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To View Asset .--r-- .. • ••• VICTORIA • • • • ,. • • • • 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 Arapiles. Shire of Dunmunkle. Shire of Kowree. 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.
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