DOCSLIB.ORG

Management of the Inland Rail Project by the Australian Rail Track Corporation and the Commonwealth Government Submission by Peter Egan Term of Reference B

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Management of the Inland Rail Project by the Australian Rail Track Corporation and the Commonwealth Government Submission by Peter Egan Term of Reference B Management of the Inland Rail project by the Australian Rail Track Corporation and the Commonwealth Government Submission by Peter Egan Term of Reference b. route planning and selection processes Reduction in scope over time The INLAND RAIL IMPLEMENTATION GROUP Report to the Australian Government 2015 advises: THE IDEA FOR AN INLAND RAILWAY The idea for extending the Australian rail network to provide an inland railway connecting Brisbane to the southern and western states has been around for at least one hundred years. For example, in 1915, the then Prime Minister Andrew Fisher proposed a ‘Strategic Railway’ primarily for defence purposes. For example, in 1979, it was suggested that there was a need for an inland rail line connecting Brisbane, Sydney, Melbourne and Adelaide with the aim of providing a rail system directly linking the five mainland state capitals (which, at the time, was home to 60% of Australia’s population). Subsequently, in 1986, a Melbourne–Parkes–Brisbane rail route was suggested along with a Queensland Government proposal for a new rail tunnel under the Toowoomba Range to service coal exports (which should be wide enough for standard gauge line and high enough for double-stacking). Until the 1980s, the concept was a “strategic railway” (passenger and freight at the time) to integrate the Australian economy. This was downgraded in the 1980s to freight line serving a limited freight market along an inland route that included 1200 km of existing rail corridors. Passenger rail would need considerable technology development to respond to the rise of private automobiles and aircraft. This development has now occurred, but its capabilities has not been considered for Inland Rail. The INLAND RAIL IMPLEMENTATION GROUP Report 2015 (IRIG report) did include an assessment of the following options – “progressive road upgrades, upgrading the existing east coast railway and an inland railway” (see report extract below). Airfreight was also considered. STRATEGIC OPTIONS ASSESSMENT The Implementation Group also considered the strategic options assessment set out in ARTC’s 2015 Programme Business Case as only one additional factor in guiding its consideration of whether or not Inland Rail would be the optimal solution to address the eastern Australian freight challenge. Options assessed by the Programme Business Case included progressive road upgrades, upgrading the existing east coast railway and an inland railway. These options were subjected to a rigorous assessment consistent with Infrastructure Australia’s Reform and Investment Framework Guidelines (see Chapter 4 of the business case for detailed information). The assessment was conducted against seven equally weighted criteria: i. capacity to serve east coast future inter-capital regional/bulk freight market needs; ii. foster economic growth through improved freight productivity and service quality (including improved reliability and resilience); iii. optimise environmental outcomes; iv. alleviate urban constraints; v. enable regional development; vi. ease of implementation; and vii. cost-effectiveness. THE ECONOMICS OF INLAND RAIL The economic analysis contained within the Inland Rail business case compares a scenario where there is an Inland Railway, to one where road and rail freight would use the existing roads and coastal railway, over a fifty-year period (2025-75). FREIGHT PRODUCTIVITY AND NATIONAL WEALTH The Melbourne to Brisbane transport corridor supports the most significant population, employment and economic areas in Australia and contributes billions of dollars in exports annually. The east coast of Australia comprises 18 million residents, nine million jobs and contributes $1.1 trillion in gross state product each year. Export trade through east coast ports is estimated to contribute approximately $260 billion in exports annually. The key freight sectors underpinning resources, jobs and export markets for the east coast are also nationally significant, comprising more than 80% of total interstate freight in Australia. Agricultural and other goods travelling within the corridor are valued at $34 billion per annum, and thermal coal resources in southern Queensland are about 8.4 billion tonnes and contribute up to $700 million in revenue annually. Strong population growth projections along the east coast are underscored by the increasing concentration of population in the area. Forecasts indicate that the region’s share of the total population will increase from 81% in 2008 to 90% by 2050. The population centres that would be served by an inland railway are likewise forecast to experience significant population growth over the 20 years from 2006. Melbourne is forecast to grow by 40% to a population of around 5.04 million, Sydney by 31% to around 5.4 million and Brisbane by 52% to around 2.7 million.55 Overall, the eastern Australian population is forecast to increase by 60% over the next 40 years. As we see above, the IRIG Report noted the size of the east coast market available for service, but chose to focus Inland Rail on only a small portion of it. Melbourne-Brisbane represents 20% of the east coast freight task. The other 80% is Melbourne-Sydney and Sydney-Brisbane. Consideration was not given to Inland Rail serving this 80%. Regional development criteria The criteria “enable regional development” was interpreted as ‘usable for regional freight’. Induced freight traffic was considered, but not regional development which requires supporting infrastructure and services including all government services. While the community needs many government services, enabling specialised land use through provision of natural monopoly transport infrastructure is a prerequisite for economic activity. Whether it likes it or not, government is a major partner in every property development as the transport infrastructure (including utilities) must come before the ongoing economic activity. Taxation is a return to government for services and supporting infrastructure that aid private economic and social activity. According to property industry research, by the time of building completion, and before building use starts, actual development of a dwelling in a metropolitan area, yields an average of $250,000 in Commonwealth and state taxes including income tax, GST and property taxes. Perhaps the yield in regional areas is two-thirds this amount. Commercial/industrial buildings will have a higher tax yield. By seeing Inland Rail in narrow freight terms, the Commonwealth has chosen not to facilitate regional development in any significant way with this project. If regional development had been the goal, studies would have focused on the services and supporting infrastructure necessary to support regional development – which would include fast regional passenger services as road travel is too slow and air travel too expensive and infrequent for journeys under 500 km. A regional development goal would require an Inland Rail route to pass near the towns and cities west of Brisbane and Sydney and North of Melbourne. It should also pass near similar communities between Melbourne and Adelaide. A route for Inland Rail that would support regional development is presented in Appendix A. The services it could provide are presented in Appendix B. The market it would serve is presented in Appendix C. A glimmer of hope in the Inland Rail project for regional development in Australia The 2003 Queensland 200 km/h alignment between Brisbane and Toowoomba (Gowrie to Grandchester section) envisaged passenger services that would bring Toowoomba within the daily travel time budget for working in Brisbane. The Brisbane-Toowoomba Inland Rail route has retained the 200 km/h alignment due property purchases already made, and infrastructure costs similar to an alignment for half that speed. Track/passenger train classes 200 km/h is a ‘medium’ speed class of intercity passenger train. 160 km/h is ‘standard’ class an example of which is the NSW XPT train which was tested to 187 km/h on the Central Coast. For comparison, the NSW Waratah fleet is capable of 130 km/h and perhaps higher. Given that an inland Brisbane-Sydney route is about 1100 km, and Sydney-Melbourne 900 km, 200 km/h gives the promise of 6-hour Sydney-Brisbane and 5-hour Sydney-Melbourne passenger journeys. Along a railway line consistently offering such speeds, these journey times place cities and towns less than three hours travel time to a major city – generally sufficient for services needed monthly or less regular. The times are sufficient to attract many people with city jobs to live in regional areas. Its terrain makes Brisbane-Toowoomba by far the most expensive section of the corridor. Thus, Queensland has kept alive the possibility of a ‘strategic’ railway supporting regional development. Inland Rail specification drove detailed route selection At the national level, with a focus purely on freight, the primary specification adopted for Inland Rail became a less than 24-hour journey between Melbourne and Brisbane for the ‘intermodal reference train’ – an average speed under 75 km/h. Other key specification includes: a) 2.0 kW/tonne power/weight ratio for reference train; b) 1,800 m trains (initially, later 3,600 metres) of double-stacked containers to maximise freight volumes for a single-track line; c) new structures and foundations designed for 30 tonne axle load; d) 25 tonne axle load @ 80 km/h; e) 21 tonne axle load @ 115 km/h reducing to 80 km/h in mountainous terrain; The intent of the Inland Rail specification, particularly items a) and b), is to maximise the cost advantage, particularly in fuel and labour, over trucks for the Melbourne-Brisbane journey while being competitive with service frequency/journey time. These items have pushed the route onto floodplains with the consequent environmental changes, possibly higher construction costs and higher flood related maintenance and repair costs. A limited number of passenger trains, similar to the tourist trains operated by Journey Beyond Rail Expeditions (formally Great Southern Rail), would use the line operating at freight train speeds. Allowable speed in curves reduces with weight – thus items d) and e).
Load more

Recommended publications
  • The Case for Inland Rail
    The Case for Inland Rail Summary of the 2015 Business Case 1 September 2015 It is also the safest solution. A typical train travelling on Inland Rail will have Dear readers the capacity of 108 B-Double trucks. Over the past 18 months, the Australian This will help avoid a huge burden on Rail Track Corporation has been our nation’s highways and avoid up to working with PricewaterhouseCoopers 15 serious crashes each year. Over to develop a detailed business case for the lifetime of this asset that’s 1500 Inland Rail – the long awaited freight rail serious crashes. connection between Brisbane Inland Rail is part of an integrated and Melbourne. solution. Until now, the natural As Inland Rail will require a major geographic constraints and slow transit funding commitment and will have times of the coastal rail line have meant far-reaching implications for the that rail could never be completely logistics, farming and resources sectors competitive with road on the east coast. as well as road and rail commuters, I Once Inland Rail is constructed, rail and thought it was important to share the road will do their part in sharing the findings of our work with you. freight load, with rail taking the heavy long haul freight, and road taking the Why do we need Inland Rail? Every day short haul freight. our freight task grows – freight volumes are forecast to more than double by the This road competitive service will year 2050. Put simply, our existing reduce transit times to less than transport network won’t cope with this 24 hours, with reliability, freight increase in freight without availability and pricing to meet further investment.
    [Show full text]
  • Melbourne–Brisbane Inland Rail Alignment Study Final Report July 2010 Melbourne–Brisbane Inland Rail Alignment Study Final Report July 2010
    Melbourne–Brisbane Inland Rail Alignment Study Final Report July 2010 Melbourne–Brisbane Inland Rail Alignment Study Final Report July 2010 Photos in this report are included only as illustrations. They do not imply that operating companies whose trains are depicted would use the inland railway. Contents 1. Introduction ................................................................................................. 1 1.1 Terms of reference ................................................................................................................ 3 1.2 The three stages of working papers ...................................................................................... 4 2. Approach to the study ................................................................................. 7 A. Market take up .......................................................................................... 8 3. Demand for Inland Rail ................................................................................ 9 3.1 Freight in the inland railway corridor (all modes) ...................................................................... 9 3.2 Modal analysis methodology ................................................................................................ 10 3.2.1 Price and service attributes assumed........................................................................ 11 3.3 Capacity constraints in the base case .................................................................................. 15 3.4 Demand results ...................................................................................................................
    [Show full text]
  • Tottenham to Albury Inland Rail and North East Rail Line Upgrade Projects
    TOTTENHAM TO ALBURY INLAND RAIL AND NORTH EAST RAIL LINE UPGRADE PROJECTS DECEMBER NEWSLETTER VIC At Australian Rail Track Corporation (ARTC) In Victoria we are delivering two we’re all for rail. Across Australia we manage projects between now and 2025 to improve freight and passenger services and maintain a vast rail network and are along the North East rail line. working hard to bring more of the benefits We’re on track with the North East Rail of rail to more people. Line Upgrade to improve the reliability and ride quality for passenger services between Melbourne and Albury-Wodonga. We’re also tackling the causes of major delays such as signal failures due to copper line wire theft. We’re also delivering the Victorian section of Inland Rail from Tottenham to Albury along the same existing track. Inland Rail is the missing link in our national supply chain, transforming how everyday goods are moved around our vast country, creating more opportunities for regions to connect to cities and businesses to markets. Throughout the year we’ve continued to hold community conversations and information sessions at train stations, shows, town centres and community meetings to share our plans and hear feedback about the freight and passenger projects ARTC is delivering. Most recently we were at the Seymour Show, in the main street at Euroa and Wangaratta and hosted a stall at the Wodonga and Tallarook Farmers Markets. We’ll be back out in the community in 2020. Look out for social media updates and in local papers to find out when we’ll be next in your town.
    [Show full text]
  • Attachment 4: the Case for Inland Rail the CASE for INLAND RAIL
    Attachment 4: The Case for Inland Rail THE CASE FOR INLAND RAIL 1 Dear readers Over the past 18 months, the Australian Rail Track Corporation has been working with PricewaterhouseCoopers to develop a detailed business case for Inland Rail – the long awaited freight rail connection between Brisbane and Melbourne. As Inland Rail will require a major funding commitment and will have far-reaching implications for the logistics, farming and resources sectors as well as road and rail commuters, I thought it was important to share the findings of our work with you. Why do we need Inland Rail? Every day our freight task grows – freight volumes are forecast to more than double by the year 2050. Put simply, our existing transport network won’t cope with this increase in freight without further investment. The existing coastal line is heavily constrained with passing through the congested Sydney network, long transit times, and cannot accommodate highly efficient, long double-stacked trains. A new, standard-gauge rail connection is essential to meet Australia’s growing freight challenge. Inland Rail is the safe, sustainable solution to the freight challenge and will transform the way we move freight around the country. This new 1700km freight rail line will bypass the congested Sydney network and the circuitous north coast line, connecting Melbourne to Brisbane via Australia’s four richest farming regions in Victoria, New South Wales and Queensland. It will enhance the national freight rail network – connecting our capital cities, farms, mines and ports, creating jobs, reducing supply chain costs and making Australian exports more competitive.
    [Show full text]
  • 11.19 Senate RRAT Cttee Inland Rail
    Submission to the Senate Standing Committees on Rural and Regional Affairs and Transport Management of the Inland Rail project by the Australian Rail Track Corporation and the Commonwealth Government Philip Laird, University of Wollongong, November 2019 This submission will address route planning and selection processes along with any other related matters of the Committee Terms of Reference. It will in part update a submission made in June 2014 to the Inland Rail Implementation Group and draws from participation by this writer at Inland Rail conferences held in 2012 and 2018 at Parkes. It will also draw on observations made by the writer in a recent visit (September 2019) to Canada observing both CP and CN rail freight operations. This submission is based on research conducted at the University of Wollongong. However, the views and research findings are the responsibility of the writer. 1. The inland railway is a concept now over one hundred years old, and has been the subject of many papers and studies. Appendix A has a time line about the inland railway. 2. The inland railway is a project that ranks with the Alice Springs - Darwin railway that was finally completed in 2003. The weight of rail for the Northern Territory project was just 50 kg/m (a poor decision in retrospect as 60 kg/m would have been better) and the ruling curvature for most of the 1420 km of track was 1200 metres. The first Adelaide - Darwin freight train ran 15-17 January 2004 and the first passenger train ran 1-3 February 2004. Freight tonnages have exceeded initial projections and 15 years later, the line continues to carry passengers.
    [Show full text]
  • The Case to Connect Inland Rail from Toowoomba to Gladstone Key National Infrastructure: Connecting Inland Rail to Gladstone Port
    T2G: MAKING THE RIGHT CONNECTION THE CASE TO CONNECT INLAND RAIL FROM TOOWOOMBA TO GLADSTONE KEY NATIONAL INFRASTRUCTURE: CONNECTING INLAND RAIL TO GLADSTONE PORT Quicker freight times to Asia Enable $15.6B resource investment in regional Queensland Bring forward Nathan Dam and pipeline project Lowering supply chain costs Deeper port enables larger container ships Up to 18,300 extra jobs in regional Queensland Develop a 4th major container port for eastern Australia Reduce the cost of Up to 3 years quicker delivery of the Potential to remove coal trains from Inland Rail by $4.8 B Inland Rail vision Brisbane suburban network 2 Toowoomba CONTENTS Gladstone Inland Rail ABOUT INLAND RAIL 4 THE CHALLENGE GETTING TO THE PORT OF BRISBANE 6 CONNECTING TO GLADSTONE PORT IS A BETTER OPTION 8 INLAND RAIL DEVELOPMENT OPTIONS FROM TOOWOOMBA 10 GLADSTONE PORT OVERVIEW 11 SEA FREIGHT PRODUCTIVITY 12 UNLOCKING NEW RESOURCE DEVELOPMENTS 14 BUILDING DEMAND FOR NEW WATER INFRASTRUCTURE 15 ECONOMIC IMPACT ASSESSMENT - CONSTRUCTION 16 ECONOMIC IMPACT ASSESSMENT - OPERATIONS 17 ASK OF THE STATE AND FEDERAL GOVERNMENT 18 3 ABOUT INLAND RAIL Australia’s freight task is growing, driven by a forecast increase in containerized trade. Demand Projections for Inland Rail (Mtpa) 2.5 2.0 1.5 1.0 0.5 TEU volumes (million TEUs) 0 2025 2030 2035 2040 2045 2050 2055 2060 2065 2070 2075 SEQ-Intercapital Import/Export Note: ARTC Demand projections highlight freight from Melbourne to Brisbane, Brisbane to Adelaide, and Brisbane to Perth. Source: ARTC (2015). ARTC 2015 Inland Rail Programme Business Case. 4 Toowoomba ABOUT INLAND RAIL Gladstone Inland Rail Gladstone Inland Rail is a visionary Gateway Mwy Port of project, aimed at future Brisbane 38 km from Acacia Ridge Brisbane proofing Australia’s economy Airport to Port of Brisbane as the freight task grows.
    [Show full text]
  • North East Rail Alliance and the ARTC Inland Rail Project Contents 1 Introduction to the North East Rail Alliance
    North East Rail Alliance and the ARTC Inland Rail Project Contents 1 Introduction to the North East Rail Alliance ....................................................................................... 1 Euroa Connect Issues and Reccomendations ..................................................................................... 3 Better Benalla Rail Issues and Recommendations ............................................................................ 10 Glenrowan Improvers considerations. ............................................................................................... 18 North East Rail Alliance media release February 2021 ..................................................................... 22 North East Rail Alliance media release March 2021 ......................................................................... 23 The purpose and aims of the NE Rail Alliance. The North East Rail Alliance (NERA) was formed in late 2020 and represents the local rail action groups, Euroa Connect, Better Benalla Rail, Glenrowan Improvers and the Wangaratta Rail Action Group. The Australian Rail Track Corporation (ARTC) plan to run 1.8 km long, double-stacked freight trains from Brisbane to Melbourne. The trains will utilize the XPT standard gauge line in North East Victoria. This will require major changes to several station precincts, including Euroa, Benalla and Glenrowan where these trains will not fit under the existing overpass bridges. The Alliance was formed in response to seemingly impenetrable difficulties with the ARTC that
    [Show full text]
  • Melbourne–Brisbane Inland Rail Alignment Study Working
    ARTC Melbourne–Brisbane Inland Rail Alignment Study Working Paper No. 6 Design Standards ARTC Contents Page Number 1. Introduction .................................................................................................................................... 1 1.1 Overview 1 1.2 Background to Melbourne–Brisbane Inland Rail 1 1.3 Study objectives, stages and working papers: 1 1.4 Roles of the Lead Technical Consultant (LTC) and the Financial and Economic Consultant (FEC) 3 1.5 Stage 1 analysis 3 1.6 Working Paper No.6 objectives 5 2. Methodology ................................................................................................................................... 6 2.1 Background 6 2.2 Existing standards 7 2.3 Project scope of works 7 2.3.1 Context 8 3. Operations ...................................................................................................................................... 9 3.1 Summary 9 3.2 Reference train 9 3.2.1 Maximum load 9 3.3 Gradient 10 3.3.1 Standards 10 3.3.2 Existing ruling gradients 10 3.3.3 Effect of gradients on trains 11 3.3.4 Optimising gradients 13 3.4 Maximum speed 13 3.5 Double stack trains 13 3.6 Axle loads 13 3.6.1 Locomotive axle loads 14 3.6.2 Wagon axle loads 14 4. Permanent way ............................................................................................................................. 16 4.1 Methodology 16 4.2 Specific criteria 17 5. Signalling and communications .................................................................................................
    [Show full text]
  • Inland Rail Economic Analysis Central Queensland Regional Organisation of Councils February 2021 Toowoomba to Gladstone (T2g) Inland Rail Economic Analysis
    TOOWOOMBA TO GLADSTONE (T2G) INLAND RAIL ECONOMIC ANALYSIS CENTRAL QUEENSLAND REGIONAL ORGANISATION OF COUNCILS FEBRUARY 2021 TOOWOOMBA TO GLADSTONE (T2G) INLAND RAIL ECONOMIC ANALYSIS DOCUMENT CONTROL Job ID: J001901 Job Name: Inland Rail to Gladstone Port Economic Analysis Client: Central Queensland Regional Organisation of Councils Client Contact: John Abbott Project Manager: Jonathan Pavetto Email: [email protected] Telephone: 07 4771 5550 Document Name: Toowoomba to Gladstone (T2G) Inland Rail FINAL Last Saved: 19/2/2021 1:24 PM Version Date Reviewed Approved DRAFT v1.0 01/12/20 JP ARP DRAFT v2.0 19/01/21 JP ARP DRAFT v3.0 10/02/21 JP JP DRAFT v4.0 17/02/21 JP JP FINAL 19/02/21 JP JP Disclaimer: Whilst all care and diligence have been exercised in the preparation of this report, AEC Group Pty Ltd does not warrant the accuracy of the information contained within and accepts no liability for any loss or damage that may be suffered as a result of reliance on this information, whether or not there has been any error, omission or negligence on the part of AEC Group Pty Ltd or their employees. Any forecasts or projections used in the analysis can be affected by a number of unforeseen variables, and as such no warranty is given that a particular set of results will in fact be achieved. i TOOWOOMBA TO GLADSTONE (T2G) INLAND RAIL ECONOMIC ANALYSIS FOREWORD Inland Rail is Australia’s largest freight infrastructure project, which when fully developed is proposed to provide a standard gauge rail link between Melbourne and Brisbane.
    [Show full text]
  • Australia's Inland Rail .
    V5 f AUSTRALIA’S INLAND RAIL . Transforming the national supply chain James Michel, Hon.Mbr. AREMA, Mbr. RTSA MARSH RAIL PRACTICE Railway Technical Society of Australasia ENGINEERS–AUSTRALIA / ENGINEERS-NEW ZEALAND RTSA + AREMA Cooperation Agreement • Australian and American railways utilize similar equipment and technology • Australia is a technology incubator- high axle loads • Associations can share knowledge and experiences • Publicizing Calls for Conference Papers • Offering member fee eligibility for events • Sponsoring Study Tours on Railway Engineering (STORE) AUSTRALIA RAIL NETWORK • 210,000 miles; 3 gauges • Capital cities linked – standard gauge • ARTC managed infrastructure • Multiple freight operators/open access • Single track rail corridors • Commodity railways; iron, coal • State-run passenger services • Greatest freight flows: • Melbourne-Sydney-Brisbane Corridor • Only 30% of tonne-kms moves by rail • Speed limited by curvature and grade • Constrained by Sydney passenger train congestion and lack of track capacity INLAND RAIL Transform freight movement by building 1100 miles of modern, new and upgraded rail lines that bypass the Sydney commuter network • 2006 Initial Corridor Studies Like building a new • 2010 Conceptual routing finalized freight line from New • 2015 ARTC and PwC publish the Business York to Mobile, AL Case and rail service proposal • 2017 Federal government commits a total of A$9.3 billion to implement • 2018 ARTC initiates final studies, community outreach, calls for tenders • 2018 Construction starts
    [Show full text]
  • The Inland Rail Project Learning the Lessons of the Past Building a Railway for the Future
    The Inland Rail Project Learning the Lessons of the Past Building a Railway for the Future Rail, Tram and Bus Union Submission to the Senate Standing Committee on Rural and Regional Affairs and Transport Inquiry into the Management of the Inland Rail project by the Australian Rail Track Corporation and the Commonwealth Government November 2019 For further information, please contact the RTBU National Office on (02) 8203 6099 or [email protected] 1 Table of Contents EXECUTIVE SUMMARY ..................................................................................................... 3 INTRODUCTION ............................................................................................................... 4 Incremental Approach.............................................................................................................. 4 STATE OF PLAY ................................................................................................................ 5 Flawed assumptions................................................................................................................. 5 Construction in Existing Corridors ..................................................................................................................5 Optimism Bias .................................................................................................................................................5 Equity Financing and Public Private Partnership (PPP) ..................................................................................6
    [Show full text]
  • Making the Right Connection
    MAKING THE RIGHT CONNECTION Connecting the Port of Gladstone to the Inland Rail (Toowoomba to Gladstone via Wandoan) T2G Rail Submission to the Senate Standing Committee on Rural and Regional Affairs and Transport on Management of the Inland Rail project by the ARTC and the Commonwealth Government 29 November 2020 Contact details:- Mr John Abbott AM B.Eng., LLB, RPEQ, CPEng, Int’l PE, APEC Eng (Aust), MAICD, FIEAust Deputy Chairman Regional Development Australia – Central and Western Queensland PO box 307 Rockhampton, QLD 4700 Mobile:- 0448 223 589 WHO IS MAKING THIS SUBMISSION? This submission is being made by Mr John Abbott as the Project Manager for an Inland Rail Advocacy Project for extension of Inland Rail to Gladstone. The Project is an initiative of the CQROC and RDA, that is actively sponsored and funded by the Banana Regional Council, Gladstone Ports Corporation and Gladstone Regional Council. • The Central Queensland Region Organisation of Councils (CQROC) Member Councils are Gladstone Regional Council, Banana Regional Council, Livingstone Regional Council, Central Highlands Regional Council, and Woorabinda Shire Council • Regional Development Australia – Central and Western Queensland (RDACWQ) The RDACWQ covers 453,000 km2, encompassing 12 local government areas, 7 State Electorates, and 3 Federal Electorates • Gladstone Ports Corporation The Port of Gladstone is a world class port, with a total throughput of over 122 million tonnes per annum, with over 1,900 ships using the port every year. It has the ability to handle the largest of ships and has the approved ability to expand to 300 Million tonnes per annum. At this capacity, it would be in the top 15 ports by tonnage in the world.
    [Show full text]