of
employm
ent, mainly in civil and
track work
6
Summary
-
10
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7
8
North Coast Curve Easing
Cunnam
ulla
More
e
Tw
eed H
eads
Warw
ick
Murw
illum
bah
Kill
arn
ey
Goondiw
indi
Kyogle
Sta
nth
orp
e
Lis
more
Tente
rfie
ld
Gra
fton
Gle
n Innes
Invere
ll
Walg
ett
Bourk
e
Narr
abri
Coonam
ble
Coonabara
bra
n
Gula
rgam
bone
Cobar
Nyngan
Warr
en
Gilg
andra
Dunedoo
Narr
om
ine
Gulg
ong
Welli
ngto
nM
udgee
Kandos
Park
es
Ora
nge
Forb
es
Bath
urs
t
Bla
yney
Canow
indra
Coffs H
arb
our
Arm
idale
Gunnedah
Moonbi
Kem
psey
Port
Macquarie
Quirin
di
Win
gham
Scone
Tuncurr
yM
usw
ellb
rook
Dungog
Sin
gle
ton
Sold
iers
Poin
tM
aitla
nd New
castle
Toro
nto
Balg
onnia
Budgew
oi Lake
The E
ntr
ance
Kin
cum
ber
Lithgow
Avalo
n
North Coast Curve
Easing
Cost: $1
70 m
Com
men
ce: N
ovem
ber 20
09Com
plete: Decem
ber 20
10
All sites shown in
detail in Appendix D
9
North Coast Curve Easing
Productivity
Productivity
Productivity
Productivity – Sites have been specifically targeted to reduce train braking and acceleration. The faster transit time will reduce the probability of
encountering opposing trains, thereby reducing delay. The direct and indirect transit time savings will reduce crew costs and improve asset cycle
times. Lower radius curves generate less friction and thereby reduce rail wear, reducing maintenance requirements.
Environment
Environment
Environment
Environment – Reduced braking, acceleration and idling time will reduce greenhouse gas emissions. An approximate 3% increase in rail market share
will reduce road volumes giving a net reduction in greenhouse gas emissions.
Perform
ance
Perform
ance
Perform
ance
Perform
ance – An 61.4 minute reduction in transit time will make a direct contribution to rail’s North-South competitiveness, particularly in the Sydney
– Brisbane corridor.
Employm
ent
Employm
ent
Employm
ent
Employm
ent – This program will provide direct employm
ent for 180 people for 12 months, or 2160 person months.
The NSW North Coast rail line was built incrementally as a series of connecting branch
lines. Construction standards were low and the track alignment was designed to minimise
earthworks and bridges. As a result it has an excessive number of tight curves. There are
extensive opportunities to ease curves while largely remaining within the rail corridor.
Where these curves lie in the midst of a higher speed section, easing curves to increase
speed can have a significant benefit.
ARTC has identified a total of 57 discrete sites where curve easing could be completed by
December 2010 and which would collectively produce a transit time saving of 44 minutes
for northbound Superfreighters and 35minutes for southbound Superfreighters.
An additional investment to consolidate 5 level crossings at Taree has also been included
within the scope of this project. This level crossing amalgamation will allow 5 unprotected
private crossings to be replaced with a single protected public crossing. In addition to the
safety benefits, this will allow an existing rail speed restriction to be lifted, delivering a
further 1.5 minute transit time saving.
Reduced transit time also reduces the probability of encountering an oncoming train. This
reduced delay is forecast to bring total transit time savings to 61.4 minutes.
Ease tight curves on the NSW North
Coast to improve transit time
� 58 discrete sites across the North Coast corridor.
� Investment per site from $50,000 to $10.5
million.
� Physical range of sites extends from just north of
Maitland to close to the Queensland border.
� Reduced transit time - 44 minutes northbound
and 35 minutes southbound.
� Reduced maintenance.
� $170 million.
� 2160 person months of employm
ent.
� 39,818 tonnes of greenhouse gas saved.
10
Goulburn/Moss Vale/Glenlee Double Track Passing Loops
Go
ulb
urn
Ca
mp
be
llto
wn
Na
rella
n
Ca
md
en
Pic
ton
Th
irlm
ere
Ta
hm
oo
r
Ba
rgo
Mitta
go
ng
Bo
wra
l
Da
pto
Mo
ss V
ale
Alb
ion
Pa
rk
Kia
ma
Bu
nd
an
oo
nK
iam
a
Will
ow
Va
le
Wo
mb
eya
n C
ave
s
Ta
ralg
a
Gre
en
wic
h P
ark
To
wra
ng
Th
e O
aks
Me
na
ng
le P
ark
Me
na
ng
le
Do
ug
las P
ark
Ma
ldo
nTo
ma
t C
ree
kA
pp
in
Wilt
on
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xto
n
Oa
kw
oo
dH
illto
p
Hig
h R
an
ge
Ye
rrin
bo
ol
Tu
ga
lon
gC
olo
Va
le
Aylm
ert
on
Bra
em
ar
Be
rrim
aM
ed
wa
y
Be
rrim
a J
un
ctio
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tto
n F
ore
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be
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nB
urr
aw
an
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Exe
ter
Ja
mb
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nro
se
Win
ge
lloM
aru
lan
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an
ga
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lley
Ge
rrin
go
ng
Ma
rula
n S
ou
th
Ge
rro
a
Me
roo
Me
ad
ow
Gle
nle
e
Goulburn / Moss Vale /
Glenlee Double Track
Passing Loops
Cost: $2
4 m
Com
men
ce: Jan
uary 201
0Com
plete: Aug
ust 2
011
11
Goulburn/Moss Vale/Glenlee Double Track Passing Loops
The 258 km rail corridor between Sydney and Yass is double track
and has good capacity. However, there are very limited
opportunities for trains to be overtaken, particularly long
Superfreighters and steel trains. This is particularly a problem when
Superfreighters need to be overtaken by passenger services, and
when there are incidents and disruptions.
Creation of passing loops using cross-overs and bi-directional
signalling on the existing double track is a cost-effective way to
increase flexibility, reduce delay and improve incident recovery
times.
One facility, at Picton, is being constructed in conjunction with the
Southern Sydney Freight Line. These three further projects will
complete the provision of well spaced crossing facilities on the
entire Melbourne—Sydney corridor.
Provide double track passing loops on the double-track
between Yass and Southern Sydney to facilitate overtaking
moves .
� Provide crossovers and bi-directional signalling on the existing double track at
Goulburn, Moss Vale and Glenlee.
� Allow 1800 m trains to be overtaken.
� Reduced congestion for passenger traffic.
� Greater flexibility in timetabling.
� Reduced delay, train idling, fuel consumption and greenhouse emissions.
� Reduced disruption from incidents, giving greater reliability.
� $24 million.
� 420 person months of employm
ent
� 2146 tonnes of greenhouse gas saved.
Productivity
Productivity
Productivity
Productivity – Availability of opportunities to refuge trains will increase flexibility and reduce delay, leading to lower train operating costs.
Environment
Environment
Environment
Environment – Reduced braking, acceleration and idling time will reduce greenhouse gas emissions. A reduction of 2146 tonnes of CO2 over 30 years
is forecast.
Performance
Performance
Performance
Performance – A small reduction in average transit time will make a contribution to the ongoing goal of increasing Melbourne—Sydney transit time
competitiveness. More importantly, the increased timetabling flexibility will increase options for meeting market preferred departure and arrival
times. It will also increase flexibility when delays occur, improving reliability.
Employment
Employment
Employment
Employment – This program will provide direct employm
ent for 35 people for 12 months, or 420 person months.
12
Whyalla—Broken Hill & Parkes—
Cootamundra Rerailing
Po
rt A
ugu
sta
Stirlin
g N
ort
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ya
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rt P
irie
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re
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pu
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asto
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ke
n H
ill
Ren
mark
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xto
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rtin
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ell
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rnm
ern
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am
ona
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llio
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aw
arr
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tatio
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mb
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ur
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the
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rkY
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rato
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ap
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ay T
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terlo
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un
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Bow
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yla
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igie
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ins
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(outs
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Ma
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ea
Whyalla - Broken Hill
Rerailing
Cost: $2
33 m
Com
mence: D
ecem
ber 20
09Com
plete: Novem
ber 2011
Spri
ng
da
le
Sto
ckin
bin
ga
l
Pa
rkes
Forb
es
Gre
nfe
ll
You
ng
Coo
tam
un
dra
Gu
nn
ing
bla
nd
Coo
ka
mid
ge
ra
Wh
ea
tla
nd
s
Da
roo
ba
lgie
Be
dg
ere
bon
g
Gare
ma
Wir
rinya
We
stf
ield
Cara
gab
al
Qua
ndia
lla
Bim
bi
Bri
bba
ree
Thu
dd
ung
ra
Mo
nte
ag
le
Milv
ale
Wo
mb
at
Kin
gsva
le
Wa
llend
be
en
Da
mon
dri
lle
Parkes - Cootamundra
Rerailing
Cost: $79 m
Com
mence: D
ecem
ber 20
09Com
plete: Novem
ber 2011
13
Whyalla—Broken Hill & Parkes—
Cootamundra Rerailing
Productivity
Productivity
Productivity
Productivity – Increased axle loads will directly improve the efficiency of the steel network operations, and reduce train operating costs. Broken Hill ore
trains may also benefit. Heavier rail, together with the pads and fasteners replaced during the rerailing process will reduce the requirement for
reactive maintenance and defer the requirement for renewal well into the future.
Environment
Environment
Environment
Environment – Increased efficiency of train operations through improved wagon carrying capacity will lead to a reduction of 58,247 tonnes of CO2 over
30 years for the Whyalla—Newcastle route (in conjunction with associated projects).
Performance
Performance
Performance
Performance – Increased axle loads at current speed will provide a material increase in rail’s operational perform
ance.
Employment
Employment
Employment
Employment – This program will provide direct employm
ent for 275 people for 16 months, or 4400 person months.
The Whyalla—Port Augusta—Crystal Brook—Broken Hill section along
with the Parkes—
Stockinbingal—Cootamundra section have old
47 kg/m
rail. Due to their cross section strength, they cannot
accommodate an increase in axle loads. The rail is becoming worn
and it will desirably be replaced over the next 10—20 years. The
project proposes to bring forward the rerailing and carry it out in a
single program so that, in conjunction with related programs in the
corridor, it is possible to deliver a meaningful increase in train
perform
ance characteristics.
Rerailing at this time will also allow a considerable amount of rail
with some life left in it to be cascaded to other parts of the network
to efficiently prolong the life of that rail.
The cost for this project also includes a small amount to address
bridge and culvert capacity issues and to renew 47 kg rail and
timber bearer turnouts with 60 kg/m
concrete bearer turnouts.
Rerail Whyalla — Broken Hill & Parkes—Cootamundra to
increase track strength
� Rerail 794 track km of 47 kg/m
rail in new 60 kg/m
rail.
� Renew / upgrade deficient bridges and turnouts.
� Reduce lifecycle cost.
� Enable increase in axle load from 23t at 80 km/h to 25t at 80 km/h or 23t at
100 km/h.
� Improve wagon carrying capacity, delivering reduced train operating cost.
� $312 million.
� 4400 person months of employm
ent.
� 58,247 tonnes of greenhouse gas saved.
14
Broken Hill—Parkes Concrete Resleepering
Te
mo
ra
We
st W
ya
lon
g
Bro
ken
Hill
Me
rbe
in
Red
Clif
fs
Hay
Ba
lran
ald
Co
ba
r
Nyn
gan
Wa
rre
n
Pa
rkes
Fo
rbe
s Gre
nfe
ll
Griffith
Yo
un
g
Le
eto
n
Co
ota
mu
ndra
Narr
an
de
ra
Ju
ne
e
Ou
ye
nW
ag
ga
Wa
gg
a
Parkes - Broken Hill
Resleepering
Cost: $253
mCom
men
ce: D
ecem
ber 2009
Com
plete: Decem
ber 2010
15
Broken Hill—Parkes Concrete Resleepering
Productivity
Productivity
Productivity
Productivity – Increased axle loads will directly improve the efficiency of the steel network operations, and reduce train operating costs. Some grain
trains may also benefit. Concrete sleepers, together with the pads and fasteners replaced during the resleepering process, will reduce the
requirement for reactive maintenance and defer the requirement for renewal well into the future. Reduction in goods damage gives a wider
economic productivity benefit.
Environment
Environment
Environment
Environment – Increased efficiency of train operations through improved wagon carrying capacity will lead to a reduction of 58,247 tonnes of CO2 over
30 years for the Whyalla—Newcastle route (in conjunction with associated projects).
Performance
Performance
Performance
Performance – Increased axle loads at current speed will provide a material increase in rail’s operational perform
ance. Elim
ination of heat related
speed restrictions will increase rail’s reliability. Resleepering will also help address persistent rough ride problems on this section which contribute
to damage to goods and customer complaints.
Employment
Employment
Employment
Employment – This program will provide direct employm
ent for 370 people for 8 months, or 2960 person months. Provides continuity of employm
ent at
sleeper plants in Grafton, Braemar and Wagga.
With the completion of concrete resleepering in the current
Nation Building package, the last timber sleepers on the main line
interstate network will be between Parkes and Broken Hill.
This section of track is heavily affected by heat related speed
restrictions that impact perform
ance on the Sydney–Perth corridor.
This has been a particular source of customer complaint. The
section also has a history of poor ride quality, which concrete
resleepering can contribute to addressing.
Concrete resleepering is also an essential enabling project to
achieve an increase to 25 tonnes at 80 km/h. This would be a
desirable productivity project, in particular for Whyalla–Newcastle
steel traffic. Some grain traffic may also be able to benefit from
higher axle loads.
Resleeper Broken Hill to Parkes to complete concrete
resleepering of the interstate mainline network.
� Concrete resleepering of 691 km of track (1,040,000 sleepers) Broken Hill to
Parkes.
� Reduce lifecycle cost.
� Improve ride quality and reduce damage to goods.
� Elim
inate temperature related speed restrictions.
� Reduce dependence on hardwood forests and the use of royal species timber.
� Enable increase in axle load from 23t at 80 km/h to 25t at 80 km/h
or 23t at 100 km/h.
� Improve wagon carrying capacity, delivering reduced train operating cost.
� $253 million.
� 2960 person months of employm
ent.
16
Albury—
Melbourne—Geelong Rerailing
Echuca
/mo
am
a
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che
ste
r
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igo
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ath
cote
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ain
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ore
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cedo
n Rid
dells
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ek
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on
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ury
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murk
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onga
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pp
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on
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ra
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redith
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rburt
on
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eY
arr
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njil
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ncia
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ek
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lltow
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reek
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da
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nm
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ew
ryS
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bro
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thN
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tratfo
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rica
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ea
con
sfield
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rM
eerl
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Mo
on
da
rra
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div
ick N
ort
hC
ow
warr
Bun
dala
guah
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rykn
oll
Ta
rago
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mbro
kTo
ong
ab
bie
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ow
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r N
ar
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ree
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arn
um
Albury - Melbourne -
Geelong Rerailing
Cost: $110
mCom
men
ce: A
pril 2011
Com
plete: April 2012
17
Albury—
Melbourne—Geelong Rerailing
Rerail Albury–Melbourne–Geelong to increase track
strength
� Rerail 239 track km of 47 kg/m
rail
in new 60 kg/m
rail.
� Renew / upgrade deficient bridges and turnouts.
� Reduce lifecycle cost.
� Enable increase in axle load to 25t at 80 km/h or 23t at 100 km/h.
� Improve net : tare ratios, delivering reduced train operating cost.
� $110 million.
� 1375 person months of employm
ent.
� 13,673 tonnes of greenhouse gas saved.
The Wodonga—Broadford section has old 47 kg/m
rail. Due to its cross
section strength it cannot accommodate an increase in axle loads. The rail is
becoming worn and it will desirably be replaced over the next 10--20 years.
The project proposes to bring forward the rerailing and carry it out in a single
program so that, in conjunction with related programs in the corridor, it is
possible to deliver a meaningful increase in train perform
ance characteristics.
The steel services and grain services that could benefit from the upgrade
operate loaded in the southbound direction only, it is proposed to only rerail
the southbound track on the double-track sections.
The cost for this project also includes a small amount to address bridge and
culvert capacity issues and to renew 47 kg rail and timber bearer turnouts
with 60 kg/m
concrete bearer turnouts.
The scope of work required to extend 25 tonnes axle loads to Geelong is very
small (approximately $8m, mainly in the immediate vicinity of Melbourne).
While there are no significant traffics that would definitely take advantage of
this increase in capability in the short-term
, ARTC sees benefit in completing
this section in conjunction with this current scope of work and an allowance
for this has been included in the total amount.
Productivity
Productivity
Productivity
Productivity – Increased axle loads will directly improve the efficiency of the steel network operations, and reduce train operating costs. Some grain
trains may also benefit. Heavier rail, together with the pads and fasteners replaced during the rerailing process will reduce the requirement for
reactive maintenance and defer the requirement for renewal well into the future.
Environment
Environment
Environment
Environment – Increased efficiency of train operations through increased capacity per wagon will lead to a reduction of 13,673 tonnes of CO2 over 30
years.
Performance
Performance
Performance
Performance – Increased axle loads at current speed will provide a material increase in rail’s operational perform
ance.
Employment
Employment
Employment
Employment – This program will provide direct employm
ent for 275 people for 5 months, or 1375 person months.
18
Koolyanobbing–Kalgoorlie Capacity
Ka
lgo
orl
ie
Jau
rdi
Cre
do
Mo
unt
Bu
rge
s
Bu
rra
Rock
Yello
wd
ine
Qu
ard
an
oo
lag
in
Ko
oly
an
ob
bin
gK
urr
aw
an
g
Ora
Ban
da
Ba
rdo
c
Bro
ad
Arr
ow
So
uth
ern
Cro
ss
Kan
ow
na
Bla
ck F
lag
Mu
ng
ari
Co
olg
ard
ie
Kalgoorlie - Koolyanobbing
Capacity
Cost: $9
5 m
Com
men
ce: N
ovem
ber 2011
Com
plete: Sep
tember 20
12
19
Koolyanobbing–Kalgoorlie Capacity
Productivity
Productivity
Productivity
Productivity – Additional loops will reduce crossing delay and increase capacity. Increased train speed improves asset utilisation. As trains occupy the
track for less time it also reduces the probability of meeting oncoming trains, thereby further reducing crossing delay.
Environment
Environment
Environment
Environment – Reduced crossing delay reduces stopping, starting and idling time and will contribute towards a reduction of greenhouse gas
emissions. A reduction of 80,510 tonnes of CO2 over 30 years is estimated.
Performance
Performance
Performance
Performance – Reduced transit times and crossing delay allow rail to offer a better product.
Employment
Employment
Employment
Employment – This program will provide direct employm
ent for 275 people for 4 months on rerailing and 40 people for 6 months on loop
construction, for total employm
ent of 1340 person months..
The Koolyanobbing–Kalgoorlie section is the heaviest trafficked
section of the Adelaide–Perth corridor due to the large volumes of
export iron ore overlaid on the significant interstate and Perth–
Kalgoorlie traffic.
An additional two loops, splitting the two longest sections, would
increase capacity and reduce transit time for all trains.
The track structure is currently concrete sleepers with 47 kg/m
rail. Iron ore services operate with 23 tonne axle loads at 90 km/h.
Upgrading to 60 kg/m
rail would allow an increase to 23 tonne
axle loads at 100 km/h.
Increased speed reduces the probability of encountering an
oncoming train, thereby further reducing delay as well as ‘raw’
transit time.
Upgrade Koolyanobbing–Kalgoorlie to support increased
average train speeds
� Construct two new loops.
� Rerail 196 track km of rail.
� Replace rail approaching life-expiry.
� Increase speed from 90 km/h to 100 km/h at 23 tonne axle loads.
� Reduce crossing delay through increased speed.
� Reduce maintenance cost.
� $95 million.
� 1100 person months of employm
ent.
20
Gheringhap–Maroona Passing Loops
Cre
sw
ick
Ba
llara
t
Bu
nin
yo
ng
Ca
mp
erd
ow
n
Te
ran
g
Mid
dle
Cre
ek
Cre
sw
ick N
ort
hL
ea
rmon
thB
ea
ufo
rtT
raw
alla
Maro
ona
Ko
rwe
ingu
bo
ora
Sp
arg
o C
ree
k
Walla
ce
Bu
ng
are
e
Go
rdo
nC
he
psto
we
Ha
dd
on
Ba
llan
Min
ine
ra
Mou
nt
Eg
ert
on
Sm
yth
esd
ale
Sca
rsd
ale
La
l L
al
Str
ea
tham
Skip
ton
Lin
ton
We
stm
ere
Ca
rra
nb
alla
c
La
ke
Bola
c
Gre
nvill
eE
lain
eC
ap
e C
lea
r
Pu
ra P
ura
De
ree
l
Ro
ke
wo
od
Ju
nctio
nM
ere
dith
Co
rin
dh
ap
Wo
orn
do
oR
oke
wo
od
De
rrin
allu
mL
ism
ore
We
rne
thL
eth
bri
dg
eB
err
yb
an
k
Sh
elfo
rdC
ressy
Ba
nn
ockb
urn
Mort
lake
Ba
tesfo
rdIn
ve
rle
igh
Ce
res
Gle
no
rmis
ton
So
uth
No
ora
tB
ee
ac
Mori
ac
Alv
ie
Co
rag
ula
c
Win
ge
el
Vite
Vite
Ta
tyo
on
Gheringhap - Maroona
Passing Loops
Cost: $32 m
Com
men
ce: M
arch 2010
Com
plete: Jun
e 2011
21
Gheringhap–Maroona Passing Loops
Productivity
Productivity
Productivity
Productivity – Reduced crossing delay contributes directly to improved transit times, reducing train operating costs.
Environment
Environment
Environment
Environment – Reduced braking, acceleration and idling time will reduce greenhouse gas emissions. A reduction of 23,862 tonnes of CO2 over 30
years is forecast.
Performance
Performance
Performance
Performance – A 3.5 minute reduction in transit time will make a direct contribution to rail’s Melbourne—Adelaide competitiveness. This project is part
of a staged program to achieve 1800 m trains on the Melbourne—Adelaide corridor, which will deliver a productivity benefits from more efficient
trains.
Employment
Employment
Employment
Employment – This program will provide direct employm
ent for 40 people for 12 months, or 480 person months.
ARTC has been working to a staged program of loop extensions and
new loop construction between Melbourne and Adelaide with a view
to maintaining transit times in the corridor as volumes rise while
also working toward the introduction of 1800 m trains on this
corridor.
The first stage of works was funded under the December 2008
Nation Building package and will be complim
ented by the Geelong
works being funded under the general Nation Building program. The
works now proposed represent the third stage, which elim
inate a
number of long sections between Gheringhap and Maroona.
²New loops in the following sections: Inverleigh – Wingeel, Wingeel–
Berrybank, Berrybank–Vite Vite, Vite Vite–Tatyoon.
Construct passing loops to maintain transit times as
volume grows
� Construct 4 new loops between Gheringhap and Maroona to 1800 metres²
length.
� Allows forecast rail growth to be accommodated with no increase in average
transit time.
� Reduced delay.
� Reduced fuel consumption and greenhouse gas emissions.
� $32 million.
� 480 person months of employm
ent.
� 23,862 tonnes of greenhouse gas saved.
22
Appendix A - Project Status
Project
Project
Project
Project
Status
Status
Status
Status
North Coast Curve Easing
• Concept design completed.
• Delivery program developed in conjunction with ARTC Alliance partner.
• 14 projects would require some land acquisition — land is generally agricultural and acquisitions have been assessed as straightforward.
• Negotiations with land owners and Council for the Taree level crossing amalgamation are at an advanced stage.
Goulburn / Moss Vale / Glenlee Double Track
Passing loops
• Concept designs developed for all three locations in the past.
• Project delivery would follow on from SSFL utilising civil and signalling resources from that project.
Whyalla—Broken Hill and
Parkes-Cootamundra Rerailing
• Rail availability and welding is the critical path.
• OneSteel has indicated they can ramp up rail production quickly by reinstating a discontinued shift.
• ARTC’s Alliance partner will employ and train sufficient staff to lay rail at the OneSteel production rate.
Broken Hill—Parkes Concrete Resleepering
• Resleepering would follow-on from the resleepering projects approved under the Nation Building package using existing ARTC contracts and Alliances.
• Sleepers could commence delivery from December 2009. Completion of sleeper production would take approximately 8 months.
• Broken Hill and Parkes based teams would commence once the Cootamundra – Parkes and western Victorian resleepering projects are completed.
Albury–Melbourne– Geelong Rerailing
• Rail for this project would be prioritised after Whyalla-Broken Hill and Cootamundra-Parkes.
• Rerailing would be undertaken by ARTC’s Victorian Alliance partner.
Kalgoorlie–Koolyanobbing Capacity
• This project is on Westnet Rail track and would be delivered by it.
• Westnet has proposed the project to ARTC, and ARTC supports it proceeding, subject to agreeing Commercial term
s.
• This project would have third priority for rail delivery, which would mean manufacture from November 2011 and site works from April 2012.
Gheringhap–Maroona Passing Loops
• General locations have been identified.
• Works would be integrated with Geelong Access project.
23
Appendix B - Project Employment Effects
Project
Project
Project
Project
Employm
ent Effect
Employm
ent Effect
Employm
ent Effect
Employm
ent Effect
North Coast Curve Easing
• Construction Management—50 staff
• Track Construction—40 staff
• Earthworks crews—
60 staff
• Design—30 staff
Total over 12 months delivery equals 2160 person months.
Total over 12 months delivery equals 2160 person months.
Total over 12 months delivery equals 2160 person months.
Total over 12 months delivery equals 2160 person months.
Goulburn / Moss Vale / Glenlee Double Track
Passing Loops
• Approximate average of 20 site staff
• Additional 15 offsite, including signal design and turnout construction
Site staff numbers will be highly variable due to nature of the work
Total over 12 months project duration equals 420 person months.
Total over 12 months project duration equals 420 person months.
Total over 12 months project duration equals 420 person months.
Total over 12 months project duration equals 420 person months.
Whyalla—Broken Hill & Parkes—
Cootamundra
Rerailing
• 30 staff in rail manufacturing at Whyalla
• 225 staff on welding and installation (15 gangs of 15)
• 20 staff on ancillary activities (culverts, turnouts etc)
Total over 16 months of 4400 person months
Total over 16 months of 4400 person months
Total over 16 months of 4400 person months
Total over 16 months of 4400 person months
Broken Hill—Parkes Concrete Resleepering
• 2 gangs of 85 on sleeper installation
• 200 on sleeper production—provides continuity of employm
ent at Grafton, Braemer and Wagga Wagga as current contracts end
Total of 370 staff for 8 months, or 2960 person months
Total of 370 staff for 8 months, or 2960 person months
Total of 370 staff for 8 months, or 2960 person months
Total of 370 staff for 8 months, or 2960 person months
Albury–Melbourne Rerailing
• 30 staff in rail manufacturing at Whyalla
• 225 staff on welding and installation (15 gangs of 15)
• 20 staff on ancillary activities (culverts, turnouts etc)
Total over 5 months of 1375 person months
Total over 5 months of 1375 person months
Total over 5 months of 1375 person months
Total over 5 months of 1375 person months
Kalgoorlie–Koolyanobbing Capacity
• 30 staff in rail manufacturing at Whyalla for 4 months
• 225 staff on welding and installation (15 gangs of 15) for 4 months
• 20 staff on ancillary activities (culverts, turnouts etc) for 4 months
• Approximate average of 30 site staff on loops works for 6 months
• Additional 10 offsite on loops works for 6 months
Total of 1340 person months
Total of 1340 person months
Total of 1340 person months
Total of 1340 person months
Gheringhap–Maroona Passing Loops
• Approximate average of 30 site staff
• Additional 10 offsite
Total over 12 months project duration equals 480 person months
Total over 12 months project duration equals 480 person months
Total over 12 months project duration equals 480 person months
Total over 12 months project duration equals 480 person months
24
Appendix C - Project Economic Analysis
North Coast Curve Easing
North Coast Curve Easing
North Coast Curve Easing
North Coast Curve Easing
Goulburn/Moss Vale/G
lenlee Passing Lanes
Goulburn/Moss Vale/G
lenlee Passing Lanes
Goulburn/Moss Vale/G
lenlee Passing Lanes
Goulburn/Moss Vale/G
lenlee Passing Lanes
Broken Hill
Broken Hill
Broken Hill
Broken Hill— ———Parkes Concrete Resleepring
Parkes Concrete Resleepring
Parkes Concrete Resleepring
Parkes Concrete Resleepring
Summary Appraisal
Summary Appraisal
Summary Appraisal
The following tables show summaries of rapid economic appraisals for the projects. Values are in $2009/10 and shown for a 2009/10 base year.
A 7% discount rate and 30 year evaluation period have been used. Benefits have been broken into, and are shown by, category.
Costs
Costs
Costs
Costs
Curve easing
$153,681,544
NPV Costs
NPV Costs
NPV Costs
NPV Costs
$153,681,544
$153,681,544
$153,681,544
$153,681,544
Benefits
Benefits
Benefits
Benefits
Operating cost savings
Time related
$128,957,848
Distance Related
$0
Freight service quality benefit
$97,447,472
Passenger service quality benefit
$12,986,759
Track maintenance benefit
$701,719
Reclaimed materials
$0
Residual value
$15,632,687
NPV Benefits
NPV Benefits
NPV Benefits
NPV Benefits
$255,726,486
$255,726,486
$255,726,486
$255,726,486
Total NPV
Total NPV
Total NPV
Total NPV
$102,044,942
$102,044,942
$102,044,942
$102,044,942
BCR
BCR
BCR
BCR
1.66
1.66
1.66
1.66
Costs
Costs
Costs
Costs
Track upgrading
$20,276,839
NPV Costs
NPV Costs
NPV Costs
NPV Costs
$20,276,839
$20,276,839
$20,276,839
$20,276,839
Benefits
Benefits
Benefits
Benefits
Reduced crossing delay
$1,986,677
Operating cost saving
$4,020,078
Reliability
$7,728,303
Availability
$7,728,303
Carbon Saving
$38,938
Residual value
$1,598,226
NPV Benefits
NPV Benefits
NPV Benefits
NPV Benefits
$23,100,525
$23,100,525
$23,100,525
$23,100,525
Total NPV
Total NPV
Total NPV
Total NPV
$2,823,685
$2,823,685
$2,823,685
$2,823,685
BCR
BCR
BCR
BCR
1.14
1.14
1.14
1.14
Costs
Costs
Costs
Costs
Track upgrading
$228,741,418
NPV Costs
NPV Costs
NPV Costs
NPV Costs
$228,741,418
$228,741,418
$228,741,418
$228,741,418
Benefits
Benefits
Benefits
Benefits
Avoided future resleepering
$156,573,240
Avoided future tamping
$28,543,871
Heat speed restrictions, TSR's, Rail Breaks
Reliability benefit
$2,690,983
Operating cost saving
$2,738,075
Fuel Efficiency
$3,964,089
Damage to goods
$22,099,699
Residual Value
$11,079,941
NPV Benefits
NPV Benefits
NPV Benefits
NPV Benefits
$227,689,898
$227,689,898
$227,689,898
$227,689,898
Total NPV
Total NPV
Total NPV
Total NPV
- ---$1,051,520
$1,051,520
$1,051,520
$1,051,520
BCR
BCR
BCR
BCR
1.00
1.00
1.00
1.00
25
Appendix C - Project Economic Analysis
Whyalla
Whyalla
Whyalla
Whyalla— ———Broken Hill & Cootamundra
Broken Hill & Cootamundra
Broken Hill & Cootamundra
Broken Hill & Cootamundra- ---Parkes Rerailing
Parkes Rerailing
Parkes Rerailing
Parkes Rerailing
Albury
Albury
Albury
Albury- ---Melbourne
Melbourne
Melbourne
Melbourne- ---Geelong Rerailing
Geelong Rerailing
Geelong Rerailing
Geelong Rerailing
Koolyanobbing
Koolyanobbing
Koolyanobbing
Koolyanobbing– –––Kalgoorlie Rerailing
Kalgoorlie Rerailing
Kalgoorlie Rerailing
Kalgoorlie Rerailing
Summary Appraisal
Summary Appraisal
Summary Appraisal
Costs
Costs
Costs
Costs
Track upgrading
$272,902,625
NPV Costs
NPV Costs
NPV Costs
NPV Costs
$272,902,625
$272,902,625
$272,902,625
$272,902,625
Benefits
Benefits
Benefits
Benefits
Avoided future rerailing
$123,080,356
Avoided future tamping
$18,464,541
Other avoided renewals
$12,581,414
Operating cost savings (excl fuel) - steel
$11,688,139
Operating cost savings - grain
$1,423,331
Operating cost savings - ore
$1,660,553
Steel - fuel savings
$6,085,428
Carbon Emission Reduction
$741,188
Reduced Disruption
$864,542
Recovered rail value
$53,666,035
Recovered turnout value
$1,837,589
Residual Value
$569,258
NPV Benefits
NPV Benefits
NPV Benefits
NPV Benefits
$232,662,372
$232,662,372
$232,662,372
$232,662,372
Total NPV
Total NPV
Total NPV
Total NPV
- ---$40,240,254
$40,240,254
$40,240,254
$40,240,254
BCR
BCR
BCR
BCR
0.85
0.85
0.85
0.85
Costs
Costs
Costs
Costs
Track upgrading
$85,880,863
NPV Costs
NPV Costs
NPV Costs
NPV Costs
$85,880,863
$85,880,863
$85,880,863
$85,880,863
Benefits
Benefits
Benefits
Benefits
Avoided future rerailing
$32,509,335
Avoided future tamping
$4,557,998
Other avoided renewals
$2,170,475
Reduced delay
$21,641,330
Reduced transit time
$0
Operating cost savings - reduced delay
$15,834,434
Operating cost savings - reduced transit
$0
Reduced disruption
$1,258,670
Recovered rail value
$14,174,862
Recovered turnout value
$632,806
Residual value
$0
NPV Benefits
NPV Benefits
NPV Benefits
NPV Benefits
$92,779,911
$92,779,911
$92,779,911
$92,779,911
Total NPV
Total NPV
Total NPV
Total NPV
$6,899,048
$6,899,048
$6,899,048
$6,899,048
BCR
BCR
BCR
BCR
1.08
1.08
1.08
1.08
Costs
Costs
Costs
Costs
Track upgrading
$90,840,349
NPV Costs
NPV Costs
NPV Costs
NPV Costs
$90,840,349
$90,840,349
$90,840,349
$90,840,349
Benefits
Benefits
Benefits
Benefits
Avoided future rerailing
$39,641,485
Avoided future tamping
$5,557,966
Other avoided renewals
$1,550,339
Heat speed restrictions, TSR's, Rail
Reliability benefit
$3,748,804
Operating cost saving
$3,748,804
Operating cost savings (excl fuel) - steel
$11,131,929
Operating cost savings - grain
$771,128
Steel - Fuel Savings
$2,381,033
Carbon Emission Reduction
$289,630
Recovered rail value
$15,789,704
Recovered turnout value
$412,911
Residual value
$0
NPV Benefits
NPV Benefits
NPV Benefits
NPV Benefits
$85,023,733
$85,023,733
$85,023,733
$85,023,733
Total NPV
Total NPV
Total NPV
Total NPV
- ---$5,816,616
$5,816,616
$5,816,616
$5,816,616
BCR
BCR
BCR
BCR
0.94
0.94
0.94
0.94
26
Appendix C - Project Economic Analysis
Gheringhap
Gheringhap
Gheringhap
Gheringhap— ———Maroona Passing Loops
Maroona Passing Loops
Maroona Passing Loops
Maroona Passing Loops
Summary Appraisal
Costs
Costs
Costs
Costs
Track upgrading
$141,937,875
NPV Costs
NPV Costs
NPV Costs
NPV Costs
$141,937,875
$141,937,875
$141,937,875
$141,937,875
Benefits
Benefits
Benefits
Benefits
Reduced crossing delay - freight value
$40,215,402
Operating cost saving - time
$52,513,922
Productivity benefit of longer trains
$47,964,395
Carbon reduction
$3,303,630
Residual value
$11,187,582
NPV Benefits
NPV Benefits
NPV Benefits
NPV Benefits
$155,184,930
$155,184,930
$155,184,930
$155,184,930
Total NPV
Total NPV
Total NPV
Total NPV
$13,247,055
$13,247,055
$13,247,055
$13,247,055
BCR
BCR
BCR
BCR
1.09
1.09
1.09
1.09