productivity improvements for rail transport 26 - 2010...2 artc has identified projects which can be...

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 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



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




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


$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


Glenlee Double Track

Passing Loops

$24 m

1.14

Reduce train stopping and idling



years

Reduced congestion for passenger

traffic

Greater flexibility in timetabling

Reduced disruption from incidents

1 minute delay reduction


employm

ent, mainly in signalling

Whyalla–Broken Hill &

Parkes—

Cootamundra

Rerailing

$312 m

0.85

Increased capacity per wagon

Reduced track maintenance



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


employm

ent, mainly in steel

production and track work

Broken Hill—Parkes

Concrete Resleepering

$253 m

1.00


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 ride quality and reduce

damage to goods


employm

ent in sleeper production

in Grafton, Braemar and Wagga

Wagga and in installation

Albury–Melbourne–

Geelong Rerailing

$110 m

0.94


Reduced track maintenance cost



years

Generate productivity for steel and

grain.






employm



Kalgoorlie—Koolyanobbing

Capacity

$95 m

1.08

Reduced crossing delay

Reduced raw transit time



years

Allow increase in speed limits by

10km/h for 21t & 23t loads - 7

minute transit time saving

12.6 minute delay reduction


employm



Gheringhap–Maroona

Passing Loops

$32 m

1.09

Reduced train stopping and idling

Reduce fuel consumption

Reduce crew cost

Reduced asset cycle times



years

3.5 minute delay reduction


employm

ent, mainly in civil and

track work

6

Summary

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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


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

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ad

ow

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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.


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


12

Whyalla—Broken Hill & Parkes—

Cootamundra Rerailing

Po

rt A

ugu

sta

Stirlin

g N

ort

h

Wh

ya

lla

Po

rt P

irie

Cla

re

Kad

ina

Bala

kla

va

Ka

pu

nda Ang

asto

n

Bro

ke

n H

ill

Ren

mark

Lo

xto

n

Ma

rtin

s W

ell

Me

rnm

ern

aC

urn

am

ona

Ka

llio

ota

Kill

aw

arr

aH

olo

wili

en

aG

len

orc

hy

Ko

ota

be

rra O

uts

tatio

nP

art

aco

on

a

Plu

mb

ag

o

Fo

ur

Bro

the

rs

Quo

rnK

aro

lta

Wa

bri

co

ola

Win

nin

inn

ie

Ya

lpa

raO

uln

ina

Pa

rkY

un

taW

allo

wa

yW

illo

wie

Pa

rato

oN

etle

y G

ap

Hill

gra

ng

eO

od

la W

irra

Tiv

ert

on

Ou

tsta

tio

nM

urr

ay T

ow

n

Pe

terb

oro

ug

hP

oin

t L

ow

ly

Yon

ga

la

Tero

wie

Pan

da

pp

aB

rae

mar

Ja

me

sto

wn

Wh

yte

-ya

rco

wie

Gla

dsto

ne

Ke

tch

ow

laA

lexa

nd

rin

a (

ou

tsta

tio

n)

Mu

rnin

nie

Cry

sta

l B

roo

kK

ia-o

raW

an

dea

rah E

ast

Re

dh

illK

oo

moo

loo

Mo

un

t B

rya

n

Bu

rra

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kw

ort

hR

ed

clif

feB

ala

hS

no

wto

wn

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rdT

he G

um

sB

ute

Lo

ch

iel

Ro

be

rtsto

wn

Wa

terlo

oM

org

an

Paske

vill

e

Mo

un

t M

ary

Rhynie

Bow

ma

ns

Ag

ery

Ha

yla

nd

sTarl

ee

Cra

igie

Pla

ins

Pri

ce

Ba

lgo

wa

nB

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che

tow

nD

utt

on

Ma

llala

Fre

elin

g

Sw

an

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ach

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lyu

nga

rie

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un

t G

ipp

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loo

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rna

mo

ota

Str

ath

ea

rn

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cia

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leM

un

di M

un

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ank

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om

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un

t G

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ure

ka

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e P

inn

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pin

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urn

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lacla

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ree

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ed

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tan

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lary

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roo

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wera

Ba

llara

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wirra

La

ng

we

llW

on

ga

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rta

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ina

Talta

bo

oka

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nd

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etle

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dle

Cam

pB

ucka

low

Dlo

rah

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wn

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ud

ge

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berl

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und

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ag

aela

Loch

Lill

y

Po

pio

Qu

on

do

ng

Va

le

Belv

ed

ere

Os

Mo

rga

n V

ale

(ou

tsta

tio

n)

Stu

rt V

ale P

ine

Va

lley

Lo

rds W

ell

(outs

tatio

n)

Ta

raw

i

Ca

no

pu

sN

ind

eth

an

aB

elm

ore

Hyp

urn

aC

an

eg

rass

Bu

nn

eru

nge

eP

arc

oola

Hid

ea

wa

y H

ut

Glu

ep

ot

Bu

lpu

ng

aN

ulla

Tara

Do

wns

Ta

ree

na

Wa

rra

nan

ga

Ned

s C

orn

er

Wir

rely

ern

a

Berr

iK

url

an

aTap

aro

o

Me

rin

ee

Ma

gg

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


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



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.


ent.


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


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


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


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.


� 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.


ent.

16

Albury—

Melbourne—Geelong Rerailing

Echuca

/mo

am

a

Ro

che

ste

r

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igo

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ath

cote

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stlem

ain

e

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eto

n

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ore

Da

yle

sfo

rdW

oo

dend

Ma

cedo

n Rid

dells

Cre

ek

Sun

bu

ryC

raig

iebu

rn

Bacchu

s M

ars

hS

yd

enh

am

We

rrib

ee

Lara

Geelo

ng

Yarr

aw

on

ga

Alb

ury

Ruth

erg

len

Nu

murk

ah

Wod

onga

Kya

bra

m

Beech

wo

rth

Wan

ga

ratta

She

pp

art

on

Tatu

ra

Bena

llaM

yrt

lefo

rdR

ushw

ort

h

Euro

a

Seym

ou

rM

ansfield

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svill

e

Melb

ourn

e

Monb

ulk

Em

era

ld

Ma

ffra

Cra

nbo

urn

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ale

Dro

uin

Rose

dale

Wa

rrag

ul

Mo

e

Path

oB

arm

ah

Torr

um

barr

yP

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mid

Hill

Kott

aM

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mo

Koyuga

To

nga

laS

trath

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nL

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gora

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ge

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pC

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lmo

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yw

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ong

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olle

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ng

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wn

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wsle

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lbou

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Coste

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gw

ick

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de

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hin

sto

ne

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ng

Tara

dale

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ildfo

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lmsbu

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nklin

ford

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nly

on

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rlsru

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unction

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da

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bro

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ou

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ea

con

sfield

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eerl

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End

Mo

on

da

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ick N

ort

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ow

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dala

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rykn

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rago

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ab

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ow

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ve

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r N

ar

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ford

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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.


� 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.


ent.


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


ance.

Employment

Employment

Employment



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


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.


ent.

20

Gheringhap–Maroona Passing Loops

Cre

sw

ick

Ba

llara

t

Bu

nin

yo

ng

Ca

mp

erd

ow

n

Te

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we

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tyo

on

Gheringhap - Maroona

Passing Loops

Cost: $32 m

Com

men

ce: M

arch 2010

Com

plete: Jun

e 2011

21


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



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.


ent.


22

Appendix A - Project Status

Project

Project

Project

Project

Status

Status

Status

Status


• 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.


• 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.


• 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


• Construction Management—50 staff

• Track Construction—40 staff

• Earthworks crews—

60 staff

• Design—30 staff

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.





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





• 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




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)





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





• Approximate average of 30 site staff

• Additional 10 offsite

Total over 12 months project duration equals 480 person months




24

Appendix C - Project Economic Analysis





Goulburn/Moss Vale/G

lenlee Passing Lanes







Broken Hill

Broken Hill

Broken Hill

Broken Hill— ———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


$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


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



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


$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


$32,509,335


$4,557,998


$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


$14,174,862


$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


$39,641,485


$5,557,966


$1,550,339

Heat speed restrictions, TSR's, Rail

Reliability benefit

$3,748,804


$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


$15,789,704


$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


Gheringhap

Gheringhap

Gheringhap

Gheringhap— ———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

productivity improvements for rail transport 26 - 2010...2 artc has identified projects which can be...

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