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Enhancing Rail Projects within the
NSW Long Term Master Transport Plan
NSW Transport Infrastructure Summit 2013
Simon Ormsby, Executive GM Strategy & Growth
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ARTC Background
• ARTC established in 1998 to coordinate the national rail network
• Has progressively expanded its network to include the majority of the interstate
network under long term lease arrangements – this includes the Hunter Valley coal
network.
• Currently operates and manages over 8500km of standard gauge track
• Corporations Law Company with 100% of shares owned by the Australian Government
• Has received equity and grant funding from Government for specified works programs
but does not receive recurrent funding
• Annual revenue approximately $700m of which more than 90% is access revenue
• Regulated by the ACCC through voluntary access undertakings
- Ensures fairness and transparency
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ARTC Network
3 3
2 Strategic Corridors - Hunter Valley & Interstate:
Melbourne
Sydney
Adelaide
Perth
Brisbane
Interstate Network – East West:
Increase rail volume above
economic growth
Interstate Network – North South:
Increase rail volumes through
significant growth in rail’s share of
freight transport market
Hunter Valley:
Increase capacity to meet port
allocations & domestic coal
requirements
Primarily supports
coal transport
Primarily supports
general freight
transport
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Key Aspects of the
NSW Long Term Transport Master Plan
Short to Medium Term
• A productive Port Botany
• Develop a metropolitan network of intermodal terminals
• Deliver the Northern Sydney Freight Corridor Program (Stage One)
Medium Term
• Protect strategic rail freight corridors
• Develop rail freight capacity projects (including Port Botany line duplication)
Long Term
• Plan for a Western Sydney Freight Line and Western Sydney Intermodal Terminal
• Continue to work with the Australian Government to develop the inland rail route
Community and Environmental Impacts
Pricing and Revenue Reform
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Sydney Metropolitan Freight Network
Newcastle
Pt Kembla
Macarthur
Lithgow
Sefton
Cooks River
Pt Botany
Sth Sydney – Macarthur to Sefton (ARTC)
MFN - Sefton - Cooks River - Pt Botany (ARTC)
Nth Sydney – Sefton to Newcastle
Sth Coast Sydney - Cooks River to Pt Kembla
West Sydney - Lithgow to Sefton
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• In 2010-11 approximately
2m TEU moved through Port
Botany
• Forecast to grow to more
than 3m TEU by 2020 and
between 5m - 7m by 2030
• Less than 15% is moved on
rail – rail needs to form
part of the solution
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Regional Challenge
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Nearly 40% of
export containers
are sourced
outside of Sydney
This is freight
that is suited to a
rail journey
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Southern Sydney Freight Line
Improving Access from the South
• Connects ARTC interstate network at Macarthur
to ARTC Metro Freight Network lease at Sefton
Park
• Non-electrified single track with two crossing
loops
• Located in RailCorp corridor but fully grade
separated from existing passenger tracks
• 36km total length – approximately $1billion
• Serves future Moorebank intermodal terminal
• Commencement of operations:
– Sefton Park Jn – Leightonfield June 2012
– Leightonfield – Macarthur January 2013
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Northern Sydney Freight Corridor
Improving Access from the North
• Stage one of the NSFC being advanced by Australian and NSW Government
• Hexham Passing Loop on the ARTC network is completed
• Future developments include;
– North Strathfield underpass
– Epping to Thornleigh third track
– Gosford Passing Loops
• ARTC will have rights in the allocation of capacity that the project delivers for
utilisation by freight traffic
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Port Botany Rail Line Upgrade
• The Port Botany land side infrastructure is critical
• $172m of Nation Building funding has been allocated to ARTC for the Port Botany Rail
Line Upgrade Stage 1 & 2
• Key elements
- Major reconfiguration and signalling of Port Botany Rail Yard, which is the
interface between the rail network and the stevedores, to reduce congestion and
increase capacity.
- Train staging capacity at Enfield to hold and resequence trains away from the
congested Port Botany area.
- Additional signalling to effectively extend duplication from Cooks River to Mascot
- Centralised control from ARTC’s train control facility in Junee
• $100m expenditure to date
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Port Botany Rail Line Upgrade
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Initial network configuration
Below is the configuration of the SSFL & Port Botany Rail Line after completion of the
final stage SSFL and the Port Botany Rail Line Upgrade
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ARTC’s Network - Capacity
The Port Botany Rail Line
Upgrade was specified to
provide capacity comfortably
in excess of 1.2m TEU
• this was based on 3.2MTEU x
40% rail market share, which
were the NSW policy
parameters at the time the
PBRL Upgrade program was
drawn up
• assumes complementary
improvements in operating
practices by train operators to
improve train utilisation
(utilised TEU slots per train)
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Long Term Transport Master Plan
The medium and long term plans are appropriate
• Rail does not serve freight needs to the West of Sydney
• Rail will provide a better solution in conjunction with intermodal terminal solutions
• Future corridor reservation needs to be considered
Rail cannot be the only solution to freight growth and an effective road
network is important
• In noting this funding must be addressed to achieve the right balance
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Metropolitan Challenge
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Rail infrastructure to Sydney
West will be needed for rail
to continue to meet its share
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Development of intermodal freight precincts and not rail terminals are need to
facilitate the growth on rail
Essential characteristics
• Road and rail connections
• Located in freight generating areas
• Adequate size to enable co-location
• Service domestic and port traffic
• Open access multi-user facilities
Long Term Transport Master Plan
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Long Term Transport Master Plan
• Approximately $1.5bn of privately funded investment has or is projected form investment
to support rail movements in Sydney
• Rail infrastructure can be funded partly or solely from private sources as rail charges are
directly aligned to section of network
• Rail may attract grant funding due to its positive externality benefits that cannot be
captured commercially
• The Transport Master Plan recognises the inherent flaws in funding a road network for
freight and proposes
• Implement distance based charging on new or upgraded motorways
• WestConnex will deliver the next phase of distance based tolling in the Sydney motorway
network
• In the medium term, distance charging for all heavy vehicles on all routes
• In the longer term, directly aligning the charge (based on mass, distance or location) applied to
all vehicles with their frequency of use of the road network
• Reform pricing for heavy vehicle road use
• NSW will seek more direct charging of heavy vehicles for the roads that they use, with these
revenues being re-invested in transport
• This would result in NSW receiving heavy vehicle revenues based on heavy vehicle use on the NSW
road network
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Thankyou and Questions
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