.--r-- .. • ••• • • • • ,. • • • • VICTORIAN TRANSPORT STUDY I

I I • • , ·-REPORT ON • HAMILTON-NORADJUHA (BALMORAL) RAILWAY - • • • • • • • • I • ... • ~ ... • •• • • I • .J _. • • Ordered by the Legislative Assembly to be printed I • I • • ·~ ..._ . • • - ._- I • I -:-- • • •• -. F. D . ATKINSON. GOVERNMENT PRINTER MELBOURNE '£- 1980 •• • •

VICTORIAN TRANSPORT STUDY

The Honourable R.R.C. Maclellan, M.L.A., Minister of Transport, 570 Bourke Street, MELBOURNE, VIC. 3000.

Dear Mr. Maclellan, I have the pleasure to submit herewith a report on the Hamilton Noradjuha (Balmoral) Railway. This is one of a series of reports being prepared to make known the results of the Victorian Transport Study. Yours sincerely, ~~~~ W.M. Lonie. SUMMARY

This report deals with the Hamilton-Noradjuha (Balmoral) railway line. This railway line was specifically referred to in the motion which was carried by the Legislative Assembly of the Parliament of Victoria on 13th June 1979, and which led to the Victorian Transport Study.

Background information about the railway line, the present position concerning it, and the economics of rebuilding and reopening it, are discussed.

Details of the written submissions received by the Study Group and of its discussions with interested parties, are summarised. Various reasons for rebuilding and reopening the line that have been put forward are commented on.

The report recommends that the Hamilton-Noradjuha (Balmoral) railway line remain closed, and that action be taken to remove all existing levPl crossing signs and to carry out any roadworks at the level crossing that may be required to provide adequate and safe road conditions. HAMILTON-NORADJUHA (BALMORAL) RAILWAY

CONTENTS:

Summary 1. Introduction 2. The Present Position

3. Economics of Upgrading the Line 4. Submissions, Discussions and Inspections 5. Discussion 6. Recommendation 1 I \. I 1 <( I HAMILTON NORADJUHA ....1 RAILWAY <( a: 1- tf) :::l <(

FIGURE 1. THE RAIL NETWORK IN WESTERN VICTORIA. 1.

1. INTRODUCTION

1.1 The main railway line reached Horsham in 1879 and was extended to East Natimuk and Noradjuha in 1887. The Noradjuha to Hamilton link was opened in 1921.

1.2 The Victorian Railways Board (VicRail) has advised that an examination of the Hamilton-Noradjuha railway line, carried out in 1976, indicated that:

. The 112 Km line was laid with 1 ht 60 lb rails, was restricted to a 25-30 Km/hr speed limit, and had only one train scheduled each way weekly.

In 1974-75 the total freight carried was 17,842 tonnes, or an average of 68.4 tonnes per working day, and that freight had decreased 58 percent in the last 5 years.

The line was not suitable for the through transport of grain, which was railed over main lines via Ararat.

As the only grain silo on the line was located at Noradjuha, the line south of Noradjuha caul~ be closed.

If the line were closed, general merchandise and wool could be handled on road vehicles based on the Hamilton and Horsham regional freight ce1tres. Superphosphate and oats could be licensed for road movement. Closure of the line would give a saving in operating costs of about $190,000 per annum, and the rail tracks would have significant scrap value.

1.3 In about October 1976, the then Minister of Transport announced that the line was to be closed. Followi local representations, it was announced in May 1977, t the line would stay open until July 1979, and that it would be available for bulk freight with trains running as required. Apparently only few trains ran. The line was officially closed in July 1979. 2.

2. THE PRESENT POSITION

2.1 The Hamilton-Noradjuha railway line is now officially closed, i.e., no rail traffic uses the line between Hamilton and Noradjuha. However, the rails and sleepers still remain in position and the railway-road level crossings and signposting and other associated equipment still exist. ·

2.2 It must be recognised that the rails that were manufactured in 1884, and the sleeper and ballast system designed for 19th century conditions, are basically useless in the context of a modern railway system. If the line were to be reopened either now or in the future the whole system would have to be rebuilt in order to handle trains operatin at acceptable speeds and loadin s. In other words, the exi ing track is completely unsuitable r present day trains, and it has no value for this purpose.

2.3 That part of the line north of Noradjuha remains open, basically so that the rail system can serve, amongst other things, the grain silo at Noradjuha. It is understood that VicRail proposes to upgrade this section of track, by the installation of heavy rail, within the next 5 years.

2.4 Rail traffic between north-western Victoria and Portland now travels from Horsham via Ararat and Hamilton. There are currently some capacity limitations on these sections of the railwa line, i.e. between Horsham and Ararat, and between Arar and Hamilton. However, VicRail advises that train crossing and signalling facilities on these sections of railway line are currently being upgraded. When this work is comoleted the capacity of these two sections will be substantially increased, and VicRail advises that their capacity then will be well in excess of likely train traffic on them in the foreseeable future. 3.

3. ECONOMICS OF UPGRADING THE HAMILTON-NORADJUHA LINE

3.1 The existing Hamilton-Noradjuha line is totally unsuitable for the through transport of grain, and if it were to be reopened for this purpose it would first have to be completely rebuilt.

3.2 VicRail has advised that the cost of rebuilding the track and associated structures between Hamilton and Noradjuha to a standard appropriate to present day requirements would be of the order of $12 million. In addition, a new triangular connection to the railway line at Horsham, and two new crossing loops between East Natimuk and Hamilton, at a total estimated additional cost of the order of $1 million would be required. Thus, the total cost of all the necessary work would be of the order of $13 million. 3.3 This total cost could possibly be reduced to $8.8 million if serviceable 47 Kg rails could be used instead of new rails. 3.4 Hence, the total cost of rebuilding the Hamilton to Noradjuha railway line and associated structures to a standard suitable for the through movement of grain would be at least $8.8 million, and possibly as h h as $13 million.

3.5 VicRail has provided details of estimated operating and maintenance costs following rebuilding of the line between Hamilton and Noradjuha for comparison with the costs of operation of the existing facilities via Ararat and Hamilton.

3.6 If the line were rebuilt and reopened, it is likely that the total of grain and other freight that it could carry would be somewhere between 300,000 and 600,000 tonnes per annum. For instance, VicRail advises that if the line were upgraded, the area from which operational requirements would allow trains to be actually routed via Balmoral would be all stations west and north of Horsham, plus stations on the Balmoral and Carpolac lines. In 1978-79, 272,720 tonnes of grain originated from these stations. Also discussions with representatives of the Australian Wheat Board indicate that some increase in normal annual production can be expected in the future, but certainly not massive increases in record yields (of which 1978-79 was one). 3.7 If the line were reopened there would be some reduction in operating costs for traffic using it because of the shorter distance to Portland via Balmoral. However, this reduction in operating costs would be far outweighed by the capital cost of rebuilding the line. 4.

3.8 No economic case can be presented to justify the high capital cost of rebuilding the Hamilton-Noradjuha railway line. 5.

4. SUBMISSIONS, DISCUSSIONS AND INSPECTIONS

4.1 The Study Group has received written submissions from, and has had discussions with, several groups and individuals concerning the possible reopening and upgrading of the Hamilton-Noradjuha line. In addition, the Study Group has inspected the line. 4.2 Those who have both made written submissions and had discussions with the Study Group in support of reopening the railway line are: . Shire of Dunmunkle. . Shire of Portland. Snire of Wannon. Portland Development Committee. Western Victoria Transport Committee. Victorian Farmers and Graziers Association. Wimmera District Council, Victorian Farmers and Graziers Association. 4.3 Those who have made written submissions only in support of reopening the railway line are: Shire of Mt. Rouse. Balmoral Branch, Victorian Farmers and Graziers Association. Mr. J.W. Downes (Strathmore). Mr. A.L. Grigg (Brighton Beach).

4.4 There has also been a joint submission from the Shires of Arapiles, Dundas, Kowree and Wannon on the Natimuk­ Hamilton Road. 4.5 Others who have had discussions on the future of the railway line include: The Hon. D.G. Crozier, M.L.C. The Hon. B.A. Chamberlain, M.L.C. Mr. W.D. McGrath, M.L.A. Mr. D.K. McKellar, M.L.A. Mr. T.C. Jarrett, Chairman, Portland Harbour Trust. West Wimmera District Council, Victorian Farmers and Graziers Association.

4.6 It might be noted that the Western Victoria Transport Committee comprises representatives of a number of municipal Councils and organisations in Western Victoria, and it has wide support in the region. 6.

4.7 In addition, a few other written submissions (from orivate individuals) have said that all country railway lines should be retained.

4.8 Several reasons for reopening and upgrading the lin have been put forward. These and brief comment on each are set out below (not in any particular order):

Diversion of freight traffic to the line would reduce delays to passenoer traffic on the Horsham to Ararat section of the main Melbourne to Adelaide line.

VicRail advises that on compl tion of work currently in hand to u:grade crossing and signalling facilities between Horsham and Ararat, this section of the line will have capacity in excess of that n8cessary to c ter for passenger and freight traffic exoected in the foreseeable future. This work is necessary to hancl current and expecte interstate traffic, irres ctive oP future traffic to and from Portland.

The opening of Alcoa at Portland will add freight to the already congested Ararat to Hamilton section of the Ararat to Portland line,

Vic~ail advises that on completion of work currently in hand to upgrade crossing and signalling facilities between Ararat and Hamilton, this s ction of the line will have capacity in excess of that necessary to cater for traffic expected in the foreseeable future.

More Grain would move to Portland.

This reason oresumably is based on the fact that if traffic passes through Ararat, the shortest distance to Geelo is 14 Km shorter than the distance to Portland, whereas if tra fie could travel via Balmoral the distance between Horsham and Portland would be 62 Km less than from Horsham to Geelong. While this is correct, a more im rtant factor is the inherent advantages of the Port of Por land compared with the Port of Geelong, and in particular that Portland has potential to handle larger shios, with resulting economy.

Movement of Grain is now a 12 month long operation.

If grain movement extends over 12 months, this would reduce peak loadings, and would put less stress on the route via Ararat. 7.

Shortage and cost of fuel for road transport. While fully loaded trains are more fuel efficient than road vehicles, for many applications full train loads are not practicable, and in this circumstance where full road truck loads are feasible, road traffic can be more fuel efficient than rail. A separate report has been prepared on Fuel for Transport. It discusses fuel considerations in transport in some detail. Would lessen the amount of heavy traffic on roads with resulting less damage to roads and less safety problems. The real problem as far as roads are concerned is that in recent years road traffic has increased significantly and that it is now leading to failure of roads that were li tly constructed some years ago using locally occurring m erials. This is a state wide problem. The additional traffic contributed by closure of the railway line is small, and it in itself would not significantly affect the need for road improvements. In any case, it is noted that special impact funds have been made available for works made necessary by additional traffic due to circumstances such as the closure of railway lines. The problems created by present day road traffic using roads lightly constructed many years ago are highlighted in the submission to the Study prepared jointly by the Shires of Arapiles, Dundas, Kowree and Wannon on the Natimuk­ Hamilton Road. This reoort clearly indicates the work required, and the caRt to bring the ~atimuk Hamilton Road up to a standard to satisfactorily cater for present day, and likely future traffic. It also rightly points out that "the example of the Natimuk-Hamilton Road has indicated that large amounts of capital are required to upgrade a road syste~ to necessary highway standards". This report by the four Councils is a valuable one in that it is a good example of the situation concerning rural roads in many parts of the State. It is further referred to in a separate report prepared on Roads in Victoria. It will be noted that the problems indicated in the report are due to continually increasing numbers and weight of vehicles on the State's road system over the last several years. The report presents no information to suggest that the present situation has been at all significantly affected by the closure of the Hamilton-Noradjuha railway line. 8.

Of Defence significance.

Without the Hamilton-Noradjuha line, Portland has connections to the main Melbourne Adelaide railway line (and to the Victorian rail system) via Hamilton, and to the South Australian rail system via Mt. Gambier. In addition, the region is well served by the road network.

Geographically situated to serve Western Victoria and Southern , and to provide an alternative to other systems.

The existing rail lines in Victoria and South Australia, and the road network should satisfy all foreseeable transport requirem nts of the region.

Would ~e of benefit to the Port of Portland.

Benefits would be marginal only. The potential advantages of the Port of Portland are substantial. For the foreseeable future connections between Portland and the Victorian and South Australian rail and road systems would apoear to be satisfactory.

Any social and economic impacts, including those on "railway connections" of Horsham and Hamilton should be considered.

It is agreed that all social and economic impacts should be considered. However, closure of the Hamilton-Noradjuha railway line has not resulted in any noticeable social or economic impacts, nor is it expected that it will in the future. There is little doubt that suitable tran ort services could be made available as reauired to cater for pr sent and future needs in the region, and that employment prospects in the area will not be adversely affected if the line is not reopened. The matter must be considered in the context of overall benefits and costs. In this context, there is no doubt whatsoever that th local community will not be disadvantaged by closure of the line, and that there will be s nificant advantages to the State in its closure.

The future of 11 ohost" freight rates must be considered.

A major concern appears to be that, if the Hamilton­ Noradjuha line is ermanently closed, the present concept of "ghost 11 frei t es, providing lower rail freight rates over a fairly large area. (and which range from 0.35 cents to $2,00 per tonne), will eventually be abolished. It is presumed that " ost" freight rates hav been introduced to encourage freigh movement to Portland - in other words, as an incentive towards more balanced development of the State. 9.

As such " ost" freights are really a separate issue, no doubt ey will be retained as long as it is considered necessary, in the overall interests of the State to give additional encouragement to freight movement to Portland. 10.

5. DISCUSSION.

5.1 The Study Group's examination of the Hamilton-Noradjuha railway line, which has been carried out as an int rat part of the total Victorian Transport Study, clearly ind cates that rebuilding of the line cannot be justified. 5.2 After taking into account all the relevant factors, and having given careful consideration to all the aspects raised in the written submissions and in discussions, it must be concluded that the overall interests of the State will best be served by not reopening the Hamilton-Noradjuha railway line. 5.3 Also, this action will not adversely affect those living in western Victoria. 5.4 If the railway line is to remain closed, action should now be taken: To remove all level crossing signs. • To carry out any road works at, or on the approaches to, the existing level crossings, (including any necessary minor road relaignment that may be required) to provide adequate and safe road conditions. 5,5 Dismantling of the track and associated equipment (apart from any that should be removed at or in the vicinity of level crossings to provide adequate and safe road conditions) and the disposal of railway land, are matters that can be decided as separate issues in the future. 5.6 During its inspection of the Hamilton-Noradjuha railway line, the Study Group noticed two aspects that should be further considered at the appropriate time: At present, superphosphate is carted by road, and transferred to off-register rail wagons at sidings along the now disused railway line. Farmers then collect from these off-register wagons. While this maintains the earlier status auo as far as the delivery of superphosphate is concerned, an effort should be made to arrive at a more efficient operation,

Silos are·currently being constructed at some of the sidings along the now disused railway line. It is understood these are being erected by the Grain Elevators Board to facilitate grain handling. Some of the existing railway land may be required permanently to accommodate these silos, and this aspect should be kept in mind if and when disposal of the railway reserve is being considered. 11.

6. RECOMMENDATION

6.1 It is recommended that: The Hamilton-Noradjuha railway line remain closed. . Dismantlin of the track and associated equipment, (apa from any that should be removed at or in the vicinity of level crossings to provide adequate and safe road conditions), and the disposal of railway land, be dealt with as separate matters in the future. All level crossing signs be removed, and any road works at or on the approaches to the existing level 8rossings (including any necessary minor road realignment), required to provide adequate and safe road conditions, be carried out.