Enhancing Rail Projects within the
NSW Long Term Master Transport Plan
NSW Transport Infrastructure Summit 2013
Simon Ormsby, Executive GM Strategy & Growth
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
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
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
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
15
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
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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