DOCSLIB.ORG

Inland Rail Central West Nsw Regional Economic Analysis on the Potential Impact of the Proposed Inland Rail

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text

Load more

INLAND RAIL CENTRAL WEST NSW REGIONAL ECONOMIC ANALYSIS ON THE POTENTIAL IMPACT OF THE PROPOSED INLAND RAIL A NSW Government Initiative / December 2016 Report prepared for Regional Development Australia — Central West by A.P. SHEERE CONSULTING www.apsheereconsulting.com / With funding from: / Acknowledgment A.P. SHEERE CONSULTING would like to acknowledge the support of Regional Development Australia — Central West (RDACW), Lycopodium Rail, Telesis Consulting, Parkes Council and the businesses and associations who kindly assisted with the development of this report. / About Regional Development Australia — Central West Regional Development Australia — Central West is part of a national network of 55 locally managed, not-for-profit incorporated associations and is jointly funded by the Australian and NSW Governments. Our region extends from Lithgow in the east to Lake Cargelligo in the west and comprises the local government areas of Lithgow, Oberon, Bathurst, Blayney, Orange, Cabonne, Cowra, Parkes, Forbes, Weddin and Lachlan. A NSW Government Initiative / Disclaimer The details provided in this report are based on information available at the time of preparation and terms of reference of the project. All estimates and statements made are given in good faith and in the belief that such statements are not false or misleading. All sources of information are detailed in the report. Readers are recommended to make appropriate enquiries and/or take appropriate advice before acting on information supplied in this report. A.P. SHEERE CONSULTING is not liable to any person for loss or damage incurred or suffered as a result of acting on or accepting any offer contained in this report. This report was produced by Regional Development Australia — Central West and does not necessarily represent the views of the Australian or NSW Governments, their officers, employees or agents. Contents 1 Executive summary 4 Part 2 — Regional Impact 15 5 Conclusion 33 5.1 Recommendations 34 Part 1 — Context 6 4 Economic analysis 16 4.1 Existing and future Part 3 — Appendix 35 2 Introduction 7 stakeholders 16 2.1 Purpose of the report 7 4.2 Consultations with 6 Bibliography 36 2.2 Report methodology 7 potential stakeholders 17 2.3 Background to Regional 4.2.1 Rail haulage operators 7 Lycopodium Rail Report 37 Development Australia – and bulk commodities Central West 8 producers 17 8 RDACW Profile 50 2.4 The RDACW region 8 4.2.2 Regional businesses 17 8.1 Regional demographic 4.3 Potential opportunities 18 profile 50 3 The Inland Rail project 9 4.3.1 Opportunities for Parkes 18 8.1.1 Estimated resident 3.1 Inland Rail project 4.3.2 Freight Handling 18 population 50 background 9 4.3.3 Maintenance Facilities 18 8.2 Age profile 51 3.2 Project description 9 4.3.4 Intermodal hubs/terminals 18 8.3 Regional economic profile 52 3.3. Inland Rail Programme 4.3.5 Large grain terminals 19 8.3.1 Gross regional product 52 objectives and route 10 4.3.6 Distribution centres 19 3.3.1 Regional hubs 10 4.3.7 Business growth 20 3.4 Operations and services 10 4.3.8 Short haul services 20 3.4.1 Access to the Inland Rail 10 4.3.9 Inland container storage 21 3.4.2 Double stacking services 11 4.4 Potential economic impact 22 3.4.3 Capacity of the Inland Rail 12 4.4.1 Impact of construction 22 3.4.4 Regional freight hubs 13 4.4.2 Impact by industry 22 3.5 Freight haulage cost 4.4.3 Impact by State 23 assumptions 13 4.4.4 Impact by Economic 3.5.1 Fees to access the Region 25 Inland Rail network 13 4.4.5 Impact on local GRP 3.5.2 Reduction in operational by LGA 26 costs 14 4.4.6 Employment and local 3.5.3 Overall cost to use the sourcing of resources 27 Inland Rail network 14 4.4.7 Reduction in regional traffic incidents/congestion 29 4.4.8 Freight cost savings 29 4.4.9 Business relocations 30 4.4.10 Real estate implications 31 4.4.11 Population growth 31 1 Executive summary Inland Rail is Inland Rail is the proposed 1,700 Road freight provides a number of km freight rail connection between benefits in terms of flexibility and expected to Melbourne to Brisbane which costs vis-à-vis rail freight, especially boost regional travels via regional Victoria, New for non-bulk consignments over South Wales and Queensland. shorter distances (typically less economic than 200 km). Until such time as The purpose of this report is rail operators can demonstrate growth and to undertake a professional, a service offering with shorter drive national independent assessment of the journey times, high levels of likely economic and supply chain reliability, and considerably lower productivity opportunities arising from the costs, road freight will continue to commissioning of the Inland Rail. be seen as the transportation mode of choice by a significant number The Inland Rail project is being of freight generating businesses. designed to provide a dedicated Melbourne to Brisbane freight Although recent announcements link that is fast and reliable at a by the Australian Government competitive price. It is expected to on further investment into land boost regional economic growth acquisition and engineering works and drive national productivity. provides additional confidence in the future commissioning of This report finds that it is Inland Rail, the reality is that the reasonable to conclude that commencement of operations is at the Inland Rail project will have least ten years away. a positive impact on the NSW Central West region both during Many of the businesses consulted and after construction. There are are taking a “wait and see” a number of reasons why Parkes, philosophy. While significant in particular, stands to benefit from volumes of freight are expected Inland Rail given its central strategic to be generated from Inland Rail, location and existing road and which will have direct and indirect rail infrastructure, including the benefits for regional producers and National Logistics Hub. other local businesses in Parkes and surrounding communities, it was However, it should be noted that difficult to solicit much meaningful the study also found that there feedback from rail operators on are, at least at the present time, their long term plans to take up the a number of challenges and capacity that Inland Rail will offer. impediments to overcome in order The likelihood is that major rail to maximise the potential benefits operators have yet to incorporate that Inland Rail might bring to the Inland Rail into their long term region. These include a heavy business plans. Alternatively, reliance by regional businesses on operators may be unwilling at road freight as the principal mode this stage to divulge details of of transportation. their proposed service offering for competitive reasons. 4 / Inland Rail / Executive Summary Some businesses are optimistic 6. Enhancements to 700 km of 14. From a regional development about the prospects of Parkes existing interstate track, major perspective the new rail line assuming a pivotal role as a key upgrades to 400 km of track will allow communities to intersect point on the national rail and constructing 600 km of further capitalise on Free network. Others are yet to articulate new track. Trade Agreements which are significant regional opportunities 7. Minimised impact on the expected to continue to for their businesses. Until such community by utilising 1200 boost exports. time as businesses with an interest km of existing rail corridors. 15. Potential increase in land values in moving freight by rail start to 8. Freight consolidation and and property in and around negotiate an operating concept distribution may enable those regions with close or and broad costings with existing strategic freight cost direct access links to Inland Rail terminal and rail operators, it is decisions to be made to are likely to be experienced difficult to get a clear view as to minimise export freight cost, once construction begins. the level of demand for short with railed access to Brisbane, haul regional services and/or Melbourne, Adelaide, Sydney consolidation services and terminal and Perth ports. activity at Parkes. 9. At a 7% discounted rate the Key business opportunities economic impact of the Inland highlighted in this report include: Larger businesses may see Inland Rail project on the Central 1. Rail maintenance and Rail as an opportunity to establish West region over 60 years is provisioning facilities for in-house terminal capacity or estimated to total $216 million. carriages, track, containers, etc indeed an in-house rail service. 10. Reduced lifecycle costs for could also be expanded and This report finds that there will infrastructure owners/operators established. be plenty of network capacity to on the road network as a result 2. Opportunity for both smaller accommodate such activity but it of lower freight volumes which regional hubs as well as is too early to tell, at this stage, the reduce maintenance costs and larger intermodal hubs to be likely demand for such services. enable investments in capacity expanded and constructed. to be avoided or deferred. 3. Parkes National Logistics Key economic benefits or enablers 11. The expansion in the Hub growth creating more of economic benefits found in this construction sector employment opportunities report include: supports additional flow on post-construction. 1. Increased productivity that will demand in the economy 4. Grain handling terminal benefit consumers through through the construction potentially located in Parkes. lower freight transport costs. industry supply chain and 5. Distribution centre 2. Improved road safety, ease additional spending on development. of congestion and reduced consumer related products by 6.
Recommended publications
  • The Case for Inland Rail

    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.
  • 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

    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 ...................................................................................................................
  • Introducing Competition Into Natural Monopoly Industries

    Introducing Competition Into Natural Monopoly Industries

    Introducing Competition into Natural Monopoly Industries: An Evaluation of Mandated Access to Australian Freight Railroads By Mark Fagan, Senior Fellow* Taubman Center for State and Local Government WP-2008-01 1 I. Study Context Policy makers have long grappled with introducing competition into natural monopoly industries such as transportation, telecommunications and electricity in order to eliminate excess profits and assure efficient provision of service. Freight railroads presented a particular challenge because rather than earn monopoly rents, the industry in North America, Europe and Australia struggled to remain financially viable in the face of competition from other modes, especially trucks. For example, US rail share of freight transportation declined 33% between 1950 and 1975. During the 1970s, the rail industry’s return on equity was in the 3% range and return on sales was only 4%. Several major US railroads declared bankruptcy in the 1970s including the Penn Central, the Rock Island, and the Erie Lackawanna. The freight rail experience in Europe and Australia was similar although government subsidies and road freight regulation kept the railroads in business. Policy makers in the US were the first to tackle the problem of freight railroad viability. The solution adopted was total economic deregulation. The rationale for the change was that regulation was inhibiting the rail industry from responding to competitive pressures from the trucking industry. With the Staggers Act of 1980, US railroads were free to enter and exit markets, introduce new service offerings, enter into private contracts with shippers, set rates and abandon track. Over the next two decades, the railroads reduced costs, rationalized capacity and increased productivity.
  • Tottenham to Albury Inland Rail and North East Rail Line Upgrade Projects

    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.
  • Attachment 4: the Case for Inland Rail the CASE for INLAND RAIL

    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.
  • Fact Sheet: Freight on Rail Group

    Fact Sheet: Freight on Rail Group

    Fact Sheet: Freight on Rail Group The Freight on Rail Group (FORG) is a rail freight focussed industry group established in August 2015 to engage with Government and key stakeholders on major public policy issues. It consists of the seven major rail freight businesses in Australia: Aurizon Aurizon has rail and road-based freight and infrastructure operations across Australia. Aurizon operates above-rail freight services from Cairns through to Perth, and manages the Central Queensland Coal Network made up of approximately 2,670km of heavy haul rail infrastructure. Australian Rail Track Corporation (ARTC) ARTC has responsibility for the management of over 8,500 route kilometres of standard gauge interstate track across Australia. ARTC also manages the Hunter Valley coal rail network, and other regional rail links. Brookfield Rail Brookfield Rail manages and operates a 5,500 kilometre open access, multi-user rail freight network extending throughout the southern half of Western Australia, providing access for intermodal, iron ore, grain, alumina and various other bulk commodities. Genesee & Wyoming G&W is a global vertically integrated rail freight company with a large Australian presence in SA, NT, Victoria and NSW. G&W owns nearly 5,000 kilometres of track in SA and NT, including the 2,200-km Tarcoola- to-Darwin railway. Pacific National Pacific National is one of the largest providers of rail freight services in Australia, providing intermodal, coal and bulk rail haulage services throughout Australia. Qube Qube is Australia's largest integrated provider of import and export logistics services. It offers a broad range of logistics services with a national footprint and a primary focus on markets involved in international trade in both the bulk and container markets.
  • Submission to the Senate Rural and Regional Affairs and Transport References Committee: Australia's Rail Industry

    Submission to the Senate Rural and Regional Affairs and Transport References Committee: Australia's Rail Industry

    Submission to the Senate Rural and Regional Affairs and Transport References Committee: Australia’s Rail Industry Feb 2017 1 This document has been prepared by the Freight on Rail Group (the Group). The Group is a rail freight focussed industry group established to engage with Government and key stakeholders on major public policy issues. It consists of the seven major rail freight businesses in Australia: Aurizon Aurizon has rail and road-based freight and infrastructure operations across Australia. Aurizon operates above-rail freight services from Cairns through to Perth, and manages the Central Queensland Coal Network made up of approximately 2,670km of heavy haul rail infrastructure. Australian Rail Track Corporation (ARTC) ARTC has responsibility for the management of over 8,500 route kilometres of standard gauge interstate track across Australia. ARTC also manages the Hunter Valley coal rail network, and other regional rail links. Brookfield Rail Brookfield Rail manages and operates a 5,500 kilometre open access, multi-user rail freight network extending throughout the southern half of Western Australia, providing access for intermodal, iron ore, grain, alumina and various other bulk commodities. Genesee & Wyoming G&W is a global vertically integrated rail freight company with a large Australian presence in SA, NT, Victoria and NSW. G&W owns nearly 5,000 kilometres of track in SA and NT, including the 2,200-km Tarcoola-to-Darwin railway. Pacific National Pacific National is one of the largest providers of rail freight services in Australia, providing intermodal, coal and bulk rail haulage services throughout Australia. Qube Qube is Australia's largest integrated provider of import and export logistics services.
  • 11.19 Senate RRAT Cttee Inland Rail

    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.
  • Management of the Inland Rail Project by the Australian Rail Track Corporation and the Commonwealth Government

    Management of the Inland Rail Project by the Australian Rail Track Corporation and the Commonwealth Government

    Submission to Senate Inquiry on: Management of the Inland Rail Project by The Australian Rail Track Corporation and the Commonwealth Government November 2019 1 This document has been prepared by the Freight on Rail Group (FORG) of Australia. FORG is a rail freight focussed industry group established to engage with Government and key stakeholders on major public policy issues. It consists of the eight major rail freight businesses in Australia: Auri zon Aurizon has rail and road-based freight and infrastructure operations across Australia. Aurizon operates above-rail freight services from Cairns through to Perth, and manages the Central Queensland Coal Network made up of approximately 2,670km of heavy haul rail infrastructure. Australian Rail Track Corporation (ARTC) ARTC has responsibility for the management of over 8,500 route kilometres of standard gauge interstate track across Australia. ARTC also manages the Hunter Valley coal rail network, and other regional rail links. Arc Infrastructure Arc Infrastructure manages and operates a 5,500 kilometre open access, multi-user rail freight network extending throughout the southern half of Western Australia, providing access for intermodal, iron ore, grain, alumina and various other bulk commodities. Genesee & Wyoming G&W is a global vertically integrated rail freight company with a large Australian presence in SA, NT, Victoria and NSW. G&W owns nearly 5,000 kilometres of track in SA and NT, including the 2,200-km Tarcoola- to-Darwin railway. Pacific National Pacific National is one of the largest providers of rail freight services in Australia, providing intermodal, coal and bulk rail haulage services throughout Australia.
  • Infrastructure Capability Assessment Transport

    Infrastructure Capability Assessment Transport

    Infrastructure Capability Assessment Transport Infrastructure Victoria Infrastructure Capability Assessment Transport What this assessment is about This infrastructure capability assessment is one of a series of supporting documents that Infrastructure Victoria (IV) has used to assist them in developing their paper - Laying the Foundations, Setting objectives and identifying needs for Victoria’s 30-year infrastructure strategy. This assessment sets out to: • Identify the major assets in the sector and provide the wider context in which assets operate, including the interconnections between assets, identification of key stakeholders and current industry trends in the sector • Provide a base of quantitative data as a foundation from which IV can start developing the strategy in relation to asset value, historical and forecast investment, infrastructure performance and current/future capacity in each sector • Identify the future challenges and opportunities associated with the sector, specifically related to how existing infrastructure can be used to accommodate future demand. This assessment represents an initial view on infrastructure in the sector and has been prepared based on publicly available information and in consultation with the stakeholders with whom we have engaged to date. Data collection has been based on consolidation of existing and available information as opposed to undertaking new primary research. This assessment is intended to set the scene for broader discussion and is complemented by a range of other technical documents available at www.infrastructurevictoria.com.au. It is IV’s intention that this work serves as one of the platforms for further engagement and refinement of Victoria’s infrastructure needs as IV progresses its 30 year infrastructure strategy development further.
  • The Case to Connect Inland Rail from Toowoomba to Gladstone Key National Infrastructure: Connecting Inland Rail to Gladstone Port

    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.
  • Fact Sheet – Freight on Rail Group

    Fact Sheet – Freight on Rail Group

    Fact Sheet The Freight on Rail Group (FORG) is a rail freight focused industry group established in August 2015 to engage with Government and key stakeholders on major public policy issues. It consists of the seven major rail freight businesses in Australia: Aurizon Aurizon has rail and road-based freight and infrastructure operations across Australia. Aurizon operates above-rail freight services from Cairns through to Perth, and manages the Central Queensland Coal Network made up of approximately 2,670km of heavy haul rail infrastructure. Australian Rail Track Corporation (ARTC) ARTC has responsibility for the management of over 8,500 route kilometres of standard gauge interstate track across Australia. ARTC also manages the Hunter Valley coal rail network, and other regional rail links. Arc Infrastructure Arc Infrastructure manages and operates a 5,500 kilometre open access, multi-user rail freight network extending throughout the southern half of Western Australia, providing access for intermodal, iron ore, grain, alumina and various other bulk commodities. Genesee & Wyoming G&W is a global vertically integrated rail freight company with a large Australian presence in SA, NT, Victoria and NSW. G&W owns nearly 5,000 kilometres of track in SA and NT, including the 2,200-km Tarcoola- to-Darwin railway. Pacific National Pacific National is one of the largest providers of rail freight services in Australia, providing intermodal, coal and bulk rail haulage services throughout Australia. Qube Qube is Australia's largest integrated provider of import and export logistics services. It offers a broad range of logistics services with a national footprint and a primary focus on markets involved in international trade in both the bulk and container markets.