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WHEATBELT SNAPSHOT SERIES: LAND BASED TRANSPORT Version 2 July 2014

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WHEATBELT SNAPSHOT SERIES: LAND BASED TRANSPORT Version 2 July 2014 WHEATBELT SNAPSHOT SERIES: LAND BASED TRANSPORT Version 2 July 2014 PURPOSE OF DOCUMENT This document summarises the Wheatbelt Development Commission’s (WDC) understanding of transport infrastructure issues in the Wheatbelt. It highlights strategic issues for the region and proposes solutions to these problems. It is a working document, and stakeholders are encouraged to contact the WDC if they identify any errors. FACTS The Wheatbelt contains major interregional and interstate transport linkages such as the Great Northern Highway, Great Eastern Highway, Great Southern Highway, Brand Highway and the Albany Highway; and the East West Rail link. There is 45,069km(1) of road in the Wheatbelt servicing a mix of local, tourist and freight traffic (see Appendix 1 for details). An integrated land transport network is a vital aspect of the Wheatbelt economy. Sustainable, effective and efficient transport networks are critical to foster commercial enterprise and safe domestic use. Figure 1: Wheatbelt Region (WDC 2012) Version: 01 – Revision Due 30/06/2014 1 (1) (2) Main Roads, Regional Digest 2011-2012. Strategic Grain Freight Network Committee Report, 2009. KEY TRANSPORT ISSUES and expand industry opportunity in the Wheatbelt, particularly in relation to transport logistics. The Outer Ring Perth to Darwin National Highway (PDNH) (Great Road will reduce the requirement for heavy freight to Northern Highway) traverse the metropolitan area and will also connect to the larger scale Portlink proposal. The scale, stakeholders and The National Land Transport Network forms the backbone of nature of the project makes the development of a single passenger and freight transport in Australia, with the PDNH business case particularly complex, but it can be broken into linking Perth with Northern Western Australia. This supports two distinct parts, north and south links. some of the largest ports by tonnage (Port Hedland, Dampier and Port Walcott) and the primary export industries North Link: The North Link is critical to support the State’s dependent on these transport network linkages. economic growth industries relocating to the Wheatbelt. It will alleviate congestion associated with heavy haulage vehicles Growth in the mining sector in the North West, and Mid West in the metropolitan and peri urban growth areas (such as has generated significant growth in traffic volumes, Mundaring and the Swan Valley). Investigations have particularly heavy vehicles on the Great Northern Highway. occurred with regards to the development of this haulage link Priority areas for upgrades on the GNH in the Wheatbelt from Northam - Great Eastern Highway (GEH) to the Great include the Bindi-Bindi Curves and Walebing (Batty Bog Northern Highway (GNH), bypassing Perth. Road to Walebing). Upgrade of the Bindi Bindi Curves section commenced in 2013 and is scheduled for completion Southern Link: Feasibility for the Southern portion of the by mid-2015. Funding has been allocated for upgrade of the Outer Ring Road: Brookton to Kwinana (Great Southern Walebing section and work is scheduled to commence in Highway (GSH) to Metropolitan area) requires planning. mid-2014 for completion in early 2016. Grain Freight Increased heavy traffic is also generating detrimental impacts to particular townsites on the GNH. Planning town Over 10 years ago, the changing nature of both the grains bypasses has been undertaken for a number of and transport logistics industry triggered the evaluation of communities, however funding for their construction has yet traditional networks and government investment in renewal to be allocated. The townsites of New Norcia and Bindoon and improvement works. Key factors influencing the industry are particularly in need of bypasses. include: • Increased climate variability; Outer Metropolitan Ring Road • Removal of statutory marketing arrangements for grain; The Outer Ring Road is a longer term project with the • Grain logistics deregulation; and potential to relieve Perth of heavy vehicle related congestion Version: 01 – Revision Due 30/06/2014 2 (1) (2) Main Roads, Regional Digest 2011-2012. Strategic Grain Freight Network Committee Report, 2009. • Private operation (under lease) of the majority of the rail Since the completion of the SGNR in 2009, CBH have made network used in grain freight transport. some notable changes to their grain logistics systems. The changes include: In 2009, Strategic design + Development Pty Ltd completed • Contractual arrangement between CBH and Watco for the Strategic Grain Network Report (SGNR) for the WA the rail transport of grain from up country rail sites to Freight and Logistics Committee on behalf of the Strategic port; and Grain Network Committee which identified: • CBH’s $175million investment in locomotives and • Rail linkages (Tier 3) for phased closure and ; custom made rolling stock. • Recommended investment in associated road infrastructure. CBH believe that these changes will provide increased efficiencies and reduce rail freight rates by up to 7 per cent. The SGNR recommended an investment of $320million to upgrade roads and an annual cost of $1.1million for road Changes in efficiencies of either road or rail would impact the maintenance (2009 estimate). This investment was across assumptions and findings of the SGNR, meaning that road the entire grain freight road network (Tier 1-3 routes), routes may now be more competitive or less competitive than rail lines. In 2011, WALGA, with the support of the WDC, MWDC and GSDC, commissioned Cardno Eppell Olsen to undertake a There is a need for continuing investment in an integrated process to confirm Local Governments role in delivering an grain freight system (both road and rail) to provide the grain efficient integrated grain freight network, focusing on the industry with safe and cost-effective access to export ports. development of haulage routes for bin to bin and bin to port cartage that support rail. Mining and lime freight Changing economic activity in recent years has seen The resultant Local Government Grain Freight Network significant growth in mining, and thus freight activity for this Heavy Vehicle Strategic Pathway Mapping and Access sector. Both wide and heavy loads servicing mining to the Policy Report delivered: north and east, and product from the east of the region has • A strategic map of access for an integrated freight impacted considerably on freight activity, including road, rail network; and port. • Defined a median cost associated with the upgrade of this proposed integrated freight network; and Similarly, expansion of lime mining on the Central Coast • Delivered a heavy vehicle access policy template for Sub-region is impacting on road usage and safety, consideration by Local Governments with the aim of particularly in the Shires of Gingin and Dandaragan. providing consistency across LG boundaries. Version: 01 – Revision Due 30/06/2014 3 (1) (2) Main Roads, Regional Digest 2011-2012. Strategic Grain Freight Network Committee Report, 2009. ROAD INFRASTRUCTURE Main Roads (MRWA) is Western Australia's State road MANAGEMENT authority with delegated responsibility for WA roads under the Main Roads Act 1930 and Road Traffic Act 1974. Main Federal, State and Local government are all responsible in Roads is responsible for the funding and management of all managing the Wheatbelt road network. The level of roads classed as ‘highways’ and ‘main roads’ in the state. government responsible for particular roads is determined by These roads serve a regional function and in the Wheatbelt an administrative classification system, assigning roads to comprise a State network length of 2,918km(1) and National either State or Local government depending on the area network length of 653km(1) or 3,571km total(1) MRWA has serviced as well as the traffic movements on the particular legal responsibility for regulatory traffic signs on both state route. and local roads. The Australian Government: • Regulates safety standards for new vehicles; Main Roads’ management of roads in the Wheatbelt Region • Administers road funding such as the National Black is divided into two regions; Wheatbelt South and Wheatbelt Spot Program and; North. • Provides infrastructure resources for the National Land and Transport Network. This network is based on national and inter-regional land transport corridors that connect urban areas, ports, airports and intermodal transport connections that are of critical importance to the economic growth of the nation. Wheatbelt roads that form part of this networks are: - Great Eastern Highway - Great Northern Highway The State Government: • Is responsible for aspects of road network management including funding, planning, designing and operation. • Is charged with managing the vehicle registration and Figure 2: Wheatbelt Road Regions (Main Roads) driver’s license systems and regulation and enforcement of road use. Version: 01 – Revision Due 30/06/2014 4 (1) (2) Main Roads, Regional Digest 2011-2012. Strategic Grain Freight Network Committee Report, 2009. Local government responsibilities for road management are Funding for the construction, maintenance and management set out in the Local Government Act 1995. Local of declared ‘highways’ and ‘main roads’, is provided by the governments are charged with the responsibility for funding, State Government. These funds are derived principally from planning, designing and operating the road networks in their State vehicle licence fee collections under the Road Traffic local areas. The local road
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